CN212452140U

CN212452140U - Overpass

Info

Publication number: CN212452140U
Application number: CN202021171847.3U
Authority: CN
Inventors: 施海南
Original assignee: Individual
Current assignee: Individual
Priority date: 2020-06-22
Filing date: 2020-06-22
Publication date: 2021-02-02
Anticipated expiration: 2030-06-22

Abstract

An overpass comprises a first main lane, a second main lane, a third main lane and a fourth main lane which are intersected with the first main lane and the second main lane, wherein the third main lane and the fourth main lane pass below the first main lane and the second main lane at the intersection, the first main lane, the second main lane, the third main lane and the fourth main lane are provided with a first arc-shaped guide section, a second arc-shaped guide section, a third arc-shaped guide section and a fourth arc-shaped guide section which are bent around a central point, the first arc-shaped guide section is provided with a first left-turn downhill lane, the first left-turn downhill lane is communicated with the third main lane, the second arc-shaped guide section is provided with a second left-turn downhill lane, the second left-turn downhill lane is communicated with the fourth main lane, the third arc-shaped guide section is provided with a first left-turn uphill lane, the first left-turn uphill lane is communicated with the second main lane, and the fourth arc-shaped guide section is provided with a second left-turn uphill lane, the second left-turn uphill lane is in communication with the first main lane. The problem of congestion can be solved.

Description

Overpass

Technical Field

The utility model relates to the technical field of traffic, in particular to overpass.

Background

The existing overpass has large occupied area, a straight road and a left-turning curve of the overpass appear together, and the straight road and the left-turning curve are mutually dry or staggered, so that the left-turning curve occupies a large amount of land, the construction cost is high, and the overpass is easy to jam.

SUMMERY OF THE UTILITY MODEL

In view of this, the utility model provides an overpass can effectively solve the difficult problem that the city blocked up, and compact simple, and construction cost is low.

An overpass comprises a first main lane, a second main lane, a third main lane and a fourth main lane which are intersected with the first main lane and the second main lane, wherein the first main lane and the second main lane are adjacently arranged, the driving direction of the first main lane is opposite to that of the second main lane, the third main lane and the fourth main lane are adjacently arranged, the driving direction of the third main lane is opposite to that of the fourth main lane, the third main lane and the fourth main lane pass below the first main lane and the second main lane at the intersection, the intersection is provided with a central point, the first main lane, the second main lane, the third main lane and the fourth main lane are respectively provided with a first arc-shaped guide section, a second arc-shaped guide section, a third arc-shaped guide section and a fourth arc-shaped guide section which are bent around the central point at the intersection, the first arc-shaped guide section is provided with a first left-turn downhill lane, the first left-turn downhill lane is communicated with the third main lane, the second left-turn downhill lane is arranged on the second arc-shaped guide section and is communicated with the fourth main lane, the first left-turn uphill lane is arranged on the third arc-shaped guide section and is communicated with the second main lane, the second left-turn uphill lane is arranged on the fourth arc-shaped guide section and is communicated with the first main lane.

In an embodiment of the present invention, a curvature radian of the first arc-shaped guiding section near the vehicle inlet is greater than a curvature radian of the first arc-shaped guiding section near the vehicle outlet; the curvature radian of the second arc-shaped guide section close to the vehicle inlet is larger than that of the second arc-shaped guide section close to the vehicle outlet.

In an embodiment of the present invention, the first left-turn downhill lane is curved around the central point, the vehicle inlet of the first left-turn downhill lane is communicated with the first curved guide section, and the vehicle outlet of the first left-turn downhill lane is communicated with the third main lane; the second left-turn downhill lane is arc-shaped and is bent around the central point, a vehicle inlet of the second left-turn downhill lane is communicated with the second arc-shaped guide section, and a vehicle outlet of the second left-turn downhill lane is communicated with the fourth main lane.

In an embodiment of the present invention, the first left-turn uphill road is arc-shaped, the first left-turn uphill road is bent around the central point, the vehicle inlet of the first left-turn uphill road is communicated with the third arc-shaped guiding section, and the vehicle outlet of the first left-turn uphill road is communicated with the second arc-shaped guiding section; the second left-turn uphill lane is arc-shaped and is bent around the central point, the vehicle inlet of the second left-turn uphill lane is communicated with the fourth arc-shaped guide section in a tangent mode, and the vehicle outlet of the second left-turn uphill lane is communicated with the first arc-shaped guide section.

In an embodiment of the present invention, the vehicle entrance of the first left-turn downhill lane is located behind the vehicle exit of the second left-turn uphill lane along the driving direction of the first main lane; along the driving direction of the second main lane, the vehicle inlet of the second left-turn downhill lane is positioned behind the vehicle outlet of the first left-turn uphill lane.

In an embodiment of the present invention, the first left-turn downhill lane and the second left-turn uphill lane are respectively located at two sides of the first arc-shaped guiding section, and the first left-turn downhill lane and the second left-turn uphill lane support the first arc-shaped guiding section from left to right; the second left-turn downhill lane and the first left-turn uphill lane are respectively positioned at two sides of the second arc-shaped guide section, and the second left-turn downhill lane and the first left-turn uphill lane support the second arc-shaped guide section left and right.

In an embodiment of the present invention, the first main lane further includes a first right-turn lane, and the first right-turn lane is communicated with the fourth main lane; the second main lane further comprises a second right-turn lane, and the second right-turn lane is communicated with the third main lane; the third main lane further comprises a third right-turn lane, the third right-turn lane being in communication with the first main lane; the fourth main lane also includes a fourth right-turn lane, the fourth right-turn lane in communication with the second main lane.

In an embodiment of the present invention, the first main lane further includes a first straight section and a second straight section respectively connected to two ends of the first arc-shaped guiding section, the second main lane also comprises a third straight section and a fourth straight section which are respectively communicated with the two ends of the second arc-shaped guide section, the third straight section is parallel to and opposite to the first straight section, the fourth straight section is parallel to and opposite to the second straight section, the vehicle inlet of the first right-turn lane is close to the connection part of the second straight section and the first arc-shaped guide section, the vehicle inlet of the second right-turn lane is close to the connection position of the third straight section and the second arc-shaped guide section, the vehicle outlet of the third right-turn lane is close to the connection part of the first straight section and the first arc-shaped guide section, the vehicle inlet of the fourth right-turn lane is close to the connection position of the fourth straight section and the second arc-shaped guide section.

In an embodiment of the present invention, the first arc-shaped guiding section includes a first ascending section, a first middle section and a first descending section, the first middle section is located above the third main lane and the fourth main lane, one end of the first middle section is communicated with the first ascending section, the other end of the first middle section is communicated with the first descending section, one end of the first left-turn descending section is communicated with the first middle section, and one end of the second left-turn ascending section is communicated with the first middle section; the second arc-shaped guide section comprises a second ascending road section, a second middle road section and a second descending road section, the second middle road section is positioned above the third main lane and the fourth main lane, one end of the second middle road section is communicated with the second ascending road section, the other end of the second middle road section is communicated with the second descending road section, one end of the second left-turn descending road section is communicated with the second middle road section, and one end of the first left-turn ascending road section is communicated with the second middle road section.

The embodiment of the present invention provides an embodiment, wherein the slope of the first ascending section is greater than the slope of the first descending section, and the slope of the second ascending section is greater than the slope of the second descending section.

The utility model discloses a first arc direction section, second arc direction section, third arc direction section and fourth arc direction section of overpass all wind the central point crooked, but go and can the left turn get into other host lanes at the vehicle of each arc direction section, can effectively solve the difficult problem that the city blocked up. Moreover, the utility model discloses an overpass compact structure is simple, and construction cost is low, and this kind of design can make full use of space, has solved the wide problem of urban overpass area.

Drawings

Fig. 1 is a schematic top view of the overpass of the present invention.

Detailed Description

Fig. 1 is a schematic view of a top view structure of an overpass according to the present invention, as shown in fig. 1, the overpass includes a first main lane 11, a second main lane 12, and a third main lane 13 and a fourth main lane 14 intersecting with the first main lane 11 and the second main lane 12, the first main lane 11 is disposed adjacent to the second main lane 12, a driving direction of the first main lane 11 is opposite to a driving direction of the second main lane 12, the third main lane 13 is disposed adjacent to the fourth main lane 14, the driving direction of the third main lane 13 is opposite to a driving direction of the fourth main lane 14, the third main lane 13 and the fourth main lane 14 pass under the first main lane 11 and the second main lane 12 at an intersection 101, the intersection 101 has a center point O, the first main lane 11, the second main lane 12, the third main lane 13 and the fourth main lane 14 respectively have a first arc-shaped guiding section 111 center point bending around the O at the intersection 101, The first arc-shaped guide section 111 is provided with a first left-turn downhill lane 112, the first left-turn downhill lane 112 is communicated with the third main lane 13, the second arc-shaped guide section 121 is provided with a second left-turn downhill lane 122, the second left-turn downhill lane 122 is communicated with the fourth main lane 14, the third arc-shaped guide section 131 is provided with a first left-turn uphill lane 132, the first left-turn uphill lane 132 is communicated with the second main lane 12, the fourth arc-shaped guide section 141 is provided with a second left-turn uphill lane 142, and the second left-turn uphill lane 142 is communicated with the first main lane 11.

The utility model discloses a first arc direction section 111, second arc direction section 121, third arc direction section 131 and fourth arc direction section 141 of overpass all wind central point O crooked, but go and get into other host lanes in the vehicle left turn of each arc direction section, can effectively solve the difficult problem that the city blocked up. Moreover, the utility model discloses an overpass compact structure is simple, and construction cost is low, and this kind of design can make full use of space, has solved the wide problem of urban overpass area.

Further, as shown in fig. 1, the first main lanes 11 are disposed apart from each other by the second main lanes 12, i.e., the first main lanes 11 are spaced apart from the second main lanes 12; the third main lanes 13 are arranged at a distance from each other by a fourth main lane 14, i.e. the third main lanes 13 are separated from the fourth main lane 14.

In another preferred embodiment, the first main lane 11 and the second main lane 12 may be separated by a fence or a green belt, and the third main lane 13 and the fourth main lane 14 may be separated by a fence or a green belt, which may be freely selected according to actual needs, but not limited thereto.

Further, the curvature of the first arc-shaped guide section 111 close to the vehicle inlet is larger than that of the first arc-shaped guide section 111 close to the vehicle outlet; the curvature of the second arc-shaped guide section 121 near the vehicle entrance is greater than the curvature of the second arc-shaped guide section 121 near the vehicle exit. In this embodiment, the curved shape of the first arc-shaped guiding section 111 and the second arc-shaped guiding section 121 is the same as the outer arc surface of the egg, i.e. the radian near the big end of the egg is larger, and the radian near the small end of the egg is smaller, so that the design can ensure that the vehicle can smoothly go straight without decelerating, or make a left turn to enter the first left-turn downhill lane 112 or the second left-turn downhill lane 122.

Further, the curvature radian of the third arc-shaped guide section 131 close to the vehicle inlet is larger than that of the third arc-shaped guide section 131 close to the vehicle outlet; the curvature of the fourth arc-shaped guide section 141 near the vehicle entrance is greater than the curvature of the fourth arc-shaped guide section 141 near the vehicle exit. In this embodiment, the curved shape of the third arc-shaped guiding section 131 and the fourth arc-shaped guiding section 141 is the same as the outer arc surface of the egg, i.e. the radian near the big end of the egg is larger, and the radian near the small end of the egg is smaller.

Further, the first left-turn downhill lane 112 is arc-shaped, the first left-turn downhill lane 112 is bent around the central point O, a vehicle inlet of the first left-turn downhill lane 112 is communicated with the first arc-shaped guide section 111 in a tangent manner, and a vehicle outlet of the first left-turn downhill lane 112 is communicated with the third main lane 13; the second left-turn downhill lane 122 is arc-shaped, the second left-turn downhill lane 122 is bent around the central point O, a vehicle inlet of the second left-turn downhill lane 122 is communicated with the second arc-shaped guide section 121 in a tangent manner, and a vehicle outlet of the second left-turn downhill lane 122 is communicated with the fourth main lane 14. In the embodiment, the first arc-shaped guiding section 111 and the second arc-shaped guiding section 121 are arc-shaped and curved, and the design can expand the steering space for the vehicle, reduce the curvature of the first left-turn downhill lane 112 and the second left-turn downhill lane 122, and greatly reduce the floor area of the first left-turn downhill lane 112 and the second left-turn downhill lane 122.

Further, the third main lane 13 further includes a fifth straight section 133 and a sixth straight section 134 respectively communicated with two ends of the third arc-shaped guiding section 131, the fourth main lane 14 further includes a seventh straight section 143 and an eighth straight section 144 respectively communicated with two ends of the fourth arc-shaped guiding section 141, the seventh straight section 143 is parallel to and opposite to the fifth straight section 133, the eighth straight section 144 is parallel to and opposite to the sixth straight section 134, the vehicle outlet of the first left-turn downhill lane 112 is communicated with the sixth straight section 134, and the vehicle outlet of the second left-turn downhill lane 122 is communicated with the seventh straight section 143.

Further, the first left-turn uphill lane 132 is arc-shaped, the first left-turn uphill lane 132 is bent around the central point O, a vehicle inlet of the first left-turn uphill lane 132 is communicated with the third arc-shaped guide section 131 in a tangent manner, and a vehicle outlet of the first left-turn uphill lane 132 is communicated with the second arc-shaped guide section 121; the second left-turn uphill lane 142 is arc-shaped, the second left-turn uphill lane 142 is bent around the central point O, a vehicle inlet of the second left-turn uphill lane 142 is communicated with the fourth arc-shaped guide section 141 in a tangent manner, and a vehicle outlet of the second left-turn uphill lane 142 is communicated with the first arc-shaped guide section 111. In this embodiment, since the third arc-shaped guiding section 131 and the fourth arc-shaped guiding section 141 are both bent around the central point O, the vehicle running on the third arc-shaped guiding section 131 and the fourth arc-shaped guiding section 141 is in a turning running state, i.e., a turning space is expanded for the vehicle, the first left-turn uphill lane 132 or the second left-turn uphill lane 142 can be designed into an uphill slope with a steep gradient, so that the floor area of the first left-turn uphill lane 132 or the second left-turn uphill lane 142 can be greatly reduced, and the vehicle can quickly turn left to enter the first left-turn uphill lane 132 or the second left-turn uphill lane 142 to realize climbing and climbing, thereby reducing the speed is not required, ensuring smooth vehicle passing, and effectively solving the urban congestion problem.

Further, along the driving direction of the first main lane 11, the vehicle inlet of the first left-turn downhill lane 112 is located behind the vehicle outlet of the second left-turn uphill lane 142, and the design can prevent the vehicle entering the first arc-shaped guide section 111 from the second left-turn uphill lane 142 from entering the first left-turn downhill lane 112 by mistake, so as to prevent the bridge deck from being jammed; along the driving direction of the second main lane 12, the vehicle inlet of the second left-turn downhill lane 122 is located behind the vehicle outlet of the first left-turn uphill lane 132, and this design can prevent the vehicle entering the second arc-shaped guide section 121 from the first left-turn uphill lane 132 from entering the second left-turn downhill lane 122 by mistake, and avoid the bridge deck from being jammed.

Further, the first left-turn downhill lane 112 and the second left-turn uphill lane 142 are respectively located at two sides of the first arc-shaped guide section 111, and the first left-turn downhill lane 112 and the second left-turn uphill lane 142 support the first arc-shaped guide section 111 from left to right, so that the first arc-shaped guide section 111 has good stability, and the problem of rollover of the first arc-shaped guide section 111 cannot occur; the second left-turn downhill lane 122 and the first left-turn uphill lane 132 are respectively located on two sides of the second arc-shaped guide section 121, and the second left-turn downhill lane 122 and the first left-turn uphill lane 132 support the second arc-shaped guide section 121 from left to right, so that the second arc-shaped guide section 121 has good stability, and the problem of rollover of the second arc-shaped guide section 121 cannot occur.

Further, the first main lane 11 further includes a first right-turn lane 115, the first right-turn lane 115 being in communication with the fourth main lane 14; the second main lane 12 further includes a second right-turn lane 125, the second right-turn lane 125 being in communication with the third main lane 13; the third main lane 13 further includes a third right-turn lane 135, the third right-turn lane 135 being in communication with the first main lane 11; the fourth main lane 14 also includes a fourth right-turn lane 145, the fourth right-turn lane 145 being in communication with the second main lane 12.

Further, the first main lane 11 further includes a first straight section 113 and a second straight section 114 respectively communicated with two ends of the first arc-shaped guide section 111, the second main lane 12 further includes a third straight section 123 and a fourth straight section 124 respectively communicated with two ends of the second arc-shaped guide section 121, the third straight section 123 is parallel to and opposite to the first straight section 113, the fourth straight section 124 is parallel to and opposite to the second straight section 114, a vehicle inlet of the first right-turn lane 115 is close to a connection between the second straight section 114 and the first arc-shaped guide section 111, a vehicle inlet of the second right-turn lane 125 is close to a connection between the third straight section 123 and the second arc-shaped guide section 121, a vehicle outlet of the third right-turn lane 135 is close to a connection between the first straight section 113 and the first arc-shaped guide section 111, and a vehicle inlet of the fourth right-turn lane 145 is close to a connection between the fourth straight section 124 and the second arc-shaped guide section 121.

Further, the first arc-shaped guiding section 111 includes a first uphill section 111a, a first intermediate section 111b and a first downhill section 111c, the first intermediate section 111b is located above the third main lane 13 and the fourth main lane 14, one end of the first intermediate section 111b is communicated with the first uphill section 111a, the other end of the first intermediate section 111b is communicated with the first downhill section 111c, one end of the first left-turn downhill section 112 is communicated with the first intermediate section 111b, and one end of the second left-turn uphill section 142 is communicated with the first intermediate section 111 b; the second arc-shaped guide section 121 includes a second uphill section 121a, a second intermediate section 121b, and a second downhill section 121c, the second intermediate section 121b is located above the third main lane 13 and the fourth main lane 14, one end of the second intermediate section 121b communicates with the second uphill section 121a, the other end of the second intermediate section 121b communicates with the second downhill section 121c, one end of the second left-turn downhill section 122 communicates with the second intermediate section 121b, and one end of the first left-turn uphill section 132 communicates with the second intermediate section 121 b. In the present embodiment, the curvature of the first uphill road segment 111a is greater than the curvature of the first downhill road segment 111c, and the curvature of the second uphill road segment 121a is greater than the curvature of the second downhill road segment 121 c.

Further, the first uphill road section 111a has a slope greater than that of the first downhill road section 111c, and the second uphill road section 121a has a slope greater than that of the second downhill road section 121c, which makes the overpass a space for arrangement.

The utility model discloses not be limited to the specific details among the above-mentioned embodiment the utility model discloses a within the technical idea scope, can be right the technical scheme of the utility model carry out multiple simple variant, these simple variants all belong to the utility model discloses a protection scope. The various features described in the foregoing detailed description may be combined in any suitable manner without departing from the scope of the invention. In order to avoid unnecessary repetition, the present invention does not separately describe various possible combinations.

Claims

1. An overpass, comprising a first main lane, a second main lane, and a third main lane and a fourth main lane intersecting the first main lane and the second main lane, wherein the first main lane and the second main lane are adjacently arranged, the driving direction of the first main lane is opposite to that of the second main lane, the third main lane and the fourth main lane are adjacently arranged, the driving direction of the third main lane is opposite to that of the fourth main lane, the third main lane and the fourth main lane pass below the first main lane and the second main lane at a junction, the junction has a central point, and the first main lane, the second main lane, the third main lane and the fourth main lane respectively have a first arc-shaped guide section, a second arc-shaped guide section, a third arc-shaped guide section and a fourth arc-shaped guide section bending around the central point at the junction, the first arc-shaped guide section is provided with a first left-turn downhill lane which is communicated with the third main lane, the second arc-shaped guide section is provided with a second left-turn downhill lane which is communicated with the fourth main lane, the third arc-shaped guide section is provided with a first left-turn uphill lane which is communicated with the second main lane, the fourth arc-shaped guide section is provided with a second left-turn uphill lane which is communicated with the first main lane.

2. The overpass of claim 1, wherein the curvature of the first curved guiding section near the entrance is greater than the curvature of the first curved guiding section near the exit; the curvature radian of the second arc-shaped guide section close to the vehicle inlet is larger than that of the second arc-shaped guide section close to the vehicle outlet.

3. The overpass of claim 1, wherein the first left-turn downhill lane is curved, the first left-turn downhill lane curves around the center point, the vehicle inlet of the first left-turn downhill lane is in tangential communication with the first curved guide section, and the vehicle outlet of the first left-turn downhill lane is in communication with the third main lane; the second left-turn downhill lane is arc-shaped and is bent around the central point, a vehicle inlet of the second left-turn downhill lane is communicated with the second arc-shaped guide section, and a vehicle outlet of the second left-turn downhill lane is communicated with the fourth main lane.

4. The overpass of claim 1 or 3, wherein the first left-turn uphill lane is curved, the first left-turn uphill lane curves around the center point, an entrance of the first left-turn uphill lane is in tangential communication with the third curved guide section, and an exit of the first left-turn uphill lane is in communication with the second curved guide section; the second left-turn uphill lane is arc-shaped and is bent around the central point, the vehicle inlet of the second left-turn uphill lane is communicated with the fourth arc-shaped guide section in a tangent mode, and the vehicle outlet of the second left-turn uphill lane is communicated with the first arc-shaped guide section.

5. The overpass of claim 4, wherein, along the driving direction of the first main lane, the entrance of the first left-turn downhill lane is located behind the exit of the second left-turn uphill lane; along the driving direction of the second main lane, the vehicle inlet of the second left-turn downhill lane is positioned behind the vehicle outlet of the first left-turn uphill lane.

6. The overpass of claim 5, wherein the first left-turn downhill lane and the second left-turn uphill lane are located on both sides of the first arc-shaped guiding section, respectively, and the first left-turn downhill lane and the second left-turn uphill lane support the first arc-shaped guiding section left and right; the second left-turn downhill lane and the first left-turn uphill lane are respectively positioned at two sides of the second arc-shaped guide section, and the second left-turn downhill lane and the first left-turn uphill lane support the second arc-shaped guide section left and right.

7. The overpass of claim 1, wherein the first main lane further comprises a first right-turn lane, the first right-turn lane in communication with the fourth main lane; the second main lane further comprises a second right-turn lane, and the second right-turn lane is communicated with the third main lane; the third main lane further comprises a third right-turn lane, the third right-turn lane being in communication with the first main lane; the fourth main lane also includes a fourth right-turn lane, the fourth right-turn lane in communication with the second main lane.

8. The overpass of claim 7, wherein the first main lane further comprises a first straight section and a second straight section respectively communicating with both ends of the first arc-shaped guiding section, the second main lane also comprises a third straight section and a fourth straight section which are respectively communicated with the two ends of the second arc-shaped guide section, the third straight section is parallel to and opposite to the first straight section, the fourth straight section is parallel to and opposite to the second straight section, the vehicle inlet of the first right-turn lane is close to the connection part of the second straight section and the first arc-shaped guide section, the vehicle inlet of the second right-turn lane is close to the connection position of the third straight section and the second arc-shaped guide section, the vehicle outlet of the third right-turn lane is close to the connection part of the first straight section and the first arc-shaped guide section, the vehicle inlet of the fourth right-turn lane is close to the connection position of the fourth straight section and the second arc-shaped guide section.

9. The overpass of claim 1, wherein the first curved guide section comprises a first uphill section, a first intermediate section, and a first downhill section, the first intermediate section being located above the third main lane and the fourth main lane, one end of the first intermediate section being in communication with the first uphill section, the other end of the first intermediate section being in communication with the first downhill section, one end of the first left-turn downhill section being in communication with the first intermediate section, and one end of the second left-turn uphill section being in communication with the first intermediate section; the second arc-shaped guide section comprises a second ascending road section, a second middle road section and a second descending road section, the second middle road section is positioned above the third main lane and the fourth main lane, one end of the second middle road section is communicated with the second ascending road section, the other end of the second middle road section is communicated with the second descending road section, one end of the second left-turn descending road section is communicated with the second middle road section, and one end of the first left-turn ascending road section is communicated with the second middle road section.

10. The overpass of claim 9, wherein the first uphill section has a slope greater than a slope of the first downhill section, and the second uphill section has a slope greater than a slope of the second downhill section.