WO2014007788A1

WO2014007788A1 - Traffic interchange

Info

Publication number: WO2014007788A1
Application number: PCT/UA2013/000063
Authority: WO
Inventors: Юрий Владимирович МОСКОВЧЕНКО
Original assignee: Moskovchenko Yuriy Volodymyrovych
Priority date: 2012-07-06
Filing date: 2013-06-17
Publication date: 2014-01-09
Also published as: UA77281U

Abstract

The utility model relates to construction, specifically to the design and layout of multi-level road intersections, especially in urban environments. The arrangement consists of: roads, intersecting on two levels, one of which roads supports through-traffic while the other supports restricted traffic or also through-traffic, wherein the traffic does not pass through a central zone; left-turn slip lanes which, in order to avoid cross-traffic, change level within the boundaries of the traffic interchange; and unrestricted right-turn lanes. The upper surface for through-traffic or restricted traffic and the opposing lanes thereof are located at ground level. The left-turn lanes, in order to avoid oncoming traffic, have inclined off-ramps leading to the lower level, said inclined off-ramps being positioned between the opposing lanes of the transverse road. The opposing lanes of the transverse road are located on the lower level in tunnels, and their left-turn lanes have inclined on-ramps leading to the upper level. Within the boundaries of a given traffic interchange, a travel path changes level only once. This significantly decreases the length of inclined surfaces in the design and allows for a simple, compact urban traffic interchange also applicable to electric means of public transportation. Suitable construction locations are single-level circular road intersections already in existence, the central zone of which can be used to accommodate a car park or commercial center.

Description

Road junction

Technical field

The utility model relates to construction, in particular to

design and arrangement of road crossings at different levels, mainly in urban environments.

State of the art

Known declaration patent of Ukraine for the invention N ° 36053 from 10.28.1999., MP E01 C 1/04 "Transport interchange with two powerful left-handed flows." This junction design allows for the through movement of public electric vehicles only along the oncoming lanes of the lower level road, and oncoming and

left turn lanes of the upper level cross road

necessarily pass through viaduct overpasses. To do this, the vehicle first enters the overpass, and then leaves it. This is unacceptable for public electric transport, as it requires compliance with the maximum longitudinal slope of the road and, accordingly, a large length of the road in plan. Such lengthening will also lead to an increase in the area of the entire interchange node, which is not very suitable for urban conditions. The problem of underground passages that need to be laid over the entire width of the roads, i.e. actually enter another level.

A patent is also known for the utility model “Transport Interchange (JVe 99007, IPC E01 C 1/04 dated 03/01/2010, the Russian Federation), in which the intersection of roads is made at three levels. The third level is located above the second level bridge, made in the form of a platform for turning vehicles and has races and exits to ground level. Traffic on the site with arrivals and exits is similar to traffic at the intersection of one level with a circular passage, in which vehicles already on the ring compete with those entering it, and stopping by - with a driver. The last drawback is typical for the intersection of the type of “Clover leaf”. In addition, the placement of circular motion on the site in the central part will significantly reduce the possible radii of curvature of the stripes in the plan or it will require an increase in the site itself and the entire area of the intersection. The whole construction of the interchange at three levels is complicated, the issue of pedestrian crossings, which are recommended to be located in tunnels, has not been resolved.

The closest is the solution “Highway junction” in the patent for invention JY “84773, IPC E01 C 1/00 from 25.1 1 .2008, Ukraine, because it can be used for three and

quadrilateral nodes in urban environments. The node has a traffic-free zone that can be used for development as a parking, commercial center, etc. However, this solution has the disadvantages of the previous one. With through traffic and left turns, you must first enter the overpass, and then move out of it. This excludes public transportation

electric transport and doubles the length of the overpass, reduces the flow rate, and with a five-way node is hardly feasible in conditions of dense urban development. Even for tripartite and

quadrilateral nodes overpass construction is complicated, because each lane passes through one overpass (overpass), and then

throws through the second. Driving problems not resolved

public electric transport through the node and the passage of people.

Utility Model Disclosure

The objective of the proposed utility model is to simplify the design of the transport hub, to provide through and turn the public electric transport through it without changing the level of movement and increase the high throughput the capabilities of the unit while ensuring the safety of all road users.

The task is achieved by the following technical solutions. Top surface for driving

located at ground level and does not have ground facilities. This improves visibility, and through passages without changing the level are possible without reducing the flow. Driving without changing the level contributes to the possibility of using electric vehicles. The cross road runs in tunnels at the lower level and is also well suited for vehicles and can be used

electric transport. But for the latter, it is only necessary to ensure the maximum permissible longitudinal angles of inclination of roads before entering and after leaving the transport hub. This is quite acceptable, because they are located along the roads and there are no strict length limits for them.

Both levels are connected by inclined exits and / or exits, which are located between oncoming bands of transverse flows to overcome them. Moreover, each lane changes its level only once: at a congress or arrival at it. This will increase the speed of traffic flows and reduce the length in terms of inclined rides and exits while maintaining a central zone free of traffic, which is great for

placement of a parking or commercial center.

The creation of an annular chamber at the lower level increases the area for maneuvers and the entrance of special vehicles, this is especially important in case of accidents. The location of the underground pedestrian crossings along the tunnels and under the lanes for right and / or left turns ensures the intersection of any road in safe conditions. It is also convenient that they are all on the same lower level and are connected to

s emergency exits from the tunnels. In other cases, pedestrians move at ground level, where there is no traffic.

Existing ring crossings at one level are a convenient place for the construction of the proposed transport interchange, especially taking into account the unhindered passage of urban electric vehicles. They have already incorporated the minimum in terms of turning radii. The feasibility of using nodes with five roads is no longer justified in urban areas. This, first of all, concerns those intersections where electric transport makes a right or left turn. In this case, it is better to block one of the suitable secondary roads or use one-way traffic on it, leaving to the right when adjoining the lane of the main road. Rides on such roads are best done with branches after the transport hub.

The creation of such a transport interchange does not require additional land allocation and comprehensively solves the issues of convenient and

unhindered transport trains while ensuring the safety of all road users.

Brief Description of the Drawings

The essence of the utility model is illustrated in the figures. 1

The crossroad with two intersecting roads and through traffic on two levels is schematically depicted. Figure 2 shows a T-junction with a right turn of electric transport from the adjacent road to the through. Fig. 3 shows a T-junction with a left turn of electric transport from the adjacent road to the through. Figure 4 shows a T-junction when driving electric vehicles on a curved road. Figure 5 shows the underpass along the tunnel. In all the figures, the underground lanes are indicated by a dashed line, and the ground by a solid line.

Utility Model Embodiments The intersection (Fig. 1) has a through road A of the upper level and a transverse road B through it to the lower level. On all roads, when approaching the intersection, there are 1 -4 right-turn lanes. Oncoming lanes 5 and 6 of road A of the upper level bypass the central zone 7, free from traffic, each on the right side. The through road B runs at the lower level, and its oncoming lanes 8 and 9 also bypass the central zone 7 on the right side. For left turns, the oncoming lanes 5 and 6 of road A have branches 10 and 1 1, which are connected to the lower level by inclined ramps 1 2 and 13. Transverse road B also has branches 14 and 15 for a left turn, which go through the inclined ramps 16 and 1 7 to the upper level. All left turns 10 and 1 1 of road A and left turns 14 and 15 of road B are shown as branches of the through lanes 5, 6 or 8 and 9. Their allocation into independent lanes from the through and their number should be determined taking into account the specific weight of each of the directions in these flows when you bookmark the transport node. The traffic intersection has underground passages of 1–8–21 under the lanes for a free right turn of 1–4; these crossings are associated with underground passages along tunnels. Their device and

location shown in Fig.5.

Figure 2 shows a T-junction formed by the adjacent road A of the upper level and the transverse through road B of the lower level. The through traffic on the oncoming lanes 8 and 9 of the road B to the lower level bypasses the central zone 7. It has only one free right turn 3, because there is no need for the second. For the same reason, there is one left turn 15, which, via the entrance 1 7, is connected to the upper level. The adjoining road A of the upper level does not have through traffic, it has only a right turn 4 for cars and electric vehicles (indicated by a line with transverse risks) and a left turn 1 1, which the inclined exit 12 is connected to the lower level road B and adjoins the lane 22. The oncoming left-hand turn of auto and electric transport takes place on lane 23. Passage of vehicles on lanes 23 of the upper level and left turn 1 5 from lane 8

alternative to each other or can be used simultaneously with significant flows directed to the left.

Fig. 3 shows a T-junction with a left turn of public electric transport from the adjacent upper level road A to the lower level through road B. As well as in

the previous example in figure 2, the oncoming lanes 8 and 9 of the road B bypass the central zone 7 from different sides, and the left turn 1 5 of the lane 8 through the inclined exit 1 7 goes to the upper level. The road A of the upper level has a free right turn 4 and a left turn 24, through which auto and electric vehicles can pass without changing the level, indicated by a line with transverse risks. Oncoming traffic on the right turn 3 from the road B is also carried out unhindered at the same level. Underpasses 19, 20 and 25 are arranged under right turns 3 and 4 and left turn 24, as well as along tunnels 8 and 9, their location is shown in Fig.5.

Figure 4 shows a T-junction with a through

the movement of electric vehicles and cars along the road A of the upper level, the trajectory is indicated by a line with transverse lines.

Oncoming lanes 5 and 6 bypass the central zone 7 from different sides and there is one right turn 4 and a left turn 10, which is connected through the inclined exit 13 to the lower level. Lanes 8 and 9 of road B are laid in tunnels and do not intersect with lanes 5 and 6 of road A of the upper level. Under the right turns 3 and 4 are located

underground passages 19 and 20, and under lane 5 of road A and lane 26 after inclined exit 17, junction 27. This organization scheme it is advisable to use the movement with an intense through flow of auto and electric vehicles on the main road.

Figure 5 shows the underground passage 28 along the outer wall of the tunnel 29 with the emergency exit 30 connecting them.

Industrial applicability

The proposed transport interchange has a fairly simple structural solution, and the complexity of its creation is comparable to the cost of building the foundation of a 5-storey panel building. For nodes with three and four roads connected, the issue of travel of urban public electric transport without changing the level of traffic has been resolved. Within the transport hub

cars change the level of movement only once: either with inclined exits, or with inclined arrivals. This leads to a decrease in the length of the slopes in the plan and a decrease in the area of land allocation for the transport unit. Safety issues for all road users have been comprehensively resolved.

Claims

Claim

1. The traffic intersection consists of roads intersecting on two levels, one of which is through, and the second with limited or also through traffic, not passing through the central traffic-free zone, which oncoming lanes bypass from different sides, lanes or branches for the left turning, which to overcome the transverse flow, change the level within the transport unit, and the bands of free right turn, characterized in that the upper surface for through or

limited traffic and its oncoming flows are at ground level, and on the left-turning lanes or branches with a transverse lane of the same level there are inclined ramps to the lower level, which are located between the oncoming lanes of the transverse road or adjacent to one of them; the oncoming lanes of the transverse road are located at the lower level in the tunnels and are adjacent to the left-turn exits from the upper level, and on the left turns, if there is a transverse lane of the same level, there are inclined exits to the upper level, which are located between the transverse oncoming lanes or are adjacent to them.

2. The traffic intersection according to claim 1, characterized in that the lower level tunnels are expanded due to the space between them and the central traffic-free zone and can form a common annular chamber, which is limited

left-handed departures.

3. The traffic intersection according to p. 1 and 2, which is characterized in that it is made with underground passages along the tunnels and under the lanes for right and / or left upper level turn and has emergency exits from the tunnels connecting them with the passages or the upper level.