WO2018184126A1

WO2018184126A1 - Urban transport system

Info

Publication number: WO2018184126A1
Application number: PCT/CN2017/000280
Authority: WO
Inventors: 赵士星; 王来国
Original assignee: 赵士星; 王来国
Priority date: 2017-04-06
Filing date: 2017-04-06
Publication date: 2018-10-11

Abstract

An urban transport system, comprising an urban function module (M), major roads (1), minor roads (2), and hybrid interchanges (ZHQ). The urban function module (M) is connected to a side of a major road (1) or a minor road (2). Two ends of a minor road (2) are connected to major roads (1). An intersection of a major road (1) and a minor road (2) is a vertical-horizontal intersection configuration in a bridge direction. Four corners of the city function module (M) are respectively connected to the corresponding hybrid interchange (ZHQ) therebelow or thereabove. The urban transportation system has a simple structure and can prevent congestion.

Description

[Name of invention established by ISA in accordance with Rule 37.2] An urban transportation system

Technical field:

Urban planning; transportation; overpasses; environmental protection; urban pipe network;

Background technique:

Urban traffic congestion is getting more and more serious. Most cities in China are widening traffic roads but still jamming traffic. This is a common problem. With the development of society and technology, people's living standards are generally improved, urban population and motor vehicles are increasing year by year. Increased, traffic jams and other major urban diseases have become a worldwide problem.

Beijing is dubbed the blockade of today's world. This uniqueness determines that there is no corresponding road design experience in the world. The only way is to invent a new urban transportation solution and method.

If it can solve the traffic jam problem in Beijing, it can also bring about the solution or prevention of traffic jams in other cities in the world.

First, the external factors that cause traffic jams in Beijing are:

1. Beijing, as China's political, economic, technological, and cultural center, far exceeds other cities in China in terms of the number of motor vehicles.

2. Beijing is a busy place in the world economic activity with the status of the world's emerging economic market. There are motor vehicles stationed in China and foreigners coming to Beijing to run around during working hours. The number of motor vehicles and daily usage time in Beijing are unique to the world.

3. There are many large courtyards in Beijing, which is different from other cities.

4. China's total population and liquidity are large, especially in the short-term, the flow range varies greatly, such as holidays.

Second, the internal causes of traffic jams in Beijing are:

1. Beijing has only a few loops to release traffic pressure, and there are traffic lights on the auxiliary road of the loop. When there are many vehicles, the auxiliary road will be blocked. The main road vehicles will be at the exit when affected by traffic jams on the auxiliary road. Start to congest. When the traffic pressure is high, the brakes of one vehicle on the main road may affect the deceleration and even traffic jam of the vehicles within a few kilometers. Once the main road is affected by the congestion of the main road, the main road congestion will occur. effect.

2. In addition to the road traffic signal on other road sections, the left-turn vehicle has a great influence on the traffic volume of the intersection. A few days before October 28, 2015, on the way to the east of Anzhenmen, there was an average one-minute walk. When the car was driving to the intersection, it was discovered that the driver's emotions were difficult to control due to the serious traffic jam for a long time. The release time of the signal light and the waiting time of the conversion could not digest the blockage caused by the vehicle. The signal indicating function failed, and the vehicles in each direction and the left turn died. Deadly together.

3. In order to alleviate the congestion, the cities increased the width of the intersection, increased the number of left-turn lanes, and set the bus station away from the intersection. As a result, the problem of traffic jam was not solved, but it was difficult to ride and difficult to transfer. To get to work on time, you must get up early and get up early. Immediately, buying a car became a necessity. When the car was over, the number was limited. People had to buy a second car and created a new traffic jam factor. Because the more anxious, the more you can't wait for the car, the people who don't buy the car will choose the bus line with fewer transfer times, and the bus line will become complicated. The more complicated the route, the more vehicles and empty vehicles that people can't squeeze. It is not surprising that the ride time has been extended several times due to traffic jams.

Third, the unfavorable factors caused by traffic jams:

1. Congestion causes long-term physical exertion of labor, reduces the quality of labor, and reduces social productivity.

2, congestion caused by the increase in disease, including air conditioning, strong wind blowing, young people will get geriatric disease in advance.

3. The increase in the number of diseases has increased the pressure on social security.

4. Congestion causes pollution and also affects health.

5. Congestion caused a decline in the urban life happiness index.

6. Congestion increases the cost of city time.

The above problems indicate that the traffic jam problem needs to be solved urgently. Only by finding new methods and new solutions suitable for urban traffic development in the new era can we eliminate the troubles caused by traffic jams and effectively improve the quality of urban life.

Summary of the invention:

The present invention is "an urban transportation system capable of avoiding direct left (right) turns and then eliminating interference and congestion under traffic conditions on the right (left) side of the motor vehicle".

Simply put:

For countries and regions that have access to the right side, the combination of urban function modules and combined overpasses can avoid direct left turn and eliminate interference and congestion to achieve unimpeded urban traffic system.

For countries and regions that are suitable for left-hand traffic, the combination of urban function modules and combined overpass cross-arrangement can avoid direct right turn and eliminate interference and congestion, so as to achieve unimpeded urban traffic system.

A city traffic system capable of avoiding direct left (right) turns and then eliminating interference and congestion under traffic conditions on the right (left) side of the motor vehicle. Urban function modules (M), trunk roads (1), and trunk roads (2) ), combined overpass (ZHQ); urban functional module (M) connected to the side of the main road (1) or the trunk road (2), both ends of the trunk road (2) and the main road (1) Connections, the intersection of the main road (1) and the trunk road (2) are connected by a bridge to the vertical and horizontal cross arrangement, and the four corners of the urban function module (M) are respectively connected to the upper and lower sides of the corresponding combined overpass.

The city function module (M) consists of function module partition 1 (M-1), function module partition 2 (M-2), function module partition 3 (M-3), function module partition 4 (M-4), and city function module. The inner road (5), the urban function module entrance and exit (6), the non-motor vehicle and the pedestrian underground passage (7) in the urban function module; the functional module partition 1 (M-1), the functional module partition 2 (M-2), The function module partition 3 (M-3) and the function module partition 4 (M-4) are externally connected to the side of the trunk road (1) or the trunk road (2), and the function module partition 1 (M-1), function module Partition 2 (M-2), Function Module Partition 3 (M-3), and Function Module Partition 4 (M-4) are connected to the side of the road (5) in the city function module, non-motorized vehicles and pedestrian underground passages ( 7) Complete the vertical and horizontal three-dimensional cross connection of the non-motor vehicle and the pedestrian road at the intersection of the road (5) in the urban function module, and the road within the urban function module (5) through the city function module entrance and exit (6) and the main road (1) ) or the auxiliary road connection of the trunk road (2).

The combined overpass (ZHQ) consists of the upper bidirectional main road pavement (8), the pier (9), the lower bidirectional main road pavement (10), the auxiliary road and the right (left) turning pavement (11), and the bridge under the head (12). Auxiliary U-turn bridge (13), upper-level public exchange platform (17), lower-level public exchange platform (18), upper and lower public exchange platform connection ladder (19), public exchange platform crossing bridge (20), anti-collision slope (22) Composition; the direction of the upper bidirectional main road surface (8) is defined as the longitudinal direction of the combined overpass (ZHQ) (23), and the pier (9) supports the upper deck structure so that the upper bidirectional main road surface (8) and the lower layer The two-way main road surface (10) realizes the upper and lower cross connection through the bridge pile (9), the auxiliary road and the right (left) turning road on both sides of the bridge under the bridge (12) and the lower two-way main road surface (10) (11) The connecting, auxiliary and right (left) turning roads (11) are connected to the upper two-way main road surface (8) and the lower two-way main road surface (10), and the auxiliary turning bridge (13) is on the longitudinal sides of the combined overpass (ZHQ). Connected to the auxiliary roads on both sides of the lower bidirectional main road surface (10) and the right (left) turning road surface (11), the upper level public exchange platform (17) and the upper and lower bidirectional main road surface (8) The side connection, the lower level public exchange platform (18) is connected to the outside of the lower bidirectional main road surface (10) under the bridge, and the upper public exchange platform (17) is connected to the lower level by the upper and lower public exchange platform (19) By platform (18) connection, the upper-level public exchange platform (17) is connected with the public exchange platform crossing bridge (20), and the anti-collision slope (22) is connected with the pier (9) and the upper and lower public exchange platform (19). ) side connection.

The main road (1) and the trunk road (2) consist of the upper two-way main road surface (8), the lower two-way main road surface (10), the auxiliary road and the right (left) turning road surface (11), and the movable separation belt (14). ), main road exit (in) port (15), main road in (out) port (16), auxiliary head bridge (24) set according to actual conditions, non-motorized vehicles and pedestrian underground passages or overpasses (25), non Entrance and exit of motor vehicles and pedestrian underground passages or flyovers to urban functional modules (26), bus stops (27), non-motorized vehicles and pedestrian underground passages or gateways to the bus stop (28), upper and lower water, electricity, gas, Warm, message network, underground passageway for pipeline construction (29), upper and lower water, electricity, gas, heating, message network, underground passageway (30) for pipeline construction, upper two-way main road surface (8) and lower two-way main The road surface (10) is connected to the auxiliary road and the right (left) turning road surface (11) by means of the main road exit (in) port (15) and the main road in (out) port (16) in a first-in and second-out manner. The mobile isolation belt (14) is connected to the corresponding position of the city function module entrance and exit (6) through the auxiliary road and the right (left) turning road surface (11). Motor vehicles and pedestrian underground passages or overpasses (25) are connected to adjacent city function modules (M) via non-motorized and pedestrian underground passages or flyovers to the entrances and exits (26) of adjacent city function modules (M), bus stops (27) ) is located in the same position as the movable barrier (14) between the adjacent two non-motorized and pedestrian underground passages or the entrance to the bus stop (28), non-motorized and pedestrian underground passages or overpass to the bus stop. The entrance (28) is connected to the bus stop (27), and the underground passage (29) for the upper and lower water and electricity, gas, heating, message network and pipeline construction is on the outside of the non-motor vehicle and pedestrian underground passage or overpass (25). The underground passage and entrance (30) for water, electricity, gas, heating, message network and pipeline construction are connected with the adjacent city function module (M).

Invention process:

The description of the schematic is too specific and scattered, and a brief description of the invention process, organically linking the scattered content, helps to save reading time.

In some cities, the average width of roads is wider than the average width of Beijing roads. The population density is lower than that of Beijing. Vehicles are also much smaller than Beijing, and serious traffic jams may still occur. This shows that widening roads and intelligently controlled traffic lights are not the most effective solution to traffic jams. Everyone knows that it is possible to cancel the traffic lights at the intersection of traffic when building bridges. Why did the loops and viaducts were used in the past? Thinking about it, the overpass that can meet the turning in all directions is too large. The overpass itself has the intersection of traffic jams. The large number of overpasses will not only reduce the available area of the city, but the traffic jam problem has not been completely solved. The amount of investment is also unbearable.

Faced with the loop is often blocked, many people will say: Longitudinal driving a plane, a horizontal plane, a non-motor vehicle and a sidewalk, how good! The problem is that the best solution must not be costly.

We first clarify the work to be studied: 1. Inventing an overpass that is acceptable in the heart. 2. There must be no intersections on the overpass. 3, can solve the problem of omnidirectional traffic. 4. The total cost is acceptable.

In order to achieve unimpeded traffic, it is necessary to cancel the traffic lights at the intersection of traffic. To remove the intersection signal lights, it is necessary to build overpasses. The construction of overpasses is not allowed to increase the floor space. The existing overpasses can not do this. Then, can you repair the bridge while maintaining the width of the existing intersection? The answer is yes. To meet the condition of not increasing the intersection area is to build a simple crossover overpass. First fix this conclusion and then solve other problems.

The original problem is to invent the overpass that not only increases the floor space, but also travels smoothly in all directions. The method before us is to build a simple overpass, hereinafter referred to as the “base bridge”. The drawings in the back of the bridge are also explained. There is no problem with the straight and right (left) turns of the base bridge. The left (right) turn on the foundation bridge is simply unsolvable. You can only choose to add a bridge under the head bridge or build an auxiliary head bridge to solve the left (right) turn. In this way, a combined overpass with a bridge under the head and an auxiliary head bridge was born.

In the country or region where the right side passes, when the vehicle needs to turn left, the first method is to cross the bridge, turn the road under the bridge of the next combined overpass or assist the U-turn bridge to complete the turn, return to the bridge and then turn right. You can complete the left turn. The second method is to turn right and then turn the head on the right side of the bridge on the right side of the interchange or the turn of the auxiliary head bridge to complete the left turn.

In the country or region where the left side passes, when the vehicle needs to turn right, the first method is to cross the bridge, adjust the head road under the bridge of the next combined overpass or assist the U-turn bridge to complete the U-turn, return to the bridge and then turn left. You can complete the right turn. The second method is to turn left and then turn the head under the bridge of the left side combined overpass or the turn of the auxiliary head bridge to complete the right turn.

After solving the above problems, an interesting phenomenon has emerged in this kind of regularly constructed city: 1. Between the two points inside or outside the city or between two points in the city, if the urban function modules (communities) are not calculated Turn right (left) at the gate and get to the destination by turning up at most one right (left) on the driving route. 2. With the gradual formation of correct driving habits, few people will take the road. Even if there are very few drivers who are on the wrong road, they can adjust the driving route with continuous right (left) turn. The conclusion is that as long as you don't take the wrong path, you don't need to consider the left (right) turn problem. Further, there is no need to build a bridge to turn the head road and the auxiliary head bridge. Except for special fire-fighting, first-aid, etc. units in the city function module. 3. In the face of an international metropolis like Beijing, it is also reasonable to build a complete modular overpass.

At this point, the construction of the overpass did not increase the width of the road, there was no intersection at the overpass, and the left side was completed using a twisted road. (Right) Increases the buffer distance when turning. There are no traffic lights at all intersections of urban traffic. Most of the loops, underground traffic and viaducts can be omitted, and rail transit is not necessarily overhead. Obviously, this way of constructing an overpass without increasing the road surface is also convenient and feasible in the reconstruction of the ancient city.

If we want to further consider the cost of urban construction on this basis: 1. The city with fewer vehicles can be slowly built. After the auxiliary auxiliary bridge is slowed down, it is necessary to keep the traffic smooth as much as possible. This requires the combined overpass to be cross-arranged when combined with the urban function module. 2. In cities where vehicles are scarce, the road surface under the bridge can also be slowly built. 3. In the construction of the overpass, it is necessary to consider the transportation cost. The earthen road dug out of the overpass is in the subgrade part that rises upward. 4. If the city's permeability is considered, the high point of the overpass is higher than the average height of the city. The overpass should mainly expand the space. 5, remote areas or not many cities to expand the space, do not need to consider the image, you can directly set up the bridge on the plane.

After solving the problem of motor vehicle driving difficulties, the next problem to be solved is the problem of public exchange. The public exchange station and the overpass are built together, and the passengers no longer have to travel a long way to find another bus line. The problem of the transfer is solved. Like a motor vehicle, bus passengers only need to transfer at most once between two points in the city. Under such conditions, a bus line on a road is sufficient, and complex bus lines will become history. The problem of setting up a bus on the upper and lower stations between the two bridges and having a bus stop within 500 meters of the residence is solved.

Online data shows that under the condition of maintaining the existing transportation technology level, the number of traffic accidents per day in the world will reach 10,000 by 2030. Non-motor vehicles and pedestrians and motor vehicles are the main sources of traffic accidents. Motor vehicle lanes and The problem of complete separation of non-motor vehicles and sidewalks must be resolved as soon as possible. This is not a purely technical issue, but a level of good and evil that rises to the willingness to work for others. Under the gates of the adjacent two urban functional modules (M), there are underground passages and overpasses for non-motor vehicles and pedestrians. The public interchange stations on the combined overpasses and under the bridges can also be provided to non-motorized vehicles or pedestrians. The use of pedestrians and non-motor vehicles in the city function module has four gates and four corners in a total of eight directions, which can be connected to each other. Pedestrians and non-motor vehicles can pass safely throughout the city without fear of motor vehicle threats. After the complete separation of motor vehicles and non-motorized vehicles and sidewalks, bicycles will rise again.

There is no navigation to find a destination and it is also classified as a type of big city disease. This is actually a city identification problem. As long as words, numbers and colors are used to jointly mark roads, bridges, buses and urban function modules (communities), Whether it is a self-driving vehicle or a pedestrian, you can no longer rely on navigation. Among the three types of logos, the color labeling has the shortest recognition time. In actual application, the color segmentation can also be used to further shorten the recognition time, which also has a certain effect on reducing the accident rate.

There are also problems in the big city diseases, such as chaotic and disordered underground pipe network, cable loading on traffic roads, loss of traffic cover or damage caused by traffic cover, manhole cover noise, and urban spider web. An underground pipe corridor is arranged near the underground walkway, so that the heating pipeline and the gas pipeline are in an underground pipe gallery, which solves the problem that the gas pipeline is frozen and cracked in winter. With underground pipe corridors, construction and maintenance are almost no longer needed except for additional construction, material aging and technical renewal. Each construction will benefit for a long time, reducing the waste of repeated reconstruction and reconstruction.

After the construction of the cross-city underground pipe gallery, including various supplies such as electricity and communication, node-type supply can be realized. For example, there is a problem with the power line in one direction, and there are three directions for power supply, which is more advanced than the smart grid concept.

In the past, in the event of urban disaster relief, roads or bridges were often damaged. If the bridges in the loop were damaged, it would be impossible to restore traffic at least within one week of the prime time of the rescue. As long as the ground height of the gates of the two urban functional modules is kept substantially the same as the corresponding road height, the corresponding movable barriers are arranged on the main road, and the road surface in the urban function module is interconnected with the corresponding road surface in another urban function module. In all directions, without relying on overpasses, there is a channel for heavy-duty mobile rescue equipment within 500 meters of residential buildings.

When a large city encounters a disaster and needs another city to participate in the rescue, it is obviously not enough to meet the needs of the vehicle. When the main road is crossed with the main road, the exchange of the road on the bridge with the road under the bridge is arranged, so that a straight road surface of 5 to 10 kilometers long can be formed. The removal of the intermediate isolation belt becomes a 5 km or 10 km long alternate runway. As long as one bridge is not damaged in actual application, the length can reach 2 km, which is in line with the requirements of the length of the runway for most open airports in China. Within 2.5 kilometers of the urban residential area, there are criss-cross emergency rescue alternate runways, which can satisfy the rescue as soon as possible, and can also rescue other cities as soon as possible.

Looking back at history: After the founding of the People's Republic of China, all aspects are in urgent need of construction, and a compound with unique functions has emerged one after another. At that time, because the compound was far from the urban area, the compound had to be built into a small and comprehensive community. The first focus of the compound is to complete the country’s The task is called employment today. In order to ensure the smooth progress of the work, it is necessary to build a living area including schools, health centers (hospitals) and shops. The personnel in the compound will only be discharged from the compound in the case of hospitalization, family visits, public visits, and annual leave treatment for reimbursement. According to the results of the first-hand survey before the reform and opening up, most people do not go out of the compound for many years, and those who have not lived in the compound for six years are very common. The restaurant that I like to eat is gone. It is very common to go to the nearby compound to see it. I have not been able to go to Xidan, Wangfujing and other commercial districts for a few years before, and I don’t have much dependence on public transportation. After the reform and opening up, some large courtyards have not only golf courses, but most entertainment facilities. Small courtyards have been built in individual courtyards. As for golf, because the earth is round, it is impossible for all the courtyards to be square. There are bound to be large green spaces between some courtyards. These green spaces can be used.

If it is consistent with the international name on the social level, the "Beijing Courtyard" can be called "community". Here we analyze the problem from a technical level and still refer to the “Beijing Courtyard” as the “City Function Module (M)”.

The construction of the functional modules of the new era city should inherit the pattern that most of the “Beijing Courtyard” can solve most problems from birth to death, such as setting up working areas, residential areas, cultural and educational health areas in the compound (respect for the elderly, kindergartens and middle schools). Primary schools should be close to the hospital, and should also be close to the city function module center), commercial recreation areas, parking lots, etc.

According to the actual experience, 10,000 people live and live in each square kilometer. This area is dynamic. According to the calculation of 70 to 95 square meters per household, each city's functional module (M) of about 1 square kilometer will be very comfortable and superior for 30,000 people living and working. 60,000 urban functional modules (M) can be placed 18 Billion population. If each city function module (M) has one percent of the people doing the main public service work, that is, each city function module (M) can have 100 security guards, 100 medical staff, and 100 faculty members. work. The optimal and centralized management of public service personnel ensures that the professional level can be guaranteed and the discipline can be rigorous. Each safety and security personnel has strict professional quality requirements. In addition to the safety and fire protection work in the city function module (M), it also requires the preliminary handling and rescue capabilities of nearby traffic accidents, as well as disaster rescue capabilities. 100 security personnel and 100 medical personnel will be assigned 100 numbers respectively, and they will be managed by 100 emergency rescue teams. When a major disaster occurs in a certain place, a certain number can be assigned to participate in the rescue work, and there is no impact on the local social order. In this way, there are 100 rescue teams, and each rescue team has only nearly 60,000 security workers.

With the continuous price reduction of monitoring hardware, video surveillance in many cities is almost everywhere. As a medical institution within the city function module, there are 24-hour on-duty personnel, 24-hour on-duty staff who provide life support, and on-duty personnel, as well as 24-hour door guards, mobile security guards, etc., which existed many years ago, as long as they will be in the compound. These on-duty personnel are trained and given responsibility. When there is a traffic accident, fire, or any other person in need of help at any point in the city, security firefighters on duty will arrive at the scene promptly and proactively to implement the rescue within 500 meters, and notify the medical staff. The duty officer also quickly rushed to the rescue site. The rescue force between the city function module (M) and the city function module (M) is required to maintain mutual assistance and linkage.

In the past, when the person who needs to be rescued was accidentally discovered by others, the alarm waiting for rescue will become a history. This is the safe community and mutual help community that people yearn for. Because the construction is permanent, it also conforms to the concept of energy conservation and environmental protection communities. Because of the construction of the community, the employment problem is considered, and the basic conditions for the economic activity of the city are also met. The combination of urban functional modularity and the Seventh Ring Road can promote the integration of urban agglomerations and establish a global community.

In the city, the basic functions of each city function module (M) can be rationally arranged to improve the overall time efficiency of the city. For example, the balanced and rational layout of hospitals and fire brigades can shorten the overall ambulance, fire-fighting path and shorten the travel time.

The construction within the urban functional module (M) should also be considered and rationally laid out to save the overall time cost of all aspects of the urban functional module (M).

The above is from the analysis of traffic conditions in the city, and the simple construction introduced can maximize the construction cost and the city operation cost, which was not originally thought of.

There are many countries and regions that implement the right-hand traffic. The contents of this manual, including the manuals, are written in order to adapt to the right-hand behavior. In the case of "Left (Right), or Right (Left)", the right side of the bracket is applied to the right side, and the bracket is adapted to the left side. In the following schematic diagrams, there is no difference in structure between FIGS. 4 to 11 and FIGS. 4L to 11L. The countries and regions that pass the right side look at Figure 4 to Figure 11, and the countries and regions that are on the left side see 4L to Figure 11L. The main road exit and the main road entrance are arranged only by first-in, first-in, so that the vehicle can enter and exit the city function module to be smooth.

BRIEF DESCRIPTION OF THE DRAWINGS:

Figure 1: Overall schematic diagram of an urban transport system that avoids direct left (right) turns and then eliminates interference and congestion under right-hand (left) side traffic conditions

Figure 2: Schematic diagram of functional modules in the urban function module (M)

Figure 3: Schematic diagram of the diversity of functional module partitions in the city function module (M)

Figure 4: General schematic of the combined overpass (ZHQ)

Figure 4L: General schematic diagram of the combined overpass (ZHQ)

Figure 5: Schematic diagram of the lower layer of the combined overpass (ZHQ)

Figure 5L: Schematic diagram of the lower layer of the combined overpass (ZHQ)

Figure 6: Combined overpass (ZHQ) removes the most basic part of the U-turn bridge, hereinafter referred to as the "base bridge" diagram

Figure 6L: The basic part of the combined overpass (ZHQ) after removing the U-turn bridge, hereinafter referred to as the "base bridge"

Figure 7: Schematic diagram of the "basic bridge" with different forms of U-turn bridges as needed

Figure 7L: Schematic diagram of the "basic bridge" with different forms of U-turn bridges as needed

Figure 8: Schematic diagram of the “basic bridge” of the slow-built auxiliary road, leaving the location of the future construction combined overpass (ZHQ)

Figure 8L: The “basic bridge” of the slow-built auxiliary road, leaving a schematic diagram of the location of the future construction combined overpass (ZHQ)

Figure 9: Schematic diagram of the main road and movable barrier (14)

Figure 9L: Schematic diagram of the main road and movable barrier (14)

Figure 10: Schematic diagram of "non-motorized and pedestrian underground passages or overpasses (25)" below or above the main (support) trunk road and the auxiliary road connecting adjacent functional modules of the city

Figure 10L: Schematic diagram of "non-motor vehicle and pedestrian underground passage or overpass (25)" below or above the main (support) trunk road and auxiliary road connecting adjacent city function modules

Figure 11: Schematic diagram of “upper and lower water and electricity, gas, warming, message network, underground passageway for pipeline construction (29)” under the main (support) dry road and auxiliary road

Figure 11L: Schematic diagram of “upper and lower water and electricity, gas, warming, message network, underground passageway for pipeline construction (29)” under the main (support) dry road and auxiliary road

Figure 12: Schematic diagram of the emergency channel (31) for special heavy-duty mobile rescue equipment

Figure 13: Schematic diagram of cross-city passage (32) and unused or temporarily unused plots (33)

Figure 14: The original drawing has been deleted, in order to maintain the integrity of the original file, retain this drawing number

Figure 15: Schematic diagram of the intersection of the main road crossing combined overpass (ZHQ) coordinates

Figure 16: Schematic diagram of the crossover arrangement of the combined overpass (ZHQ)

Figure 17: Schematic diagram of the rational distribution of urban functional modules (M)

Figure 18: Example of temporary measures for quickly clearing traffic jams during the renovation of the old city

detailed description:

Figure 1 connection relationship

Figure 1 is a general schematic diagram of an urban transport system capable of avoiding direct left (right) turns and then eliminating interference and congestion under the right (left) side traffic conditions of the motor vehicle, the city function module (M) and the main road (1) or The side of the branch road (2) is connected, the two ends of the branch road (2) are connected to the main road (1), and the intersections of the main road (1) and the trunk road (2) are respectively crossed by the bridge. The layout is connected, and the four corners of the city function module (M) are respectively linked to the upper and lower sides of the corresponding combined overpass.

Figure 1 work process and working principle

An urban transportation system capable of avoiding direct left (right) turns and then eliminating interference and congestion under traffic conditions on the right (left) side of the motor vehicle is composed of several urban functional modules (M). Branch roads and branch roads or trunk roads and trunk roads The enclosed area is called a city function module (M), and several urban function modules (M) surrounded by main roads and main roads are called a city function module group (MQ). Each city function module (M) is assumed to be 1 km long by 1 km wide and 1 km km wide. Area range (3) in the second ring road north of Chang'an Street and the area of the city function module group (MQ) of 5 city functions modules (M) surrounded by main roads without considering the road width (4) To compare, the area of the urban functional module group (MQ) of the five multi-city functional modules (M) surrounded by the main roads (4) is slightly smaller than the area within the second ring road north of Chang'an Street (3). The design goal of the trunk road is to at least ensure the smooth flow of traffic within the urban functional module group (MQ). Experience has taught us that the area of the urban functional module group (MQ) is larger than the area within the second ring road north of Chang'an Street. (3) Transportation meeting There is a certain amount of pressure, and the area of the 5 (5) city function module group (MQ) surrounded by the main roads is less than 5 areas. The regional scope (4) of the city function module group (MQ) of the five city function modules (M) is relatively reasonable as a preference. If it is assumed that each city function module (M) is 1 square kilometer, plus the width of the road, the main road is surrounded by 5 times and 5 city function modules (M) of the urban functional module group (MQ) area and Chang'an Street The area of the second ring road in the north (3) is quite close, and here we use the incomparably excited feelings to admire the wisdom of the ancestors. In practical applications, it is not necessary to limit the size and shape of the city function module (M), nor is it necessary to limit the number of city function modules included in the city function module group (MQ). If an area is only as large as 6 by 7 city function modules, of course, you must not engage in 5 multi-city function modules (M) as a city function module group (MQ). The difference between topography and above-ground buildings, as well as underground structures and geological structures, determines that our choices should be tailored to local conditions.

The area of the area of the 10 (10) city function module (4), that is, the road outside the area of 100 square kilometers, should be 5 times larger than the module group (MQ) of the city function module. The width is a little wider and can be considered for design by cross-city passage.

All overpasses on the main road can choose overpasses that are unobstructed in all directions, but the combined overpass (ZHQ) has flexible combination and small footprint. There are no intersections between the main and auxiliary roads, and the left (right) turning vehicles are used by the existing auxiliary roads. It has certain buffering effects and other advantages and can be preferred. An example of an existing overpass with an intersection: the Madian Bridge turns left from north to east and needs to be completed with the right turntable bridge. When the right turn needs to enter the main road from west to east, it will go straight with the auxiliary road from west to east. Crossing caused traffic jams. If you want to avoid the intersection of the main and auxiliary roads, you have to repair the right-turning bridge very long. In a modern city with a lot of land, it is definitely not a good choice to adopt an oversized design.

Figure 2 connection relationship

Function module partition 1 (M-1), function module partition 2 (M-2), function module partition 3 (M-3), function module partition 4 (M-4) external and trunk road (1) or branch Side connection of road (2), function module partition 1 (M-1), function module partition 2 (M-2), function module partition 3 (M-3), function module partition 4 (M-4) Side connection of road (5) in city function module (M), non-motor vehicle and pedestrian underground passage (7) complete vertical non-motorized vehicle and pedestrian road and horizontal position at intersection of road (5) in city function module (M) The interchange of non-motor vehicles and pedestrian roads, the roads within the urban functional modules (5) are connected to the main roads (1) or the trunk roads (2) through the city function module entrances and exits (6).

Figure 2 work process and working principle

Urban construction, like culture, must have two parts: inheritance and development. The “Beijing Courtyard” culture has brought confusion to the development of transportation, and it is this confusion that has inspired.

The area of the Beijing compound since the founding of the People's Republic of China is generally around 1 square kilometer. It is reasonable for pedestrians to walk 500 meters. For the life in the compound, 1 square kilometer can meet the basic production and living needs. The predecessors have had successful experiences, and later generations must inherit and develop.

From the overall consideration of the city, urban construction should pre-define the nature of each city's functional module (M), which is part of the rational layout of the city. Then, according to the proposed nature, the zoning construction of the urban functional module (M) is completed.

Each city function module (M) must be divided into at least four functional module partitions, which are functional module partition 1 (M-1), functional module partition 2 (M-2), functional module partition 3 (M-3), and functional modules. Partition 4 (M-4). They are work areas, cultural and educational health care areas, leisure and entertainment business districts, residential areas, and parking lots.

The four function module partitions do not need to be one-to-one correspondence with the actual function assignment. The four function module partitions drawn on the figure are In conjunction with the overall traffic, each functional function is specifically arranged in which functional module partition, proportion, and in which position, according to the nature of the functional module and the nature of the work area to make appropriate adjustments.

The hospital in the city function module (M) should be placed close to the center of the city function module (M), which is considered as the fastest speed for the entire module. Parents will be more reassured if the primary school is close to the hospital. The nursing home should be connected to the hospital and close to the residential area to facilitate the care of the elderly. The entrance and exit of the city function module should be staffed 24 hours a day, not only to take care of the security in the area, but also to monitor the situation of nearby roads and underground roads. It is necessary to have timely security and rescue duties to create a safe community of mutual help and mutual assistance.

The road (5) in the urban function module is mainly used for motor vehicles in the area. The roads (5) in the city function module are also for non-motorized vehicles. When cycling is safe and convenient, the bicycle will re-emerge as a means of transportation or leisure. There will be a large bicycle flow in the city function module (M) near the city center. The non-motorized and pedestrian underground passages or overpasses (7) in the urban functional modules are built and used when the non-motorized traffic is particularly large.

Figure 3 connection relationship

Function module partition 1 (M-1), function module partition 2 (M-2), function module partition 3 (M-3), function module partition 4 (M-4) external and trunk road (1) or branch Side connection of road (2), function module partition 1 (M-1), function module partition 2 (M-2), function module partition 3 (M-3), function module partition 4 (M-4) The side of the road (5) in the urban function module is connected, and the road (5) in the urban function module is connected to the main road (1) or the trunk road (2) through the city function module entrance (6).

Figure 3 work process and working principle

Figure 3 and Figure 2 are not much different. Figure 3 only shows that the functional module partitions in the city function module (M) can be varied. In Figure 3, there are more central islands, and no need to set up non-motor vehicles and pedestrian underground passages (7). The central roundabout can be a park or other arrangements.

Figure 4 and Figure 4L connection

The combined overpass (ZHQ) consists of the upper bidirectional main road pavement (8), the pier (9), the lower bidirectional main road pavement (10), the auxiliary road and the right (left) turning pavement (11), and the bridge under the head (12). Auxiliary U-turn bridge (13), upper-level public exchange platform (17), lower-level public exchange platform (18), upper and lower public exchange platform connection ladder (19), public exchange platform crossing bridge (20), anti-collision slope (22) Composition; the direction of the upper bidirectional main road surface (8) is defined as the longitudinal direction of the combined overpass (ZHQ) (23), and the pier (9) supports the upper deck structure so that the upper bidirectional main road surface (8) and the lower layer The two-way main road surface (10) realizes the upper and lower cross connection through the bridge pile (9), the auxiliary road and the right (left) turning road on both sides of the bridge under the bridge (12) and the lower two-way main road surface (10) (11) The connecting, auxiliary and right (left) turning roads (11) are connected to the upper two-way main road surface (8) and the lower two-way main road surface (10), and the auxiliary turning bridge (13) is on the longitudinal sides of the combined overpass (ZHQ). Connected to the outside of the auxiliary road and the right (left) turning road (11) on both sides of the lower two-way main road surface (10), the upper-level public exchange platform (17) and the upper-level two-way main road surface of the bridge. (8) Outer connection, the lower level public exchange platform (18) is connected to the outside of the lower bidirectional main road surface (10) under the bridge, and the upper level public exchange platform (17) is connected by the upper and lower layers by the platform connection ladder (19) and The lower-level public exchange platform (18) is connected, the upper-level public exchange platform (17) is connected with the public exchange platform crossing bridge (20), the anti-collision slope (22) and the upper and lower layers are exchanged by the platform connection ladder (19) and the pier (9) or the side connection of the lower bidirectional main road surface (10), and the dotted arrow indicates the driving direction (21).

Figure 4 work process and working principle

As usual, Figure 4 is viewed from the north to the south. The north-south straight-passing vehicle passes through the upper two-way main road surface (8), and the east-west direction straight-passing vehicle passes through the lower two-way main road surface (10). The right-turning vehicles in all directions pass through the auxiliary road and the right turn road (11), and turn around in the north-south direction. The vehicle passes through the bridge to turn the head road (12), and the east-west turning vehicle passes through the auxiliary turning bridge (13). The left turn in each direction is completed after turning right in the adjacent bridge.

The passengers of the upper bus interchange platform (17) and the passengers of the lower two-way main road surface (10) can complete the transfer through the upper and lower exchange platform connection ladders (19), and the passengers of the upper bus interchange platform (17) can pass. The public exchange platform crosses the street bridge (20) to reach the city function module (M). In some cases, the upper-level public exchange platform (17) cannot build a public exchange plane. The bridge crosses the street bridge (20), but the lower level public exchange platform (18) reaches the city function module (M) through the underground passage. The slope of the anti-collision slope (22) can prolong the accidental impact time and protect the upper and lower layers of the bridge. The public exchange platform is connected to the ladder (19) for security.

In order to reduce the floor space, this bridge does not have a left turn. An urban transportation system capable of avoiding direct left turns and eliminating interference and congestion under the traffic conditions on the right side of the motor vehicle does not require a left turn in the overall design. In general, a right turn can reach the destination. This is illustrated in FIG.

The combined overpass (ZHQ) is based on the actual average altitude of the surrounding four city function modules (M), which can effectively save engineering costs. If the city's permeability is considered, the lower road surface can vertically expand the space downwards. The upper two-way main road surface (8) includes the highest point of the overpass including the railing, and the relative average altitude does not affect the human visual experience.

The lower bidirectional main road surface (10) under the bridge is projected in a bidirectional outward direction to maintain a certain length of horizontal road surface, which can reduce the deepest depth under the bridge.

If we do not consider the permeability of the city, but only consider reducing the amount of earthwork, the height of the deck and the depth of the bottom of the bridge are designed to be basically flat. If the underground soil is relatively hard, the overpass will be built on the ground.

Figure 4L working process and working principle

As usual, Figure 4 is viewed from the north to the south. The north-south direct-going vehicle passes through the upper two-way main road surface (8), and the east-west direction straight-passing vehicle passes through the lower two-way main road surface (10). The left-turning vehicles in all directions pass through the auxiliary road and the left-turn road surface (11), and turn around in the north-south direction. The vehicle passes through the bridge to adjust the head road (12), and the east-west turning vehicle passes through the auxiliary turning bridge (13). The right turn in each direction is completed after turning left and then in the adjacent bridge.

The passengers of the upper bus interchange platform (17) and the passengers of the lower two-way main road surface (10) can complete the transfer through the upper and lower exchange platform connection ladders (19), and the passengers of the upper bus interchange platform (17) can pass. The public exchange platform crosses the street bridge (20) to reach the city function module (M). In some cases, the upper-level public exchange platform (17) cannot build the public exchange platform bridge (20), but the lower-level public exchange platform (18) The underground function channel reaches the urban function module (M), and the slope of the anti-collision slope (22) can prolong the accidental impact time and protect the safety of the upper and lower public exchange platform connection ladder (19) of the bridge body.

In order to reduce the floor space, this bridge does not have a right turn. An urban traffic system capable of avoiding direct right turn and eliminating interference and congestion under the left-hand traffic conditions of the motor vehicle does not require a right turn in the overall design. In general, a left turn can reach the destination. This is illustrated in FIG.

The combined overpass (ZHQ) is based on the actual average altitude of the surrounding four city function modules (M), which can effectively save engineering costs. If the city's permeability is considered, the lower road surface will expand vertically downwards, and the upper two-way main road surface (8) includes the highest point of the overpass including the railing, and the relative average altitude does not affect the human visual experience.

Figure 5 and Figure 5L connection

The lower-level public exchange platform (18) is connected to the outside of the lower two-way main road surface (10) under the bridge, and the other side of the lower-level public exchange platform (18) is connected to the side of the pier (9) under the bridge, and the lower-level public exchange platform (18) Connect to the upper and lower public exchange platform connection ladder (19) under the bridge.

Figure 5 and Figure 5L work process and working principle

Fig. 5 is a plan view of the combined overpass (ZHQ) after removing the upper bidirectional main road surface (8), mainly revealing the connection relationship of the lower commutation platform (18). The bus passengers on the lower two-way main road surface (10) get off at the lower-level public exchange platform (18), and reach the upper-level public exchange platform (17) through the upper and lower public exchange platform connection ladders (19). The bus on the main road (8) is transferred. The passengers of the upper-level public exchange platform (17) can reach the city function module (M) through the public exchange platform crossing bridge (20).

Figure 6 connection relationship

The direction in which the upper bidirectional main road surface (8) travels is defined as the longitudinal direction of the combined overpass (ZHQ) (23), and the pier (9) supports the upper deck structure such that the upper bidirectional main road surface (8) and the lower bidirectional main road surface ( 10) The upper and lower cross-connections are realized by the bridge pile (9), and the sub-road surface (12) of the bridge is connected with the auxiliary road and the right turn road (11) on both sides of the lower bidirectional main road surface (10), the auxiliary road and the right turn road surface ( 11) Connected to the upper bidirectional main road pavement (8) and the lower bidirectional main road pavement (10) side, the upper horizontal commutation platform (17) is connected to the outer upper side of the bridge upper bidirectional main road pavement (8), and the lower level public exchange platform (18) Connected to the outside of the lower bidirectional main road surface (10) under the bridge, and the upper public exchange platform (17) is connected to the lower public exchange platform (18) through the upper and lower exchange platform connection ladder (19), the upper layer The public exchange platform (17) is connected to the public exchange platform crossing bridge (20), and the anti-collision slope (22) is exchanged with the upper and lower floors by the platform connection ladder (19) and the pier (9) or the lower bidirectional main road surface (10). ) side connection.

Figure 6 work process and working principle

The difference between Fig. 6 and Fig. 4 is that the auxiliary bypass bridge (13) is missing. The combined overpass (ZHQ) can be called the "basic bridge", and the basic bridge is shown in Fig. 6. In other words, the basic bridge plus the auxiliary U-turn bridge (13) is the combined overpass (ZHQ). Figures 6 and 4 are identical except for the reduction of the way the auxiliary U-turn bridge (13) is moved. When the actual traffic volume of the motor vehicle is low, the presence of the auxiliary U-turn bridge (13) is not required. Moreover, an urban transportation system capable of avoiding direct left turns and eliminating interference and congestion under traffic conditions on the right side of the motor vehicle, in general, rarely requires a left turn. That is to say, in the actual construction, it is only necessary to set aside the construction position of the auxiliary U-turn bridge (13), and build it in a new city with fewer vehicles, for example, on the branch roads (2) of towns and towns with a small population. Auxiliary U-turn bridges (13) are not a must.

Figure 6L connection relationship

The direction in which the upper bidirectional main road surface (8) travels is defined as the longitudinal direction of the combined overpass (ZHQ) (23), and the pier (9) supports the upper deck structure such that the upper bidirectional main road surface (8) and the lower bidirectional main road surface ( 10) The upper and lower cross-connections are realized by the bridge pile (9), and the sub-road surface of the bridge (12) is connected with the auxiliary roads on both sides of the lower two-way main road surface (10) and the left turn road (11), the auxiliary road and the left turn road surface ( 11) Connected to the upper bidirectional main road pavement (8) and the lower bidirectional main road pavement (10) side, the upper horizontal commutation platform (17) is connected to the outer upper side of the bridge upper bidirectional main road pavement (8), and the lower level public exchange platform (18) Connected to the outside of the lower bidirectional main road surface (10) under the bridge, and the upper public exchange platform (17) is connected to the lower public exchange platform (18) through the upper and lower exchange platform connection ladder (19), the upper layer The public exchange platform (17) is connected to the public exchange platform crossing bridge (20), and the anti-collision slope (22) is exchanged with the upper and lower floors by the platform connection ladder (19) and the pier (9) or the lower bidirectional main road surface (10). ) side connection.

Figure 6L working process and working principle

The difference between Fig. 6 and Fig. 4 is that the auxiliary bypass bridge (13) is missing. The combined overpass (ZHQ) can be called the "basic bridge", and the basic bridge is shown in Fig. 6. In other words, the basic bridge plus the auxiliary U-turn bridge (13) is the combined overpass (ZHQ). Figures 6 and 4 are identical except for the reduction of the way the auxiliary U-turn bridge (13) is moved. When the actual traffic volume of the motor vehicle is low, the presence of the auxiliary U-turn bridge (13) is not required. Moreover, an urban transportation system capable of avoiding direct right turn and eliminating interference and congestion under traffic conditions on the left side of the vehicle, in general, rarely requires a right turn. That is to say, in the actual construction, it is only necessary to set aside the construction position of the auxiliary U-turn bridge (13), and build it in a new city with fewer vehicles, for example, on the branch roads (2) of towns and towns with a small population. Auxiliary U-turn bridges (13) are not a must.

Figure 7 and Figure 7L connection

The auxiliary U-turn bridge (24) of the arbitrarily changing position, the inlet and the exit of the auxiliary U-turn bridge (24) are not limited to the design connection in the main road, the auxiliary road, or directly connected to the city function module (M). The specific design position of the auxiliary U-turn bridge (24) shall be determined according to actual environmental requirements.

Figure 7 and Figure 7L work process and working principle

Whether it is necessary to construct an auxiliary U-turn bridge (24) or to determine the specific location of the auxiliary U-turn bridge (24) and the entrance and exit should be determined according to the function of the adjacent city function module (M). Auxiliary U-turn bridge (24) should be based on environmental requirements and geological strips To determine whether it is an overhead bridge, a plane bridge, or an underground passage. The auxiliary U-turn bridge (24) is divided into bifurcated and non-forked.

When the function of the city function module (M) is hospital or fire brigade, the auxiliary head bridge (24) should be set and the position of the auxiliary head bridge (24) should be determined as needed. If the hospital has multiple emergency rooms and multiple layers of emergency access, the auxiliary U-turn bridge (24) should be built with a forked road leading directly to the emergency room on any floor of the hospital.

Figure 8 and Figure 8L connection

The upper two-way main road surface (8) is cross-connected with the lower two-way main road surface (10), and the dotted arrow represents the driving direction (21). Figure 8 and Figure 8L work process and working principle

Figure 8 is mainly a description of the application of the simple bridge. The combined overpass (ZHQ) removes the auxiliary U-turn bridge (13), which can be called the basic bridge, and then removes the auxiliary road and the right turn road (11) and the bridge under the bridge (12) is the simple bridge. (corresponding to Figure 8L is: Remove the auxiliary road and the left turn road (11) and the bridge under the bridge (12) is the simple bridge). Traffic in some remote places is very small and there is no need to build complex bridges. Some places are not suitable for building very complicated bridges. For example, the reconstruction of Xidan intersection in Beijing cannot affect the overall image of Chang'an Street. It must be said that there should be no bridge on the surface. The concept of the used Xidan intersection plane interchange is a pioneering work of the Beijing traffic police. In the north-south direction of Xidan intersection, repairing a downhill lane, the transformation of Xidan intersection can achieve the goal. The difference between Xidan intersection and this figure 8 is that the west side intersection of China on the right side has a right turn road after crossing the bridge. Xidan intersection three-dimensional public exchange, transfer platform to Xidan Square can use the underground passage, instead of crossing the bridge to achieve the connection.

Figure 9 connection relationship

The main road surface is connected to the auxiliary road surface through the main road exit (15), and the auxiliary road surface is connected to the main road surface through the main road inlet (16). When the movable isolation belt (14) on the main road is removed, multiple adjacent cities The function module and the entrance and exit (6) of the city function module can be connected into one channel.

Figure 9 work process and working principle

Figure 9 depicts the position between the main road outlet (15) and the main road inlet (16), which depicts the state in which the movable barrier (14) is not removed. See Figure (12) for the removed state.

Figure 9L connection relationship

The main road surface is connected to the auxiliary road surface through the main road inlet (15), and the auxiliary road surface is connected to the main road surface through the main road exit (16). When the movable isolation belt (14) on the main road is removed, multiple adjacent cities The function module and the entrance and exit (6) of the city function module can be connected into one channel.

Figure 9L working process and working principle

Figure 9 depicts the position between the main road inlet (15) and the main road outlet (16). This figure depicts the state in which the movable barrier (14) is not removed. See Figure (12) for the removed state.

Figure 10 and Figure 10L connection

Non-motorized and pedestrian underground passages or overpasses (25) are connected to adjacent city function modules (M) via non-motorized and pedestrian underground passages or flyovers to the city function module (M) entrance and exit (26), bus stop (27) Connected to the movable barrier (14) in the same position, non-motorized and pedestrian underground passages or overpasses (25) are connected to the bus stop (27) via non-motorized and pedestrian underground passages or vias to the bus stop (28). .

Figure 10 and Figure 10L work process and working principle

In a planning and design of an urban transportation system capable of avoiding direct left (right) turns and then eliminating interference and congestion under the right (left) side traffic conditions of the motor vehicle, the motor vehicle lanes and the non-motor vehicle lanes are naturally separated. Pedestrians or non-motor vehicles of the city function module (M) can pass through the entrances and exits of the urban function modules (6) on both sides of the non-motorized and pedestrian underground passages or flyovers to the entrances and exits of the city function modules (26), non-motorized vehicles and pedestrian underground passages. Or the flyover (25) arrives at the adjacent city function module (M). Although the number of motor vehicles in the urban function module (M) is limited, there must be a uniform and strict speed limit for motor vehicles to ensure the safety of pedestrians.

The bus stop (27) was set up to have a bus stop at 500 meters. Passengers on the bus stop (27) can reach non-motorized and pedestrian underground passages or overpasses (25) via non-motorized and pedestrian underground passages or vias to the access point (28) of the bus stop.

Figure 11 and Figure 11L connection

On the outside of non-motor vehicles and pedestrian underground passages or flyovers (25), there are underground water and electricity, gas, heating, and information networks through the water and sewage and electricity, gas, heating, information network, underground tunnels for pipeline construction (29) Connected to two adjacent city function modules (M). Up and down water and electricity, gas, heating, information network, underground tunnel for pipeline construction (29) Two urban function modules (M) have access to water and electricity, electricity, gas, heating, information network, underground access for pipeline construction (30) ) Convenient construction and maintenance work.

Figure 11 and Figure 11L work process and working principle

On the outside of non-motor vehicles and pedestrian underground passages or flyovers (25), there are water and electricity, electricity, gas, heating, information networks, underground passages for pipeline construction (29) through water and electricity, electricity, gas, heating, information networks, The underground passageway (30) for pipeline construction is connected to the adjacent two urban functional modules (M). The urban pipe network has a fixed passage for construction and maintenance. All kinds of pipes and lines no longer follow the road, the hidden damage of the manhole cover, the problem of the cover cover noise of the manhole cover bearing problem, the road traffic and safety during maintenance, and so on. Four-way pipelines and lines can be built into a node-based intelligent network system. For example, a node-based smart grid has advantages over a pure smart grid. The disordered erection of the residential fiber optic cable makes maintenance very difficult and wasteful and cannot solve the recycling problem. After the urban pipe network has a fixed passage, all the pipe networks including the house will be scientifically and reasonably solved.

Figure 12 connection relationship

When the movable barrier (14) is removed, the roads of adjacent urban function modules (M) can be interconnected. This connection forms the emergency access for special heavy-duty mobile equipment (31).

Figure 12 work process and working principle

When the movable separation belt (14) is removed, the vertical and horizontal directions of the roads in the adjacent city function modules (M) can be interconnected to form an emergency passage for special heavy-duty mobile rescue equipment within 500 meters of the urban function module. 31). In order to ensure the safe passage of special heavy-duty mobile rescue equipment, the special heavy-duty mobile rescue equipment emergency channel (31) should consider the road bearing problem.

Figure 13 connection relationship

The cross-city passage (32) is connected to the main road (1), and the land block (33) that cannot or temporarily cannot be used is connected to the boundary of the main road (1), the trunk road (2), and the city function module (M). .

Figure 13 work process and working principle

The cross-city passage (32) is one of the key points of urban planning. Figure 13 shows that the cross-city passage coincides with the main road to facilitate the smooth progress of urban planning.

The blank space in the figure is in the actual construction of the city. Some land parcels that are not used temporarily (33) need to have a forward-looking consideration for the later construction without affecting the integrity of the urban transportation system.

Figure 14 connection relationship

Figure 14 has been deleted. This figure number is retained in order to be consistent with the original application documents.

Figure 14 work process and working principle

Figure 15 connection relationship

The urban function module (M0s01) is connected to the main road (0s), the main road (01), the trunk road (1s), the trunk road (11), the urban function module (M7s81) and the trunk road (7s) , branch roads (81), branch roads (8s), The trunk road (91) is connected on the side.

The trunk road (2s) is cross-connected to the trunk road (11) via the 2s11 combined overpass (ZHQ).

Figure 15 work process and working principle

The city function module (M) is named according to the drawing habits in the upper left corner: S represents the number of branches (number of columns), and L represents the number of rows of branches.

2s41 represents the intersection of the 2nd trunk road and the 4th branch road. The branch road combined overpass corresponding to this point is named 2s41 bridge.

Figure 16 is the connection relationship

The overpass at the intersection of the main road and the main road is a crossover arrangement of the combined overpass (ZHQ), and other arrangements are connected.

The overpass at the intersection of the trunk road and the trunk road is connected by a cross arrangement.

Figure 16 work process and working principle

It can be seen from Fig. 4 that the two-way arrow is defined as the longitudinal direction (23) of the combined overpass group (ZHQ). It can be seen from Fig. 4 and Fig. 6 that there is a bridge under the head in the longitudinal direction (12), and the lateral direction U-turn needs to build an auxiliary U-turn bridge (13).

It can be seen from Figure 16 that the overpass at the intersection of the main road and the main road is a crossover arrangement of the combined overpass (ZHQ), and the main road isolation belt can be quickly removed. After the removal, the main road can be obtained for 5 kilometers. Long alternate runway. Designers can also choose other types of overpasses that are more suitable for the environment, but the preferred combination overpass (ZHQ) crossover at the intersection of trunk roads and trunk roads is because of the common overpasses (referred to as Beijing Beisan in the previous example). The Madian Bridge on the ring road passes from the north bridge, under the right turntable on the bridge, and crosses the west-to-east form of the auxiliary road when it needs to enter the main road. When the traffic volume is large, it will cause serious traffic jam. If the bridge is built very large, it will occupy too much space. The combined overpass (ZHQ) completes the left (right) turn with a combination of right (left) turn and turn, with a fairly long buffer before the upper auxiliary turn bridge (13) and the lower auxiliary turn bridge (13). The distance eliminates the traffic jam caused by the intersection of vehicles without increasing the floor space of the overpass.

The intersection of the main road (1) and the branch road (2) is not arranged as a crossover of the combined overpass, which can improve the smoothness of the trunk road. Also suitable for the alternate runway.

Under the right-hand traffic conditions, the city function module (M3s31) has to do the graphic-filled city function module (M), as long as it goes north from the west gate of the city function module (M3s31) to reach the city function to go. The road corresponding to the north gate of the module (M) turns right and goes to the north gate of the city function module (M) to be visited. The traffic conditions on the left side can also be analogized by analogy. The city function module (M3s31) has to do the graphic function of the city function module (M), as long as it goes out from the south gate of the city function module (M3s31). Go north, go to the city function module (M) to go to the east gate corresponding to the left turn, or from the East Gate to the East Gate. That is to say, an urban traffic system capable of avoiding direct left (right) turn and then eliminating interference and congestion under the right (left) side traffic condition of the motor vehicle can completely eliminate the need for a left (right) turn road if it is not wrong. If you go wrong, you can take the right turn instead of turning around or making a left (right) turn. That is to say, if the mistake is not made, the auxiliary U-turn bridge (13) on the branch road and the road under the bridge (12) can be omitted. The construction of the auxiliary tuned bridge (13) and the underpass of the bridge (12) can make the vehicles with the wrong roads more convenient, and Beijing should be chosen for this type of vehicle.

When all the complete modular overpasses are constructed, the vertical and horizontal crossover arrangement of the combined overpass can also play the same role. In some outskirts and counties, there will be a situation in which the road surface (12) of the bridge is not temporarily set. If the development process is stepped, the overpass can also be arranged without considering the vertical and horizontal cross layout. However, considering the needs of future development and economy, it should also be based on the overpass. Arrange to the intersection and reserve development space.

Whether to set the bridge under the head road (12), the auxiliary head bridge (13), or the combined overpass (ZHQ), according to the city's geographical environment, political image requirements, urban population and actual number of motor vehicles in use, and cities The long-term development of the appeal to determine.

In the first-tier cities, the intersection of the branch road (2) and the branch road (2) is preferably the intersection of the “basic bridge” of the combined overpass (ZHQ), leaving the construction position of the auxiliary head bridge (13). This location is in the green area, regardless of the land occupation problem. According to the actual demand, the auxiliary U-turn bridge (13) or the auxiliary U-turn bridge (24) set according to the actual situation is added. It is an ideal urban construction option for first-tier cities.

In towns with small volume, the traffic volume is limited, and a city traffic system that can avoid direct left (right) turns and eliminate interference and congestion under the right (left) side of the motor vehicle is used reasonably. Planning is also conducive to long-term development.

The combination of urban functional modules (M) and combined overpasses can flexibly solve traffic problems in new and old cities on the premise of reducing land occupation and reducing costs.

For a historical and cultural ancient city like Beijing, it is impossible to change it as freely as the new city. The auxiliary U-Bridge (24) has a place to play its advantage. For example, the Dongdan intersection does not have the same conditions as the Xidan intersection. The auxiliary U-turn bridge (24) is not a bridge here, but an underground passage for the U-turn in the east-west direction of Chang'an Street, and only the underground passage in the north-south direction. Just fine. The channel is handled properly. It is difficult to see an overpass on Chang'an Street, and it will be more beautiful. This experience deserves to be extended to cities that require cultural heritage protection.

Figure 17 connection relationship

The 120 (42) distribution is connected to a central area of an urban transportation system that avoids direct left (right) turns and then eliminates interference and congestion under traffic conditions on the right (left) side of the vehicle.

122 (43) is connected at both ends of the city across the city.

Figure 17 work process and working principle

The reasonable distribution of the 120 Emergency Center and the 119 Fire Center (42) can be used to get to the scene in the shortest possible time. The rational distribution of functional modules in each city can maximize social productivity and urban activity now and in the future.

Figure 18 is the connection relationship

The intersection (44) is connected in sequence between two important sections (45). The auxiliary U-turn bridge (24) is connected between the intersection (44) and the overpass (45).

Figure 18 work process and working principle

In the urban reconstruction project, there are one or three intersections on the main road, which hinders the smooth flow of the main roads. The distance from the important road sections (45) is relatively long. The traffic volume at the crossroads is not large, and it needs to be seen for a long time. When you see the overpass, you can't immediately build a crossover bridge in the short term. You can consider setting up a temporary auxiliary U-turn bridge (24) at both ends of the "three" crossroads, and changing the intersection to the right (left) turnover. Quickly solve the problem of smooth communication.

The road to get through Beijing should first choose a section where the temporary impact is relatively small and can solve a big problem after it is opened. For example, in the north of Beijing, you can first open the east-west direction of the Peony Garden. There are three rings on the south side of the Peony Garden and four rings on the north side. After the call, the traffic on the north side of Beijing will be relaxed. In the south of Beijing, there are two Guangguang roads that can get through the east-west direction. There are South Second Ring Road on the south side of Liangguang Road, Qianmen Street and Chang'an Street on the north side, and the first construction of the second two roads in the South Second Ring Road, Liangguang Road and Chang'an Street. The first construction has the least impact. At the two ends of the ring, it is arranged to open the road to Liangguang Road. After the opening of the Guangguang Road, the construction of Qianmen Street will be arranged. After the construction of Chang'an Street will be arranged, there will be no significant traffic impact.

Beneficial effects:

“A city traffic system that can avoid direct left (right) turns and then eliminate interference and congestion under the right (left) side traffic conditions of the motor vehicle”, after the promotion of Beijing, how can Beijing expand without traffic jams? The city operates in an orderly manner, and the various resources are more rational and concise. It improves the labor productivity of the city, significantly reduces the cost of urban time, and can satisfy the public's desire for safety, mutual assistance, convenience, and environmental protection.

The combined overpass has a simple structure, low cost and small footprint, and can achieve a small visual impact and a good sense of urban visual transparency. The combination of combined overpasses can adapt to the arbitrarily large cities, small towns and historical and cultural ancient cities. When transforming Chang'an Street, which has a special political and historical status in China, there will be no obvious visual differences before and after the transformation.

Urban traffic no longer depends on loops, viaducts, and underground passages, and rail transit can eliminate the need for viaducts. It can avoid accidents in which the vehicle on the viaduct falls continuously. There is no traffic jam, no traffic jam, no idle fuel consumption, mechanical wear, exhaust emissions, brake pads and tire slagging, which promotes urban safety, energy saving, quick and environmental protection.

The three-way transfer mode of the bus completely solved the problem of public exchange and the bus stop within 500 meters. Only one bus line is needed on one road. A city only needs one transfer.

Vehicles and non-motor vehicles are completely separated, and traffic accidents caused by pedestrians and motor vehicles are fundamentally eliminated, bringing permanent benefits to mankind.

Bicycles and motor vehicles are mainly driven on the ground, which can reduce the bubble damage of most underground vehicles caused by heavy rainfall or tsunami. Non-motorized vehicles and pedestrian underground passages can exert beneficial cold and heatstroke prevention effects in alpine and hot summer areas. Non-motor vehicles and pedestrian crossing bridges complement the underground passages, and the flyovers have the safety advantage of waterproofing at low altitudes. This kind of road structure does not require the construction of giant bicycle lanes. The construction of the city is simple, practical and low-cost. Environmentally friendly bicycles will once again become mainstream.

Communities, intersections, stations, and buses in cities can be marked with text, pinyin, numbers, colors, etc. at the same time. People who have not been to the city, whether by bus or by car, can easily reach their destination without using electronic navigation and without consulting other people. The color mark recognition is shorter than the identification time of other marks, and the traffic accident caused by the mark recognition is reduced.

The rational layout of the urban pipe network, there will never be a manhole cover and cable on the road, eliminating the related safety hazards. The underground pipe gallery extends in all directions, and it can realize power supply and water supply from four directions. When the power supply line in one direction needs to be repaired, the other three power supply lines can be supplied as usual. Establishing an intelligent node power supply network system can improve the security and reliability of power supply. Intelligent node power supply is a new concept that is very easy to implement

Within 500 meters of the city, there is an emergency passage for special heavy-duty mobile rescue equipment, which solves the problem of large-scale transportation and disaster rescue driving in the city. There is an emergency rescue alternate runway within 2,500 meters of the city, which solves the problem of rescue between cities.

The city can maintain mutual assistance, linkage and support between the module and the urban functional modules in terms of security, anti-terrorism and resistance to natural disasters. The underground pipe gallery and the above-ground wireless network ensure unimpeded information. Will be able to get security.

The employment problem was considered in the urban function module, which reserved space for the long-term development of the city. The urban functional module (M) internally considers the work area, the cultural and educational health care area, the leisure and entertainment business district, the living and residential area, including the parking lot, considering all aspects of life needs, laying the foundation for the future high welfare society. .

It is advantageous for the later expansion of the city to facilitate the rational allocation, layout, optimization, expansion and daily management of urban functions. The long-term layout and long-term comprehensive consideration of urban development have reduced the number of repeated alterations, saving time, energy and expenses, and improving social and economic benefits and environmental benefits.

Claims

An "urban transport system capable of avoiding direct left (right) turns and then eliminating interference and congestion under traffic conditions on the right (left) side of the motor vehicle", characterized in that one can be on the right (left) side of the motor vehicle The urban traffic system that avoids direct left (right) turns and eliminates interference and congestion under traffic conditions consists of urban functional modules (M), trunk roads (1), trunk roads (2), and combined overpasses (ZHQ); The functional module (M) is connected to the side of the trunk road (1) or the trunk road (2), the two ends of the trunk road (2) are connected to the trunk road (1), and the trunk road (1) The intersection of the dry roads (2) is connected by a bridge to the vertical and horizontal cross arrangement, and the four corners of the urban function module (M) are respectively connected to the upper and lower sides of the corresponding combined overpass.
A city traffic system capable of avoiding direct left (right) turns and then eliminating interference and congestion under right (left) side traffic conditions of a motor vehicle according to claim 1, characterized in that: a city function module ( M) by function module partition 1 (M-1), function module partition 2 (M-2), function module partition 3 (M-3), function module partition 4 (M-4), urban function module road (5 ), urban function module entrance and exit (6), urban function module non-motor vehicle and pedestrian underground channel (7); functional module partition 1 (M-1), functional module partition 2 (M-2), functional module partition 3 (M-3), function module partition 4 (M-4) is connected to the side of the main road (1) or the trunk road (2), functional module partition 1 (M-1), function module partition 2 (M -2), functional module partition 3 (M-3), functional module partition 4 (M-4) internal connection with the side of the road (5) in the city function module, non-motorized vehicles and pedestrian underground passages (7) in the city The intersection of the non-motorized vehicle and the pedestrian road is completed at the intersection of the road (5) in the functional module, and the road within the urban function module (5) passes through the urban function module entrance and exit (6) and the main road (1) or branch Road (2) connection.
A city traffic system capable of avoiding direct left (right) turns and then eliminating interference and congestion under right-hand (left) side traffic conditions of a motor vehicle according to claim 1, characterized in that: a combined overpass ( ZHQ) from the upper two-way main road pavement (8), pier (9), lower two-way main road pavement (10), auxiliary road and right (left) turning pavement (11), bridge under the head road (12), auxiliary turning bridge ( 13), upper-level public exchange platform (17), lower-level public exchange platform (18), upper and lower public exchange platform connection ladder (19), public exchange platform crossing bridge (20), anti-collision slope (22) The direction of the upper bidirectional main road surface (8) is defined as the longitudinal direction of the combined overpass (ZHQ) (23), and the pier (9) supports the upper deck structure so that the upper bidirectional main road surface (8) and the lower bidirectional main road surface (10) The upper and lower cross-connections are realized by the bridge pile (9), and the sub-road surface (12) of the bridge is connected with the auxiliary roads on both sides of the lower two-way main road surface (10) and the right (left) turning road surface (11), the auxiliary road and The right (left) turning road surface (11) is connected to the upper two-way main road surface (8) and the lower two-way main road surface (10), and the auxiliary turning bridge (13) is in the group. The vertical side of the overpass (ZHQ) is connected to the auxiliary road on both sides of the lower two-way main road surface (10) and the right (left) turning road surface (11). The upper level public exchange platform (17) and the upper and lower two-way main road surface of the bridge (8) Outer connection, the lower level public exchange platform (18) is connected to the outside of the lower bidirectional main road surface (10) under the bridge, and the upper level public exchange platform (17) is connected by the upper and lower layers by the platform connection ladder (19) and The lower-level public exchange platform (18) is connected, the upper-level public exchange platform (17) is connected with the public exchange platform crossing bridge (20), and the anti-collision slope (22) is respectively connected with the pier (9) and the upper and lower layers. The sides of the ladder (19) are connected.
A city traffic system capable of avoiding direct left (right) turns and then eliminating interference and congestion under right (left) side traffic conditions of a motor vehicle according to claim 1, characterized in that: a trunk road ( 1) and the trunk road (2) from the upper two-way main road surface (8), the lower two-way main road surface (10), the auxiliary road and the right (left) turning road surface (11), the movable separation belt (14), the main road Exit (15), main road entrance (16), auxiliary U-turn bridge (24), non-motor vehicle and pedestrian underground passage or overpass (25), non-motor vehicle and pedestrian underground passage or flyover to city function module Entrances and exits (26), bus stops (27), non-motorized and pedestrian underground passages or gateways to the bus stop (28), access to the upper and lower water and electricity, gas, heating, and information network pipelines (29 ), upper and lower water, electricity, gas, warm, and information network pipeline construction with underground passages for import and export or human wells (30); upper two-way main road pavement (8) and lower two-way main road pavement (10) are passed The main road exit (15) and the main road entrance (16) are first-in and backward-in and auxiliary roads and right (left) turning roads ( 11) Connection, movable barrier (14) through the auxiliary road and right (left) turning road (11) and the city function module import and export (6) corresponding position connection, non-motor vehicles and pedestrian underground passages or overpass (25) through the non The entrance and exit (26) of the motor vehicle and pedestrian underground passage or the flyover to the adjacent city function module (M) are connected to the adjacent city function module (M), and the bus stop (27) is located in the adjacent two non-motorized and pedestrian underground passages. Or the entrance and exit (28) of the flyover to the bus stop is connected with the movable isolation belt (14), and the entrance and exit (28) of the non-motor vehicle and pedestrian underground passage or the flyover to the bus stop are connected with the bus stop (27). , sewage and electricity, gas, heating, information network pipeline underground passage (29) outside the non-motor vehicle and pedestrian underground passage or flyover (25), the upper and lower water and electricity, gas, heating, information network pipeline construction with underground passage The exit or human well (30) is connected to the adjacent city function module (M).

An urban transportation system capable of avoiding direct left (right) turns and eliminating interference and congestion under traffic conditions on the right (left) side of a motor vehicle