WO2014071541A1

WO2014071541A1 - Interchange structure for main artery and sub-arterial road in municipal crossroads

Info

Publication number: WO2014071541A1
Application number: PCT/CN2012/001530
Authority: WO
Inventors: 霍树添
Original assignee: Fok Su Tim
Priority date: 2012-11-12
Filing date: 2012-11-12
Publication date: 2014-05-15
Also published as: CN104093904A; CN104093904B

Abstract

Disclosed is an interchange structure for a main artery and a sub-arterial road in a municipal crossroads, comprising a main artery (1) and a sub-arterial road (2) of a crossroad interchange, wherein the main artery (1) and the sub-arterial road (2) are two-way roads. The location of the interchange between the sub-arterial road (2) and the main artery (1) is a low tunnel (3), the height of vehicles able to pass through the low tunnel (3) being no less than 2 metres and no more than 3 metres. Prior to the main artery (1) and the sub-arterial road (2) reaching the low tunnel (3), the two roads respectively have a lane (4, 6) for turning onto the sub-arterial road (2) and the main artery (1), and a special lane for vehicles turning around (5) is provided on the main artery (1) at the two sides of the low tunnel (3). The interchange structure is easily constructed and enables smooth driving.

Description

Cross-structure of main and secondary roads at urban crossroads

The present invention relates to urban road structures, particularly to urban intersection structures.

BACKGROUND OF THE INVENTION How to calculate traffic? Interchange is the best transportation! In the crossroads of the city, there is a crossroad where the main road with large traffic volume and the secondary road with small traffic flow intersect. In the existing crossroads of this type, in order to ensure the smooth flow of the main road, two measures are usually taken. One is to dig a high clearance tunnel on one of the main roads, or to build a flyover bridge to make all the vehicles on the main road. The disadvantage of this measure is that the clearance of a high clearance tunnel or the height of an overpass bridge must be made higher to ensure that large vehicles pass under tunnels or bridges through high clearance tunnels or overpasses. The height of the traffic space must be at least 5 meters. The bridges at the two ends of the bridge are long and there are many bridge piers, which results in large construction volume, long construction time and high cost. Another measure is to set up a divider in the middle of the main road to prevent all vehicles and pedestrians on the secondary road from passing directly through the main road. Although this measure is economical, the shortcomings are obvious: the straight traffic on the secondary road and the left Turning vehicles must first turn right into the main road, focusing on the main U-turn lane of the main road, which causes the U-turn position on the main road and even a long road near the intersection to be traffic jam, and, on the secondary road. Small vehicles and pedestrians cannot pass through the main roads. They can only walk around or walk the pedestrian bridge, which is very inconvenient. Summary of the invention

The object of the present invention is to provide a main and secondary trunk crossing structure suitable for urban use, which can make the vehicle pass more smoothly, is convenient for small vehicles and pedestrians, and has less engineering and less capital investment. The construction time is short, which is also beneficial to the migration and reconstruction of the sewer.

The main technical solutions adopted by the present invention are: A crossover of main and secondary roads at a city intersection The structure, including the cross-cut main road and the secondary trunk road, the main road and the secondary road are two-way lanes. The intersection of the secondary trunk road and the main road is a low-lying tunnel with two-way traffic passing through the underground of the main road. The traffic height of the tunnel is not less than 2 meters and not more than 3 meters. The low-rise tunnel rises from the underground through the main road and then rises to the surface. Before the secondary trunk enters the low-rise tunnel, it is outside the driving direction of the secondary trunk road. Leading a lane that turns to the main road. Before the main road reaches the low-rise tunnel, a lane that turns to the secondary trunk road is drawn from the outer side of the main road's driving direction, on both sides of the low-rise tunnel, on the main road. There is a special lane for the U-turn of the vehicle.

As a further improvement or preferred embodiment, the present invention may also adopt the following subsidiary technical solutions.

The vehicle passing height of the low tunnel is 2.50-2.60 meters.

The passing height of the low tunnel is composed of the depth of the bottom surface of the tunnel and the height of the top of the tunnel.

On the main road, at the turning portion of the U-turn lane, there is provided a barrier for intercepting the vehicle of the opposite lane to drive straight into the U-turn lane.

One of the above-mentioned U-turn lanes is provided on each of the front and rear sides of the barrier.

A raised rainwater separation zone is provided on the ground at the entrance and exit of the low tunnel. The invention has the following significant advantages:

1. The low-rise tunnel on the secondary trunk road has the function of diverting large and small vehicles to make the traffic smoother. Among the vehicles on the secondary trunk road, a large proportion of straight cars can pass through the low-speed tunnel directly through the main road, the remaining large-scale vehicles, and a small number of cars that need to turn left. Only need to turn right into the main road and then turn around, which can make the traffic of the secondary trunk smooth, and can significantly reduce the flow of the U-turn on the main road, realize the big, small car and diversion in all directions, so that The traffic on the main road is unimpeded.

2. All vehicles on the main road can pass continuously at intersections without traffic light control.

3. Small vehicles and pedestrians can pass through the main road from low tunnels without having to climb the pedestrian bridge, which is safe and convenient. 4. Compared with the existing intersections using high clearance tunnels or overpasses, the low tunnels used in the present invention can significantly reduce the construction amount, shorten the construction time, and cost less.

5. In a refinement of the invention, not only is the low tunnel having a traffic height of no more than 3 meters, but the traffic height is formed by the sinking depth of the bottom surface of the tunnel and the height of the top subgrade of the tunnel. This semi-sinking and semi-lifting tunnel structure further reduces the depth of ground subsidence required for excavation of low-rise tunnels, avoids encountering groundwater, and makes the foundation pile easier to construct. It can be treated with simple cofferdams, effectively reducing construction. The time, the construction cost is greatly reduced, the broken pieces of the original road surface, the hard sand excavated, the soil can be mixed into the concrete, and the cushion is used to fill the rising part of the road surface, without having to remove all the excavated soil. , to reduce the impact of heavy transport vehicles on traffic during construction. Furthermore, reducing the depth of the ground sinking is also conducive to the migration and reconstruction of the sewer.

6. In a modification of the present invention, the barrier is provided so that the U-turn vehicle does not need to take care of the oncoming vehicle, which not only further increases the safety of the U-turn vehicle, but also speeds up the transit speed of the U-turn vehicle.

7. In a modification of the present invention, a U-turn lane is provided on both sides of the front and rear of the barrier, so that the vehicle that turns right from the secondary trunk to the main road and then turns over, bypasses the U-turn vehicle on the main road, and makes a U-turn The traffic is smoother.

8. In a refinement of the invention, a raised rainwater separation zone is provided on the ground at the entrance and exit of the low-rise tunnel, thereby blocking a large amount of rainwater from flowing into the low-rise tunnel, thereby preventing vehicle traffic Blocked by water, and reduced the workload of the pump.

9. The invention is applicable to cities in all developed countries, and is particularly suitable for the general transformation of intersections where the number of small cars on the road leads to traffic jams, so that more intersections can be opened with limited resources, without widening. The road surface can achieve the effect of increasing urban traffic roads. DRAWINGS

1 is a schematic structural view of Embodiment 1 of the present invention;

2 is a schematic structural view of Embodiment 2 of the present invention; 3 is a schematic structural view of Embodiment 3 of the present invention;

Figure 4 is a schematic longitudinal cross-sectional view of the road where the rainwater separation belt is located;

Figure 5 is an embodiment of the present invention applicable to the left-hand rule. BEST MODE FOR CARRYING OUT THE INVENTION Hereinafter, the present invention will be described in detail with reference to the accompanying drawings and embodiments. The width of the various lanes described in the present invention is not limited to the illustration, and the road width can be designed according to the standard according to the actual situation. The "cross" of the present invention is not limited to the vertical crossing, and the intersecting angle of the two main roads of the cross is not limited to 90 degrees.

Embodiment 1

According to the present invention, a main intersection and a secondary trunk crossing structure of a city intersection, as shown in FIG. 1, includes a cross main road 1 and a secondary road 2. Both main road 1 and secondary road 2 are two-way lanes. The intersection of the secondary trunk road 2 with the main road 1 is a low-rise tunnel of two-way traffic passing through the underground of the main road 1. The traffic height of the low-rise tunnel 3 is not less than 2 meters and not more than 3 meters, and the optimum value is 2.50-2.60 meters. The low tunnel 3 passes through the main road 1 and then rises back to the surface. Before the secondary trunk 2 enters the low tunnel 3, a lane 6 leading to the main road 1 is drawn from the outer side of the secondary traffic lane 2, that is, from the right side of the traffic direction. Before the main road 1 reaches above the low tunnel 3, a lane 4 that turns to the secondary road 2 is taken from the outer side of the main road 1 in the direction of driving, that is, from the right side of the driving direction. On both sides of the low tunnel 3, a U-turn lane 5 is provided on the main road 1.

Embodiment 2

Referring to FIG. 2, the main road 1 of the present embodiment is slightly raised at a position above the low tunnel 3, and the passing height of the low tunnel 3 is common to the sinking depth of the bottom surface of the tunnel and the height of the top subgrade of the tunnel. Composition. The semi-sinking and semi-lifting tunnel structure further reduces the depth of grounding required for excavation of the low-rise tunnel 3, avoids encountering groundwater, and the foundation pile is easier to construct, and can be treated with a simple cofferdam, effectively reducing The construction time has greatly reduced the construction cost. The broken pieces of the original road surface, the hard sand excavated, and the soil can be mixed into the concrete to adjust the balance. It is used to fill the cushion of the ascending part of the road surface, and it is not necessary to transport all the excavated soil to reduce the impact of heavy transport vehicles on traffic during construction. Furthermore, reducing the depth of the ground sinking is also conducive to the migration and reconstruction of the sewer.

If the vehicle height of the low tunnel 3 is 2.50-2.60 meters, combined with the semi-sinking and semi-lifting tunnel structure, the total depth of the excavated soil can be about 2.3m during actual construction.

On the main road 1, at the position where the U-turn lane 5 is located, there is a barrier 7 intercepting the boundary line of the two-way traffic flow, the barrier 7 occupies the lateral width of the main road 1, and the entire corner of the U-turn lane 5 occupies the main road The lateral width of 1 makes it possible for the vehicle to turn around on the U-turn lane 5 without taking into account the oncoming vehicle and speeding up the safe passage speed of the U-turn vehicle.

Other structures of this embodiment are the same as those of the first embodiment.

Embodiment 3

Referring to Fig. 4, in the present embodiment, a U-turn lane 5, 8 is provided on each of the front and rear sides of each barrier 7. A vehicle that turns right from the secondary trunk 2 to the main road 1 and then turns around can safely turn over the U-turn lane 5 on the side of the barrier 7 and the U-turn vehicle on the main road 1 can be from the other side of the barrier 7 before reaching the intersection. The U-turn lane 8 safely turns around, making the U-turn traffic flow smoother, enabling large and small vehicles and diverting traffic in all directions.

The other structure of this embodiment is the same as that of the second embodiment.

The main mode of the third embodiment will be described in detail below with reference to FIG.

The straight car travelling on the secondary road 2 passes directly through the low tunnel 3 through the main road 1; all the left-turn vehicles on the secondary road 2 turn right into the main road 1 and then from the side of the barrier 7 The U-turn lane 5 of the vehicle is turned around; all the U-turn vehicles traveling on the secondary trunk road 2 turn right into the main road 1, and then turn around from the vehicle-turning lane 5 on the side of the barrier 7 to the front of the other barrier 7. Then, the vehicle U-turn lane 5 on the side of the barrier 7 is turned around, and finally the right turn turns back to the secondary trunk road 2; all the straight-going vehicles traveling on the main road 1 can pass directly from the upper part of the low-rise tunnel 3 through the intersection; All left-turning vehicles on the road 1 first pass through the intersection from the lower tunnel 3, then from the side of the barrier 7 on the side of the vehicle, U-turn 5, and finally turn right into the secondary road 2; on the main road 1 All the U-turn vehicles that are driving are arriving On the side of the barrier 7 before the intersection, the vehicle turns around the special lane 8; the right-turn vehicles on the main road 1 and the secondary road 2 can pass directly from the corresponding right-turn lane; all small vehicles and pedestrians can The low tunnel 3 traverses the main road 1.

The mode of operation of the first embodiment and the second embodiment is basically the same as that of the third embodiment. The difference is that the U-turn vehicle on the main road 1 needs to pass through the intersection to turn around.

It can be seen from the embodiment that all the vehicles on the main road 1 can continue to pass at the intersection without the need for traffic light control, and the secondary road 2 only needs to be provided with a traffic light that facilitates pedestrians crossing the road. The green light transit time can be set longer and can even be turned off in the case of fewer pedestrians.

In order to prevent a large amount of rainwater from flowing into the low-rise tunnel through the lane 3, a raised rainwater separation zone may be provided at the entrance and exit of the low-rise tunnel 3. The structure of the rainwater separation belt can be as shown in Fig. 4. The base point is set at about 60-80m before the low tunnel opening. At this base point, the slope is upwards about 15-20m, and after the increase of 0.60-0.80m, the slope turns flat about 15m long. 20m, then go down into the low tunnel.

In order to better block rainwater from entering the low-rise tunnel 3, a light-transparent canopy can be added at the entrance and exit of the low-rise tunnel to effectively prevent the impact of rainwater on the low-rise tunnel.

The above-mentioned Embodiments 1 to 3 are directed to countries and regions traveling to the right, but the present invention is equally applicable to countries and regions traveling to the left. For example, turning Fig. 3 horizontally by 180 degrees becomes the embodiment shown in Fig. 5, which is an example suitable for the left line rule. The same reference numerals are used for the same structures in FIG. 5 and FIG. 3 and will not be described again.

Claims

claims

1. The intersection structure of main and secondary arterial roads at urban intersections, including cross-intersecting main roads (1) and secondary arterial roads (2). The main roads (1) and secondary arterial roads (2) are both two-way lanes. The characteristics of secondary arterial roads are: The intersection of (2) and the main road (1) is a two-way low tunnel (3) that passes underground from the main road (1). The vehicle traffic height of the low tunnel (3) is neither lower than 2 meters but not more than 3 meters. The low tunnel (3) passes through the main road (1) from underground and then rises to the surface. Before the secondary main road (2) enters the low tunnel (3), it passes from the secondary main road (2) The outer side of the driving direction leads to a lane (6) that turns to the main road (1). Before the main road (1) reaches the low tunnel (3), from the outer side of the main road (1) in the driving direction Lead a lane (4) that turns to the secondary road (2). On both sides of the low tunnel (3), there are dedicated lanes (5) for vehicle U-turns on the main road (1).

2. The main and secondary main road intersection structure of an urban intersection as claimed in claim 1, characterized by: the vehicle traffic height of the low tunnel (3) is 2.50-2.60 meters.

3. The main and secondary main road intersection structure of an urban intersection as claimed in claim 1 or 2, characterized in that: the traffic height of the low tunnel (3) is determined by the subsidence depth of the road surface at the bottom of the tunnel and the top of the tunnel. The roadbed lift height is composed of the height.

4. The main and secondary main road intersection structure of an urban intersection as claimed in claim 1, characterized in that: on the main road (1), at the turning part of the U-turn special road (5), an interception pair is provided Vehicles heading towards the lane drive straight into the barrier (7) of the U-turn lane.

5. The main and secondary trunk road intersection structure of an urban intersection as claimed in claim 4, characterized by: one of the U-turn dedicated lanes (5, 8) is provided on both sides of the barrier (7).

6. The main and secondary trunk road intersection structure of an urban intersection as claimed in claim 1, characterized in that: there are raised rainwater separation strips on the ground at the entrance and exit of the low tunnel (3).