WO2023045177A1

WO2023045177A1 - One-way plane overpass and application thereof

Info

Publication number: WO2023045177A1
Application number: PCT/CN2022/000134
Authority: WO
Inventors: 赵士星
Original assignee: 赵士星
Priority date: 2021-09-22
Filing date: 2022-09-22
Publication date: 2023-03-30
Also published as: CN113774739A

Abstract

A one-way plane overpass and application thereof. By means of the one-way plane overpass, a "one-way plane overpass" structure without a conflict point is created by using a method in which an isolation strip of a one-way street extends through an intersection, so as to reduce the number of overpasses. The application of a one-way plane overpass is such that a one-way plane overpass and city function modules are combined to form a modular city III, wherein the modules must be rational, and should also be duplicatable, the preconditions of duplication are there being a standard and a template, and the standard being widely used is normalizaion. Another condition of modularization is needing the cooperation of overpasses without a conflict point, wherein there are three paths of thought of "being circuitous, direct and simple" to eliminate the conflict point. A one-way plane overpass is a simple overpass, and the solution can be applied to a non-central area of a large city, small and medium-sized cities and a remote area, or can be used separately.

Description

A Single Level Intersection and Its Application

Technical field:

Overpass; urban and rural planning.

Background technique:

Is it possible to find a way that does not require red lights, does not build bridges, and has no conflict points, benefiting non-central areas of cities, small and medium-sized cities, and remote areas, and quickly and at low cost to promote "rural urbanization, agricultural intelligence, and Knowledge-based farmers" provides a systematic hardware foundation for "unifying urban and rural construction standards, unifying urban and rural culture, health, and welfare standards, and eliminating urban-rural differences".

Invention content:

Definition 1: "8#-ZHU", the number in front of the "#" represents the number of the intersection, "8" represents the No. 8 intersection, "ZHI" represents the "main line", and "YIN" represents the "leader". "LG" stands for "green belt", and the green belt is allowed to be other buildings such as parks, golf courses, etc., double arrows

Represents the direction of the main line (ZHU), or the longitudinal direction of a single level intersection, "6" represents "the entrance and exit of motor vehicles of urban functional modules", motor vehicles are hereinafter referred to as "vehicles", and "L" represents "one side of the detour road length".

Figure 1A is a common one-way street, the one-way street is composed of 1#-ZHU, 2#-ZHU, 3#-YIN, 4#-YIN, LG", and the two ends of "1#-ZHU, 2#-ZHU" are connected At traffic intersections or overpasses, that is to say, the one-way street is set between two intersections. LG is located between 1#-ZHU and 2#-ZHU two-way parallel roads, and the two-way straight road 1#-ZHU and 2#-ZHU Separated, 3#-YIN and 4#-YIN correspond to "6" at the gate of the gate of the unit or living area.

The feature of Figure 1A is that LG has an opening between 3#-YIN and 4#-YIN, and the road between 3#-YIN and 4#-YIN can be connected, which is for the convenience of vehicles in 3#-YIN, 4# -YIN can communicate with each other, or vehicles of 1#-ZHU, 2#-ZHU, 3#-YIN, 4#-YIN can turn left and turn around here.

Analysis of LG having an opening between 3#-YIN and 4#-YIN:

Vehicles from 1# to 2# and vehicles from 2# to 3# have one conflict point. Vehicle from 1# to 2# and vehicle from 3# to 1#, there is a conflict point.

There is one conflict point between vehicles from 1# to 2# and vehicles from 3# to 4#. There is one conflict point between vehicles from 1# to 2# and vehicles from 4# to 3#.

There is one conflict point between vehicles from 1# to 4# and vehicles from 2# to 1#. Vehicles from 1# to 4# and vehicles from 2# to 3#, there are 2 conflict points.

There is one conflict point between vehicles from 1# to 4# and vehicles from 4# to 2#. There is one conflict point between vehicles from 1# to 4# and vehicles from 4# to 3#.

There is one conflict point between vehicles from 2# to 1# and vehicles from 3# to 4#. There is one conflict point between vehicle from 2# to 1# and vehicle from 4# to 2#.

Vehicle from 2# to 1# and vehicle from 4# to 3#, there is a conflict point. Vehicle from 3# to 1# and vehicle from 1# to 4#, there is a conflict point.

Vehicle from 3# to 1# and vehicle from 2# to 3#, there is a conflict point. Vehicle from 3# to 1# and vehicle from 4# to 3#, there is a conflict point.

Vehicle from 4# to 2# and vehicle from 2# to 3#, there is a conflict point. Vehicle from 4# to 2# and vehicle from 3# to 1#, there are 2 conflict points.

Through the above analysis, there are 18 conflict points in Figure 1A.

How can the conflict points between the various driving routes in Fig. 1A be eliminated?

Cancel LG's opening between 3#-YIN and 4#-YIN, extend the opening to both sides, change the left turn at 3#-YIN and 4#-YIN into a right turn and then turn around. Expand this function, and map 3#-YIN and 4#-YIN to intersections to form Figure 1B.

Between 1#-ZHU and 2#-ZHU, LG extends through 3#-YIN, 4#-YIN and then turns around the road, and the vehicles needed in 1#-ZHU or 2#-ZHU go straight through 3#- At the intersection where YIN is opposite to 4#-YIN, make a U-turn on the U-turn road, and then return to the intersection where 3#-YIN is opposite to 4#-YIN and turn right.

The distance from the intersection center point to the "turn around road surface" and "the length of one side of the detour road surface (L)" are determined according to the specific flow.

The traffic control system once used the concept of "level interchange". Level interchange means that only straight travel and right turns are allowed at intersections with red street lights. Vehicles that need to turn left must first go straight through the traffic lights longitudinally, and then turn right and turn right. , turn right again, and then go straight through the intersection with traffic lights.

Definition 2: Use the method of extending the one-way line LG to achieve the purpose of eliminating conflict points without building overpasses and traffic lights, and combine the two names of one-way street and level interchange, and call it "one-way level interchange". Hereinafter referred to as "single level cross".

For single-level crossings, ZHU and YIN must first be determined, and then an LG that can pass through the intersection should be set in the middle of the ZHU road, and a U-turn road should be set after the LG passes the intersection with sufficient detour length.

Driving directions in Figure 1B:

Vehicles on the ZHU road can go straight in both directions smoothly.

When vehicles on the ZHU road need to turn left, they should turn around at the U-turn road after passing the intersection, and then turn right at the intersection.

When vehicles on the YIN road need to go straight, they must first turn right, turn around at the U-turn road, and then turn right at the intersection.

When a vehicle on the YIN road needs to turn left, it must first turn right, make a U-turn at the U-turn road, and then continue straight at the intersection.

Vehicles in ZHU and YIN turn right as usual.

Definition 3: The LG at the crossroads in Figure 1B is "one-shaped", which is the single-level crossing of the one-shaped LG in "A Single Level Crossing and Its Application", referred to as "one-character single-level crossing"; Figure 2A is In Figure 1B, 4#-YIN is removed to become a "one-character single level intersection" at a T-shaped intersection; Figure 2B is a T-shaped LG set at a T-shaped intersection, which is called "T-shaped single level intersection"; "KT" stands for "fast "passage", use "KDT" to represent "rapid underground passage", fast underground passage is used only when the surface cannot be solved, so the underground passage also includes the meaning of overhead passage. Figure 4A removes the oblique intersection, removes KT and leaves The one below is the single-level crossing at the intersection, which is called "cross-single-level crossing"; Figure 4A removes KT, which is the original 8-intersection radial LG. pay".

Comparing cross-shaped single-level crossings with straight-line single-level crossings, cross-shaped LG ZHU vehicles have one more detour than single-word single-level crossings, which shows that straight-shaped single-level crossings should be used instead of cross-shaped single-level crossings. level cross;

Figure 3A is ZHU as the corner

Relationship, detour from 2#-ZHU to 1#-ZHU is required, ZHU detour is unacceptable, the solution is to open a fast lane (KT) between 2#-ZHU and 1#-ZHU, vehicles from From 2#-ZHU to 1#-ZHU, take "KT" and pass directly without forming a conflict point. The fast track KT is designed to be streamlined to increase throughput. Figure 3B is a corner symmetrical to Figure 3A

relationship, Figure 3B is to open up a fast track (KT) between 1#-ZHU and 2#-ZHU;

From the perspective of lane-changing distance, the driving route of a star-shaped single-level crossing is equivalent to the arc length of a roundabout, and the distance to drive around a star-shaped single-level crossing is 2L. Assuming that the number of intersections is "N", the star-shaped single-level crossing Parallel intersection is equivalent to a roundabout with a radius of "(N×2L/π)/2":

N=5, the one-row level interchange of the star-shaped LG is approximately equal to the roundabout with a radius of 1.59L,

N=8, the one-row level interchange of the star-shaped LG is approximately equal to the roundabout with a radius of 2.55L,

N=9, the one-row level interchange of the star-shaped LG is approximately equal to the roundabout with a radius of 2.87L.

It is known that the longer the lane-changing distance, the better the effect of digesting the lane-changing conflict points, and the more the number of star-shaped single-level intersections, the longer the lane-changing distance, and the larger the radius of the roundabout corresponding to the star-shaped single-level intersection. The obtained The conclusion is: on the surface, the level intersection of the star order is not available, but the analysis result is completely opposite. Since it is impossible for the vehicle to drive to the center point, there is a slight gap between the above data and the actual data, but it does not affect the qualitative analysis conclusion.

According to the above analysis, it can be confirmed that the star-shaped single-level intersection is the general form of the roundabout, which is equivalent to the general overpass is the narrow form of the circular overpass.

Star order level intersections have theoretical value and can also serve as works of art.

Simple star-shaped single-level intersection detour will make drivers very annoyed. Inspired by KT in Figure 3B, the confusion caused by detour can be solved by expanding the application range of KT.

Before configuring KT with star-shaped single-level crossing, first confirm the traffic volume of each road, and then determine the relative grade of each road according to the traffic volume, and then decide which two roads should be connected first and how to use them. KT, and then KT to get through the next level.

Definition 4: The numbers following "ZHU" or "YIN" represent "grades", for example: 7#-ZHU3, which means that the 7# intersection is the third grade ZHU.

In Figure 4A, 3#-ZHU and 7#-ZHU are 8 intersections divided equally by ZHU. KT must first ensure smooth flow between 3#-ZHU and 7#-ZHU, and then ensure that 3#-ZHU or 7#-ZHU reaches other intersections unobstructed:

3#-ZHU reaches 7#-ZHU through KT3-7, 3#-ZHU reaches 6#-YIN through KT3-6, 3#-ZHU reaches 5#-YIN through KT3-5, 7#-ZHU passes through KT7-3 It reaches 3#-ZHU, 7#-ZHU reaches 2#-YIN through KT7-2, and 7#-ZHU reaches 1#-YIN through KT7-1.

Figure 4B is from a general point of view to choose 3#-ZHU, 6#-ZHU as ZHU, choose 3#-ZHU1, choose 6#-ZHU2, 8#-ZHU2, 6#-ZHU2, 2#-ZHU3, 7 #-YIN, 5#-YIN, 1#-YIN, 4#-YIN, 8#-YIN.

When KT cannot solve the problem, only KDT can be used.

Description of each channel in Figure 4B:

KT3-6 can reach 6#-ZHU2 from 3#-ZHU1;

KT6-3 can reach 3#-ZHU1 from 6#-ZHU2;

KT3-5 can reach 5#-YIN from 3#-ZHU1;

KT6-3R can detour from 6#ZHU2 to 3#-ZHU1, KT6-3R also has entrances KT5-3, KT7, KT8-2, and exits to 2#-ZHU3, KDT6-4, 3#-ZHU1;

KDT5-7 can reach 7#-YIN from 5#-YIN, and the exit is also connected to the entrance of KT5-3 (KT3-7);

KDT1-3 can reach 3#-ZHU1 from 1#-YIN, there is an entrance of 2#-ZHU3 in the middle, and two exits to 3#-ZHU1;

KDT2-7 can reach 7#-YIN from 2#-ZHU3, with the exit of 1#-YIN (KT1), the entrance of 1#-YIN, the entrance of 8#-YIN (KT8-1), and the entrance of 8#-YIN export of

The entrance of KDT6-4 is between the 2#-ZHU3 exit and 3#-ZHU1 exit of KT6-3R, and the exit is 4#-YIN;

KDT4-6 can reach 6#-ZHU2 from 4#-YIN, and there is a connecting channel KT5 to KDT5-7 in the middle;

KDT7-1 can reach 1#-YIN from 7#-YIN.

Figure 4C chooses the most important ZHU direction between 1#-ZHU and 5#ZHU, and also chooses the completely symmetrical LG and KT opening methods, and finds that the simple LG and KT methods drive more smoothly, and the KT and KDT in Figure 4B Making it too complicated is counterproductive.

Figure 4D removes a part of oblique LG in Figure 4C, and it is found that there is no obvious impact on driving, and the horizontal KDT3-7 and KDT7-3 are added, and the traffic flow is improved. The mode of Fig. 4D can also be used for the single-level crossings at intersections of 5, 6, 7, and 8. "X" indicates that underground passages or overhead roads can also be set up obliquely. Figure 4D uses completely symmetrical LG and KT openings to unexpectedly achieve a simple and relatively smooth star-shaped single level crossing.

Using KT and KDT to study a variety of connection methods for star-shaped single-level crossings. In practice, the specific road flows are different, and the adjustments are different. It is only required that the length of one side of the detour road surface can be accepted by the driver, and will not The conflict point is used as the basic standard, and the weighted calculation value is more accurate than the simple calculation. KDT should be selected appropriately and reasonably considering the cost. In fact, after reasonable adjustments, there will always be a balanced adjustment method that can be accepted. The star-shaped single-level crossing is a simple choice for multi-branch overpasses in non-first-class cities or non-interprovincial ZHUs. It does not need to be perfect and smooth, and the simple standard is completely different from the perfect standard. It is unlikely that there will be too many detours if it is not intentional.

The society has progressed rapidly. In the 1960s, there were only digital satellite images of a point of about 640 square meters. Now it is not surprising that a point can be achieved at the millimeter level. You can observe high-definition images of the surface of the world all over the world on your mobile phone.

Through observation, it is found that some municipal governments are located on flat plots less than 1 square kilometer square, and most cities are under 25 square kilometers. Some large cities look very large, but they are actually formed by mountains or rivers. Nearly 100 square kilometers of plots are stitched together, and there are only a handful of cities that are not divided by mountains or rivers.

The traffic flow of ZHUs between the connecting plots is relatively large, and the traffic flow of other roads decreases step by step according to the distance from ZHUs.

The distance from any point in the entire city of the modular city to the alternate road for heavy rescue aircraft is calculated as 2500 meters, and the urban functional module group of 25 square kilometers extends 2500 meters vertically and horizontally, which is exactly 100 square kilometers. Previous studies have proved that an urban functional module group has the highest efficiency. It is intuitively observed that more than 99% of the urban blocks belong to the scale of 100 square kilometers or less, and 25 square kilometers are used as a "modular city model standard board". 25" is very reasonable. Hereinafter, the urban functional module group of 25 square kilometers is referred to as "template 25". Research on low-cost formwork25 can establish a framework for urban-rural integration from the perspective of "modularization, rationalization, and standardization."

The actual size of the city cannot be exactly the same as the template, and there may be only one ZHU in a remote township, which can still be planned and processed according to the requirements of modularization.

Definition 5: Cross-city passages are represented by "KC"; "S" stands for "longitudinal road" and "L" stands for "horizontal road".

The cross-city vehicles in Figure 5A will pass through KC, and generally will not enter the urban area except for accommodation and travel. After rationalization, the stock of non-motorized vehicles in the template 25 should not cause traffic congestion in the urban area in essence. .

If functional principal components are extracted from the template 25 shown in FIG. 5A , in most cases, a linear symmetrical attenuation pattern of the seismic source will be obtained.

In remote areas, there are not many vehicles, but there are still heavy traffic jams every day. In big cities, spacious roads can also see severe congestion for a long time. Analysis shows that this situation is not completely related to whether the design of the road is reasonable, but to the function of the city. The internal function distribution of modules and urban function modules is due to the irrationalization of roads.

It is observed that traffic jams are mainly near schools or hospitals. The reason is that any city develops from small to large. The first road in the city must pass through the village, or the early villages are all concentrated on the road. On both sides, this road is naturally the current ZHU. The health center next to ZHU has become a big hospital, and the small school next to ZHU has become a famous school. There are many vehicles and chaotic environment during school hours. Big cities are also irresistible... ... What method is used to manage this situation of law failure? The only way to change the direction of the gate of the school is not that the urban construction unit can make the decision. Only the department that can make the decision will come forward to promote "the modularization of urban functions and the rationalization of the internal configuration of urban functional modules."

There are 36 node positions in Fig. 5A where overpasses can be built, and the closer to the center of the city, the more traffic flow, and vice versa. It is too wasteful to build overpasses at all nodes, and it is wasteful to build the same overpasses. It is still a waste not to build overpasses. The waste of not building overpasses is the long supply and marketing transportation time of the city, large reactive power loss of labor force, increased mechanical loss and energy loss. It will increase waste and waste discharge, and the overall environmental competitiveness is weak. Enterprises cannot change themselves, which will eventually lead to the overall decline of the whole people.

The core function of single-level crossing is to reduce the construction of overpasses by using low-cost single-level crossing for non-big city core areas, which can be applicable or partially applicable in the fringe areas of large cities, small and medium-sized cities and remote areas.

The direction with a large amount of traffic at specific intersections is usually set as the ZHU direction, and the direction of a single level intersection

Consistent with the ZHU direction. The direction with a large traffic volume usually points to the direction of the intersection with the highest relative clearance in the vicinity. The direction with the largest traffic flow is set as the ZHU direction of the single-level intersection to improve the efficiency of the single-level intersection. According to the actual needs of the city, how many overpass bridges to build can be the best solution.

Figure 5A is for the situation that KC is not a fully enclosed expressway. The six intersections from S0 to S5 and L2 (KC) can all be connected to KC. Six overpasses can be built on KC, and the intersections other than the six overpasses on KC Adopt single level crossing, there are 36 crossings that can build overpass bridges, the quantity of actual construction overpass bridges is 6, save 83% of overpass bridge constructions. It is a reasonable choice to arrange the direction of the single-level crossing LG close to KC to point to KC. The layout direction of the single-level crossing at the intersection on L4 is to consider an adjustment relative to L3. The basis of the actual choice is to make adjustments according to the functional needs of each module.

It can also be seen from Figure 5A that the road section of KC is the widest, and the high-speed guardrail has little effect on the rescue stretcher. The farthest point from the complete template 25 to KC is 3000 meters, which is 3 minutes based on 60 kilometers per hour. It is not too much to limit 80 kilometers per hour on urban roads without conflict points. As an alternate runway, KC has already surpassed the rescue capabilities of all other countries.

In Figure 5B, the KC located in the L2 line is assumed to be a fully enclosed expressway, and the expressway passes through the template 25, and there is an entrance and exit within a distance of 5 kilometers is sufficient for use, and then it is assumed that the S0 end of the KC is closer to the S5 end The cities in the city are more connected, and the entrance and exit of this expressway are generally selected at the nodes (S2, L2).

In separate urban areas, outer edge lines are usually zigzag lines, such as mountain sides or seasides. The outer edge lines S1 , S5 , L1 , and L5 of the city shown in FIG. 5B do not need to be constructed as alternate runways. If it is difficult to see the meeting of vehicles on the outer edge lines S1, S5, L1, and L5, it is not even necessary to eliminate conflict points.

The KC in Figure 5B must ensure that the road is wide and straight. No matter what kind of overpass is selected, it must meet the width and straightness. The bearing capacity of KC itself is relatively strong. At most, it needs to be strengthened, and the one-time investment does not increase much. Not to mention the fact that it is a hard road.

In Figure 5B, KC has the highest road grade, followed by S2, while S0, S1, S3, S4, and S5 are not connected to KC, and the single level intersections of S0, S1, S3, S4, and S5 all point to S2.

Intersections (S2, L2), as well as (S2, L1), (S2, L3), (S2, L4), only need to build 4 overpasses, saving 88.88% of the construction of physical overpasses.

Figure 5C assumes that there are two connection points between KC and the city, which are selected at the farthest intersection points (S0, L2) and (S5, L2) at both ends of the city. The road grades of FIG. 5C are assumed to be "KC", "S0, S5", "L1, L3", and "L4". S1, S2, S3, S4 are not connected to L2, the ZHU direction of the single level intersection on L1 and L3 is parallel to KC and points to S0 and S5, and the single level intersection on L4 points to L3.

Figure 5D assumes that the highway provides two entrances and exits, and assumes that S0 and S5 are the outer edges of the city. It is better to choose (S1, L2), and it is more reasonable to build an overpass (S4, L2). In this case, (S1, L0), (S4, L0), (S4, L4), (S1, L4) can constitute a city loop. A bus line can basically meet the needs of the entire city. The urban functional module (M33) located in the best location in the city center and the peripheral roads are also unobstructed. M33 is usually the city’s management center or the location of leisure and shopping. Except for the urban functional module (M33 ), the distance from the entire city to the ring road is about 1 kilometer, which is obviously far from the 500-meter bus in the modular city, but in the future, the city will provide free bicycles, free electric wheelchairs, and on-call urban Unmanned battery cars, free taxis for the elderly and the disabled, etc. are an unstoppable trend. It is also acceptable to extend the distance from any point in the city to the bus station from 500 meters to 1,000 meters. Most places are already like fairyland.

The alternate roads discussed earlier tend to be cross-shaped, and there are towns that tend to be cross-shaped, depending on the geographical environment of the city.

Figure 6A is a schematic diagram of a 9×9 urban functional module, extending 500 meters to 200 square kilometers, there is a KC in Figure 6A and Figure 6B, the central module is M55, the first ring is the M55 ring road, the second ring is by S2M2-S7L2-S2L7-S7L7 constitutes.

Figure 6A ZHU corner of vertical ZHU and horizontal ZHU

The single-level crossings of S2L7 and S7L7 are special, and the processing method in Fig. 4B or Fig. 4C can be selected, or other overpass methods can be adopted.

M55 in Figure 6A is similar to M33 in Figure 5A, both of which are central areas of the city, and four overpasses can be considered to be built at the four corners of M55. .

S1, S9, L1, and L9 on the outer edge can be selected from Figure 3A and Figure 3B, and further selections should be made according to field measurement data.

Figure 6B is based on Figure 6A with the addition of the longitudinal direction KC. The longitudinal direction of individual single level intersections has been adjusted according to the traffic flow. The basis for the adjustment is that the direction with the highest utilization rate is the longitudinal direction. The corner that coincides with the cross-city highway

Figure 4B or Figure 4C cannot be used, and Figure 3B can be used for S2L7 of Figure 6B.

Changes are constant in different periods, different events, and different states. Models are built with the essence of abstract things. During the operation of the model, we must always grasp the main contradiction in the continuous update. Urban construction is constantly improving, but the city’s modules Standardization, rationalization and standardization are always the direction.

In reality, it is not easy to find a well-organized city like "Figure 6A, Figure 6B". Most cities can find shadows from "Figure 6A, Figure 6B".

With the urban functional module of single-level crossing, the entire planned green space will be transferred to LG, and the width of single-level-crossing roads can meet the width needs of future construction of overpasses.

The single-level crossing can be used alone or in combination at a certain intersection in the city, or in the countryside.

Definition 5: "Modular city III" is composed of "single level crossing, roads without auxiliary roads, and urban functional modules; the periphery of the urban functional modules is a vegetation concentration area (9-1), and the bus station (27) is located at the motor vehicle entrance ( On the left side of 6), there is a safety buffer distance (generally not less than 15 meters) between the bus stop platform (27) and the motor vehicle entrance and exit (6). There are buffer isolation sand walls, sand bucket signs or other isolation deceleration buffers (9-2), and the height difference between the surface height of the bus platform (27) and the road surface is higher than the radius of the bus tires. The principle is to ensure that the bus Can not rush to the bus stop platform to ensure passenger safety, the bus stop platform (27) surface height generally should not be lower than "1.3" more than "1.3" tire radius.

Modular City III is mainly based on single level crossing, but does not exclude any form of overpass, and the construction policy follows the principle of rationalization.

Modular city uses a roundabout idea and adopts the mutual combination of overpass functions; Modular City II directly solves the traffic jam problem in super large cities; Modular City III is based on template 25 and is mainly used for more than 95% of the 100 square thousand In cities below 1 meter, the single-level crossing is a simple way to achieve no conflict points without building physical overpasses and traffic lights. The characteristics of simplicity and low cost can promote the urbanization process of towns or remote areas. It can be called a module. Urbanization III is a rural version of a modular city.

As modular cities are gradually recognized and generally accepted, public transportation that is "safe, comfortable, convenient, and fast" and can be gradually free will definitely gain people's new love. Modular cities will be widely welcomed by people all over the world.

Technical feature 1:

A single level intersection and its application is characterized in that: the single level intersection in the single level intersection and its application refers to a one-way level intersection, and the single level intersection consists of "main line (ZHU), lead line (YIN), green isolation belt (LG) "Formation; the green belt (LG) passes through the intersection (Fig. 1A) or the T-shaped intersection (Fig. 2A) in the middle of the main line (ZHU) road, isolating the two-way lanes of each road, and the main line turns left and then turns around at the crossing. Turn right, turn the leading line into a right turn, then turn around and go straight. The length (L) of one side of the detour road surface is determined according to the statistical traffic flow and relevant forecast specifications; single-level crossing can properly replace the overpass, which is conducive to low-cost urban and rural urbanization process.

Technical feature 2:

A single level intersection and its application shown in technical feature 1 is characterized in that: the single level intersection is at the corner between the main line (ZHU) and the main line (ZHU)

When related, the green isolation belt (LG) is T-shaped (Figure 2B), and a fast track (KT) is opened at the position where the T-shaped green isolation belt (LG) hinders the fast passage of the main line (ZHU) and the main line (ZHU). See Fig. 3A and Fig. 3B. At the exit of the expressway (KT) in Fig. 3B, it is necessary to prevent conflict points on the driving lines from the position setting, so that the main lines of single-level crossings can pass without obstacles at the corners.

Technical feature 3:

A kind of single level crossing and application shown in technical feature 1 is characterized in that: when the green isolation belt (LG) of single level crossing is a star shape (seeing Fig. 4A, Fig. 4B, Fig. 4C, 4D), each The traffic volume of each road corresponding to the star-shaped single-level exchange cannot be consistent, and the simplified results cannot be uniform. First, the traffic volume of each road must be determined, and the traffic volume of each road should be determined according to the traffic volume. ) step by step to open the fast track (KT), or to open the fast underground (overhead) channel (KDT), including the simplification of the star-shaped green belt (LG) (Figure 4D), imitating the 8 The effect of the overpass.

Technical feature 4:

A single level crossing and its application, characterized in that: the application of single level crossing and its application refers to the combination of single level crossing and urban functional modules to form "modular city III"; 25 as the basis, this is because template 25 extends 2,500 meters outward to obtain a city scale of 100 square kilometers, and this scale can currently cover more than 95% of urban non-central areas, small and medium-sized cities, towns, and remote areas; template 25 The important roads are set with overpasses, and the rest of the roads are set with single-level crossings, which can greatly reduce the construction of overpasses. The main line direction of each single-level crossing points to the direction of the most important surrounding roads according to their respective positions. There is no cross-city passage (KC) overlapping mainline corners

The fast track (KT) can be used to connect the main lines without barriers; the roads combined with "modular city III" and single level crossings will not have auxiliary roads; the planned green space in the urban functional modules and the vegetation in the original main and auxiliary road green isolation belts can be Concentrated in the vegetation concentration area (9-1) on the periphery of the urban functional modules, Modular City III can achieve "no or less construction of overpasses, no auxiliary roads, no traffic lights, and no conflict points", and Modular City III can use simple It can promote the "modularization, rationalization, and standardization" of cities and villages quickly and at low cost, mainly to promote the "urbanization, intelligence, and knowledgeization" of rural areas, and to "unify urban and rural construction standards, unify urban and rural culture, and sanitation." , welfare standards, and eliminate urban-rural differences" provide a hardware foundation;

Technical feature 5:

A single level crossing and its application shown in technical feature 4, is characterized in that: in order to prevent the bus from colliding with the vehicles entering and exiting the motor vehicle entrance (6), the bus stop (27) is arranged at the motor vehicle entrance (6) On the left side, there is a safety buffer distance (generally not less than 15 meters) between the bus stop platform (27) and the motor vehicle entrance and exit (6), and there is a Buffer isolation sand wall, sand barrel mark or other isolation deceleration buffers (9-2); the height difference between the surface height of the bus stop platform (27) and the road surface is higher than the radius of the bus tires, and the purpose of height difference setting is to prevent Buses cannot rush onto the bus platform (27). Considering tire deformation, the height difference between the bus platform surface and the road surface should generally not be less than "1.2" times the tire radius, and excessive intentional waste is not advocated.

The claim number is consistent with the technical feature number.

Attached catalog:

Figure 1A: Schematic diagram of a common one-way street

Figure 1B: Schematic diagram of a single level crossing of a straight LG at a crossroad

Figure 2A: Schematic diagram of a single-level crossing of a one-shaped LG at a T-shaped intersection

Figure 2B: Schematic diagram of a single level crossing of a T-shaped LG at a T-shaped intersection

Figure 3A: The lower right corner of the single level intersection main line (ZHU)

schematic diagram

Figure 3B: The lower left corner of the single level intersection main line (ZHU) symmetrical to the direction of Figure 4B

schematic diagram

Figure 4A: Schematic diagram of the fast lane (KT) for the main line (ZHU) of the star-shaped single-level crossing 3#-7# at the 8th intersection

Figure 4B: Schematic diagram of the expressway (KT) and expressway (overhead) passageway (KDT) of the main line (ZHU) at the star-shaped single-level crossing 3#-6# at the 8th intersection

Figure 4C: Schematic diagram of the symmetrical expressway (KT) for the main line (ZHU) of the star-shaped single-level crossing 1#-5# at the 8th intersection

Figure 4D: Schematic diagram of the symmetric fast track (KT) of the main line (ZHU) at the star-shaped single-level crossing 1#-5# at the 8th intersection, omitting part of the green belt (LG)

Fig. 5A: Schematic diagram of the multi-point connection between the modular city formwork standard board 25 and the cross-city highway (KC)

Figure 5B: Modular urban formwork standard board 25, schematic diagram of connection with cross-city highway (KC) 1 point

Figure 5C: Modular city formwork standard board 25, schematic diagram of connection with both sides of the cross-city highway (KC)

Figure 5D: Modular urban formwork standard board 25, a schematic diagram of two points of connection with the cross-city highway (KC)

Figure 6A: Schematic diagram of extended modular city formwork standard board 25 and 1 cross-city highway (KC)

Figure 6B: Schematic diagram of extended modular city formwork standard board 25, 2 cross-city roads (KC)

Figure 7 Schematic diagram of urban functional modules of Modular City III

Detailed ways:

Connection relationship in Figure 1A

Figure 1 is a schematic diagram of a common one-way street. The one-way street is composed of 1#-ZHU, 2#-ZHU, 3#-YIN, 4#-YIN, and LG. 1#-ZHU to 2#-ZHU, or 2#-ZHU to 1#-ZHU” is a straight one-way street. Between 1#-ZHU to 2#-ZHU and 2#-ZHU to 1#-ZHU is LG. "3#-YIN, 4#-YIN" are the entrances and exits of units or residential areas, the LG between the gates of 3#-YIN and 4#-YIN is the driving road, and 3#-YIN and 4#-YIN are face-to-face.

The working process and working principle of Figure 1A

Vehicles can turn right, go straight, and turn left at the intersection of "1#-ZHU, 2#-ZHU, 3#-YIN, 4#-YIN".

Connection relationship in Figure 1B

The difference between Figure 1B and Figure 1A is that "3#-YIN and 4#-YIN" are YIN intersections, LG runs through the intersections along the directions of 1#-ZHU and 2#-ZHU, and L needs to be determined according to the traffic flow.

The working process and working principle of Figure 1B

After the LG is changed to a through intersection, the left turns of 3#-YIN and 4#-YIN are changed to detours, and the conflict point is changed to a forward lane change with 2L. When the L is long enough, it is regarded as no conflict point. L is determined according to the measured vehicle speed, statistical results of traffic flow and future development forecast.

Connection relationship in Figure 2A

Figure 2A is Figure 1B with 4#-YIN removed.

The working process and working principle of Figure 2A

The principle is the same as that in Fig. 1B.

Connection relationship in Figure 2B

Figure 2B is in a T-shaped mouth, YIN also has LG, forming a T-shaped single level intersection of T-shaped LG.

The working process and working principle of Figure 2B

Vehicles need to detour at 3#-YTN from 1#-ZHU to 2#-ZHU, which proves that it is reasonable to set up a straight LG at the intersection according to Figure 1B.

Connection relationship in Figure 3A

1#-ZHU, 2#-ZHU, 3#-YIN, 4#-YIN constitute, ZHU is in the lower right corner of the loop

LG is T-shaped.

The working process and working principle of Figure 3A

Figure 3A is a schematic diagram of the lower right corner of the loop. 2#-ZHU to 1#-ZHU needs to detour at 3#-YIN, which makes it extremely inconvenient to pass from 2#-ZHU to 1#-ZHU. A KT is opened on the LG between ZHUs, so that 2#-ZHU to 1#-ZHU can be directly connected. On the structural setting, the pitch ensures that no vehicle will enter the KT retrograde formation.

Connection relationship in Figure 3B

1#-ZHU, 2#-ZHU, 3#-YIN, 4#-YIN constitute, ZHU is in the lower left corner of the loop

LG is T-shaped.

The working process and working principle of Figure 3B

The working principle of Fig. 3B is symmetrical to that of Fig. 3A.

Connection relationship in Figure 4A

Figure 4A is 3#-ZHU, 7#-ZHU is the 8-way intersection star-shaped single level crossing of ZHU, KT3-6 is the KT from 3#-ZHU to 6#-YIN, and so on.

The working process and working principle of Figure 4A

Figure 4A removes the oblique intersection and removes KT to be the figure of the intersection cross LG. The purpose of Figure 4A is to ensure the smooth flow of ZHU to other intersections.

Connection relationship in Figure 4B

Figure 4B shows that 3#-ZHU and 6#-ZHU have the highest traffic levels for general situations. The previous description is very clear and will not be repeated here.

The working process and working principle of Figure 4B

omitted.

Connection relationship in Figure 4C

1#-ZHU and 5#-ZHU have the highest pass grade, and the others are symmetrical and balanced KT.

The working process and working principle of Figure 4C

KT 1 is the entrance of 1#-ZHU, and the ones not marked are the exits. The same is true for other KTs. Figure 4C mainly reflects the balanced configuration KT. The balanced KT is obviously simpler in structure than the different grades in Figure 4B, and the traffic capacity is not bad.

Connection relationship in Figure 4D

Fig. 4D shows that Fig. 4C removes the oblique LG, increases the anti-collision isolation "B", and "X" is oblique and can also build an overhead bridge (passage).

The working process and working principle of Figure 4D

Figure 4D is more concise than Figure 4C. 1#-ZHU to 5#-ZHU are straight through the road, 3#-ZHU to 7#-ZHU are straight through KT, and the others detour up to 4L, according to the star-shaped LG of 8 intersections A one-way level interchange is approximately equal to a roundabout with a radius of 2.55L, which is equivalent to a diameter of 2.55×2L=5.1L, and a circumference of 16L, 4L/16L=1/4=0.25, which is equivalent to a quarter of the equivalent exchange.

Connection relationship in Figure 5A

KC coincides with L2 of Template 25, KC is fully connected to the intersection of Template 25, and the single-level crossing points to the highest level and the most convenient peer behavior principle. The working process and working principle of Figure 5A

L4 points to S0 S5, which is convenient for circular communication.

Connection relationship in Figure 5B

The difference between Fig. 5B and Fig. 5A is that only S2 and L2 are connected between KC and template 25, S2 is a 2-level ZHU, and other single-level intersections point to the highest level that can be connected nearby.

The working process and working principle of Figure 5B

The first choice is the unobstructed connection between every point in the city and KC, and the second choice refers to the most important indoor area or unobstructed communication within the district. Except for traveling or seeking accommodation, most of the cases will not travel through the urban area. Only relying on the stock of motor vehicles within 5 kilometers of the urban area will not cause traffic congestion in the urban area.

If the functional module group of the city is a mining area, a separate transportation channel is required. If the functional module group of the city is a processing area, the main workplaces themselves have their own production lines passing through the motorway, or above the motorway, which will not affect the passage of motor vehicles. According to the concept of modular city, sidewalks or non-motorized lanes and motorized lanes are independent systems and will not affect each other.

In fact, there is an alternate runway in KC, and the entire city can basically be reached in 3 minutes. It is not necessary to use S0, L0, S5, and L5 as alternate runways.

S0, L0, S5, and L5 are the outer edge lines of urban functional module groups. In most cases, they are irregular zigzag lines on the side of mountains and seaside, and generally no important roads will be laid.

Connection relationship in Figure 5C

Figure 5C shows that KC intersects with S0 and S5.

The working process and working principle of Figure 5C

Similarly, the first choice is the smoothness between every point in the city and KC, and the second choice is to point to the most important indoor area or to set up a single level intersection pointing to the smooth communication in the area.

Connection relationship in Figure 5D

Figure 5D considers S0 and S5 as the outer edge line, two KTs are now S2 and S4, and four points S1 L1, S4 L1, S4 L4, and S1 L4 form a loop. The four points of S1 L1, S4 L1, S4 L4, and S1 L4 are four corners.

The working process and working principle of Figure 5D

Except for the M33, every point in the city is at most 1 km away from the ring road. In the era of free bicycles, only one bus in a city is feasible.

Connection relationship in Figure 6A

Figure 6A extends 500 meters outward, and the overall area of the city is exactly 200 square kilometers. Except for some areas in the four corners, the distance from each point of the city to the main urban lines S2 L2, S7 L2, S7 L7, and S2 L7 does not exceed 2500 meters, which meets the Best distance for emergency rescue.

KC and L2 overlap, other principles remain unchanged.

The working process and working principle of Figure 6A

More than 99% of urban block areas in the world are smaller than the 200 square kilometers shown in Figure 6A, which is representative. Template 100 is rarely used.

Connection relationship in Figure 6B

Figure 6 has two vertical and horizontal KCs, one coincides with L2 and the other coincides with S7.

The working process and working principle of Figure 6B

Figure 6B and Figure 6A only have an additional longitudinal KC, and the peripheral roads S2 L2, S7 L2, S7 L7, and S2 L7 of the urban functional module group are alternate runways. For the specific area to be renovated or newly built, find the most suitable option from the various technologies of the modular city.

Connection relationship in Figure 7

The urban functional module is a vegetation concentration area (9-1), the bus stop (27) is located on the left side of the motor vehicle entrance (6), and there is a buffer isolation between the bus stop (27) parking space and the motor vehicle entrance (6) Sand walls, sand barrel markers, or other isolation deceleration buffers (9-2).

The working process and working principle of Figure 7

Figure 7 contains content:

1. There is no auxiliary road for the road connected by single level crossing.

2. The outside of the urban functional module is the vegetation concentration area (9-1), which is the entire planned green space within the urban functional module. The green belt and green space between the main road and the auxiliary road are concentrated together to avoid the vegetation roots. The destruction of the road solves the difficulty of raising households, is conducive to the growth and growth of vegetation, and increases the green barrier to isolate "air pollution and noise pollution".

3. Prevent the bus from failing to load passengers. There is a safety buffer distance (generally not less than 15 meters) between the bus stop platform (27) and the motor vehicle entrance and exit (6), and the height difference between the bus stop platform (27) surface height and the road surface is higher than the radius of the bus tire , the principle is to ensure that the bus can not rush to the bus platform to ensure passenger safety, and the surface height of the bus platform (27) should generally not be lower than "1.3" times of the tire radius of "1.3".

4. Prevent the bus from being out of order and load on the vehicles of the motor vehicle import and export (6). There is a buffer isolation sand wall, a sand barrel mark or other isolation deceleration buffers (9-2) between the parking space of the bus platform (27) and the motor vehicle entrance and exit (6).

Claims

A single level intersection and its application is characterized in that: the single level intersection in the single level intersection and its application refers to a one-way level intersection, and the single level intersection consists of "main line (ZHU), lead line (YIN), green isolation belt (LG) "Formation; the green belt (LG) passes through the intersection (Fig. 1A) or the T-shaped intersection (Fig. 2A) in the middle of the main line (ZHU) road, isolating the two-way lanes of each road, and the main line turns left and then turns around at the crossing. Make a right turn, change the leading line to a right turn, then turn around and go straight. The length of one side of the detour road surface (RDC) is determined according to the statistical traffic flow and relevant forecast specifications; single level crossing can properly replace the overpass, which is conducive to low-cost urban and rural urbanization process.
A single level intersection and its application as shown in claim 1, characterized in that: the single level intersection is at the corner between the main line (ZHU) and the main line (ZHU)
When related, the green isolation belt (LG) is T-shaped (Figure 2B), and a fast track (KT) is opened at the position where the T-shaped green isolation belt (LG) hinders the fast passage of the main line (ZHU) and the main line (ZHU). See Fig. 3A and Fig. 3B. At the exit of the expressway (KT) in Fig. 3B, it is necessary to prevent conflict points on the driving lines from the position setting, so that the main lines of single-level crossings can pass without obstacles at the corners.
A kind of single level intersection and its application shown in claim 1 is characterized in that: when the green isolation belt (LG) of single level intersection is a star shape (seeing Fig. 4A, Fig. 4B, Fig. 4C, 4D), each The traffic volume of each road corresponding to the star-shaped single-level exchange cannot be consistent, and the simplified results cannot be uniform. First, the traffic volume of each road must be determined, and the star-shaped green belt (LG) should be placed according to the traffic volume. Open the fast track (KT) step by step, or open the fast underground (overhead) channel (KDT), including the simplification of the star-shaped green belt (LG) (Figure 4D), imitating 8 branches in a concise way The effect of the overpass.
A single level crossing and its application, characterized in that: the application of single level crossing and its application refers to the combination of single level crossing and urban functional modules to form "modular city III"; 25 as the basis, this is because template 25 extends 2,500 meters outward to obtain a city scale of 100 square kilometers, and this scale can currently cover more than 95% of urban non-central areas, small and medium-sized cities, towns, and remote areas; template 25 The important roads are set with overpasses, and the rest of the roads are set with single-level crossings, which can greatly reduce the construction of overpasses. The main line direction of each single-level crossing points to the direction of the most important surrounding roads according to their respective positions. There is no cross-city passage (KC) overlapping mainline corners
The fast track (KT) can be used to connect the main lines without barriers; the roads combined with "modular city III" and single level crossings will not have auxiliary roads; the planned green space in the urban functional modules and the vegetation in the original main and auxiliary road green isolation belts can be Concentrated in the vegetation concentration area (9-1) on the periphery of the urban functional modules, Modular City III can achieve "no or less construction of overpasses, no side roads, no traffic lights, no conflict points", and Modular City III can use simple It can promote the "modularization, rationalization, and standardization" of cities and villages quickly and at low cost, mainly to promote the "urbanization, intelligence, and knowledgeization" of rural areas, and to "unify urban and rural construction standards, unify urban and rural culture, and sanitation." , welfare standards, and eliminate urban-rural differences" provide a hardware foundation.
A single level crossing and its application as shown in claim 4, characterized in that: in order to prevent the bus from colliding with the vehicles coming in and out of the motor vehicle entrance (6), the bus stop (27) is arranged at the motor vehicle entrance (6) On the left side, there is a safety buffer distance (generally not less than 15 meters) between the bus stop platform (27) and the motor vehicle entrance and exit (6), and there is a Buffer isolation sand wall, sand barrel mark or other isolation deceleration buffers (9-2); the height difference between the surface height of the bus stop platform (27) and the road surface is higher than the radius of the bus tire, and the purpose of height difference setting is to prevent Buses cannot rush onto the bus platform (27). Considering tire deformation, the height difference between the surface of the bus platform and the road surface should generally not be less than "1.2" times the tire radius, and excessive intentional waste is not advocated.