JPH0561401B2 - - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention allows vehicles, etc., to completely intersect at intersections of existing city streets where it is difficult to acquire land, without crossing at grade, and to completely cover intersecting sections. At the same time, the entire width of the street will be used as a road for crossing structures.
It promotes the improvement and facilitation of safety and efficiency of urban transportation.

To date, automobile traffic in cities has been comprised of a street network of at-grade intersections controlled by traffic signals, and expressways exclusively for automobiles that are separated from all of these level street networks by continuous elevated bridges.

Among these, dedicated elevated expressways are a new transportation system that has recently been created in order to avoid traffic inefficiencies and dangers such as collisions due to signal control at grade intersections in urban plane street networks. With the advent of this system, urban transportation has been dramatically modernized and efficiency has improved. However, because the expressway, which is constructed by elevated structures (including underground), is isolated from the city surface, it cannot be used along the road, and is only connected to the city center through entrances and exits set at strategic points. Ru. For this reason, people who use expressways reserved for automobiles must exit at key exits onto flat streets in urban areas if they have business to do in urban areas. However, in this degraded, established urban area, almost all the intersections on the main streets have remained in the form of at-grade intersections from the era of horse-drawn carriage traffic in the Middle Ages. In other words, much of the time gained on expressways is lost on a flat road network with traffic lights at each intersection, further contributing to congestion on main streets in urban areas.

Although there have been significant advances in signal control due to the recent development of electrical equipment, at a cross-shaped intersection where two main streets intersect, as long as signal control is performed, the amount of traffic that can pass through the intersection is limited. It is destined that the traffic capacity of the main streets cannot exceed 1/2. This can be said to be the biggest net that cities currently have.
Arterial street intersections in modern urban areas are treated as grade-separated intersections, and signal control must be completely abolished.

In other words, in today's cities, the buildings on both sides of the streets have become extremely high-rise, and the entire city has come to be connected by sophisticated communication networks. However, the fact that automobile transportation, which should be an important carrier of urban mobility, is still in such an old-fashioned and inefficient state.
This represents a rare imbalance in the modern civilized society that humanity has built.

Regarding this matter, the inventor has already stated in the patent publication
48-5290, a grade-separated intersection on a street with an inverted overpass was made public, but in this crossing method, the driver should proceed toward the intersection on the main street on the side with the inverted overpass and then turn left. Because the structure under the overpass bridge reduces the number of lanes by one lane, vehicles attempting to make a left turn are forced to merge onto the diagonal line toward the center, and then cross over in order to make a left turn. At the junction area between the road bridge exit and the straight overpass at the intersection, you must merge into the leftmost lane leading to the left turn passage. However, this diagonal line on the far left is directly connected to the exit of the inverted overpass, so a car that exits the inverted overpass and then heads straight for the overpass will merge into the diagonal line towards the center and end up colliding with the vehicle mentioned above. This creates an intervening section in between. This always poses a danger to road traffic, and in urban areas with grade-separated intersection structures where there is not enough space for diverting and merging, such as on suburban expressways, left-turning vehicles and right-turning vehicles are placed in the same place. In addition, it has the defect that the entire width of the road cannot be used effectively as a travel lane on major arterial roads, and this poses an obstacle to its practical application. was.

However, as in the present application, when automobile traffic from the reverse overpass bridge side attempts to turn left, the leftmost lane for left turns is entered directly under the reverse overbridge structure, and the vehicle traffic passes through the underpass to the intersection. By providing an exit directly under the straight overpass structure and directly connecting to other main streets that intersect directly under the straight overbridge structure, dangerous intersections with inverted overpasses can be avoided. It is possible to completely eliminate the cross-section section, and to effectively utilize the full width by eliminating the mid-way reduction in the driving lane width of the main street with an inverted overpass. The structure was designed to provide complete functionality.

The details will be described below according to the drawings, but for the convenience of explanation, the upper direction of the plan view is north,
The bottom is south, the left is west, and the right is east, so you drive on the left.

At the intersection with the East-West Arterial Street 2, which intersects with the North-South Arterial Road 1, the North-South Arterial Road 1 passes semi-underground, and the East-West Arterial Road 2 runs straight above this part and is semi-elevated by the overpass 3 at the intersection. However, after crossing the intersection, Bridge 3 crosses Main Streets 1 and 2 in the east and west direction.
At the top, it gradually descends to be at the same height as the flat surface 4, forming a level area 5 having a certain amount of space.

Furthermore, as the distance from the intersection increases, the level area 5 has a U-shaped inverted overpass 6 that connects the exit and entrance with openings toward the intersection, making the intersection into a single straight line. The straight overpass 3 and the two inverted overpasses 6 provide a grade separation device at the intersection of the main streets, but the inverted overpass 6 is semi-elevated and crosses over the east-west main street 2. By constructing a structure that gradually descends to become semi-underground in some parts, similar to the case of the semi-elevated straight overpass 3 mentioned above, the stairs 1 attached to these
8 and the sidewalk 17 to reduce the burden on pedestrians.

In addition, under the inverted overpass 6 which has an exit and an entrance on the east-west arterial street 2, there is an inverted underbridge underground entrance 7 that allows you to enter and exit the outermost lane of this arterial road 2 straight.
A left-turn underground roadway 9 is formed which enters and exits via the inversion bridge underground roadway exit 8 and becomes an underground route.

This left-turn underground lane 9 gradually moves toward the center of the east-west arterial street 2 under the road in the level area 5 and opens to allow access to the outermost lane of the north-south arterial street 1 just below the intersection overpass 3. Underpass entrance 10 under the straight bridge and exit 11 of the underground lane under the straight bridge
form.

Furthermore, the left-turn road 12 heading from the entrance of the reverse overpass 6 to the intersection becomes the outermost lane of the east-west main street 2, and passes through the level area 5 on both sides of the straight overpass 3 at the intersection. It gradually descends in a straight line and connects to the outermost lane of North-South Main Street 1, which is now semi-underground.

In such an intersection structure, on the east-west arterial street 2 which has an intersection straight overpass 3 and an inverted overpass 6, in the level area 5 before the intersection overpass 3, there are two lanes going straight through the center. In order to avoid creating a dangerous section where the flow diverges and merges at the same point between the river and the reversal left turn road 12 that has passed through the reversal section or is about to pass, route change restriction signs are displayed. 13, first go under the inverted overpass 6 located on both sides, and go straight from there to the overpass 3.
Vehicles heading towards Entrance 15 on the left outside are prohibited from merging into left-turn road 12 via the inversion route, but vehicles heading from left-turn road 12 via inversion are permitted to merge into the straight lane heading towards the straight-on overpass entrance 15. unilateral lane change regulations will be enforced, and on the other hand, from the center straight lane that exits the straight overpass exit 15' and passes directly under the reversal section, it will be allowed to merge into left turn road 12 via the reversal section. A unilateral lane change regulation is implemented in which merging into the straight lane from the reverse left turn road 12 is restricted.

Such regulations can be implemented by means of signs prohibiting traveling in a designated direction according to the Road Traffic Act, or signs prohibiting changes in direction with road studs, etc.

However, in particular, creating a structural form that completely blocks off this level area so that it is physically impossible to separate and merge is a way to prevent emergencies such as accidents and disasters, as is the case with elevated expressways. In the event of an accident, transportation becomes ineffective, and the mobility of emergency vehicles that exceed traffic regulations and the ability to transport extremely long cargo are also lost. Even if a grade-separated intersection is created like this, it is important to ensure that the structure has enough room for passage in case of an emergency. Therefore, as in the present invention, the level area 5 has a flat surface that allows the vehicle to merge with any lane in an emergency.

In order to realize a complete grade-separated intersection of main streets 1 and 2 in this urban area,
Sidewalk 17 that serves not only as a roadway but also as a road for pedestrians 16
It is also necessary to create a complete grade-separated intersection between the road and the road. For this purpose, the area above the intersection overpass 3 is widened and a pedestrian walkway 17' above the intersection, which also serves as a bus stop 14', is provided on both sides of the bridge.
Both ends of 7' are street corner portions that connect to the sidewalks 17 of main streets 1 and 2 via stairs 18, and this upper sidewalk 17' is also connected to the section where the widening of the intersection overpass 3 ends at both ends. , the underpass 3 is connected to a submerged walkway 19 that passes through the middle level, and an attached walkway 17'' is provided outside the inverted overpass 6 that allows pedestrians to cross the street. To provide a structure that allows free and safe access to street corner sidewalks in all directions through objects without crossing any roadways at level.

In particular, in this case, the departure and arrival point for the common bus, which is important for the public transportation, is widened into the space above the intersection overpass 3 on East-West Arterial Street 2, as mentioned above, and is established as an upper sidewalk 17' that also serves as a bus stop. In addition, on the north-south trunk road 1, there is a triangular lower bus stop 20 located directly under the intersection overpass 3, sandwiched between the entrance 10 and exit 11 of the left-turn underground lane 9, and connected by an underground walkway 19 and stairs 18. provided for the convenience of pedestrians.

In such a configuration, as an example of the turning of the automobile 14 from the north-south main street 1, as shown in FIGS. 3 and 4, for example, from the north of this street 1
The southbound outermost lane serves as a turn preparation lane for turning left or right onto the other intersecting main street 2. In other words, vehicles attempting to turn right or left first move to the outermost lane on North-South Arterial Street 1 and then turn left once at the intersection, but after that, vehicles wishing to turn left are placed directly under the overpass 3 at the intersection. Enter the underground roadway entrance 10 under the straight-ahead bridge and enter the left-turn underground roadway 9.
via Exit 8 of the underground carriageway in the reversal section, merge into the eastbound lane, and complete the left turn. In addition, right-turning vehicles go straight through the reversing left-turn road 12, enter the reversing overpass 6, passing through this, reversing on the east-west main street 2, and then taking the exit of the reversing overpass 6 and turning once through the reversing left-turn road. 12, but can further cross the course change restriction display 13 and merge into the westbound straight lane of the East-West Arterial Street 2 in the level area 5 to make a right turn. In addition, in the case of going south to north, the purpose of turning left and turning right is reached through the same course as above.

On the other hand, when turning from East-West Arterial Street 2, for example from east to west, one enters the left-turning underground carriageway 10 from the underground carriageway entrance 7 under the inverted overpass 6 directly below the inverted overpass 6, and crosses the intersection. Under Bridge 3, go straight ahead from Exit 11 of the underground road under the bridge, exit to the outermost lane of North-South Main Street 1, merge, and complete the left turn. In addition, a car 7 attempting to turn right goes straight on the street 2, crosses the overpass 3 at the intersection, then reverses via the reverse overpass 6 on the opposite side, and then goes on the north-south trunk via the reverse left turn road 12. You can reach your goal by merging into the outermost lane of Street 1. Also, left and right turns from the west-to-eastbound lanes are similarly accomplished through complete grade separation.

On other urban streets, it is often necessary to make U-turns (reversals) on one main street, and especially on main streets with this type of configuration, the median strip 21 is used to prevent danger and facilitate traffic flow. Since it is desirable to have a continuous structure that cannot cross the main streets 1 and 2, when a vehicle 14 using the side road 22 etc. to enter or exit the main street 1 or 2, it immediately turns to the right because of the continuous median strip 21. Since it is not possible to turn left, it becomes necessary to make a U-turn on the main street, and the above-mentioned crossing structure completely satisfies the needs in such cases as well. That is, when exiting the service road 22 of the east-west trunk road 2 and heading toward an intersection, it is possible to easily reverse onto the main street via the straight overpass 3 and the reverse overpass 6 on the other side. Then, car 14 heading towards the intersection on North-South Main Street 1 first turns left at the intersection and then turns left via Road 1.
2, then go through the reverse overpass 6 on the left side with respect to the original direction of travel, then pass through the straight overpass 3, and then reverse with the reverse overpass 6 on the right with respect to the original direction of travel. You can reach the purpose of U-turn via left turn 12.

As mentioned above, in a grade-separated intersection of a street having an inverted overpass 6, it is possible to avoid the middle disappearance of the outermost lane caused by the entrance/exit of the inverted overpass 6 that will be provided on one of the main streets. To,
Entrances and exits for cars will be created that take advantage of the elevation differences between the inverted overpass 6 and the straight overpass 3 and the main street that passes under them, and a left turn will be made between the sections where the elevation difference deviates. It is connected by underground road 9 and is configured to skillfully handle left-turning vehicles.
In addition to eliminating the occurrence of dangerous intersecting sections in the road, the structure is such that the entire width of the main street equipped with the inverted overpass 6 can be fully utilized as a travel lane.

Due to these factors, applying grade separation to main street intersections in established urban areas does not require evictions, which is usually extremely difficult in established urban areas.
Without having to suffer from the associated expensive eviction insurance and high land prices, structures can be easily constructed that can serve as complete grade-separated intersections for pedestrians and vehicles without traffic lights anytime and anywhere on arterial streets with sufficient width. It provides technology that can do the following.

Note that the above-mentioned embodiment is just an example, so a structure having a straight overpass and an inverted overpass on the north-south trunk street may be used, and the main street passing under the straight overpass and the inverted overpass does not necessarily have to be provided. Even if it does not have to be semi-underground, it can be configured so that it can be passed through in a flat state and the overpass section can be crossed at a high position.

Furthermore, as shown in FIG. 9, in order to promote the execution of the course change restriction display that only allows merging from one direction, the road studs 23 are installed in the shape shown in the figure, thereby creating a structure that is difficult to violate. shall be.

[Brief explanation of the drawing]

Fig. 1 is a partially cut-out plan view showing a street intersection in the embodiment of the present application, and Fig. 2 is an A-A of Fig. 1.
Figure 3 is a schematic diagram showing the driving directions and routes of straight-going vehicles and right-turning vehicles at intersections. The figure is a schematic diagram showing the traveling direction and route of a left-turning vehicle at an intersection.The two attached diagrams show the route of the vehicle according to the traveling direction in this figure. A cross-sectional view, FIG. 6 is a cross-sectional view taken along C-C in FIG. 1, FIG. 7 is a cross-sectional view taken along D-D in FIG. 1,
Figure 8 is a cross-sectional view taken along E-E in Figure 1;
The figure is a schematic diagram showing the driving directions and routes of vehicles that allow one-sided merging on nearby streets centered on level areas.

Claims (1)

[Claims] 1 Two main streets cross each other vertically via a straight overpass, and the entrance and exit of the straight overbridge at this intersection are connected to the crossing side through a flat level area of a certain width. In the configuration of an urban arterial street grade intersection with multiple U-shaped inverted overpasses opening entrances and exits, the outermost lane of the main street to which the inverted overpass belongs is located directly below the inverted overpass structure. There is an entrance to the underground lane under the inverted overpass and an exit to the underground lane under the inverted overpass. An underground carriageway entrance under a straight bridge that can be accessed and exited, as well as an underground carriageway exit under a straight bridge, are provided, and the exits and entrances under the inverted overpass and directly under the straight overpass are connected by left-turn underground carriageways. A complete grade-separated crossing device for streets on flat land, which is characterized by being able to completely eliminate interwoven sections while being used as a roadway to perform a left-turn function.