CN205000209U

CN205000209U - Full interchange bridge

Info

Publication number: CN205000209U
Application number: CN201520739330.2U
Authority: CN
Inventors: 黄平平
Original assignee: Individual
Current assignee: Individual
Priority date: 2015-09-22
Filing date: 2015-09-22
Publication date: 2016-01-27
Anticipated expiration: 2025-09-22

Abstract

The utility model relates to an overpass especially relates to a full interchange bridge, and it includes: the ground floor is equipped with intercommunication formula annular channel, the underpass layer, including left and right main lane, main lane in a left side and/or youzhu lane are equipped with the gyration way respectively, go straight and say, turn left and turn right, high rack -layer, including left and right main lane, main lane in a left side and/or youzhu lane are equipped with the gyration way respectively, go straight and say, turn left and turn right, and be used for supporting ground floor, high rack -layer, the pier that turns left and turn right, high rack -layer, ground floor and underpass layer top -down set gradually, the underpass layer with high rack -layer is the cross. The utility model has the advantages of area is little, and the resource consumes fewly, simultaneously the pedestrian is current convenient with non -motor, and parallel nothing is treated, has improved current volume, fine solution the urban traffic problem of blocking up.

Description

A kind of full interchange viaduct

Technical field

The utility model relates to the utility model and relates to a kind of overpass bridge, particularly relates to a kind of full interchange viaduct.

Background technology

The city automobile development trend grown with each passing day and the social concern brought by traffic congestion, become the pressing problem that each metropolis Transportation Development faces.Wherein crossroad access is the emphasis place affecting whole urban traffic.Current plane crossing, relieves traffic congestion by signal lamp, and people's car occurs simultaneously, wait of blocking up, and to be formed especially peak period in wagon flow and block up, traffic efficiency is low.The small-sized overpass bridge of some crossing construction is difficult to the maximization taking into account vehicle, walk efficiency, and greatest drawback effectively to facilitate pedestrian's street crossing, mostly be the simple street problem excessively adopting upper and lower bridge to solve pedestrian, otherwise need to cross multiple motorway just by crossing.Some Blind Points in Design of Grade Separations are complicated, and make current limited, some overpass bridges define stifled point on the contrary.Some designs do not solve traffic weave problem and people's car mixes row problem, especially at turning.Some large-scale interchange viaduct floor spaces are excessive, and resource cost is large, has tied up the expensive real estate in a large amount of city.Current each metropolis all takes some and relieves traffic congestion, or even the way that restriction is passed through administers traffic congestion, to alleviate traffic pressure.

Disclosing only for auxiliary understanding design of the present utility model and technical scheme of above background technology content, it must not belong to the prior art of present patent application, show that not having tangible proof the applying date of foregoing in present patent application is in disclosed situation, above-mentioned background technology should not be used for novelty and the creativeness of evaluating the application.

Utility model content

The utility model is large in order to overcome floor space, and resource cost is large, and people's car occurs simultaneously, pedestrian and autos only inconvenience, the shortcoming waited for of blocking up.

For this reason, the utility model proposes a kind of full interchange viaduct, comprising:

Ground floor, is provided with intercommunication circular passage;

Underground passage layer, comprises left and right A-road, and described left A-road and/or right A-road are respectively equipped with slalom course, craspedodrome road, left changing lane and right-hand rotation road;

High rack-layer, comprises left and right A-road, and described left A-road and/or right A-road are respectively equipped with slalom course, craspedodrome road, left changing lane and right-hand rotation road;

And for supporting the bridge pier in described ground floor, high rack-layer, left changing lane and right-hand rotation road;

Described high rack-layer, ground floor and underground passage layer set gradually from top to bottom, and described underground passage layer and described high rack-layer are right-angled intersection.

Preferably, the utility model can also have following technical characteristic:

The left changing lane of described underground passage layer and high rack-layer includes gradient section and left-hand rotation curved segment, the described left changing lane of described underground passage layer is incorporated to the right A-road of described high rack-layer through described left-hand rotation curved segment, the described left changing lane of described high rack-layer is incorporated to the right A-road of described underground passage layer through described left-hand rotation curved segment.

The crossover sites of two described left-hand rotation curved segment vertical directions forms intersection, and the left-hand rotation curved segment be positioned at above described intersection is provided with the gap that can increase headway.

Described left-hand rotation curved segment adopts prestress steel to mix continuous box girder, and the structure of thickness solid carbon constructional steel plate affixing carbon fabric multiple-layer stacked during left-hand rotation curved segment corresponding above described crossing adopts, in the crossstructure at two ends, parallel embedding intersection.

The shape of described intercommunication circular passage is annular, oval ring or polygon annular.

Described underground passage layer and described viaduct arrange at least one tow-away zone, and top revolution place of described tow-away zone is arc or polygon.

Stormwater drainage system is provided with in described underground passage layer.

Below the described tow-away zone that described stormwater drainage system is arranged on described underground passage layer and described left changing lane.

The described tow-away zone of described viaduct be provided with daylighting through hole by centre.

The beneficial effect that the utility model is compared with the prior art comprises:

The utility model adopts the structure design of three layers, crossing motor vehicle and pedestrian is taken their own roads, does not interfere with or disturb each other mutually, take full advantage of the space of crossroad simultaneously, has and takes up an area advantage that is little, small investment.

In preferred version, the technology that left changing lane adopts in intersection effectively can reduce crossing grade separation spatial area to the limitation of left-hand bend longitudinal gradient height, and left-hand bend now can be passed through in road cause for gossip.

The tow-away zone of high rack-layer be provided with through hole by centre, not only can reduce crossstructure weight, reduce building materials consumption, reduce costs, but also lamp can be provided for lower floor's grade separation space.

To sum up, the utility model achieves the free barrier free accessibility of parallel, N-free diet method, the no signal lamp of pedestrian and bicycle, improve the traffic volume at crossing, reduce the idling driving brought because of traffic congestion to greatest extent, restart produced superelevation exhaust emissions, traffic efficiency is high, is applicable to the requirement of current metropolis motor vehicle huge traffic volume development trend.

Accompanying drawing explanation

Fig. 1 is structural representation of the present utility model.

Fig. 2 is the lateral view of the utility model Fig. 1.

Fig. 3 is the structure for amplifying schematic diagram of intersection of the present utility model.

Fig. 4 is the top view of underground passage layer of the present utility model.

Fig. 5 is the top view of ground floor of the present utility model.

Fig. 6 is the top view of high rack-layer of the present utility model.

Being labeled as in accompanying drawing: 1-ground floor, 2-underground passage layer, 3-high rack-layer, 4-slalom course, 5-craspedodrome road, 6-left changing lane, 7-right-hand rotation road, 8-bridge pier, 9-tow-away zone, 10-gradient section, 11-left-hand rotation curved segment, 12-intersection, 13-gap, 14-intercommunication circular passage.

Detailed description of the invention

Contrast accompanying drawing below in conjunction with detailed description of the invention the utility model is described in further detail.It is emphasized that following explanation is only exemplary, instead of in order to limit scope of the present utility model and application thereof.

With reference to the following drawings, will describe the embodiment of non-limiting and nonexcludability, wherein identical Reference numeral represents identical parts, unless stated otherwise.

Embodiment one:

A kind of full interchange viaduct, as shown in figures 1 to 6, shows concrete embodiment of the present utility model.In the present embodiment, for two-way 12 tracks, this full interchange viaduct comprises:

Ground floor 1, is provided with intercommunication circular passage 14, and intercommunication circular passage 14 can make pedestrian and bicycle shuttle back and forth in each street mouth quickly and easily, without the need to waiting for, facilitating the needs of physical disabilities especially, embodying the social theory of " people-oriented ";

Underground passage layer 2, comprise left and right A-road, described left A-road and/or right A-road are respectively equipped with a slalom course 5,1,4,3 craspedodrome roads left changing lane 6 and a right-hand rotation road 7, underground passage layer 2 with crossroad central point for the center of circle, and excavate downwards form to take curb angle, the street corner band 3 rice and flour circle amassed as radius, the actual height difference on road surface and ground is 5.7m;

High rack-layer 3, comprises left and right A-road, and described left A-road and/or right A-road are respectively equipped with 1 slalom course, 5,1,4,3 craspedodrome roads left changing lane 6 and 1 right-hand rotation road 7;

And for supporting the bridge pier 8 in described ground floor 1, high rack-layer 3, left changing lane 6 and right-hand rotation road 7;

Described high rack-layer 3, ground floor 1 and underground passage layer 2 set gradually from top to bottom, and described underground passage layer 2 and described high rack-layer 3 are in right-angled intersection, and the total length in right-hand rotation road 7 is 120m, is 3.5m in the headway at street corner crossing place.

The structure design of layering takes full advantage of the limited spatial area of city crossroad, only need carry out sunk type to crossroad corresponding part in work progress to design, A-road is adopted the structure design of sunk type, pedestrian and non motorized vehicle road can be made concordant with ground, adopt the design of high rack-layer 3 more up, solve the problem that people's car interweaves.

In the present embodiment, the left changing lane 6 of described underground passage layer 2 and high rack-layer 3 includes gradient section 10 and left-hand rotation curved segment 11, the gradient section 10 of described underground passage layer 2 is gone between by the road of A-road both sides, 100 meters are respectively stretched out from the Circular Pit outer rim of underground passage layer 2, roads are built by go between 3 ° of longitudinal gradients of road sinks, form gradient section 10, the gradient section of described high rack-layer 3 is by A-road both sides road access bridge, 80 meters are respectively stretched out from the Circular Pit outer rim of underground passage layer 2, set up by the up access bridge of road 3 ° of longitudinal gradients, form gradient section 10;

The described left changing lane 6 of described underground passage layer 2 is incorporated to the right A-road of described high rack-layer 3 through described left-hand rotation curved segment 11, the described left changing lane 6 of described high rack-layer 3 is incorporated to the right A-road of described underground passage layer 2 through described left-hand rotation curved segment 11.

In the present embodiment, the crossover sites of two described left-hand rotation curved segment 11 vertical directions forms intersection 12, the left-hand rotation curved segment 11 be positioned at above described intersection 12 is provided with the gap 13 that can increase headway, gap is about 4.9m, the up and down discrepancy in elevation 1 meter, crossing grade separation spatial area can be effectively reduced to the limitation of left-hand bend longitudinal gradient height, left-hand bend now can be passed through in road cause for gossip.

In the present embodiment, described left-hand rotation curved segment 11 adopts prestress steel to mix continuous box girder, thickness is between 1.3m-1.5m, the structure of thickness solid carbon constructional steel plate affixing carbon fabric multiple-layer stacked during left-hand rotation curved segment 11 corresponding above the place of described intersection 12 adopts, in the crossstructure at two ends, parallel embedding intersection 12.

In the present embodiment, the shape of described intercommunication circular passage 14 is annular, certainly, those skilled in the art is to be understood that shape is herein not limited to annular, can also think that the shape of described intercommunication circular passage 14 is oval ring or polygon annular.

In the present embodiment, described underground passage layer 2 and described viaduct arrange two tow-away zones 9, top revolution place of described tow-away zone 9 is arc, equally, those skilled in the art is to be understood that shape is herein not limited to arc, can also think that the shape of top revolution place of described tow-away zone 9 is polygon.

In the present embodiment, the described tow-away zone 9 of described viaduct be provided with daylighting through hole by centre, to reduce the use of crossstructure weight and building materials, reduce costs, and can be lower floor's grade separation space lamp is provided.

In the present embodiment, in described underground passage layer 2, be provided with stormwater drainage system.

In the present embodiment, below the described tow-away zone 9 that described stormwater drainage system is arranged on described underground passage layer 2 and described left changing lane 6.

The beneficial effect of the present embodiment is as follows:

The present embodiment adopts the structure design of three layers, crossing motor vehicle and pedestrian is taken their own roads, does not interfere with or disturb each other mutually, take full advantage of the space of crossroad simultaneously, has and takes up an area advantage that is little, small investment.

The technology that left changing lane adopts in intersection effectively can reduce crossing grade separation spatial area to the limitation of left-hand bend longitudinal gradient height, and left-hand bend now can be passed through in road cause for gossip.

To sum up, the present embodiment achieves the free barrier free accessibility of parallel, N-free diet method, the no signal lamp of pedestrian and bicycle, improve the traffic volume at crossing, reduce the idling driving brought because of traffic congestion to greatest extent, restart produced superelevation exhaust emissions, traffic efficiency is high, is applicable to the requirement of current metropolis motor vehicle huge traffic volume development trend.

The design related data drawn in conjunction with concrete number of track-lines in the present embodiment is as follows:

1, traffic volume calculates: (spaces of vehicles 15m, headstock interval 20m standard)

(1), 10 tracks (two-way), be applicable to 8 and change 10 tracks;

A, 8 direct lane 45km/h=18000/h (every bar 2250/h);

B, 4 left turn lane 35km/h=7000/h (every bar 1750/h);

C, 4 right-turn lane 35km/h=7000/h (every bar 1750/h);

D, 4 revolutions track 30km/h=6000/h (every bar 1500/h), meter: 38000/h (saturation volume can reach 57000/h, by raising 50%).

(2), 12 tracks (two-way)

A, 12 direct lane 45km/h=27000/h (every bar 2250 km/h);

B, 4 left turn lane 35km/h=7000/h (every bar 1750/h);

C, 4 right-turn lane 35km/h=7000/h (every bar 1750/h);

D, 4 revolution track 30km/h=6000/h (every bar 1500/h) meters: 47000/h (saturation volume can reach 70500/h, by raising 50%).

(3), 14 tracks (two-way)

A, 12 direct lane 45km/h=27000/h (every bar 2250/h);

B, 8 left turn lane 35km/h=14000/h (every bar 1750/h);

C, 4 right-turn lane 35km/h=7000/h (every bar 1750/h);

D, 4 revolutions track 30km/h=6000/h (every bar 1500/h);

Meter: 54000/h (saturation volume can reach 81000/h, by raising 50%).

2, the every floor height difference length in track and longitudinal gradient angle (ring road headway 4.5 meters of standards, i.e. maximum Clearance requirement).

(1), 10 tracks: 3.25m (lane width) × 10 (number of track-lines)+2.50m (Emergency Vehicle Lane width) × 2 (Emergency Vehicle Lane quantity)+6m (taking street corner depth distance between crossing)+1.5m (between road isolation strip)+2.1m (highway sideline width)+3.5m (every Rotating fields actual height and longitudinal gradient drop)=50.6m (grade separation every interlayer longitudinal gradient distance)

Ring road longitudinal gradient 6.9%, about 3.90 slopes.

(2), 12 tracks a :+2.50m × 2, a 3.25m × 12+6m+1.5m+2.40m+3.5m=57.40m

Ring road longitudinal gradient 6%, about 3.40 slopes..

(3), 14 tracks a :+2.50m × 2, a 3.25m × 14+6m+1.5m+2.70m+3.5m=64.2m

Ring road longitudinal gradient 5.4%, about 3.10 slopes.

3, the every floor height difference length in track and longitudinal gradient angle (ring road headway 4.0 meters of standards).

(1) 10 track longitudinal gradient 5.9%; About 3.30 slopes;

(2) 12 track longitudinal gradients 5.2%; About 3.00 slopes;

(3) 14 track longitudinal gradients 4.6%; About 2.00 slopes;

Note: left rotaring ring road headway 4.0m, P Passable bus (double-layer public transport vehicle), fire fighting truck, engineering tank car etc.

12, related data

The maximum longitudinal grade of ring road

Road speed:

The one-level road main line speed of a motor vehicle: 60km/h gets 50-35km/h

80km/h gets 60-35km/h

100km/h gets 70-40km/h

The second grade highway main line speed of a motor vehicle: 60km/h gets 40-30km/h

80km/h gets 50-30km/h

100km/h gets-30km/h

The tertiary road main line speed of a motor vehicle: 60km/h gets 35-30km/h

80km/h gets 45-30km/h

100km/h gets 50-35km/h

The ring road speed of a motor vehicle designs: the 50%---70% being generally the main line speed of a motor vehicle

(entrance) (outlet)

Ring road longitudinal gradient general control (national standard) between 40-60, namely between longitudinal gradient 8%-10%.

Spaces of vehicles, at 15m, is interposed between 20m between headstock, saturated double.

Building line:

Grade separation road clearance height 5m;

Ground level road headway 5.5m;

Ring road headway 4.5m (maximum headroom), can limit lower than this.

Lane width:

Car 3.5m;

All-purpose road 3.75m;

The every track of two-way traffic ring road, every track is not less than 3.5m;

Track, ground level road intersection, every track is not less than 3.25m;

Nonmotorized vehicle lane, every track 1m.

Ring road (in bridge bridge portion) pontic thickness 0.40m in ring road intersection;

People's Bank of China and non-maneuver bridge bridge plate thickness are 0.20m;

Revolution track turning radius 7.75m (beam overall 15.50m);

Road track marking lines width is 0.15m;

Walkway limit for height 2.3m.

One-level road load is city A level;

Second grade highway load is city B level;

Current bus height mostly between 3.2m to 3.4m, engineering truck height mostly at below 3.4m, tank car 3.6m, fire fighting truck 3.5m;

Relevant survey data display, general closed planar intersection through vehicles is 1800-2000/hour, namely reach capacity, turning vehicle is 1700-2100/hour, namely reach capacity, and the total traffic capacity of full interchange can reach 10000-15000/hour, improve 6-8 doubly than level-crossing.

" urban road design criterion ": the possible traffic capacity of a motorway, overhead lower ground level road is 1640/hour.Track (equivalent car), ground level road (major urban arterial highway standard) is 1730/hour, a motorway possible traffic capacity of track (equivalent car) through street vehicle road for special use is 2200/hour, track (at that time car).

The basic capacity in Japan one track is 2500/hour (equivalent cars).

Ring road road speed: 40km/h

Bridge:

Bridge deck width: 0.25m (crash barrier)+0.5m (marginal strip)+2 × 3.50m+0.50m (marginal strip)+0.50m (crash barrier)=8.50m

Central strip bandwidth: 1.50m;

Stake footpath: 1.3m-1.5m;

This overpass bridge arranges that 25-15m is little of footpath bridge, to reduce cost.

Access bridge length 60m: height overall 4.5m, longitudinal gradient 7.5%, about 4.280 slopes;

Access bridge length 80m: height overall 4.5m, longitudinal gradient 5.6%, about 3.20 slopes.

Limit for height under overpass bridge: limit for height 3.5m in all parts of the country (height-limiting frame), Guangzhou is substantially all 3.5m.

National standard requires that passageway for fire apparatus needs the headroom of 4m, but or maximum height limit is set to more than 4m, also just cannot reach the object controlling superimposed truck at all.

" urban road engineering design specifications " (CJJ37-2012) specifies, the minimum headroom of urban automobile road design is 4.5m.

Note:

Lane width 3.25m, isolation bandwidth 1.5m between road, the wide 0.15m of roadmarking, turning correction value 2-3m, ring road headway 4.5m, bridge jackshaft thickness 0.5m, turn left every layer of actual drop 3.5m.

Percent of grade and gradient angle (scaled value):

Those skilled in the art will recognize that, it is possible for making numerous accommodation to above description, so embodiment and accompanying drawing are only used to describe one or more particular implementation.

Although described and described and be counted as example embodiment of the present utility model, it will be apparent to those skilled in the art that and can make various change and replacement to it, and spirit of the present utility model can not have been departed from.In addition, many amendments can be made so that particular case is fitted to religious doctrine of the present utility model, and the utility model central concept described here can not be departed from.So the utility model is not limited to specific embodiment disclosed here, but the utility model also may comprise all embodiments and equivalent thereof that belong to the utility model scope.

Claims

1. a full interchange viaduct, is characterized in that, comprising:

Ground floor, is provided with intercommunication circular passage;

2. a kind of full interchange viaduct as claimed in claim 1, it is characterized in that: the left changing lane of described underground passage layer and high rack-layer includes gradient section and left-hand rotation curved segment, the described left changing lane of described underground passage layer is incorporated to the right A-road of described high rack-layer through described left-hand rotation curved segment, the described left changing lane of described high rack-layer is incorporated to the right A-road of described underground passage layer through described left-hand rotation curved segment.

3. the full interchange viaduct of one according to claim 2, is characterized in that: the crossover sites of two described left-hand rotation curved segment vertical directions forms intersection, and the left-hand rotation curved segment be positioned at above described intersection is provided with the gap that can increase headway.

4. the full interchange viaduct of one according to claim 3, it is characterized in that: described left-hand rotation curved segment adopts prestress steel to mix continuous box girder, the structure of thickness solid carbon constructional steel plate affixing carbon fabric multiple-layer stacked during left-hand rotation curved segment corresponding above described crossing adopts, in the crossstructure at two ends, parallel embedding intersection.

5. the full interchange viaduct of one according to claim 1, is characterized in that: the shape of described intercommunication circular passage is annular, oval ring or polygon annular.

6. the full interchange viaduct of one according to claim 1, is characterized in that: described underground passage layer and described viaduct arrange at least one tow-away zone, and top revolution place of described tow-away zone is arc or polygon.

7. the full interchange viaduct of one according to claim 6, is characterized in that: be provided with stormwater drainage system in described underground passage layer.

8. the full interchange viaduct of one according to claim 7, is characterized in that: below the described tow-away zone that described stormwater drainage system is arranged on described underground passage layer and described left changing lane.

9. the full interchange viaduct of one according to claim 6, is characterized in that: the described tow-away zone of described viaduct be provided with daylighting through hole by centre.