WO2023045178A1 - 一种功能分层立交桥 - Google Patents

一种功能分层立交桥 Download PDF

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Publication number
WO2023045178A1
WO2023045178A1 PCT/CN2022/000135 CN2022000135W WO2023045178A1 WO 2023045178 A1 WO2023045178 A1 WO 2023045178A1 CN 2022000135 W CN2022000135 W CN 2022000135W WO 2023045178 A1 WO2023045178 A1 WO 2023045178A1
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bridge
approach
deck
main
auxiliary
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PCT/CN2022/000135
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English (en)
French (fr)
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赵士星
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赵士星
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    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01C—CONSTRUCTION OF, OR SURFACES FOR, ROADS, SPORTS GROUNDS, OR THE LIKE; MACHINES OR AUXILIARY TOOLS FOR CONSTRUCTION OR REPAIR
    • E01C1/00—Design or layout of roads, e.g. for noise abatement, for gas absorption
    • E01C1/04—Road crossings on different levels; Interconnections between roads on different levels
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02A—TECHNOLOGIES FOR ADAPTATION TO CLIMATE CHANGE
    • Y02A30/00—Adapting or protecting infrastructure or their operation
    • Y02A30/60—Planning or developing urban green infrastructure

Definitions

  • Definition 1 "The most unimpeded direction on the overpass bridge surface" is called “the longitudinal direction of the overpass bridge”.
  • the direction in which the overpass structure is relatively long can be called the longitudinal direction of the overpass.
  • the direction with the largest traffic volume of the ring-shaped overpass is called: "the longitudinal direction of the overpass".
  • the main bridge deck (Z) of the functional layered overpass corresponds to the direction of larger flow in view of the rationality of the configuration.
  • the longitudinal bridge direction of the overpass, the main deck (Z) direction of the overpass, and the main line direction of the road must be the same direction.
  • Definition 2 The prominent substantive features of an "ideal overpass" are: “simple structure, less land occupation, no conflict points, no detours”.
  • a functional layered overpass consists of a "main deck (Z)” capable of turning right, an "auxiliary deck (F)” capable of turning left, and an “approach bridge (Y)”: the main deck ( Z) and the auxiliary bridge deck (F) are in an up-down or up-down connection relationship that allows the central axis to be aligned or misaligned.
  • “Approach bridge (Y)” is referred to as “approach bridge (Y1)” by vehicles that can drive into the main bridge deck (Z) from the road, and vehicles can drive out from the main bridge deck (Z) to reach the road
  • the approach bridge (Y) is referred to as “approach bridge (Y2)” for short
  • the approach bridge (Y) that vehicles can enter the auxiliary bridge deck (F) from the highway is referred to as “approach bridge (Y3)”
  • the vehicle can drive out from the auxiliary bridge deck (F)
  • the approach bridge (Y) to reach the highway is referred to as “approach bridge (Y4)” for short, or the approach bridge (Y) used for U-turn function is referred to as “approach bridge (Y5)” for short.
  • position relationship Standing at the position of the approach bridge (Y) and facing the center point of the overpass, the position sequence relationship from left to right is the position sequence relationship between the approach bridge (Y1) and the approach bridge (Y4), hereinafter referred to as "position relationship".
  • the approach bridge (Y1) is marked as “Y1” or “1” on the drawings
  • the approach bridge (Y2) is marked as “Y2” or “2” on the drawings
  • the approach bridge (Y3) is marked as “Y3” or “3” on the attached drawing
  • the approach bridge (Y4) is marked as "Y4" or "4" on the attached drawing
  • the approach bridge (Y5) is marked as "Y4" on the attached drawing Marked as "Y5", or marked as "5".
  • Figure 1-1 shows that the main bridge deck (Z) is on top, the approach bridges (Y4, Y2, Y1, Y3), and the approach bridges (Y2, Y1) are in the middle.
  • Figure 1-2 shows that the auxiliary bridge deck (F) is on top, the approach bridges (Y2, Y4, Y3, Y1), and the approach bridges (Y4, Y3) are in the middle.
  • Figure 1-3 shows that the main bridge deck (Z) is on top, the approach bridges (Y2, Y4, Y1, Y3), and the approach bridges (Y2, Y1) are staggered to the left.
  • Figure 1-4 shows that the auxiliary bridge deck (F) is on top, the approach bridges (Y4, Y2, Y3, Y1), and the approach bridges (Y4, Y3) are staggered on the left.
  • the main bridge deck (Z) in Figure 2-1 is for driving counterclockwise, the approach bridge (Y) is for traffic on the right, and there is no conflict point in the right-turn traffic route;
  • the auxiliary bridge deck (F) in Figure 2-2 is for clockwise traffic, the approach bridge (Y) is for traffic on the right, and there are conflict points in the left-turn traffic route:
  • the auxiliary bridge deck (F) in Figure 2-3 is for clockwise traffic, the approach bridge (Y) is for traffic on the left, and there is no conflict point in the left-turn traffic route;
  • the main bridge deck (Z) in Figure 2-4 is for driving counterclockwise, the approach bridge (Y) is for traffic on the left, and there are conflict points in the right-turn traffic route.
  • the main bridge deck (Z) can only choose Figure 2-1, and the auxiliary bridge deck (F) can only choose Figure 2-3.
  • FIG. 2-3 The positional relationship between the approach bridge (Y) and the auxiliary bridge surface (F) of the overpass is the approach bridge (Y3, Y4). ), the approach bridges (Y3, Y4) and the approach bridges (Y4, Y3) cannot be connected normally. The only solution is to adjust the positional relationship of the approach bridges (Y3, Y4) connecting the overpasses to the approach bridges (Y4, Y3 ), so that it can be connected to the highway smoothly.
  • the position of the approach bridge (Y) is changing, it is divided into three stages according to the order of vehicle travel direction: "before the change, during the change, and after the change".
  • the first section (before transformation) where the approach bridge (Y4) leaves the auxiliary bridge deck (F) is identified by the approach bridge (Y4-1)
  • the second section (transition section) is identified by the approach bridge (Y4-2)
  • the third section is identified by the approach bridge (Y4-3
  • the first section (before the transformation) of the approach bridge (Y3) connected to the highway is identified by the approach bridge (Y3-1)
  • the second section (in the process of transformation) is identified by the approach bridge (Y3-2)
  • the third section (after transformation) is the section connecting the auxiliary bridge deck (F), identified by the approach bridge (Y3-3); and so on.
  • Approach bridges (Y3-3, Y2, Y4, Y1). When the approach bridge (Y3) is connected to the road, it is on the right side of the approach bridge (Y). ) section is connected to the auxiliary bridge deck (F) on the left side of the approach bridge (Y2), (see Figure 2-5).
  • the approach bridge (Y2, Y3, Y1, Y4), the approach bridge (Y4) connected with the auxiliary bridge deck (F) is on the right side of the approach bridge (Y), and the position of the approach bridge (Y4-2) is changed to the left, and the approach bridge
  • the (Y4-3) section is parallel to the approach bridge (Y2) on the left side of the approach bridge (Y2), and then connected to the highway (see Figure 2-6C).
  • Approach bridges (Y3-3, Y4, Y2, Y1). When the approach bridge (Y3) is connected to the highway, it is on the right side of the approach bridge (Y). Change the position to the left at the approach bridge (Y3-2) section, and reach the approach bridge (Y3- Section 3) is connected to the auxiliary bridge deck (F) on the left side of the approach bridge (Y4) (see Figure 2-7).
  • the approach bridge (Y2, Y1, Y3, Y4), the approach bridge (Y4) connected with the auxiliary bridge deck (F) is on the right side of the approach bridge (Y), and the position of the approach bridge (Y4-2) is changed to the left, to
  • the approach bridge (Y4-3) section is parallel to the approach bridge (Y2) on the left side of the approach bridge (Y2), and then connected to the road (see Figure 2-8).
  • the approach bridge (Y2, Y3-3, Y4, Y1), the “approach bridge (Y3), the approach bridge (Y4)” is in the middle of the “approach bridge (Y2) and the approach bridge (Y1)", the approach bridge (Y4-2) is in the approach bridge ( The upper part of Y3-2) is transformed into an intermediate position, and the position is transformed into approach bridges (Y2, Y4-3, Y3, Y1) and then connected to the highway (see Figure 2-10A).
  • the approach bridge (Y4-2) section in Figure 2-10A and Figure 2-9 is a downhill slope, and the upper approach bridge (Y4-2) is lower than the lower approach bridge (Y3-2) The slope length is longer, and the road is relatively flat.
  • the approach bridge (Y4-2) section in Figure 2-10A is at the top compared to the approach bridge (Y3-2) at the bottom. The security is much higher.
  • Figure 2-10B shows the upper and lower superposition relationship between the approach bridge (Y3) and the approach bridge (Y4) when the area occupied by the overpass is very tight, and the maximum can be ⁇ [approach bridge (Y3)+approach bridge (Y4)]/2 ⁇ .
  • the specific method is to align the centerlines of the approach bridges (Y3) and approach bridges (Y4) connected to the auxiliary bridge deck (F) with the centerline of the road, and change them to connect with the road one after the other when connecting the road. At this time, it should be noted that there should be enough safe driving height space between each section of the approach bridge (Y).
  • Approach bridges (Y3) and approach bridges (Y4) align their center lines with the center line of the road respectively, connect the road one after the other, and reduce the overall width of the road by using the upper and lower superposition relationship to converge toward the middle. , referred to as "middle gathering".
  • Approach bridges (Y3-3, Y2, Y1-3, Y4). When the approach bridge (Y3) is connected to the highway, it is on the right side of the approach bridge (Y4-3), and the position of the approach bridge (Y3-2) is changed to the approach bridge.
  • the (Y3-3) section is on the left side of the approach bridge (Y2) and the auxiliary bridge deck (F (connection: the approach bridge (Y2) connected to the main bridge deck is on the left side of the approach bridge (Y1-3), and on the approach bridge (Y2-2 ) section for position change, to the approach bridge (Y2-3) on the left side of the approach bridge (Y4-3) in parallel with the approach bridge (Y4-3) to connect to the highway; when the approach bridge (Y1) is connected to the highway, on the right On the approach bridge (Y1-2) section, the position is changed, and the approach bridge (Y1-3) section is connected to the auxiliary bridge deck F on the left side of the approach bridge (Y4); the approach bridge (Y4) connected to the auxiliary bridge deck)) Change the position of the approach bridge (Y4-2), until the approach bridge (Y4-3) is on the right side of the approach bridge (Y2-3), and connect with the highway on the left side of the approach bridge (Y3), the approach bridge (Y5) is in the auxiliary The outer side of the bridge deck
  • Figure 2-11 proves that all 24 kinds of positional relationships can be transformed to eliminate conflict points at bridge crossings.
  • the position changes in Figure 2-11 are too complicated. Considering many aspects such as "construction cost, structural simplicity, safety, and driving convenience", in practical applications, Figure 2-11 is usually abandoned, leaving five relatively simple positions Transform for preference.
  • the approach bridge (Y4-2) section in Figure 2-13 is changed to a curved line, and the driving route is changed from a hard turn to a streamline turn, which can make the vehicle run more smoothly. Reducing vector acceleration can improve traffic volume and reduce accidents.
  • Figure 2-12 to Figure 2-15 provide a narrowing scheme for functional layered overpasses to match the road.
  • Subdivided approach bridges (Y) overlapping up and down can reduce the occupied area, but the cost will increase, and individual narrowing schemes will also reduce safety. Even in the face of pressure, you should choose to widen the road once and for all.
  • FIG. 5 Figure 2-12, and Figure 2-13 illustrate that the shape of the position transformation section is different, which affects the driving speed.
  • Figure 2-16 is a multi-branch ring-shaped functional layered overpass constructed by "(8-branch Fig. 2-6A) position change method + function layer-by-layer distribution".
  • each approach bridge (Y) from 1# approach bridge (Y) to 8# approach bridge (Y) has a vehicle entering the main bridge deck (Z) at the same time, and then detour and exit the main bridge deck from the left approach bridge (Y) (Z), if their speeds are equal, each vehicle has walked through seven-eighths (7/8) of the bridge deck, and their sequential intervals will not interfere with each other.
  • each approach bridge (Y) from 1# approach bridge (Y) to 8# approach bridge (Y) has multiple vehicles entering the main bridge deck (Z) at the same time, and then detour and exit the main bridge from the left approach bridge (Y) Surface (Z), then the vehicle entering the bridge deck from the second vehicle will be in a superimposed driving state within seven-eighths (7/8) of the week. In fact, each approach bridge (Y) will continuously drive into vehicles, which is a multiple superposition relationship.
  • the number of motor vehicles entering the overpass is a random data, which is equivalent to the uncertain data flow in the network.
  • the purpose of the research here is to optimize the hardware facilities.
  • the change of the traffic flow is obviously not in the scope of the study here.
  • the following uses the data of the number of cycles around the bridge deck as the research basis.
  • Definition 10 The number of cycles of the bridge deck where the vehicle can overlap with other vehicles in the deck of the circular overpass is called the "congestion slope”.
  • the approach bridge (Y) of the functional layered overpass should be provided with a special U-turn road surface, and detours in the main bridge deck (Z) generally do not exist.
  • Figure 2-16 is a functional layered overpass.
  • Vehicles can choose to enter the auxiliary bridge deck (F) from the approach bridge (Y13) to the approach bridge (Y84) and exit the auxiliary bridge deck (F).
  • the slope is "0.125"
  • the congestion slope of vehicles passing the main bridge deck (Z) is 0.875
  • the congestion slope of vehicles passing the auxiliary bridge deck (F) is 0.125
  • Figure 2-16 eliminates the conflict point at the bridge entrance, ensures that the driving of the auxiliary bridge deck (F) can be as smooth as the main bridge deck (Z), and ensures that the detour distance and detour time can be shortened.
  • the foundation for overpass research In order to simplify the multi-branch Lay the foundation for overpass research.
  • Figure 2-17 illustrates that the same functional layered overpass can simultaneously select different position transformation structures, including the flexible use of the U-turn approach bridge (Y5).
  • Definition 11 The group chooses different position transformation structures in the same overpass at the same time, including flexible use of other structural methods that can be used, which is called: "combined functional layered overpass".
  • main bridge deck (Z) and the auxiliary bridge deck (F) are set to be fully floating, and the other is set to be fully submerged, the conflict between the detour route and the straight line can be avoided, and the road can be directly extended to the inner ring of the circular overpass.
  • An attached overpass is set inside to increase the circulation of the main line.
  • 1# in Figure 2-18A represents the road number corresponding to No. 1 approach bridge (Y) in Figure 2-16
  • 5# is the road number corresponding to No. 5 approach bridge (Y) directly opposite No. 1 approach bridge (Y)
  • 1# -5# is the overpass bridge deck in the ring from No. 1 approach bridge (Y) to No. 5 approach bridge (Y), which is a separate overpass bridge attached to the ring.
  • Figure 2-18B has one layer more than Figure 2-18A, the 3#-7# of the annexed overpass bridge deck in the ring, and 3#-7# is the inner overpass bridge from No. 3 approach bridge (Y) to No. 7 approach bridge (Y)
  • the surface is orthogonal to 1#-5#
  • Figure 2-18B is a 4-branch overpass attached to the ring.
  • Figure 2-18C has one more floor than Figure 2-18B, 4#-8# of the attached overpass bridge deck in the ring, 4#-8# is the overpass bridge deck from No. 4 approach bridge (Y) to No. 8 approach bridge (Y) , obliquely intersect with 1#-5#, 3#-7#, Figure 2-18C is a 6-branch overpass attached to the ring. Line up from the one with the largest traffic volume to build the overpass in the ring, or build only one plane deck. Figure 2-18C shows three bridge decks, which are difficult to see in practice. Discuss 4#-8# Or 2#-6# is to ensure the sufficiency of the research conclusion.
  • Figure 2-18 is the condition in Figure 2-16 that the main bridge deck (Z) or the auxiliary bridge deck (F) is fully floating on the first floor and fully floating on the first floor, so that the road can pass from the approach bridge (Y2) to the approach bridge (Y1) ) or the approach bridge (Y3), the approach bridge (Y4) extends to the ring and can build the flyover in the ring of the ring-shaped multi-branch function layered flyover.
  • bridge-in-bridge The overpass built in the ring of multi-branch ring-shaped functional layered overpass is called: "bridge-in-bridge"; the bridge-in-bridge is built in the ring of multi-branch ring-shaped functional layered overpass, the overall abbreviation of the overpass is: " Mother and Child Bridge”.
  • the function of the bridge-in-bridge is to allow vehicles in the main line direction to pass through directly without the ring-shaped overpass, and the bridge-in-bridge further improves the traffic capacity of the ring-shaped overpass.
  • the diameter of the bridge-in-bridge is much larger than that of the ring-shaped functional layered overpass without the bridge-in-bridge. In reality, how to choose it needs to be considered comprehensively. This is the conclusion of the staged research, and there will be other forms that can be selected later.
  • the approach bridge (Y) of the functional layered overpass can be three, four, or multiple.
  • the bridge deck can choose "sunken type, floating type, semi-floating type, or one layer is fully floating, the other layer is fully submerged, and a mother-child bridge is set in the middle.
  • the auxiliary bridge deck (F) adopts fully floating prefabricated parts, which can shorten the construction period.
  • the advantage of the fully sunken overpass is that it has good visual permeability in the city, no visual depression, and is beneficial to reduce mental illness.
  • the biggest advantage of the sinking method is that the structure is stable, but it should not be installed in places with low altitude and easy water accumulation.
  • the advantage of the semi-floating overpass is that the wave feeling in the driving process is lighter, and the driving or riding comfort is good.
  • a functional layered overpass is characterized in that: a functional layered overpass consists of a "main bridge deck (Z)" that can complete a right turn or a counterclockwise one-way detour, and can complete a left turn or a clockwise one-way detour.
  • auxiliary bridge deck (F) and (several branches) "approach bridge (Y)” are composed of “approach bridge (Y)”; , the vehicle can drive out from the main bridge deck (Z) to the “approach bridge (Y2)” of the highway, the vehicle can drive from the highway to the “approach bridge (Y3)” of the auxiliary bridge deck (F), and the vehicle can drive from the auxiliary bridge deck (F) ) out of the "approach bridge (Y4)" of the arrival road, or the "approach bridge (Y5)” for U-turn;
  • the main bridge deck (Z) and the auxiliary bridge deck (F) are connected up and down, or up and down; the approach bridge (Y3) and the approach bridge (Y4) can be connected between the auxiliary bridge deck (F) and the road by position change or generalized position change.
  • the approach bridges (Y) in different directions of the same overpass can choose different position transformation structures;
  • the bridge in the bridge can be built in the ring of the multi-branch ring functional layered overpass, and the overall construction will be a mother-child bridge.
  • a functional layered overpass can first construct the main bridge deck (Z) and the auxiliary bridge deck (F), and the position change structure of the approach bridge (Y) can be delayed or gradually completed according to the funding situation;
  • the conflict points formed by interweaving detours will appear within a certain length, hereinafter referred to as " interweaving points of conflict”.
  • the function of the interweaving conflict point is that the detour vehicles "can't get in, can't get out", and the interweaving conflict point is the second factor that induces congestion after the bridge conflict point.
  • the way to eliminate the weaving conflict point is to build a main detour deck (Zr) outside the main deck (Z) to separate the detour vehicles in the main deck (Z).
  • Definition 13 Set a counterclockwise detour on the outside of the main bridge deck (Z), which can cross or pass under the corresponding approach bridge (Y) with multiple sections of detour deck, called “main detour deck (Zr)".
  • the main bypass bridge deck (Zr) has to cross or pass under the corresponding approach bridge (Y), and the increased projected footprint is very small.
  • Multi-branch overpasses are usually applicable to not less than 5 branch approach bridges (Y).
  • Figure 3-1 shows a 4-branch flyover bridge, which is just to draw the structure of the flyover bridge clearly on the limited drawings.
  • the main bypass bridge deck (Zr) will cross or underpass the corresponding approach bridge (Y), and there will be several sections of the main bypass bridge deck (Zr) across or underpass sections if there are several approach bridges (Y).
  • the main bypass bridge deck (Zr) is connected with the main bridge deck (Z) on the left side of the corresponding approach bridge (Y) to form the entrance of the main bypass bridge deck (Zr) in this section, and the main bypass bridge deck (Zr) is on the corresponding approach bridge
  • the right side of (Y) is connected with the main bridge deck (Z) to form the exit of the main bypass bridge deck (Zr), and the outer road surface of the main bridge deck (Z) is connected to the main bypass deck (Zr) ) and the entrance of the main bypass deck (Zr) (see Figure 3-1).
  • the inner side of the main bridge deck (Z) is a special lane for right turns, and the outer side of the main bridge deck (Z) is a special lane for bypassing.
  • the vehicle that needs to turn left still drives into the auxiliary bridge deck (F) from the approach bridge (Y3), turns left, and drives out of the auxiliary bridge deck (F) from the approach bridge (Y4) of the left approach bridge (Y).
  • a separation "wall" to prevent detours, a no-go line, a no-go indicator light, etc. can be set. If the method of drawing isolation no-go lines and setting no detour indicator lights is adopted, when there is a traffic jam on the main detour bridge deck (Zr), the Traffic Management Bureau can turn on the green light of the detour indicator light, allowing the main bridge deck or the auxiliary bridge to pass through. Vehicles on the surface detour. Special vehicles sound the alarm in advance in case of emergency, and are not restricted by the detour indicator light and the detour direction under the premise of ensuring safety.
  • Detour vehicles and right-turn vehicles share the approach bridge (Y2) to leave the overpass, which is prone to road right-of-way congestion during peak hours. For this reason, an external leakage outlet is added on the outside of the main bypass bridge deck (Zr) to connect to the approach bridge (Y2), approach bridge (Y4), approach bridge (Y5), or directly connected to the road. Detour vehicles no longer need to go back to the approach bridge (Y2) to get out of the main bridge deck (Z). The leaking exit belongs to the supporting structure of the main bypass deck (Zr).
  • the main bridge deck (Z) turns right and goes around counterclockwise.
  • the driving direction of the main bypass bridge deck (Zr) must be consistent with the main bridge deck (Z), which is counterclockwise.
  • the leakage of the main bypass deck (Zr) The type exit is naturally set on the left side of the corresponding approach bridge (Y).
  • Definition 14 Set the leakage exit on the outside of the main bypass deck (Zr) to connect to the approach bridge (Y2), approach bridge (Y4), approach bridge (Y5), or directly connected to the road.
  • the leakage exit is the "main bypass Bridge Deck Quick Access Bridge (Zrkc)", referred to as "Approach Bridge (Zrkc)”.
  • an auxiliary bypass deck corresponding to the auxiliary deck (F) can be set relative to the main bypass deck (Zr).
  • auxiliary detour deck is set outside the auxiliary bridge deck (F) called “auxiliary detour deck (Fr)”. Lane lines can also be drawn between them to ensure that they go their own way, as shown in Figure 3-2.
  • auxiliary bypass bridge deck On the outside of the auxiliary bypass bridge deck (Fr), it is also possible to set the leakage exit to connect with the approach bridge (Y4), or directly connect to the road.
  • the leakage type exit of the auxiliary bypass bridge deck (Fr) is "auxiliary The approach bridge (Frkc)” is called “approach bridge (Frkc)” for short.
  • the auxiliary bridge deck (F) turns left and goes around clockwise.
  • the driving direction of the auxiliary bypass deck (Fr) must be the same as that of the auxiliary bridge deck (F).
  • the type exit is naturally set on the right side of the corresponding approach bridge (Y).
  • the driving route of the main bypass deck (Zr) or the auxiliary bypass deck (Fr) is to repeatedly enter and exit the main bridge deck (Z) or the auxiliary bridge deck (F), and the driving route is Swaying left and right, repeated times will affect the speed of the vehicle or affect the driver's mood.
  • Adding a main rapid detour deck to connect the tops of the main detour deck (ZKr) can prevent the driving route from swaying from side to side.
  • Definition 17 The deck that connects the tops of the main detour deck (Zr) is called the “main quick detour deck (Zkr)", and the deck that connects the tops of the auxiliary detour deck (Fr) is called It is the “auxiliary rapid detour deck (Fkr)”.
  • the capacity level of the main rapid bypass deck (Zkr) is higher than that of the main bypass deck (Zr), and the traffic capacity level of the auxiliary rapid bypass deck (Fkr) is higher than that of the auxiliary bypass deck (Fr).
  • the main detour approach bridge (Zrkc) moves from the outside of the main detour deck (Zr) to the outside of the main detour deck (Zkr), continue to use the abbreviation: "approach bridge (Zrkc)", the main detour There is no longer an approach bridge (Zrkc) on the outside of the bridge deck (Zr).
  • auxiliary detour bridge (Frkc) moves from the outside of the auxiliary detour deck (Fr) to the outside of the auxiliary detour deck (Fkr), and the abbreviation of "approach bridge (Frkc)" is also used for the same reason. ".
  • the approach bridge (Zrkc)” is the conventional configuration of the main detour bridge deck (Zr) and the main rapid detour bridge deck (Zkr).
  • the approach bridge (Frkc) is the auxiliary detour deck (Fr), auxiliary detour bridge deck General configuration of faces (Fkr).
  • a multi-branch annular functional layered overpass with main detour deck (Fr), auxiliary detour deck (Fr), main rapid detour deck (Zkr) and auxiliary detour deck (Fkr), has " There are two vehicle entrances of approach bridge (Y1) and approach bridge (Y3)", and four vehicle exits of "approach bridge (Y2), approach bridge (Y4), approach bridge (Zrkc), and approach bridge (Frkc)".
  • the export capacity is greater than the import capacity. In the structure The above is reasonable and smooth.
  • Main deck (Z), auxiliary deck (F), main detour deck (Fr), auxiliary detour deck (Fr), main rapid detour deck (Zkr), auxiliary detour deck (Fkr ), etc. can be constructed in phases according to actual needs, can reasonably adjust the shape according to the geographical environment or buildings, and can choose a variety of position changes for combination.
  • the auxiliary bridge decks (F) corresponding to each approach bridge (Y) must be consistent.
  • connection point between the main rapid bypass deck (Zkr) and the approach bridge (Zrkc) and "the connection point between the main bridge deck (Z) and the main rapid bypass deck (Zkr)” must also meet the first-out
  • the principle of advanced technical characteristics is not only to avoid conflict points, but also to avoid accidents.
  • the approach bridge (Frkc) is set in the same way.
  • the structure and driving route in Figure 3-3 is different from “the structure and driving route in Figure 2-16", and the traffic jam slope also changes.
  • the approach bridge (Y11) to the approach bridge (Y22) There is no overlapping driving on the main bridge deck (Z); the approach bridge (Y11) to the approach bridge (Y32) takes the main detour bridge deck (Fr) from the approach bridge (Zrkc) of the No. 3 approach bridge (Y) to the No.
  • the main and auxiliary rapid detour bridge decks can be added.
  • the detour vehicle encounters the first approach bridge (Y) and walks the approach bridge (Y2), and the detour vehicle encounters the second approach bridge ( Y) Take the approach bridge (Zrkc) or approach bridge (Frkc), and the bypassing vehicles encounter the third approach bridge (Y) and then add the approach bridge (Zrkc) or approach bridge (Frkc) of the main and auxiliary rapid detour bridge deck, the main and auxiliary The fast bypass bridge deck and the main and auxiliary fast bypass bridge decks will be added.
  • Functionally layered overpasses can also accumulate the number of main and auxiliary bridge decks to increase traffic volume, which is unlikely to be necessary in reality.
  • Definition 18 There are main bridge deck (Z), auxiliary bridge deck (F), several approach bridges (Y), and a ring-shaped functional layered overpass without position change. It is an early and primary functional layered overpass, referred to as "primitive type" Functional layered overpass".
  • the ring-shaped functional layered overpass with main bridge deck (Z), auxiliary bridge deck (F), several approach bridges (Y), and position changes confirms the rationality of the functional layered overpass and lays the foundation for continued research on the functional layered overpass.
  • Foundation referred to as: "basic functional layered overpass”.
  • main deck Z
  • auxiliary deck F
  • main detour deck Fr
  • auxiliary detour deck Fr
  • main rapid detour deck Zkr
  • auxiliary detour deck Fkr
  • the functional layered overpass of several approach bridges Y
  • a kind of functional layered overpass described in technical feature 1 is characterized in that: a kind of functional layered overpass "is composed of main bridge deck (Z), auxiliary bridge deck (F), approach bridge (Y), main detour bridge deck ( Zr), auxiliary bypass deck (Fr), main rapid bypass deck (Zkr), auxiliary rapid bypass deck (Fkr), main bypass deck fast approach bridge (Zrkc), auxiliary bypass deck fast Approach bridge (Frkc)" constitutes;
  • the main deck (Z) is used for right turns
  • the auxiliary deck (F) is used for left turns
  • the main bypass deck (Zr) is used for counterclockwise detours
  • the auxiliary detour deck (Fr) is used for clockwise detours.
  • the main rapid detour deck (Zkr) is used to increase the speed of counterclockwise detours
  • the auxiliary rapid detour deck (Fkr) is used to increase the speed of clockwise detours
  • the main detour deck quickly exits the approach bridge (Zrkc ) is used for the main bypass deck (Zr), or the vehicles in the main rapid bypass deck (Zkr) can quickly leave the overpass
  • the auxiliary bypass deck quick exit bridge (Frkc) is used for the auxiliary bypass deck (Fr ), or vehicles in the auxiliary rapid detour bridge deck (Fkr) can quickly leave the overpass; connection relationship:
  • the main rapid detour deck (Zkr) connects the top of the main detour deck (Zr), and the auxiliary detour deck (Fkr) connects the tops of the auxiliary detour deck (Fr);
  • the main detour bridge (Zrkc) passes through the approach bridge (Y2) or the approach bridge (Y5) at the left end of the approach bridge (Y), or directly connects to the highway, and the auxiliary detour bridge deck quick exit bridge (Frkc) passes through the approach bridge ( The right end of Y) passes through the approach bridge (Y4), or directly connects to the road;
  • Main detour deck (Zr), auxiliary detour deck (Fr), main rapid detour deck (Zkr), auxiliary detour deck (Fkr), can be based on environmental constraints, according to the size of the traffic flow , or investment adequacy for selective construction or phased construction;
  • Main detour deck (Zr), auxiliary detour deck (Fr), main rapid detour deck (Zkr), auxiliary detour deck (Fkr) can select the specific shape and lane width of the overpass according to actual needs , or the position transformation of each approach bridge (Y), or the structure of generalized position transformation;
  • a separation wall, isolation prohibition marking line or isolation prohibition indicator light can be set ;
  • main bypass deck (Zr) or the auxiliary bypass deck (Fr) there will be no bypass vehicles in the main deck (Z) or the auxiliary deck (F), no matter on the main deck ( In Z), or between any two approach bridges (Y) in the auxiliary bridge deck (F), a directly connected bridge deck that does not exist in the same plane, does not increase the diameter, and does not increase the volume can be constructed without height difference.
  • Figure 3-4 is a layered overpass with 8 circular functions, assuming that the 1# approach bridge (Y) to the 5# approach bridge (Y) is the main line road, on the upper main deck (Z), or 1# of the auxiliary bridge deck (F) Build a straight-through bridge deck (1#-5#) between the approach bridge (Y) and 5# approach bridge (Y), so that vehicles between 1# approach bridge (Y) and 5# approach bridge (Y) can go straight in both directions pass. If 2# approach bridge (Y) to 5# approach bridge (Y) is the main line road, the straight-through bridge deck of the same plane of building is exactly 2#-5#, and so on.
  • each deck In the plane of a main bridge deck (Z) or an auxiliary bridge deck (F), each deck only builds a plane straight-through bridge deck, and there will be no conflict points.
  • a multi-branch annular functional layered overpass including the main bypass deck (Zr) or the auxiliary bypass deck (Fr), any two approach bridges of the main deck (Z) or auxiliary deck (F) ( The straight-through bridge deck built between Y) without elevation change is referred to as "straight-through bridge”.
  • one-way bridge deck 2#-5# has been built by means of 1#-5# one-way bridge deck. In the same way, 3#-5# can also be built.
  • one-way bridge decks 6#-1#, 7#-1#, etc. can be built equally.
  • the through bridge has room for expansion upwards or downwards. If you think about it, you can build an overpass deck that spans the upper through bridge, and you can build an overpass deck that crosses the lower through bridge downward.
  • the overpass deck built outside the through bridge, across or under the through bridge, is called “extended bridge deck”. So far, there are direct bridges, and those without bypass bridges can still be called: “mother and child bridges", and those with bypass bridges can be called “grandfather and grandson bridges”.
  • the basic functional layered overpass includes both the bypass bridge deck and the through bridge, or the functional layered overpass of the bypass bridge. Its function is almost perfect, and it is referred to as: “perfect functional layered overpass”. Those that cross the overpass deck of the through bridge are referred to as: “expanded functional layered overpasses".
  • the semi-floating perfect functional layered overpass has the outstanding technical characteristics in the use type of multi-branch overpass.
  • the approach bridge (Y) is the shortest, there is no ramp, so it occupies the smallest area, the volume is naturally the smallest, the number of floors is the fewest, and the traffic capacity Compared with the semi-floating ideal type functional layered overpass, it has obvious enhancement.
  • the expanded functional delamination overpass is not difficult to achieve in reality. It is larger in volume than the perfect functional delamination overpass. In practice, this requirement is relatively small. For example, many years after the overpass is built, it suddenly renews Opening a road needs to cross this bridge. The original main line of this bridge is not in this direction. In order to open this road with the minimum investment, we can use the enhanced overpass deck that crosses the through bridge. The reason for proposing the extended functional layered overpass is to consider that the problem discussion should be sufficient to avoid omissions.
  • the choice of the one through-bridge falling on the ground can save the supporting structure;
  • the ring-shaped functional layered overpass with semi-floating or single-layer floating or single-layer sinking can have two through-through bridges Bridge;
  • the approach bridge (Y) corresponding to the highway can directly extend into the ring. There is enough safe driving space between the three bridge decks, and there can be three through roads.
  • the top layer can expand a layer of overpass deck spanning the through bridge, which can form the fourth through bridge deck; of course, the bottom layer can also have a fifth through bridge deck, and the fifth through bridge deck is only theoretically deduced
  • the conclusion drawn here is only to say that it can be done in terms of construction technology, and it is not the main recommended content.
  • a kind of functional layered overpass described in technical feature 2 is characterized in that: a kind of functional layered overpass consists of main bridge deck (Z), auxiliary bridge deck (F), approach bridge (Y), main detour bridge deck (Zr ), auxiliary bypass deck (Fr), or through bridge, bypass bridge, main rapid bypass deck (Zkr), auxiliary rapid bypass deck (Fkr), main bypass deck rapid exit approach bridge (Zrkc ), the auxiliary detour deck quick exit approach bridge (Frkc);
  • the two-way through bridge can be connected between any two approach bridges (Y) in the main bridge deck (Z) or the auxiliary bridge deck (F) ring, and the one-way bypass bridge is connected between one approach bridge (Y) and between bridges.
  • the height difference between the main bridge deck (Z) and the auxiliary bridge deck (F) can be increased without increasing the diameter, so that through bridges, bypass bridges, and reinforced bridge decks can be constructed. Without increasing the height difference between the main bridge deck (Z) and the auxiliary bridge deck (F), and without increasing the diameter, it is also possible to construct a through bridge, a bypass bridge, and a reinforced bridge deck.
  • the road surface height of the main bridge deck (Z) is as close as possible to the height of the main line. This habit is the same for the circular bridge deck or the non-circular bridge deck.
  • Figure 4-1 is a four-branch ring-shaped functional layered overpass composed of four approach bridges (Y) in Figure 2-6A, which is equivalent to removing four approach bridges (Y) in Figure 2-16.
  • N 4
  • the ring-shaped functional layered overpass has two-way straight travel requirements vertically and horizontally, and there is also a left turn or right turn.
  • the four overpasses have one to come and three to go. There is no need for detour without redundant requirements.
  • the part of the circular bridge deck is naturally a part that can be omitted.
  • Figure 4-1 marks the straight-going lanes of the main line on the main bridge deck (Z), the right-turn lanes, and the position of the right-turn no-traffic barrier (B). Also mark the straight driving route, the left-turn driving route and the position of the left-turn no-travel barrier on the auxiliary bridge deck (F). Between the two-way straight roads on the bridge deck, isolation belts and isolated no-go lines can be set up. Assuming that there is only a separation line between the two-way straight roads (no physical separation zone is set), and with the permission of the management department in advance, special vehicles or emergency vehicles can choose to be on the main bridge deck (Z) under the premise of ensuring safety. Opportunity to turn left, or option to turn right within the secondary deck (F).
  • Figure 4-3A and Figure 4-3B are further simplified structures based on Figure 4-2A and Figure 4-2B, and the connection between the two approach bridges (Y) has been removed to further reduce the occupied area .
  • Fig. 4-3C is a projection of a position where a bus interchange connecting ladder (19) can be arranged outside the driving route of Fig. 4-3A and Fig. 4-3B.
  • Figure 4-4A is the main deck (Z) of the 4 functional layered overpasses composed of the approach bridges (Y) in Figure 2-7
  • Figure 4-4B is the 4 functional layered overpasses composed of the 4 functional layered overpasses based on the approach bridges (Y) in Figure 2-7 auxiliary bridge deck (F).
  • Fig. 4-4C is a projection of a position where a bus interchange connecting ladder (19) can be arranged outside the driving route of Fig. 4-4A and Fig. 4-4B.
  • Fig. 4-5 is a schematic diagram of four functional layered overpasses constructed in Fig. 2-8 with the approach bridge (Y3) and the approach bridge (Y4) on the right.
  • the main road can also align the main bridge deck (Z) straight lane as shown in Figure 4-4.
  • Figure 4-6A is a ring-shaped functional layered overpass composed of four position-changing structures in Figure 2-10A, and no additional content is added.
  • Figure 4-6B simplifies the arc portion of the inner ring and outer ring on the basis of Figure 4-6A.
  • Figure 4-6C simply increases the turning speed of the auxiliary deck (F).
  • Figure 4-6D is to change the right-angle turn of the main bridge deck (Z) and the auxiliary bridge deck (F) into an arc turn, which improves the turning speed.
  • the lower layer in the figure is the main line.
  • the bridge deck (Z) is smoother than the straight line on the auxiliary bridge deck (F).
  • the position of the bus transfer connecting ladder (19) can be set outside the traffic lane, and the sunlight can be irradiated from the skylight to the main bridge deck (Z) .
  • the area of the auxiliary deck (F) is usually smaller than that of the main deck (Z). It is obvious that the auxiliary deck (F) can be saved by setting the upper deck as an overhead deck, and at the same time, the longest deck is reserved for the main road. It is a reasonable choice, but it is not the only choice. The specific setting should be determined according to the actual requirements.
  • Figure 4-6D is also characterized by adjusting the right turning radius "R" of the main bridge deck (Z) or the left turning radius "r" of the auxiliary bridge deck (F), which can change the flow rate of vehicles and will not increase the occupied area if it is not particularly exaggerated. .
  • the traffic flow of the lead line is much smaller than that of the main line, and the width of the lead line lane is narrower than that of the main line lane.
  • the auxiliary bridge deck (F) is fully floated using prefabricated parts.
  • the advantage is that the construction period is short, and the auxiliary bridge deck (F) can be erected at night without affecting the driving during the day.
  • the auxiliary bridge deck (F) is fully submerged, the structure is stable and the service life is long.
  • a kind of functional layered overpass described in technical feature 1 is characterized in that: a kind of functional layered overpass is made of main bridge deck (Z), auxiliary bridge deck (F), 4 approach bridges (Y);
  • the approach bridge (Y) is composed of the approach bridge (Y1), the approach bridge (Y2), the approach bridge (Y3), the approach bridge (Y4), or including the approach bridge (Y5);
  • the main bridge deck (Z) tends to be used for straight-going vehicles on the main line, or right-turning vehicles in all directions, and the auxiliary bridge deck (F) is used for straight-going vehicles in the direction intersecting with the main bridge deck (Z), or left-hand vehicles for vehicles in all directions. turn;
  • the main bridge deck (Z) and the auxiliary bridge deck (F) are connected up and down, or up and down;
  • the approach bridge (Y1) and the approach bridge (Y2) are connected between the road and the main bridge deck (Z), and the approach bridge (Y3) and the approach bridge (Y4) can be connected between the auxiliary bridge deck (F) and the road by position change or generalized position change. between;
  • the overlapped part of the upper and lower projections of the vacant position of the main bridge deck (Z) and the auxiliary bridge deck (F) can be provided with a bus interchange connecting ladder (19), and can also be provided with load-bearing support points of the two bridge decks, or used for sun cast, or closed;
  • the main bridge deck (Z) may be able to set the right turn radius R according to the flow requirements, and the auxiliary bridge deck (F) may be able to set the left turn radius r according to the flow requirements;
  • the road in the road section is required to be "wide and straight", including no obstacles on both sides of the road, as long as it is not a rigid obstruction, for example: nursery, or flowers, or vegetable gardens within three years.
  • the requirement of straightness determines that the main line must correspond to the upper main bridge deck (Z), the position change is not allowed to be arranged on the main bridge deck (Z), and the left turn of the main line can only use the approach bridge (Y5) or the U-turn road surface (12) under the bridge and The position transformation of the auxiliary bridge deck (F) is done in parallel with the road surface.
  • approach bridge connects approach bridge (Y32) between the screen, flower bed or curtain wall etc. (22) of main bridge deck (Z) and upper bus platform (17) from approach bridge (Y31).
  • the upper public transfer platform (17) connects pedestrians, bicycle passages or underground passages (25) through the public transfer connecting ladder (19), and connects the lower public transportation platform (18), pedestrians, bicycle passages or underground passages (25) also connects city function module outlet (26).
  • the lower floor public transfer platform (18) can be arranged on both sides in the auxiliary bridge deck (F), and can also be arranged in the middle position in the auxiliary bridge deck (F).
  • Alternate roads must meet the basic requirements of the corresponding runways and cannot affect the safety of aircraft takeoff and landing.
  • a kind of functional layered overpass described in technical feature 1 is characterized in that: a kind of functional layered overpass consists of main bridge deck (Z), auxiliary bridge deck (F);
  • the main bridge deck (Z) is composed of two wide and flat straight-through roads with the main line of the approach bridge (Y11) to the approach bridge (Y22), the approach bridge (Y21) to the approach bridge (Y12), and the upper bus interchange platforms on both sides of the main bridge deck (Z) (17), screens, flower beds or curtain walls, etc. (22) on both sides of the main bridge deck (Z);
  • Auxiliary bridge deck (F) is made up of position changing section, bridge under-turn road surface (12), lower floor public transfer platform (18), public transfer connecting ladder (19), pedestrian, non-motor vehicle underground passage (25), pedestrian, Non-motor vehicle underpass entrance and exit (26) constitute;
  • the main bridge deck (Z) tends to be used for straight-going vehicles on the main line, or right-turning vehicles in all directions of the overpass;
  • the auxiliary bridge deck (F) is used for straight-going vehicles on the road crossing the main bridge deck (Z), or for vehicles in all directions of the overpass left turn of the vehicle;
  • the main bridge deck (Z) is on the top, and the auxiliary bridge deck (F) is on the bottom, showing an up-and-down cross connection relationship;
  • the main bridge deck (Z) and the auxiliary bridge deck (F) are composed of approach bridge (Y13), approach bridge (Y14), approach bridge (Y23 ), approach bridge (Y24) connection;
  • Approach bridge (31) passes between "screen, flower bed or curtain wall, etc. Road” is connected to approach bridge (32);
  • Approach bridge (41) passes between " screen, flower bed or curtain wall etc. (22) being positioned at 4# approach bridge top and 1# approach bridge (Y) to 2# approach bridge (Y) between the upper floor bus transfer platform (17) of the straight road outside Road” is connected to the approach bridge (42);
  • Underpasses for pedestrians and non-motor vehicles (25) are connected to public transfer connecting ladders (19), lower bus transfer platforms (18), entrances and exits of pedestrian and non-motor vehicle underground passages (26), and connecting ladders for public transfers (19) Connect the upper-level public exchange platform (17);
  • the above can meet the overall image road section, or the requirements of the large aircraft backup road for the overpass.
  • Vehicles enter the auxiliary bridge deck (F) from the 1# road through the approach bridge (Y13) to reach the approach bridge (Y24) to the 2# road;
  • Vehicles pass the approach bridge (Y11) from the 1# road to the approach bridge (Y42) through the main bridge deck (Z) to the 4# road;
  • Vehicles enter the main bridge deck (Z) from the 2# road through the approach bridge (Y21) to reach the approach bridge (Y12) to the 1# road;
  • Vehicles enter the main bridge deck (Z) from the 2# road through the approach bridge (Y21) to reach the approach bridge (Y32) to the 3# road;
  • Vehicles pass the approach bridge (Y23) from the 2# road to the approach bridge (Y44) through the auxiliary bridge deck (F) to the 4# road;
  • Vehicles enter the main bridge deck (Z) from the 3# road through the approach bridge (Y31) to reach the approach bridge (Y12) to the 1# road;
  • Vehicles enter the auxiliary bridge deck (F) from the 3# road through the approach bridge (Y33) to reach the approach bridge (Y24) to the 2# road;
  • Vehicles pass the approach bridge (Y33) from the 3# road to the approach bridge (Y44) through the auxiliary bridge deck (F) to the 4# road;
  • Vehicles enter the main bridge deck (Z) from the 4# road through the approach bridge (Y41) to reach the approach bridge (Y12) to the 1# road;
  • Vehicles enter the main bridge deck (Z) from the 4# road through the approach bridge (Y41) to reach the approach bridge (Y22) to the 2# road;
  • Vehicles pass the approach bridge (Y41) from the 4# road to the approach bridge (Y32) through the main bridge deck (Z) to the 3# road;
  • a kind of functional layered overpass described in technical feature 1 is characterized in that: a kind of functional layered overpass is made of main bridge deck (Z), auxiliary bridge deck (F), asymmetrical 4 approach bridges (Y); approach bridge ( Y) consists of approach bridges (Y1), approach bridges (Y2), approach bridges (Y3), and approach bridges (Y4); among them, 2 approach bridges (Y) are used for position transformation to achieve the effect of no conflict point; or 1 approach bridge (Y) is used for position
  • the transform works with the aux channel, with only one weak point of conflict.
  • Fig. 7 (N) assumes that 1# approach bridge (Y), 2# approach bridge (Y) is the main line, and 3# approach bridge (Y) is the lead wire.
  • Fig. 7-1 is Fig. 5 and removed an approach bridge (Y).
  • Figure 7-2 applies the single Figure 2-6C.
  • Figure 7-3 is a modification of Figure 2-8.
  • Figure 7-4 is a modification of Figure 2-13.
  • Figure 7-5 is another form of position transformation similar to Figure 2-11.
  • Figure 7-6 is a variation of Figure 2-10A with the auxiliary bridge deck (F) down.
  • Figure 7-7 is a variation of Figure 2-10A with the auxiliary bridge deck (F) on top.
  • Figure 7-1 to Figure 7-7 are all 3# approach bridge (Y) for position change, the following is the driving route:
  • the vehicle passes through the approach bridge Y (11) from the 1# road, the main bridge deck (Z) to the approach bridge Y (22), and reaches the 2# road;
  • the vehicle passes through the approach bridge Y (21) from the 2# road, the main bridge deck (Z) to the approach bridge Y (12), and reaches the 1# road;
  • the vehicle passes through the approach bridge Y (11) from the 1# road, the main bridge deck (Z) to the approach bridge Y (32), and reaches the 3# road;
  • the vehicle passes through the approach bridge Y (31) from the 3# road, the main bridge deck (Z) to the approach bridge Y (22), and reaches the 2# road;
  • the vehicle passes through the approach bridge Y (33) from the 3# road, the auxiliary bridge deck (F) to the approach bridge Y (24), and reaches the 1# road;
  • the vehicle passes through the approach bridge Y (23) from the 2# road, the auxiliary bridge deck (F) to the approach bridge Y (34), and reaches the 3# road;
  • the 3-branch functional layered overpass is different from the 4-branch functional layered flyover.
  • the 3-branch functional layered flyover is not necessary to transfer on the flyover. If it is necessary to transfer on the flyover, it can be described as shown in Figure 5B, Figure 5C, and Figure 5D. Principle processing.
  • a kind of functional layered overpass described in technical feature 1 is characterized in that: a kind of functional layered overpass is made of main bridge deck (Z), auxiliary bridge deck (F), 3 approach bridges (Y);
  • the approach bridge (Y) is composed of the approach bridge (Y1), the approach bridge (Y2), the approach bridge (Y3), the approach bridge (Y4), or including the approach bridge (Y5);
  • the three ring-shaped functional layered overpasses can be simplified into T-shaped and Y-shaped;
  • the main deck (Z) is used to complete a right turn, or go straight;
  • the auxiliary deck (F) is used to complete the left turn;
  • the main bridge deck (Z) and the auxiliary bridge deck (F) are connected up and down, or up and down;
  • the approach bridge (Y1) and the approach bridge (Y2) are connected between the highway and the main bridge deck (Z);
  • At least one approach bridge (Y3) and an approach bridge (Y4) of an approach bridge (Y) can be connected between the highway and the auxiliary bridge deck (F) by a position changing structure.
  • the technical feature of the present invention is that two position change structures of three functional layered overpasses are simplified.
  • Fig. 8 has shown that one is combined into 5 functional delamination overpasses with 3 functional delamination overpasses on the oblique angle of 4 functional delamination overpasses, and each oblique direction of this figure all supplements a 3 functional delamination overpasses, Just can get 8 functional layered overpasses. Constructing multi-branch overpasses in combination can disperse gathering points and reduce the actual footprint of overpasses. Various position transformation structures can participate in the combination, and the meaning of combination lies in diversity. Of course, non-position transformation structures can also participate in the combination. Fig. 8 adopts the position transformation structure of Fig. 2-6A, which is consistent and easy to understand.
  • the earth is round, and the spherical surface is not flat. Small cities seem to be square. Large cities can only be connected by multiple groups of urban areas that are approximately square. The connections can only be irregular connections. The existence of multiple overpasses is a necessary.
  • a functional layered overpass described in technical feature 1 is characterized in that: a functional layered overpass can use four functional layered overpasses and three functional layered overpasses to form a combined multi-branch overpass on one bridge position.
  • Figure 9-1 is the urban functional module group (MQ), which is mainly used for the analysis and explanation of the dispersion of modularized cities.
  • Definition 22 The area surrounded by the main line (ZHU) and the lead line (YIN), or the lead line (YIN) and the lead line (YIN) is the "urban functional module (M)".
  • the urban functional modules (M) in the urban functional module group are numbered with "Ms1", "M represents the urban functional module, "s” represents the number of "sample” (columns, vertical) and "1" represents the number of rows (horizontal) No.
  • the city function module in column 2, row 3 is "M23".
  • M15 is a base part manufacturing plant
  • M15 includes the content of scientific research, production, teaching and living
  • M14 is a base part manufacturing plant
  • M14 includes the content of scientific research, production, teaching and living
  • M15 It supports M25 assembly
  • M14 supports M24 assembly
  • M25 assembly needs to be pushed to M24 for further installation, and so on to M21, the site assembly is completed.
  • the car engine is from M55 to M45, M45 to M41, and so on to M31 to M35, the engine assembly is completed; then from M31 to M35, the whole car leaves the factory.
  • Each urban functional module (M) includes the content of production, education, research, residence and service.
  • Each urban functional module (M) can have multiple Domestic and foreign professional institutions live here, and any scientific research problem will be jointly explored by hundreds of thousands of people in an instant. It is obvious that the competitiveness of this urban structure is extremely strong.
  • the rational layout of the functions of urban functional modules is an important measure to improve production efficiency.
  • the vehicle If the vehicle enters this module from "S0" or “L0" in the upper left corner of the urban functional module group (MQ), it can go down from S0 of the longitudinal main line (ZHU), and then cross "L1, L2, L3, L4, L5". ", enter the corresponding urban function module (M); the vehicle can also go straight from the L0 of the horizontal main line (ZHU) to the right, and then go vertically "S0, S1, S2, S3, S4, S5" to enter the corresponding urban function Module (M); Motor vehicles entering the urban functional module group (MQ) is less and less, does not constitute a congestion condition.
  • the functional layered overpass in Figure 9-2 is a new modular city combined with the urban function module (M) in Figure 4-4A, and all position transformation structures from Figure 2-5 to Figure 2-15 can be combined with urban functions Modules (M) are combined.
  • Definition 23 The combination of functional layered overpasses and urban functional modules (M) constitutes: "Modular City II”.
  • Modular City II can arbitrarily choose the overpass structure with position change.
  • the preferred 5 structures also have their own advantages. They can only choose the structure with position change according to the specific position of the urban functional module (M) or actual needs. Drivers should choose according to the actual Location to choose a reasonable driving route. Of course, not making any choices has little impact.
  • the roads of Modular City II have no auxiliary roads, and the isolated green belt between the main road and the auxiliary road has naturally disappeared.
  • the problem of difficult maintenance of vegetation in the isolated green belt has been completely solved, and the problem of vegetation root damage to the road has also disappeared.
  • the planned public green space and the green area of the green isolation belt in the urban functional module (M) can be merged into the vegetation concentration area (9-1) between the urban functional module (M) and the road. Concentrated growth among them can play a role of non-artificial dust isolation and noise reduction. Concentrated growth is the best growth environment for urban vegetation, which is the progress of urban ecology.
  • the motor vehicle provides external force parking assistance to prevent the entering and exiting vehicles from hitting the motor vehicle inlet and outlet (6).
  • the platform of the bus station must have a safe height, and when the motor vehicle loses control, it cannot cause direct harm to the passengers on the platform.
  • the bus station (27) is placed on the left side of the motor vehicle entrance and exit (6) and can effectively prevent the bus from being too fast when passing through the city function module motor vehicle entrance and exit (6). Specifically mean that the bus will be parked at the bus station earlier, and when the bus leaves the station, it will pass through the city function module motor vehicle import and export (6) at the starting speed, which can improve the city function module motor vehicle import and export (6) in and out of the vehicle. safety.
  • Modular City II Compared with the previously proposed modular city, Modular City II has completely disappeared auxiliary roads and left-turn detours. Including multi-branch overpasses, all overpasses can achieve two floors, which is easy to accept.
  • Driving a motor vehicle on the road of Modular City II is like driving on a highway, with dense forests on both sides.
  • the bustling section of the whole city is on both sides of the pedestrian and non-motorized vehicle passage (25) connecting vertically and horizontally.
  • the modular city II inherits all the advantages of the modular city.
  • the pedestrian and non-motor vehicle passages (25) in Figure 9-3 can connect the entire city vertically and horizontally, and the overpasses with bus transfers can form pedestrian and non-motor vehicle passages (25' ) obliquely connects the whole city, and each urban functional module (M) can travel freely in four or eight directions.
  • the length of the alternate landing runway for a certain section of the lead (YIN) can be set by how the intersection of the lead (YIN) and the lead (YIN) is arranged vertically and horizontally.
  • Modular city II can be composed of several urban functional module groups (MQ), and each urban functional module group (MQ) should have a clear positioning. Each urban functional module (M) must reserve enough living space for the staff to live nearby, rather than affect the adjustment function after being occupied.
  • a functional layered overpass is characterized in that: a functional layered overpass is organically combined with an urban functional module (M) to form a new modular city II; the main line (ZHU) and the main line (ZHU) of the modular city II Functional layered overpass can be selected for the intersection point, the intersection point of the leading line (YIN) and the main line (ZHU) is subject to the longitudinal direction of the main line (ZHU), and the intersection point of the leading line (YIN) and the leading line (YIN) can be selected as a functional layered overpass;
  • the main line (ZHU) or leading line (YIN) road surrounding the urban functional module (M) has only the main road and no auxiliary road; the peripheral part of the urban functional module (M) has no sidewalks; the vegetation is concentrated between the urban functional module (M) and the road planting area (9-1);
  • the central position of city function module (M) side length is provided with motor vehicle import and export (6), and the left side of city function module motor vehicle import and export (6) is provided with bus station (27), and bus station (27) is connected with city.
  • Anti-collision measures (9-2) such as anti-collision walls and buffer pier barrels are arranged between the entrance and exit (6) of the motor vehicle of the functional module, and the bus stop (27) should have sufficient height to prevent the bus from malfunctioning and injuring passengers;
  • the motor vehicle entrances (6) of the city function module (M) are connected to each other by roads (5) in the city function module.
  • Definition 24 Cities are economic animals, cities away from access to jobs or business opportunities are necessarily ghost towns. Each basic work unit is combined with the basic living facilities to form a city cell, and the city functional unit (city cell) that cannot be split again is equipped with a stable physical address, which is called "urban minimum system”.
  • Modular City II is composed of roads with only main roads, functional layered overpasses and epidemic prevention modules. Modular City II has overall epidemic prevention capabilities, which is an effective urban epidemic prevention system that coexists with viruses for a long time.
  • the epidemic prevention module moves the work area from one corner to the center of the city function module (M) on the basis of the city function module (M), and divides the work area (G1) into 4 work areas, which are evenly distributed To 4 functional partitions, see Figure 10. Which work area the staff works in daily, they live in the living area (Jz) of the corresponding functional area, and the corresponding service personnel are assigned to live in each area according to the work needs.
  • Adjacent urban functional modules (M) can be connected with each other by production line work areas (G2), forming a systematic pipeline operation underground passage across urban functional modules (M), isolation channels between work zones, and production line work areas
  • G2 production line work areas
  • the isolation channel between (G2) can automatically isolate personnel during the epidemic, without hindering the transfer of work items, and can ensure that the normal work will not be affected during the epidemic.
  • Definition 26 It has the basic functions of the hardware of the epidemic prevention module. For example, all channels are equipped with networked visible light, thermal infrared, sound, smell and other sensors. .
  • the epidemic prevention module has the ability to dynamically refine the commuting time and routes (including elevators) of everyone in the entire city from time and space based on the data of the city's smallest system, avoiding the intersection of time and space Infection can immediately and automatically intercept suspected patients, automatically transfer in time, automatically report to the epidemic air defense command center, automatically screen close contacts, instantly notify close contacts, and notify second and third contact personnel. track. It can automatically calculate the level of each entry in the entire city, and notify everyone involved.
  • the rational configuration of the city's smallest system has the effect of correcting the social atmosphere.
  • the staff can take the children to visit the elderly in the morning, and then send the children to kindergarten or school before going to work. After get off work in the evening, I can pick up the children and go to visit the elderly before returning home. You can also go to see the elderly when you take a walk at night. The elderly will not feel lonely when they are forced to be separated from their children, and they can quickly go to the elderly in case of emergency.
  • the medical staff, nurses in nursing homes, teaching staff, or other service workers in the urban functional module (M) all work and live in the same urban functional module. They are familiar with each other and take care of each other. People must take care of themselves
  • the credit of the city can be accepted by the people of this city function module, otherwise it will be driven out of the city function module by its own credit.
  • the commuting distance of scientific research and production personnel is generally within 500 meters. Free bicycles and free electric wheelchairs are very convenient. Out of the city functional module (immune module), there are safe, comfortable, spacious and bright free buses, no traffic jams, and a road environment that does not wait for red lights, making life in Modular City II truly comfortable.
  • the working area (G1) of the epidemic prevention module is at the center of the urban functional module (M).
  • the working area (G1) is divided into 4 working areas, which are respectively assigned to the 4 urban functional areas; There is a working channel with isolation function between them, the work area (G1) is connected with the production line work area (G2), and the production line work area (G2) of the adjacent urban functional module (M) is also connected by a work channel with isolation function;
  • G2 production line work area
  • All channels of the epidemic prevention module are equipped with networked visible light, thermal infrared, sound, smell and other sensors.
  • the "Urban Intelligent Epidemic Prevention and Safety and Efficiency System” automatically screens pedestrians for suspected diseases, disease severity, etc., and proposes recuperation or diagnosis and treatment suggestions;
  • the urban intelligent epidemic prevention and safety and efficiency system can issue an on-site alarm in time, automatically upload it to the epidemic command center, automatically notify close contacts, intercept suspected epidemic-related personnel in a timely manner, track escapees in time, and take measures ;
  • the urban intelligent epidemic prevention and safety and efficiency system can determine the epidemic prevention level for each person in terms of time and space, and provide dynamic and detailed commuting time and routes (including elevators), avoiding time and space. cross-infection; to ensure that the scope is large enough, but also to ensure that non-close contacts will not be affected, and to ensure timeliness, rationality and effectiveness;
  • the urban intelligent epidemic prevention and safety and efficiency system based on the epidemic prevention module and the smallest urban system can withstand several years of isolation without affecting the country's economic operation.
  • FIG. 2-1, Figure 2-2, Figure 2-3, Figure 2-4 Schematic diagram of the local driving route at the bridge crossing
  • Figure 2-16 Schematic diagram of the basic circular functional layered overpass
  • Figure 2-17 Schematic diagram of the basic circular functional layered overpass with different position transformation combinations
  • Figure 2-18ABC Schematic diagram of a bridge within a bridge
  • Figure 3-1 Schematic diagram of an ideal ring-shaped functional layered overpass (with main deck, auxiliary deck, and main detour deck, with the main deck on top)
  • Figure 3-2 Schematic diagram of an ideal ring-shaped functional layered overpass (compared with Figure 3-1, there are more rapid detour bridge decks, and the main bridge deck is on top)
  • Figure 3-3 Schematic diagram of an ideal ring-shaped functional layered overpass (compared with Figure 3-1, there are more rapid detour bridge decks, and the main bridge deck is below)
  • Figure 3-4 Schematic diagram of a perfect ring-shaped functional layered overpass (with a through bridge and a bypass bridge)
  • Figure 4-1 Schematic diagram of the driving route of the four-branch functional layered overpass in Figure 2-6A
  • Figure 4-2AB Schematic diagram of changing arcs to straight lines of the four-branch functional layered overpass in the positional relationship (Y2, Y3-3, Y1, Y4) of Figure 2-6A
  • Figure 4-3AB Schematic diagram of the compact connection of the four-branch functional layered overpass
  • Figure 4-3C Schematic diagram of the "transfer connection ladder position" of the four-branch functional layered overpass bridge with positional relationship (Y2, Y3-3, Y1, Y4)
  • Figure 4-4A Schematic diagram of the four-branch functional layered overpass on the main deck (Z) in positional relationship (Y3-3, Y4, Y2, Y1)
  • Figure 4-4B Schematic diagram of the four-branch functional layered overpass on the auxiliary deck (F) in the positional relationship (Y3-3, Y4, Y2, Y1)
  • Figure 4-4C Schematic diagram of the location of the four-branch function layered overpass bus transfer connecting ladder in the positional relationship (Y3-3, Y4, Y2, Y1)
  • Figure 4-5 Schematic diagram of a ring-shaped four-branch functional layered overpass with positional relationship (Y2, Y1, Y3, Y4)
  • Figure 4-6A Schematic diagram of the ring-shaped four-branch functional layered overpass (arc removal) in the positional relationship (Y2, Y3, Y4, Y1) of Figure 2-10A
  • Figure 4-6B Schematic diagram of the ring-shaped four-branch functional layered overpass (oblique turn) in the positional relationship (Y2, Y3, Y4, Y1) of Figure 2-10A
  • Figure 4-6C refers to Figure 4-6B, changing the left-turn right-angle connection to an oblique connection can increase the turning speed.
  • Figure 4-6D Schematic diagram of the ring-shaped four-branch functional layered overpass (arc turn) in the positional relationship (Y2, Y3, Y4, Y1) of Figure 2-10A
  • Figure 5A Schematic diagram of a four-branch functional layered overpass that can ensure the width and straightness of the main line (ZHU)
  • Figure 5B Schematic diagram of screens, platforms, and entrances and exits of the four-branch functional layered overpass that can ensure the width and straightness of the main line (ZHU)
  • Figure 5C Schematic diagram of the pedestrian underpass and exit of the four-branch functional layered overpass that can ensure the width and straightness of the main line (ZHU)
  • Figure 5D Schematic diagram of the position of the middle bus platform of the four-branch functional layered overpass that can ensure the width and straightness of the main line (ZHU)
  • Figure 6-1 Asymmetrical (1 position change) four-branch functional layered overpass
  • Figure 6-2 Asymmetrical (2 position changes) four-branch functional layered overpass
  • Figure 8 Schematic diagram of a combined multi-branch overpass composed of 4-branch and 3-branch functional layered overpasses on one bridge site
  • FIG. 9-1 Schematic diagram of urban functional module groups
  • Figure 9-2 Schematic diagram of the connection relationship between urban roads, bus stops and functional modules in Modular City II
  • Figure 9-3 Schematic diagram of pedestrian and bicycle traffic routes in Modular City II
  • Figure 10 Schematic diagram of the urban epidemic prevention module in Modular City II
  • Figure 1-1 consists of main bridge deck (Z), auxiliary bridge deck (F) and approach bridge (Y).
  • Vehicles travel counterclockwise on the main bridge deck (Z), and vehicles travel clockwise on the auxiliary bridge deck (F).
  • the main bridge deck (Z) and the auxiliary bridge deck (F) are ring decks connected up and down correspondingly.
  • the approach bridge (Y) is composed of the approach bridge (Y1), the approach bridge (Y2), the approach bridge (Y3), and the approach bridge (Y4).
  • the main bridge deck (Z) is on top and the auxiliary bridge deck (F) is on the bottom. In fact, it can also be made into an auxiliary bridge deck (F) on top.
  • the position relationship of the approach bridge (Y) is (4, 2, 1, 3), that is, the approach bridge (Y4), the approach bridge (Y2), the approach bridge (Y1), and the approach bridge (Y3):
  • the approach bridge (Y1) and the approach bridge (Y2) are located in the middle, connecting between the main bridge deck (Z) and the highway.
  • the approach bridge (Y4) and the approach bridge (Y3) are separated from the two sides of the approach bridge (Y2) and the approach bridge (Y1).
  • the approach bridge (Y1) and the approach bridge (Y3) run parallel in the same direction, and the approach bridge (Y2) and the approach bridge (Y4) run parallel in the same direction from the overpass to the highway.
  • Figure 1-1 is weak, but it opens a door.
  • Figure 1-2 is composed of the main bridge deck (Z), auxiliary bridge deck (F) and approach bridge (Y); the main bridge deck (Z) and the auxiliary bridge deck (F) are circular bridge decks connected up and down correspondingly, and the approach bridge ( Y) consists of approach bridge (Y1), approach bridge (Y2), approach bridge (Y3), and approach bridge (Y4).
  • FIG. 1-2 The auxiliary bridge deck (F) is on top, the approach bridges (Y3) and approach bridges (Y4) connected to the auxiliary bridge deck (F) are located in the middle, and the positional relationship of the approach bridges (Y) is (2, 4, 3, 1 ), which is Approach (Y2), Approach (Y4), Approach (Y3), Approach (Y1);
  • the positional relationship (2431) can also achieve that the main bridge deck (Z) is on top.
  • Figure 1-2 has the same principle as Figure 1-1.
  • Figure 1-3 is composed of main bridge deck (Z), auxiliary bridge deck (F), and approach bridge (Y); the main bridge deck (Z) and auxiliary bridge deck (F) are circular bridge decks connected up and down correspondingly, and the approach bridge ( Y) consists of approach bridge (Y1), approach bridge (Y2), approach bridge (Y3), and approach bridge (Y4).
  • Figure 1-3 The main bridge deck (Z) is on top, the approach bridges (Y2) and approach bridges (Y1) connected to the main bridge deck (Z) are alternately on the left, and the positional relationship of the approach bridges (Y) is (2, 4, 1, 3), both approach bridge (Y2), approach bridge (Y4), approach bridge (Y1), approach bridge (Y3);
  • the position relation (2,4,1,3) also can accomplish that the auxiliary bridge deck (F) is on top.
  • Figure 1-3 works the same as Figure 1-1.
  • FIG. 1-4 The auxiliary bridge deck (F) is on top, and the positions of the approach bridges (Y3) and approach bridges (Y4) connected to the auxiliary bridge deck (F) are alternately on the left, and the positional relationship of the approach bridges (Y) is (4, 2, 3, 1), both approach bridge (Y4), approach bridge (Y2), approach bridge (Y3), approach bridge (Y1);
  • the positional relationship (4, 2, 3, 1) can also achieve that the main bridge deck (Z) is on top.
  • Figure 1-4 works the same as Figure 1-1.
  • auxiliary deck (F) as the upper deck can reduce the overhead area of the overpass, reduce investment, and save construction period.
  • the width between the approach bridge (Y4) and the approach bridge (Y3) is the widest, and the lane change distance is the longest.
  • the width between the approach bridge (Y4) and the approach bridge (Y3) is zero, and the lane change distance is the shortest.
  • Figure 2-1 is composed of "the main bridge deck (Z) traveling counterclockwise, and the approach bridge (Y) passing on the right".
  • the approach bridge (Y) and the main bridge deck (Z) look like a T-shaped connection, but it is actually a part of the screenshot of the connection between the overpass and the approach bridge.
  • Figure 2-1 is a schematic diagram of a vehicle turning right in a partial view of the main bridge deck (Z) traveling counterclockwise and the approach bridge (Y) passing on the right.
  • Figure 2-2 consists of "the auxiliary bridge deck (F) traveling clockwise and the approach bridge (Y) passing on the right".
  • Figure 2-2 is a schematic diagram of a left turn in a partial view of a vehicle traveling clockwise on an auxiliary bridge deck (F) and a right-hand approach bridge (Y).
  • the vehicle in the auxiliary bridge deck (F) running clockwise first encounters the vehicle in the approach bridge (Y3) turning left and driving into the left-turning intersection of the auxiliary bridge deck (F), and then can encounter the vehicle entering the approach bridge ( At the intersection of Y4), vehicles entering and exiting are first in and last out, and the lane change distance is zero, forming a relatively serious conflict point at the bridge crossing.
  • Figure 2-3 is composed of "auxiliary bridge deck (F) traveling clockwise and approach bridge (Y) traveling on the left".
  • Figure 2-3 is a partial view of the auxiliary bridge deck (F) and the approach bridge (Y) passing on the left side of the vehicle, and a schematic diagram of the left-turn driving route.
  • Vehicles on the auxiliary bridge deck (F) traveling clockwise will first encounter vehicles turning left from the auxiliary bridge deck (F) and entering the intersection of the approach bridge (Y4), and then encounter vehicles turning left from the approach bridge (Y3) Turning into the intersection of the auxiliary bridge deck (F), the relationship between entering and exiting vehicles is first-out, last-in, and the driving route of the vehicles will not form a conflict point.
  • Fig. 2-4 is a schematic diagram of a right-turning driving route in a partial view of the main bridge deck (Z) traveling counterclockwise and the approach bridge (Y) passing on the left.
  • Figure 2-5 consists of a part of the main bridge deck (Z), a part of the auxiliary bridge deck (F), and the approach bridge (Y), and is a screenshot of the approach bridge and the bridge entrance.
  • the upper deck in Figure 2-5 is the main deck (Z), and the lower deck is the auxiliary deck (F).
  • the main deck (Z) and the auxiliary deck (F) are structurally connected up and down.
  • the approach bridge (Y) is composed of the approach bridge (Y1), the approach bridge (Y2), the approach bridge (Y3), the approach bridge (Y4), and the approach bridge (Y5).
  • the approach bridge (Y1) and the approach bridge (Y2) are connected to the upper main deck (Z), and the approach bridge (Y3) and the approach bridge (Y4) are connected to the lower auxiliary deck (F).
  • the approach bridge position relationship of the approach bridge (Y) is (3-3, 2, 4, 1), namely the approach bridge (Y3-3), the approach bridge (Y2), the approach bridge (Y4), and the approach bridge (Y1).
  • the approach bridge (Y5) is a road from the approach bridge (Y3-3) to the approach bridge (Y2) on the outside of the auxiliary bridge deck (F) and below the approach bridge (Y2), connecting the approach bridge (Y3-3) and the approach bridge (Y4).
  • Fig. 2-5 is an approach bridge (Y3) transforming to the left.
  • Vehicles that need to enter the auxiliary bridge deck (F) enter the approach bridge (Y3), pass through the approach bridge (Y3-2) and change to the left side of the approach bridge (Y2), and drive from the approach bridge (Y3-3) to the auxiliary bridge deck (F) .
  • Vehicles that need to leave the auxiliary bridge deck (F) enter the approach bridge (Y4) from the auxiliary bridge deck (F).
  • Figure 2-6A consists of a part of the main bridge deck (Z), a part of the auxiliary bridge deck (F), and an approach bridge (Y).
  • the upper deck in Figure 2-6A is the main deck (Z), and the lower deck is the auxiliary deck (F).
  • the main deck (Z) and the auxiliary deck (F) are structurally connected up and down.
  • the approach bridge (Y) is composed of the approach bridge (Y1), the approach bridge (Y2), the approach bridge (Y3), the approach bridge (Y4), and the approach bridge (Y5).
  • the approach bridge (Y1) and the approach bridge (Y2) are connected to the upper main deck (Z), and the approach bridge (Y3) and the approach bridge (Y4) are connected to the lower auxiliary deck (F).
  • the position relationship of the approach bridge (Y) is (5, 2, 3, 1, 4): approach bridge (Y5), approach bridge (Y2), approach bridge (Y3), approach bridge (Y1), approach bridge (Y4).
  • the approach bridge (Y4) should change to the left side of the approach bridge (Y5) and merge with the approach bridge (Y5) through the approach bridge (Y4-2) and the approach bridge (Y4-3).
  • the approach bridge (Y5) is on the outside of the auxiliary bridge deck (F), and under the approach bridge (Y2), add a section of approach bridge (Y2) and approach bridge (Y5) road, connecting between the approach bridge (Y3) and the approach bridge (Y5) .
  • Figure 2-5 shows the approach bridge (Y4) changing from the right side of the approach bridge (Y1) to the left side of the approach bridge (Y5)
  • Figure 2-6A shows the approach bridge (Y4) changing from the right side of the approach bridge (Y1) to the left side of the approach bridge (Y5) side.
  • Figure 2-6A has more special approach bridges (Y5) than Figure 2-5.
  • Vehicles that need to enter the auxiliary bridge deck (F) drive into the auxiliary bridge deck (F) from the approach bridge (Y3).
  • Vehicles that need to leave the auxiliary bridge deck (F) drive into the approach bridge (Y4), approach bridge (Y4-2), and approach bridge (Y4-3) from the auxiliary bridge deck (F).
  • Figure 2-6B consists of a part of the main bridge deck (Z), a part of the auxiliary bridge deck (F), and an approach bridge (Y).
  • the upper deck in Figure 2-6B is the main deck (Z), and the lower deck is the auxiliary deck (F).
  • the main deck (Z) and the auxiliary deck (F) are structurally connected up and down.
  • the approach bridge (Y) is composed of the approach bridge (Y1), the approach bridge (Y2), the approach bridge (Y3), the approach bridge (Y4), and the approach bridge (Y5).
  • the approach bridge (Y1) and the approach bridge (Y2) are connected to the upper main deck (Z), and the approach bridge (Y3) and the approach bridge (Y4) are connected to the lower auxiliary deck (F).
  • the position relationship of the approach bridge (Y) is (2, 3, 1, 4): both the approach bridge (Y2), the approach bridge (Y3), the approach bridge (Y1), and the approach bridge (Y4).
  • the approach bridge (Y4) is on the right side of the approach bridge (Y), and changes to the left side of the approach bridge (Y2) through the approach bridge (Y4-2), and the approach bridge (Y4-3) merges with the approach bridge (Y2).
  • the approach bridge (Y5) uses the bridge deck.
  • Figure 2-6B is a simplification of Figure 2-6A, the separate approach bridge (Y5) is deleted, and the bridge deck is used instead to complete the U-turn.
  • Vehicles that need to turn around from the main bridge deck (Z) drive into the approach bridge (Y1) and enter the approach bridge (Y2) through the main bridge deck (Z).
  • the vehicle that needs to turn around from the auxiliary bridge deck (F) enters the approach bridge (Y3) and enters the approach bridge (Y4) through the auxiliary bridge deck (F).
  • Vehicles can turn around from the main deck (Z) or the auxiliary deck (F).
  • Figure 2-6C The difference between Figure 2-6C and Figure 2-6B is that on the outside of the main bridge deck (Z), the approach bridge (Y1) and the approach bridge (Y2) are bridged to connect the approach bridge (Y5). On the outside of the auxiliary bridge deck (F), the approach bridge (Y3) and the approach bridge (Y4) are bridged out of the approach bridge (Y5), and the others remain unchanged.
  • Figure 2-6C is based on Figure 2-6A, there is no separate approach bridge (Y5) road section, but on the outside of the main bridge deck (Z), and the outside of the auxiliary bridge deck (F), all connected by bridges Approach bridge (Y5).
  • Vehicles that need to make a U-turn on the outside of the main bridge deck (Z) pass through the approach bridge (Y5) outside the main bridge deck (Z) from the approach bridge (Y1) and enter the approach bridge (Y2).
  • Vehicles that need to make a U-turn on the outside of the auxiliary deck (F) pass the approach bridge (Y5) outside the auxiliary deck (F) from the approach bridge (Y3) and enter the approach bridge (Y4), approach bridge (Y4-2), approach bridge (Y4-3 ), parallel to the approach bridge (Y2) on the left side of the approach bridge (Y2).
  • Figure 2-7 is the approach bridge (Y3-3) and approach bridge (Y4) connecting the auxiliary bridge deck (F), which are set on the left side of the approach bridge (Y2) and approach bridge (Y1), and the approach bridge (Y3) is from the approach bridge (Y1)
  • the right side of the approach bridge (Y3-2) is transformed to the left side of the approach bridge (Y4) and becomes the approach bridge (Y3-3).
  • the positional relationship of the approach bridge (Y) is (3-3, 4, 2, 1): bridge (Y3-3), approach bridge (Y4), approach bridge (Y2), approach bridge (Y1).
  • Figure 2-8 is the approach bridge (Y3) and approach bridge (Y4) connecting the auxiliary bridge deck (F), which are set on the right side of the approach bridge (Y2) and approach bridge (Y1), and connected with the auxiliary bridge deck (F) in Figure 2-7 ) approach bridge (Y3) and approach bridge (Y4), which are set on the left side of approach bridge (Y2) and approach bridge (Y1).
  • approach bridge (Y) The positional relationship of the approach bridge (Y) is (2, 1, 3, 4): approach bridge (2), approach bridge (Y1), approach bridge (Y3), approach bridge (Y4).
  • the approach bridge (Y4) connecting the auxiliary bridge deck (F) is transformed to the left side of the approach bridge (2) by the approach bridge (Y4-2), and becomes the approach bridge (Y4-3) to merge with the approach bridge (2).
  • Vehicles that need to leave the auxiliary bridge deck (F) turn left from the auxiliary bridge deck (F) and enter the approach bridge (Y4), approach bridge (Y4-2), and approach bridge (Y4-3), on the left side of the approach bridge (2) parallel to it.
  • Fig. 2-9 is that the approach bridge (Y3) and the approach bridge (Y4) connecting the auxiliary bridge deck (F) are arranged in the middle of the approach bridge (2) and the approach bridge (Y1).
  • the positional relationship of the approach bridge (Y) is (2, 3, 4, 1): approach bridge (2), approach bridge (Y1), approach bridge (Y3), approach bridge (Y4).
  • the auxiliary deck (F) is on top.
  • the approach bridge (Y3-2) is above the approach bridge (Y4-2).
  • Figure 2-9 is a schematic diagram of the main bridge deck (Z) on the bottom, and the auxiliary bridge deck (F) on the top can usually be built quickly, saves costs, saves construction time, and is easy to dismantle. If the auxiliary bridge deck (F) is at the bottom, the visual permeability of the city is good, and each has its own advantages.
  • Vehicles that need to leave the auxiliary bridge deck (F) turn left from the auxiliary bridge deck (F) and enter the approach bridge (Y4), approach bridge (Y4-2), and approach bridge (Y4-3).
  • Figure 2-9 The position change position of approach bridge (Y4) and approach bridge (Y3) is in the middle of approach bridge (2) and approach bridge (Y1).
  • FIG 2-10A is the same as Figure 2-9, the only difference is that the approach bridge (Y3-2) is below the approach bridge (Y4-2).
  • Figure 2-10A is the same as Figure 2-9.
  • the slope length is limited, when the position of the approach bridge (Y3-2) changes below the approach bridge (Y4-2), the slope length of the upper approach bridge (Y4-2) Compared with the distance of the lower approach bridge (Y3-2), the slope is longer and the slope is gentler. This is for the approach bridge (Y3-2) below the approach bridge (Y4-2) in Figure 2-9.
  • choosing the approach bridge (Y4-2) above the approach bridge (Y3-2) in Figure 2-10A can improve safety.
  • Figure 2-10B and Figure 2-10A The difference between Figure 2-10B and Figure 2-10A is that the respective centerlines of the approach bridge (Y3) and the approach bridge (Y4) are aligned with the centerline of the road, and the approach bridge (Y3) or the approach bridge (Y4) adopts one-for-one when connecting the road.
  • the back way connects with the highway. In the way of folding in the middle, attention should be paid to leaving enough space for safe driving height between each section of the approach bridge (Y).
  • Figure 2-10B and Figure 2-10A show that when the area occupied by "overpasses and highways" is very limited, the approach bridges (Y3) and approach bridges (Y4) are superimposed to reduce the total width of the road, and the maximum [[approach bridges ( Y3)+ approach bridge (Y4)]/2).
  • Figure 2-11 depicts the upper deck as the main bridge deck (Z), connecting bridge (Y2) and approach bridge (Y1).
  • the lower layer is the auxiliary bridge deck (F), connecting the approach bridge (Y3) and the approach bridge (Y4).
  • approach bridge (Y) 3-3, 2, 1-3, 4): approach bridge (Y3-3), approach bridge (Y2), approach bridge (Y1-3), approach bridge (Y4).
  • the approach bridge (Y2) connecting the main bridge deck (Z), the approach bridge (Y2-2) passing through the approach bridge (Y3-2), (Y2-3) is connected in parallel on the left side of (Y4-3).
  • the approach bridge (Y4) connecting the auxiliary bridge deck (F), the approach bridge (Y4-2) passes under the approach bridge (Y1-2), the approach bridge (Y3-2), on the left side of the approach bridge (Y3), the approach bridge (Y2-3) Connecting road on the right.
  • the left side of the approach bridge (Y5) is connected to the approach bridge (Y3-3), and the right side of the approach bridge (Y5) is connected to the approach bridge (Y4).
  • Vehicles that need to turn right on the main bridge deck (Z) enter the approach bridge (Y1), cross the approach bridge (Y4-2) on the approach bridge (Y1-2), and cross the approach bridge (Y4-2) on the left side of the approach bridge (Y2) and at the end of the approach bridge (Y4) Turn right onto the main deck (Z).
  • Figure 2-11 shows that there can be many kinds of position changes, which is valuable from the perspective of research itself. Complicated position transformation is contrary to the simplicity of the structure, and it will not be used if it is not particularly necessary.
  • Figure 2-12 depicts the upper deck as the main bridge deck (Z), connecting bridge (Y2) and approach bridge (Y1).
  • the lower layer is the auxiliary bridge deck, connecting the approach bridge (Y3) and the approach bridge (Y4).
  • the approach bridge (Y4) is connected to the approach bridge (Y4-2), and the connecting approach bridge (Y4-2) passes under the "approach bridge (Y3), approach bridge (Y2)", and the connecting approach bridge (Y4-3) is connected in parallel on the left side of the approach bridge (Y2) highway.
  • the approach bridge (Y5) is connected between the approach bridge (Y2) and the approach bridge (Y1) by means of the auxiliary bridge deck (F).
  • Figure 2-12 depicts that the upper and lower overlapping structures of the approach bridge (Y1) and the approach bridge (Y4) can narrow the width of the road, which is only an option under special environmental conditions. In this overlapping structure, it does not matter whether the main bridge is on the upper level or on the lower level.
  • the approach bridge (Y6) means that the highway section outside the approach bridge (Y) can be narrowed. The narrowing itself is easy to think of and is only stated for completeness.
  • Vehicles that need to make a U-turn pass from the approach bridge (Y1) to the approach bridge (Y2) through the main bridge deck (Z).
  • Figure 2-13 is the same as Figure 2-12, the difference is that the approach bridge (Y4-2) section is changed to a curved line, and the closure (6) is also a curved line.
  • the section of the approach bridge (Y4-2) is changed to a curve, and the driving route is smoother. Closing (6) indicates that further narrowing of the road is permitted if necessary.
  • the driving route is the same as that in Figure 2-12.
  • Figure 2-14 describes the approach bridge (Y) and the widest part of the highway is three lanes.
  • the "approach bridge (Y1+Y3)" crosses the approach bridge (Y4-2) and connects to the main bridge deck (Z) through the approach bridge (Y1) above the approach bridge (Y4).
  • the main bridge deck (Z) connects the approach bridge (Y2) to the highway.
  • the auxiliary bridge deck (F) connects to the approach bridge (Y4) "below the approach bridge (Y1)", and connects to the approach bridge (Y4-2) after “the junction of the approach bridge (Y1+Y3) and the approach bridge (Y3-2)” , connecting the approach bridge (Y4-3) of "the left side of the approach bridge (Y1+Y3) and the right side of the approach bridge (Y2)".
  • Vehicles that need to enter the auxiliary bridge deck (F) and turn left enter the approach bridge (Y1+Y3) from the highway, then enter the approach bridge (Y3-2), and enter the auxiliary bridge deck (F) at the approach bridge (Y3-3) Turn left.
  • Vehicles that need to enter the main bridge deck (Z) and make a right turn should enter the approach bridge (Y1+Y3) from the highway, pass through the approach bridge (Y1) and enter the main bridge deck (Z) to turn right.
  • Vehicles that need to leave the auxiliary bridge deck (F) turn left on the auxiliary bridge deck (F) and drive into the approach bridge (Y4), drive under the approach bridge (Y1+Y3) into the approach bridge (Y4-2), and drive into the approach bridge ( Y4-3), merging with vehicles leaving the main bridge deck (Z) and entering the road.
  • the road connects to the approach bridge (Y1+Y3), the approach bridge (Y1+Y3) crosses the approach bridge (4-2) section, and the approach bridge (Y1) above the approach bridge (4) connects to the main bridge deck (Z); all the way from the approach bridge ( 3-2) Connect the approach bridge (3-3) below the approach bridge (Y2), and connect the auxiliary bridge deck (F).
  • the main bridge deck (Z) is connected to the approach bridge (Y2) above the approach bridge (3-3), and merges with the approach bridge (4-2) after the approach bridge (3-2) section to form an approach bridge (Y4-3+Y2).
  • approach bridge (Y2) corresponding to the approach bridge (3-2) section is erected relative to the height of the approach bridge (Y1), and the vehicle on the enough approach bridge (3-2) passes under the approach bridge (Y2).
  • approach bridge (3-2) and approach bridge (3-3) are close to equal height.
  • approach bridge (Y1+Y3) corresponding to the approach bridge (4-2) section is erected relative to the height of the approach bridge (Y2), and the vehicle on the enough approach bridge (4-2) passes under the approach bridge (Y1+Y3).
  • approach bridge (4-2) and approach bridge (4-3) are close to equal height.
  • Vehicles that need to enter the auxiliary bridge deck (F) and turn left enter the approach bridge (Y1+Y3) from the highway, enter the approach bridge (Y3-2), enter the approach bridge (Y3-3), and drive on the auxiliary bridge deck (F) Turn left.
  • Vehicles that need to enter the main bridge deck (Z) and make a right turn should enter the approach bridge (Y1) from the road and enter the main bridge deck (Z) to turn right.
  • Fig. 2-16 is a schematic diagram of a multi-branch ring-shaped overpass formed by compact connection of eight Fig. 2-6A. This is a circular overpass without conflict points at bridge crossings.
  • Figure 2-16 The outer side of the circular bridge deck of the circular overpass is an N-sided shape formed by connecting N approach bridges (Y).
  • Fig. 2-16 is a functional schematic diagram of multiple functional layered overpasses stitched together in Fig. 2-6A.
  • the solid line arrow marks the upper main deck (Z), and the dashed arrow marks the lower auxiliary deck (F).
  • the main bridge deck (Z) can go around the one-way passage counterclockwise when turning right, and the auxiliary bridge deck (F) can go around the one-way passage clockwise when turning left.
  • FIG. 16 The auxiliary bridge deck (F) and the main bridge deck (Z) have different detour directions, but the walking principle is the same.
  • Figure 2-17 is a variety of approach bridge (Y) position transformation structures connected to a circular functional layered overpass.
  • Figure 2-17 illustrates different driving directions, and the appropriate approach bridge (Y) position transformation structure can be selected according to the environment or actual needs to be combined into a ring-shaped functional layered overpass. As long as the positional relationship between the top and bottom of the main bridge deck (Z) is the same, they can be connected together.
  • Figure 2-18A is Figure 2-16.
  • the first floor is fully floating, and the first floor is fully submerged.
  • the road starts from the approach bridge (Y2), approach bridge (Y1) or Y3), the approach bridge (Y4) extend inwardly to the ring and can build the flyover in the ring of the ring-shaped multi-branch function layered flyover.
  • 1# in Figure 2-18A represents the road with the number 1# corresponding to the 1# approach bridge (Y) in Figure 2-16
  • 5# is the No. 5 approach bridge (Y) corresponding to the number 5# located directly opposite the 1# approach bridge (Y)
  • 1#-5# is a straight-through road from No. 1 approach bridge (Y) to No. 5 approach bridge (Y) in the ring of the circular functional layered overpass, which belongs to the special state of the overpass bridge deck.
  • Figure 2-18A is Figure 2-16.
  • the road can only pass through the approach bridge (Y2),
  • the approach bridge (Y1) or the approach bridge (Y3), the approach bridge (Y4) extend inwardly to the ring, and the overpass bridge can be built in the ring of the annular multi-branch function layered overpass bridge.
  • a through bridge deck can be connected between any two approach bridges (Y), but there can only be one through bridge deck.
  • Figure 2-18B is equivalent to a 4-branch overpass attached to the ring.
  • Figure 2-18C has one more floor than Figure 2-18B, 4#-8# of the attached overpass bridge deck in the ring, 4#-8# is the overpass bridge deck from No. 4 approach bridge (Y) to No. 8 approach bridge (Y) , 4#-8# and 1#-5#, 3#-7# form an oblique connection relationship.
  • Figure 2-18C is a 6-branch overpass attached to the ring.
  • the overpass bridges in the construction ring are positively sorted according to the traffic volume.
  • Figure 2-18C shows three bridge decks, which are difficult to see in practice. The purpose of discussing 4#-8# or 2#-6# is to ensure the sufficiency of the research conclusion.
  • Figure 3-1 consists of the main bridge deck (Z) that only allows right turns, the auxiliary bridge deck (F) that only allows left turns, the approach bridge (Y), the main detour deck (Zr) that only allows counterclockwise detours,
  • the main bypass deck (Zr) is directly connected to the approach bridge (Y) which exits the bridge deck, and the main bypass deck quick-exit approach bridge (Zrkc) is formed;
  • the approach bridge (Y) is composed of the approach bridge (Y1), the approach bridge (Y2), the approach bridge (Y3), the approach bridge (Y4), or the approach bridge (Y5);
  • the main bridge deck (Z) and the auxiliary bridge deck (F) are connected up and down correspondingly, and one of the main bridge deck (Z) or the auxiliary bridge deck (F) is on the upper floor and the other is on the lower floor.
  • the main bridge deck (Z) is connected to the road with "approach bridge (Y1) and approach bridge (Y2)".
  • the auxiliary bridge deck (F) connects to the highway with "approach bridge (Y3) and approach bridge (Y4)".
  • the left end of the main bypass deck (Zr) is connected to the main deck (Z) on the left side of the approach bridge (Y) corresponding to the main deck (Z),
  • the right end of the main bypass deck (Zr) is connected to the main deck (Z) on the right side of the approach bridge (Y) corresponding to the main deck (Z),
  • the overlapping part of the main bypass bridge deck (Zr) and the approach bridge (Y) should keep a certain safety distance (height) from the approach bridge (Y), so as to ensure that the vehicles on the main bypass bridge deck (Zr) or the approach bridge (Y) Vehicles will not scratch or hit the bridge body.
  • the main bridge deck (Z) should have enough width to ensure that the bypass vehicles on the main bypass deck (Zr) and the right-turning vehicles on the main bridge deck (Z) will not compete for the right of way.
  • the quick exit approach bridge (Zrkc) of the main bypass deck (Zrkc) is on the outside of the main bypass deck (Zr), and is connected to the approach bridge (Y5), approach bridge (Y2) and approach bridge ( Y4), or between directly connected roads.
  • a separation wall can be set between the two left-turning roads, or a no-walk isolation marking line can be drawn, or a no-walk indicator light can be installed.
  • a partition wall can be set between two right-turning roads, or a no-go isolation marking line can be drawn, or a no-go traffic indicator light can be installed.
  • Adding the main detour bridge deck (Zr) can separate the detour vehicles of the basic functional layered overpass from the main bridge deck (Z) and the auxiliary bridge deck (F), eliminating the detour of the basic functional layered overpass Interweave points of conflict.
  • the quick exit approach bridge (Zrkc) of the main bypass deck is to avoid competition between bypass vehicles and turning vehicles for the right of way of the approach bridge (Y2).
  • main detour deck (Zr) is placed on the ground, only the auxiliary deck (F) needs to be built, and the bridge deck needs to be assumed to be less, but it occupies a little more land than the one on the upper floor.
  • Figure 3-2 adds the main rapid detour deck (Zkr) on the basis of Figure 3-1.
  • the main rapid detour deck (Zr) connects the tops of the main detour deck (Zr), and the main rapid detour deck (Zkr) has three schemes: circular, straight and arc, depending on the needs.
  • the main bypass bridge deck fast exit approach bridge (Zrkc) is located on the main rapid bypass bridge deck (Zkr), according to the driving direction, it should be arranged at the connection between the main bypass bridge deck (Zr) and the main rapid bypass bridge deck (Z1r) before.
  • the function of the main rapid detour deck (Zkr) is to increase the speed of detour vehicles.
  • the vehicle detours quickly it must first meet the main detour bridge (Zrkc) and then meet the position where the main detour (Zr) is connected to the main detour (Zkr) to prevent the main detour Vehicles in the bridge deck (Zr) directly exit the approach bridge (Zrkc) from the main bypass bridge deck (Zrkc) and directly exit the main rapid bypass bridge deck (Zkr) to form a conflict point.
  • the role of the main rapid bypass bridge deck (Zkr) is to improve traffic efficiency.
  • Figure 3-1 and Figure 3-2 are the main bridge deck (Z) on top, mainly for the convenience of viewing and understanding.
  • the flow of the auxiliary bridge deck (F) is smaller than that of the main bridge deck (Z), and the auxiliary bridge deck (F) ) above will relatively reduce investment.
  • Figure 3-3 and Figure 3-2 are two pictures that are symmetrical up and down in terms of functional principles.
  • Figure 3-3 is the lower auxiliary bridge deck (F).
  • the driving direction of the auxiliary fast detour bridge deck (Fkr) and the auxiliary bridge deck (F) is the same, both clockwise.
  • the auxiliary detour bridge deck fast exit approach bridge (Fkr) is connected with the approach bridge (Y4) on the right side of the approach bridge (Y).
  • Fig. 3-1, Fig. 3-2, Fig. 3-3 are to see the principle clearly, just draw the multi-branch overpass bridge into four branch overpass bridges.
  • Figure 3-3 The combination of Figure 3-2 and Figure 3-3 is a functional layered overpass with both the main rapid detour deck (Zkr) and the auxiliary rapid detour deck (Fkc). Look at Figure 3-3, you need to refer to the numbers in Figure 2-16:
  • Vehicles that need to reach the 5# approach bridge (Y) can drive from the approach bridge (Y11) to the main bridge deck (Z) and turn right, or can drive from the approach bridge (Y13) to the auxiliary bridge deck (F) and turn left, and pass the main rapid detour Passage bridge deck (Zkr) or auxiliary rapid detour bridge deck (Fkr), quickly exit the approach bridge (Zrkc) from the main detour bridge deck to connect the approach bridge (Y52) or approach bridge (Y55), or quickly exit the approach bridge from the auxiliary detour bridge deck (Frkc) Connect to the approach bridge (Y54) and enter the road.
  • Zkr main rapid detour Passage bridge deck
  • Fkr auxiliary rapid detour bridge deck
  • Figure 3-4 has "main bridge deck (Z), auxiliary bridge deck (F), main detour bridge deck (Zr), auxiliary rapid detour bridge” in Figure 3-1, Figure 3-2, and Figure 3-3.
  • surface (Fr), main rapid detour deck (Zkr), auxiliary rapid detour deck (Fkr), main detour rapid approach bridge (Zrkc), auxiliary detour rapid exit approach bridge (Frkc) Multi-branch functional layered overpass.
  • any approach bridges (Y) on the main deck (Z) or between any approach bridges (Y) on the auxiliary deck (F) can be directly connected on the same plane to form a through bridge, such as 1#-5# or 5#1# .
  • Other approach bridges (Y) that can travel in the same direction can be connected with the through bridge to become a bypass bridge, such as 2#-5#.
  • any two approach bridges (Y) can be connected with a through bridge on the same plane. It can be done when there are only two bridge decks, and it is also possible to continue to add non-planar through bridges.
  • Figure 4-1 is a four-functional layered branch overpass formed by Figure 2-6A.
  • the solid line is the driving route of the main deck (Z).
  • the dashed line is the driving route of the auxiliary deck (F).
  • the main bridge deck (Z), or the auxiliary bridge deck (F) has a barrier (B) that prohibits detours.
  • the driving route in Figure 4-1 is the same as that in 2-16.
  • Figure 4-2A has exactly the same structure as Figure 4-1. The difference is that the arc between the approach bridges (Y) is changed to a straight line, and the inner ring is removed, because the arc is meaningless.
  • Figure 4-2A The main deck (Z) with the main deck on top.
  • the four-branch functional layered overpass is the same as other double-decker overpasses, there are only two round trips, and the difference from other overpasses is that the four directions can be connected to the main bridge deck (Z), and can also be connected to the auxiliary bridge deck (F). , which needs to have a specified straight row assignment.
  • the relatively important highway is called the main line of the overpass, and the other road is called the lead line.
  • the vehicles on the designated main line go straight on the main bridge deck (Z), and the vehicles on the lead line are on the auxiliary bridge deck (F).
  • Approach bridge (Y11) turn right to approach bridge (Y22), approach bridge (Y21) turn right to approach bridge (Y32), approach bridge (Y31) turn right to approach bridge (Y42), approach bridge (Y41) turn right to approach bridge (Y12).
  • Figure 4-2B is the same bridge as Figure 4-2A, Figure 4-2A shows the driving route of the main bridge deck (Z), and Figure 4-2B shows the driving route of the auxiliary bridge deck (F).
  • Figure 4-3A is exactly the same as Figure 4-2A, and Figure 4-3A is smaller than Figure 4-2A.
  • Figure 4-3B is exactly the same as Figure 4-2B.
  • FIG. 4-3C is a schematic diagram of overlapping blocks outside the driving route in FIG. 4-3A and FIG. 4-3B .
  • the overlapping area outside the driving route can be provided with a public interchange connecting ladder (19).
  • FIG. 4-4A is a schematic diagram of the driving route on the main bridge deck (Z).
  • Fig. 4-4B is a schematic diagram of the driving route of the auxiliary bridge deck (F) in Fig. 4-4A.
  • Figure 4-4C shows the overlapping area of the top and bottom projections of Figure 4-4A and Figure 4-4B.
  • the position of the transfer link ladder (19) between the upper and lower floors of the bus station can be set.
  • the overlapping area of the upper and lower projections can be provided with a transfer connection ladder (19) between the upper and lower floors of the bus station. In reality, it is not a lane, and the overlapping area of the upper and lower projections is very large.
  • Passengers driving on the main line bus can get off at the main bridge deck (Z) bus platform, arrive at the bus platform of the auxiliary bridge deck (F) through transfer connecting ladder (19), and transfer the bus of the leading line. The same goes for the reverse transfer.
  • a pedestrian crossing bridge can be erected above the connecting ladder to connect to the urban functional modules, and an underground pedestrian passageway can be installed below the connecting ladder to connect to the urban functional modules. Arrive at the focused city function module.
  • Fig. 4-5 is the four-branch function layered overpass adopting Fig. 2-8 approach bridge (Y) position relationship combination.
  • the solid line is the driving route map of the main deck (Z), and the dashed line is the driving route map of the auxiliary deck (F).
  • Figure 4-6A is formed by connecting four pieces of Figure 2-10A.
  • Figure 4-6B refers to Figure 4-6A.
  • connection in Figure 4-6C and Figure 4-6B The difference between the connection in Figure 4-6C and Figure 4-6B is that the left-turn right-angle connection is changed to an oblique line connection.
  • Figure 4-6C refers to Figure 4-6B, changing the left-turn right-angle connection to an oblique connection can increase the turning speed.
  • Figure 4-6D is based on Figure 4-6C, changing the right-angle left turn into an arc turn,
  • Figure 4-6C shows that the auxiliary bridge deck (F) is on top and the main deck (Z) is on the bottom.
  • R is the turning radius of the lower main deck (Z).
  • r is the turning radius of the upper auxiliary deck (F).
  • the driving route in Figure 4-6D refers to Figure 4-6A, the main thing is that changing the turning radius R, or r, can change the flow of the overpass.
  • the overlapping area is enough to arrange the bus transfer station and the transfer connection ladder (19) and the sunlight projection skylight.
  • Fig. 5A is a four-branch functional layered overpass whose main line does not allow position change.
  • the approach bridge (Y1) and the approach bridge (Y2) are a flat and spacious main line, and the approach bridge (Y3) and the approach bridge (Y4) are sunken auxiliary bridge decks (F) below the main line.
  • the approach bridge (Y3) and the approach bridge (Y4) are all based on the principle in Figure 2-10A to ensure that the longer approach bridge (Y3) is selected above the approach bridge (Y4) for the downward distance.
  • Fig. 5A The left side of Fig. 5A is 1# approach bridge (Y), the right side is 2# approach bridge (Y), the top is 3# approach bridge (Y), and the following is 4# approach bridge (Y), and the road surface is equivalent to the main bridge deck (Z).
  • the U-turn road surface (12) of the approach bridge (Y1) is parallel to the straight line from the approach bridge (Y43) to the approach bridge (Y34) under the bridge,
  • the U-turn road surface (12) of the approach bridge (Y2) is parallel to the straight line from the approach bridge (Y33) to the approach bridge (Y44) under the bridge.
  • the roads in the city such as main lines, cross-city passages, alternate roads, and image blocks, require the roads to be straight and spacious, and there should be no obstacles (crossing bridges) above the road surface. .
  • the approach bridge (Y1) is connected to the approach bridge (Y2) and is the main line, and the approach bridge (Y3) and the approach bridge (Y4) are the lead lines below the main line.
  • the main line of Fig. 5A is the spacious highway main bridge deck (Z) with good road width and straight line of sight, and the leading line can only be the sunken auxiliary bridge deck (Z) with position change.
  • the approach bridge (Y11) is on the main bridge deck (Z) to the approach bridge (Y42), the approach bridge (Y21) is on the main bridge deck (Z) to the approach bridge (Y32), the approach bridge (Y31) is on the main bridge deck (Z) to the approach bridge (Y12) , the approach bridge (Y41) is on the main bridge deck (Z) to the approach bridge (Y22).
  • the approach bridge (Y13) is on the main bridge deck (Z) to the approach bridge (Y34), the approach bridge (Y23) is on the main bridge deck (Z) to the approach bridge (Y44), the approach bridge (Y33) is on the main bridge deck (Z) to the approach bridge (Y24) , the approach bridge (Y43) is on the main bridge deck (Z) to the approach bridge (Y24).
  • connection between the pedestrian underpass and the entrance and exit, and the connection with the bus interchange are respectively marked on the two diagrams of Fig. 5B and Fig. 5C.
  • the upper floor bus platform (17) in Fig. 5B connects the public interchange connecting ladder (19), connects the pedestrian in Fig. 5C, bicycle passageway or underground passage or overpass (25), connects the lower floor public interchange platform among Fig. 5B (18).
  • Pedestrians in Fig. 5C, non-motor vehicle passage or underground passage or overpass (25) also connect urban function module outlet (26).
  • FIG. 5B Screen, flower bed or curtain wall etc. (22) among Fig. 5B are the top position that lead line enters main line, be lead line between the U-turn lane of main bridge deck (Z) with upper bus platform (17).
  • Pedestrians in the urban functional module can walk to pedestrians, bicycle passages or underground passages or overpasses (25) in Figure 5C through the urban functional module entrance and exit (26) in Figure 5B.
  • Pedestrians, non-motor vehicle passages or underpasses or pedestrians in the overpass (25) can reach the bus transfer connecting ladder (19), and the upper bus platform (17) takes the main line bus.
  • Pedestrians, non-motor vehicle passages or underground passages or pedestrians in the overpass (25) can arrive at the public interchange platform (18) on the lower floor, and take the lead bus.
  • Passengers or pedestrians in the four-corner city functional module (M) can also arrive at the bus platform (17) on the upper floor or the bus transfer platform (18) on the lower floor by pedestrians, bicycle passages or underpasses or overpasses (25) to get on the bus, or get off Car to any city function module (M) in the four corners.
  • the screen, flower bed or curtain wall etc. (22) among Fig. 5B are in the upper position that lead wire enters main line, can play a safety role, also have the effect of setting off the landscape, or place advertisement with big screen.
  • the lower floor public transfer platform (18) is connected with pedestrians, bicycle passages or underground passages or flyovers (25) among Fig. 5C.
  • Figure 6-1 is an asymmetric four-branch functional layered overpass.
  • Figure 6-1 The left side of Figure 6-1 is 1# approach bridge (Y), the right side is 2# approach bridge (Y), the top is 3# approach bridge (Y), the bottom is 4# approach bridge (Y), 3# approach bridge (Y) and 4 #Access bridge (Y) is an asymmetric relationship, 3# approach bridge (Y) is on the left, and 4# approach bridge (Y) is on the right.
  • Figure 6-1 The upper layer is the main bridge deck (Z).
  • Figure 6-1 lies in the protection of historical landscapes, and the changed parts can only be hidden underground.
  • Figure 6-2 is to remove the position change of 3# approach bridge (Y) in Figure 6-1, and use the U-turn road under the bridge to solve the left turn of 3# approach bridge (Y).
  • Figure 7-1 is Figure 5A with one lead bridge (Y) removed.
  • Figure 7-1 is the same as the driving route in Figure 5A in principle.
  • Figure 7-2 The main bridge deck (Z) is on top, and the position change is consistent with Figure 2-6C.
  • Figure 7-2 shows three functional layered overpasses, which are characterized in that the main line can be used between the 1# approach bridge (Y) and the 2# approach bridge (Y).
  • connection relationship in Figure 7-3 is basically the same as that in Figure 7-2, the difference is that the position exchange method comes from Figure 2-8, the U-turn approach bridge (Y35) is connected in the auxiliary bridge deck (F) between the approach bridge (Y33) and the approach bridge (Y34 )between.
  • connection relationship in Figure 7-4 is basically the same as that in Figure 7-2, the difference is that the position exchange streamline comes from Figure 2-13.
  • the approach bridge (Y31) is connected to the approach bridge (Y31-2) on the right side of the approach bridge (Y33), and the approach bridge (Y31-2) is connected to the right side of the approach bridge (Y32) and left of the approach bridge (Y34) across the approach bridge (Y34-2)
  • the side approach bridge (Y31-3) is connected to the approach bridge (Y22) via the main bridge deck (Z).
  • the approach bridge (Y11) is connected to the approach bridge (Y32) via the main bridge deck (Z), and the approach bridge (Y32- 2), the approach bridge (Y32-2) passes under the approach bridge (Y33-2) and then connects to the approach bridge (Y32-3) on the left side of the approach bridge (Y34-3).
  • the approach bridge (Y33) connects the approach bridge (Y33-2) on the right side of the approach bridge (Y34-3) and the left side of the approach bridge (Y31), and the approach bridge (Y33-2) crosses the approach bridge (Y34-2), the approach bridge (Y32-2 ) connects to the approach bridge (Y33-3), the approach bridge (Y33-3) passes under the approach bridge (Y11), and the approach bridge (Y) connects to the approach bridge (Y14).
  • the approach bridge (Y23) passes under the approach bridge (Y22) to connect the approach bridge (Y34) located on the right side of the approach bridge (Y31-3), and the approach bridge (Y34) passes under the approach bridge (Y34-2) through the approach bridge (Y31-2), the approach bridge (Y33- 2) It is connected to the approach bridge (Y34-3) on the right side of the approach bridge (Y32-3) and on the left side of the approach bridge (Y33).
  • the U-turn approach bridge (Y35) is on the outside of the main bridge deck (Z), and is connected between the approach bridge (Y33) and the approach bridge (Y34).
  • Fig. 7-7 The working process and working principle of Fig. 7-7 are consistent with those of Fig. 7-7 except that the upper and lower relationship between the main bridge deck (Z) and the auxiliary bridge deck (F) changes.
  • Fig. 7-7 The advantage of Fig. 7-7 is that only the route that turns left is bridging, and the bridging area is the least among the three functional layered overpasses.
  • Fig. 8 is to be connected into 5 functional layered overpasses with 1 4 branched functional layered overpasses (Fig. 4-3) and 1 3 branched layered overpasses, similarly also can form multi-branched functional layered overpasses.
  • Figure 8 can use other position transformation methods, and Figure 8 uses Figure 2-6C to maintain the consistency of the description.
  • S0 to S5 in Figure 9-1 are sample numbers (column numbers), L0 to L5 are row numbers, and M23 is the city function module in the second column and third row.
  • ZHU is the main line
  • YIN is the leading line, the area surrounded by the leading line (YIN) and the leading line (YIN), or the leading line (YIN) and the main line (ZHU) is the urban functional module (M), the main line (ZHU) and the main line (ZHU) surrounded
  • a collection of urban functional modules (M) is one urban functional module group (MQ).
  • the modular city II is composed of the functional layered overpass and the modular city.
  • MQ urban functional module group
  • a scientific research system, an industry system, etc. in an urban functional module cluster can improve the overall competitiveness of the city. For example: an automobile group, assuming that M21 is a wheel factory and M22 is a brake pad factory, it will come out at the M25 site. Assuming that M41 is a cylinder factory and M42 is a piston factory, the M45 engine will come out. M11 to M15 are chassis parts factories, M51 to M55 are engine parts factories, and M31 to M35 are assembly factories. This is just an example, and the real layout needs to be determined by professionals
  • Casting, plug-ins, wires, cylinder gaskets, non-professionals can’t be so accurate, assembly, anti-corrosion, debugging, acceptance, delivery, storage, and delivery are all in one area.
  • the main line (ZHU) is capable of taking off and landing large or super large aircraft, and it is mainly for emergency rescue of disasters.
  • Ordinary rescue aircraft can take off and land on the lead wire (YIN), but in the face of large-scale rescue needs, it is hoped that every second can be raced, and the rescue supplies can take off within 3 minutes when a disaster occurs.
  • the bus stop (27) is set on the left side of the motor vehicle entrance (6) of the urban functional module (M), and the parking position of the bus stop is
  • anti-collision measures (9-2) such as anti-collision walls and buffer pier buckets between the motor vehicle entrance and exit (6), and the bus stop platform has a safe height.
  • the urban functional module (M) in Modular City II has no sidewalks, no auxiliary roads, and no green belts between main roads and auxiliary roads.
  • the vegetation concentration area (9-1) is conducive to the growth of vegetation and landscaping. Plant roots will not damage roads and other urban facilities. The environment is improved, and the utilization rate of vegetation can also be increased.
  • the functional layered overpass has no ramp and occupies a relatively small area, which meets the needs of new urban construction.
  • the bus stop (27) is arranged on the right side of the motor vehicle entrance (6), the bus is to suppress the inertia and pass through the motor vehicle entrance (6), which is more likely to cause accidents.
  • the bus stop (27) is located on the left side of the motor vehicle entrance and exit (6), and anti-collision measures (9- 2), even if the public transport vehicle fails, it will not collide with the vehicles entering and exiting the motor vehicle entrance and exit (6).
  • the speed when the bus starts passing the motor vehicle import and export (6) is relatively slow, and it is not easy to cause major accidents.
  • the anti-collision measures (9-2) such as vegetation concentration area (9-1), anti-collision wall, buffer pier barrel can all provide deceleration measures for the out-of-function vehicle.
  • Bus stop (27) will have enough safety height, to prevent the bus vehicle brake failure from colliding with the passengers on the platform.
  • Fig. 9-3 explains the significance of the existence of the pedestrian and non-motor vehicle lanes (25) of the urban functional module.
  • the motor vehicle entrance (6) is opened at the center of the side length of the urban functional module (M), and there are pedestrians and pedestrians on both sides of the motor vehicle entrance (6).
  • the non-motor vehicle lane (25), the motor vehicle entrance and exit (6) on the road of the urban functional module runs through the motor vehicle entrance and exit (6), the distance that pedestrians and non-motor vehicles walk through the whole city is the shortest. This is in stark contrast to the hard-to-find pedestrian and bicycle lanes that require many detours.
  • the bus station on the overpass can connect the urban functional modules diagonally to the city's sidewalks from the four corners, forming diagonal pedestrian and non-motorized lanes (25'), so that the entire city can have pedestrians or non-motorized vehicles in all directions aisle.
  • Fig. 10 is an optimized schematic diagram inside a city function module (M) in the form of an epidemic prevention module.
  • the epidemic prevention module of Modular City II is roughly divided into four divisions (M-1) to divisions (M-4), the work area (G1) is placed in the center of the city function module (M), and there is a hospital (Y) in the middle , nursing homes (J), kindergartens (R), primary and secondary schools (X).
  • a production line work area (G2) can be set between the work areas (G1) of adjacent city function modules (M).
  • the epidemic prevention module of Modular City II is roughly divided into four partitions (M-1) to partitions (M-4), and the four partitions can continue to be partitioned.
  • the work area (G1) is composed of the urban function module (M) of the modular city The work area occupies one partition, and the epidemic prevention module of Modular City II is concentrated in the center of the epidemic prevention module, and the work area (G1) is also divided into four work partitions according to the nature of the work, and there are working passages between the four work partitions.
  • the working channel can be connected to the working area underground or overhead, and the staff working in that working area will live in the corresponding residential area (Jz). Medical staff, teaching staff, public service personnel, etc., should be distributed in the four areas as evenly as possible. live.
  • the working areas (G1) of adjacent urban functional modules (M) can be connected through the working area (G2) to form a systematic flow operation between the various epidemic prevention modules of the urban functional module group (MQ). This connection can Adjusted as needed, the connection to the work zone (G2) will not affect ground traffic.
  • the urban intelligent epidemic prevention and safety and efficiency system can identify and respond in time. If a plague is found, it can immediately and dynamically allocate each person's walking time and walking route according to the plan provided by the city's smallest system, remind the doctor in time, prompt the plague monitoring and management personnel to supervise in time, and automatically start measures to ensure timeliness and effectiveness.
  • the work channel should also reduce the flow of people.
  • the central locations of the epidemic prevention modules of Modular City I or Modular City II include hospitals (Y), nursing homes (J), kindergartens (R), primary and secondary schools (X), and nursing homes (J) and hospitals (Y) are conjoined buildings , 24-hour intelligent monitoring, the medical staff on duty can monitor and rescue the elderly in time. When there is no plague, the staff can take the children to visit the elderly in the morning and send them to kindergarten or school. In the evening, I can pick up the children to visit the elderly and then go home. It is also easy to see the elderly when walking at night, and can quickly reach the elderly in case of emergency.
  • the elderly of all the staff of the functional modules of the whole city live in the nursing home (J) at the center of the functional modules of the city, and the children study in the schools (X) and kindergartens (R) at the center of the functional modules of the city, and the medical staff are waiting nearby ,
  • the staff do not have to worry about the elderly and children when they go to work, and everyone can work with peace of mind without distraction.
  • the motor vehicle lanes that must be connected between the four motor vehicle entrances and exits (6) are mainly used as rescue passages or pedestrian streets, which allow speed-limited non-motor vehicles at ordinary times, and both sides of the road (5) in the urban functional module are commercial activity areas, and pedestrians
  • the commercial activity areas of the urban functional modules (M) are connected with the non-motor vehicle passage (25).
  • motor vehicles have underground garages and can deliver goods to commercial areas from underground.

Abstract

一种功能分层立交桥，将计算机软件和硬件领域以及数据分析中运用的理论方法用到交通领域的研究中，将多支立交桥化简到只有"能够逆时针绕行的主桥面(Z)和能够顺时针绕行的辅桥面(F)"两个桥面，消除了桥口冲突点和交织冲突点。去掉了左转弯匝道，仍然能够保持通行顺畅，克服了多支立交桥体积庞大、占地多，结构复杂，造价高等缺陷，任何位置关系都能够通过位置变化做到顺利进入左转弯或顺时针绕行单向通道，立交桥层数少，没有辅路的模块化城市II及防疫模块使得城市更安全。

Description

一种功能分层立交桥 技术领域：
城市规划；立交桥。
背景技术：
查看世界十大多支立交桥，除了震撼，还发现人类需要一种结构简单的多支立交桥。
发明内容：
注释1：下文及附图未加特别说明的，均是按右侧通行进行标注、或说明的。若将以下说明书或附图中与行车方向相关的名称互换、内容调整，例如：右与左互换、逆时针与顺时针互换、进口与出口等名称互换，本说明能够作为针对左侧通行的使用说明使用。
注释2：下文会遇到道路区分主次的问题，通常做法是将相对等级较高、通行量较大、比较重要，或指向重要公路的方向认定为道路的“主线”，或主线方向，其余的道路默认为“引线”。
定义1：“立交桥桥面上最畅通的方向”称为“立交桥的纵方向”。
立交桥结构比较长的方向能够称为立交桥的纵方向。环形立交桥道路流通量最大的方向称为：“立交桥的纵方向”。功能分层立交桥的主桥面(Z)对应流量较大的方向是鉴于配置的合理性。综上所述，立交桥的纵向桥向、立交桥的主桥面(Z)方向、道路的主线方向必然是同一个方向。
要研究立交桥，首先要确定人们理想中最想要的立交桥究竟应该是什么样子？
定义2：“理想立交桥”的突出的实质性特点是：“结构简单、占地少、无冲突点、无绕行”。
研究对象：研究发现所有立交桥的结构类型都能够从多支环形立交桥中分离出来，这说明多支环形立交桥具有充分的代表性，将“多支环形立交桥”作为研究对象是最佳选择。
研究路径：电子器件设计时需要消除冗余电路，软件设计时需要清除冗余项，计算机数据处理通常会用到分类方法，将上述方法用于多支环形立交桥的研究。
将计算机软件和硬件领域以及数据分析中运用的理论方法用到交通领域的研究中，使用非本领域的研究方法，克服了多支立交桥结构复杂，体积庞大的缺陷，升级了模块化城市，代表了城市建设新的发展方向，城市拥堵这个大城市病被解决了，产生了显著的技术效果，具有显著的技术进步。
以下为具体研究过程：
将研究对象的各个方面进行分类归纳，发现除左转和右转之外均能够划定为冗余项。
本申请已经确定为以右侧通行为主，右转弯自然会被确定为主要功能，左转弯为辅助功能，因此选择用于右转弯、逆时针方向绕行的桥面称为“主桥面(Z)”，用于左转弯、顺 时针方向绕行的桥面称为“辅桥面(F)”。两个桥面、每条引桥(Y)的道路要能够进入两个桥面，既是两个转弯方向，每条道路的引桥(Y)有四条功能细分的引桥，或附加有调头引桥。
定义3：“一种功能分层立交桥”由能够右转弯的“主桥面(Z)”、能够左转弯的“辅桥面(F)”、“引桥(Y)”构成：主桥面(Z)与辅桥面(F)呈允许中心轴是对准或不对准的上下，或下上连接关系。
定义4：“引桥(Y)”由车辆能够从公路驶入主桥面(Z)的引桥(Y)简称为“引桥(Y1)”，车辆能够从主桥面(Z)驶出到达公路的引桥(Y)简称为“引桥(Y2)”，车辆能够从公路驶入辅桥面(F)的引桥(Y)简称为“引桥(Y3)”，车辆能够从辅桥面(F)驶出到达公路的引桥(Y)简称为“引桥(Y4)”，或用于调头功能的引桥(Y)简称为“引桥(Y5)”构成。
注释3：附图均为功能示意图，功能示意图不限制具体的引桥(Y1)、引桥(Y2)、引桥(Y3)、引桥(Y4)、引桥(Y5)内各自的车道数量，也不限制其车道宽度。
定义4：站在引桥(Y)的位置面向立交桥中心点，从左到右的位置顺序关系既是引桥(Y1)到引桥(Y4)相互之间的位置顺序关系，以下简称：“位置关系”。
注释4：引桥(Y)的左侧或右侧，均是以面向立交桥中心点为参照。
根据以上定义和主桥面在上或主桥面在下的不同，共能绘制8张附图，但主桥面在上或在下对引桥(Y1)到引桥(Y4)的位置关系并不产生影响，附图1-1到附图1-4等四张附图足以说明引桥(Y)与主、辅桥面的连接关系。
注释5：关于附图，引桥(Y1)在附图上标注为“Y1”，或标注为“1”，引桥(Y2)在附图上标注为“Y2”，，或标注为“2”，引桥(Y3)在附图上标注为“Y3”，或标注为“3”，引桥(Y4)在附图上标注为“Y4”，或标注为“4”，引桥(Y5)在附图上标注为“Y5”，或标注为“5”。
从图1-1到图1-4都是8支功能分层环形立交桥，增减引桥(Y)的数量还能够得到3支、4支、5支、6支、7支、9支、10支...的功能分层环形立交桥。
注释6：以下用“引桥(Y4、Y2、Y1、Y3)”代表的位置关系是“引桥(Y4)、引桥(Y2)、引桥(Y1)、引桥(Y3)”的位置关系，其他以此类推。
图1-1是主桥面(Z)在上，引桥(Y4、Y2、Y1、Y3)，引桥(Y2、Y1)位置居中。
图1-2是辅桥面(F)在上，引桥(Y2、Y4、Y3、Y1)，引桥(Y4、Y3)位置居中。
图1-3是主桥面(Z)在上，引桥(Y2、Y4、Y1、Y3)，引桥(Y2、Y1)位置交错居左。
图1-4是辅桥面(F)在上，引桥(Y4、Y2、Y3、Y1)，引桥(Y4、Y3)位置交错居左。
推演图1-1到图1-4的行车路线，车辆在辅桥面(F)内是顺时针绕行，引桥(Y4)的行车路线与引桥(Y3)的行车路线有冲突点，也有称为“交织绕行冲突点”。
图1-1在四张示意图中，引桥(Y4)与引桥(Y3)之间的变道距离最长，交织影响最小。
定义6：“辅桥面(F)内引桥(Y4)与引桥(Y3)的交织绕行冲突点”，简称为“桥口冲突点”。继续推演：
为分析桥口冲突点，绘制了桥口局部的行车路线图“图2-1、图2-2、图2-3、图2-4”。
图2-1的主桥面(Z)是逆时针行车，引桥(Y)是右侧通行，右转弯行车路线无冲突点；
图2-2的辅桥面(F)是顺时针行车，引桥(Y)是右侧通行，左转弯行车路线有冲突点：
图2-3的辅桥面(F)是顺时针行车，引桥(Y)是左侧通行，左转弯行车路线无冲突点；
图2-4的主桥面(Z)是逆时针行车，引桥(Y)是左侧通行，右转弯行车路线有冲突点。
要保证桥面内先出后进无冲突点，主桥面(Z)只能选图2-1，辅桥面(F)只能选图2-3。
图2-3引桥(Y)连接立交桥辅桥面(F)的位置关系是引桥(Y3、Y4)，这种位置关系与右侧通行的道路的进立交桥的道路只能是引桥(Y4、Y3)，引桥(Y3、Y4)与引桥(Y4、Y3)无法正常连接，唯一的解决办法是将连接立交桥的引桥(Y3、Y4)位置关系，在连接公路时交叉变换调整为引桥(Y4、Y3)的位置关系，这样就能顺利与公路连接了。
定义7：在辅桥面(F)与公路之间，引桥(Y3、Y4)变为引桥(Y4、Y3)，称为“位置变换”。
注释7：引桥(Y)在做位置变换时，按车辆行进方向顺序分为“变换前、变换中、变换后”等三阶段。例如：引桥(Y4)离开辅桥面(F)的第一段(变换前)用引桥(Y4-1)标识，第二段(变换段)用引桥(Y4-2)标识，第三段(变换后)用引桥(Y4-3)标识；引桥(Y3)连接公路的第一段(变换前)用引桥(Y3-1)标识，第二段(变换中)用引桥(Y3-2)标识，第三段(变换后)是连接辅桥面(F)段，用引桥(Y3-3)标识；其他类推。
引桥(Y1、Y2、Y3、Y4)连接桥面的位置关系，有4！＝24种排列，列表如下：
1234，1243，1342，1324，1423，1432，2134，2143，2341，2314，2413，2431，
3124，3142，3241，3214，3412，3421，4123，4132，4231，4213，4312，4321。
能够同时满足图2-1和图2-3的有：3241，2314，3421，2134，2341，3214等6种位置关系。
1、引桥(Y3-3、Y2、Y4、Y1)，引桥(Y3)连接公路时在引桥(Y)的右侧，在引桥(Y3-2)段向左做位置变换，引桥(Y3-3)段在引桥(Y2)的左侧与辅桥面(F)连接，(见图2-5)。
2、引桥(Y2、Y3、Y1、Y4)，与辅桥面(F)连接的引桥(Y4)在引桥(Y)的右侧，在引桥(Y4-2)段向左做位置变换，引桥(Y4-3)段在引桥(Y2)的左侧与引桥(Y2)并联，再与公路连接(见图2-6C)。
3、引桥(Y3-3、Y4、Y2、Y1)，引桥(Y3)连接公路时在引桥(Y)的右侧，在引桥(Y3-2)段向左做位置变换，到引桥(Y3-3)段在到引桥(Y4)的左侧与辅桥面(F)连接(见图2-7)。
4、引桥(Y2、Y1、Y3、Y4)，与辅桥面(F)连接的引桥(Y4)在引桥(Y)的右侧，在引桥(Y4-2)段向左做位置变换，到引桥(Y4-3)段在引桥(Y2)的左侧与引桥(Y2)并联，再与公路连接(见图2-8)。
5、引桥(Y2、Y3-3、Y4、Y1)，“引桥(Y3)、引桥(Y4)”在“引桥(Y2)和引桥(Y1)”的中间，引桥(Y4-2)在引桥(Y3-2)的上方做中间位置变换，位置变换成为引桥(Y2、Y4-3、Y3、Y1)后再与公路连接(见图2-10A)。
图2-10A与图2-9进行比较，在图2-10A与图2-9中的引桥(Y4-2)段是下坡道，在上方的引桥(Y4-2)比在下方的引桥(Y3-2)坡度长度要长一些，道路相对平缓，在遇到雨雪路滑天气时，图2-10A的引桥(Y4-2)段在上方相比引桥(Y3-2)在下方的安全性要高很多。
同理，下坡优先选择距离较长、比较平缓的路段。
图2-10B是在遇到立交桥占地面积非常紧张时，采用引桥(Y3)与引桥(Y4)的上下叠加关系，最大能够做到{[引桥(Y3)+引桥(Y4)]/2}。具体方法是将“连接辅桥面(F)的引桥(Y3)、引桥(Y4)各自的中心线对准公路的中心线”，在连接公路时改为一前一后与公路连接。此时，要注意引桥(Y)各段之间要留有足够的安全行车高度空间。
定义8：引桥(Y3)、引桥(Y4)分别以各自中心线对准公路的中心线，一前一后地连接公路，用上下叠加关系向中间收拢的中间位置变换方式来减少公路的总体宽度的，简称为“中间收拢”。
6、引桥(Y3-3、Y2、Y1-3、Y4)，引桥(Y3)与公路连接时在引桥(Y4-3)的右侧，在引桥(Y3-2)段做位置变换，到引桥(Y3-3)段在引桥(Y2)的左侧与辅桥面(F(连接：与主桥面连接的引桥(Y2)在引桥(Y1-3)的左侧，在引桥(Y2-2)段做位置变换，到引桥(Y2-3)段在引桥(Y4-3)的左侧与引桥(Y4-3)并联连接公路；引桥(Y1)与公路连接时在引桥(Y3)的右侧，在引桥(Y1-2)段做位置变换，到引桥(Y1-3)段在引桥(Y4)的左侧与辅桥面F连接；与辅桥面))连接的引桥(Y4)，在引桥(Y4-2)段做位置变换，到引桥(Y4-3)段在引桥(Y2-3)的右侧，并在引桥(Y3)的左侧与公路连接，引桥(Y5)在辅桥面(F)的外侧(实际也可以设置在内侧)从引桥(Y3-3)连接到引桥(Y4)；位置变换阶段的引桥(Y1-2)段、引桥(Y3-2)段在上，引桥(Y2-2)段、引桥(Y4-2)段在下，(见图2-11)。
图2-11证明24种位置关系都能够通过位置变换，做到消除桥口冲突点。图2-11的位置变化过于复杂，从“建设成本、结构简洁性、安全性、行车方便”等诸多方面考虑，在实际应用中通常都会放弃图2-11，剩下5种相对简洁的位置变换供优先选择。
图2-13的引桥(Y4-2)段改为曲线，行车路线从硬性转弯改为流线转弯，能够让车辆行驶的更为平滑。减少矢量加速度能够提高通行量、减少事故。
某些地方由地质构造、地理环境或其他原因造成道路狭窄，图2-12到图2-15为此提供了功能分层立交桥配合道路的缩窄方案。细分的引桥(Y)上下重叠能够减少占地面积，但成本会上升，个别缩窄方案还会降低安全性，即使面对压力也应选择一劳永逸的一次拓宽道路。
图2-15中虚线的绘图不规范，这是在一张图纸上，在同一个位置无法同时画出直线和虚线，只能选择比较明白的方式绘制，好在是示意图不必苛求。
注释8：引桥符号的括号内“/”代表两个引桥(Y)之间是上下重叠的关系，例：引桥(Y1/Y4)，“Y1”在“/”号的前面，表示引桥(Y1)在上，“/”号后面的“Y4”，表明引桥(Y4)在下。
注释9：区分多个功能分层立交桥的具体引桥(Y)时，用引桥(Ynm)进行标识，括号内的第1位数字n代表的是引桥(Y)的编号，括号内的第2位数字m代表引桥(Y)的具体细分功能引桥(Y)编号，如：引桥(Y42)代表4#引桥(Y)的引桥(Y2)”。
图2-5、图2-12、图2-13说明位置变换段形状不同，对行车速度有影响。
定义9：“位置变换，或加上道路收窄结构，或加上道路加速结构”，称为：“广义位置变换”。
图2-16是“(8支图2-6A)位置变换方式+功能按层分配”构建的多支环形功能分层立交桥。
继续分析：
图2-16是一个阶段性研究结果，它是否有实用价值？需要有一个具体的说明。
假设图2-16中整个立交桥只有1辆机动车从引桥(Y11)进入主桥面(Z)，然后从引桥(Y82)出主桥面(Z)，车辆走过八分之七(7/8)周桥面，不会遇见其他车辆。
假设从1#引桥(Y)到8#引桥(Y)的每一个引桥(Y)都同时有一辆车进入主桥面(Z)，然后绕行从左侧的引桥(Y)出主桥面(Z)，如果他们的车速相等，每辆车都走过八分之七(7/8)周桥面，它们的顺序间隔行驶不会出现相互干扰。
假设从1#引桥(Y)到8#引桥(Y)的每一个引桥(Y)都同时有多辆车进入主桥面(Z)，然后绕行从左侧的引桥(Y)出主桥面(Z)，那么从第二辆进入桥面的车辆都会在八分之七(7/8)周内处于叠加行驶状态。实际上每条引桥(Y)都会源源不断地驶入车辆，这是一个倍数叠加关系。
只讨论主桥面(Z)相当于是一个环岛，这个分析说明了环岛容易拥堵的内在原因。假设叠加行驶的距离足够长，也就是桥面的直径足够大，交织冲突点就不再明显，增大环形立交桥的直径显然是超出了这里的研究范围。
机动车进入立交桥的数量是一个随机数据，相当于网络中出现的不确定的数据流，这里研究的目的是优化硬件设施，车流量的变化显然也不在这里的研究范围，为了排除每一条引桥(Y)进入车辆数对研究结果的干扰，以下使用绕行桥面的周数数据作为研究依据。
定义10：车辆在环形立交桥桥面内，能够与其他车辆存在叠加绕行的桥面的周数，称为“拥堵斜率”。
拥堵斜率数值越大，形成拥堵过程的时间越短，也越不易疏解拥堵。
请看图2-16，车辆从引桥(Y11)进入主桥面(Z)：
到达引桥(Y82)出主桥面(Z)，存在7/8周的叠加绕行距离，拥堵斜率为“0.875”。
到达引桥(Y72)出主桥面(Z)，存在6/8周的叠加绕行距离，拥堵斜率为“0.750”。
到达引桥(Y62)出主桥面(Z)，存在5/8周的叠加绕行距离，拥堵斜率为“0.625”。
到达引桥(Y52)出主桥面(Z)，存在4/8周的叠加绕行距离，拥堵斜率为“0.500”。
到达引桥(Y42)出主桥面(Z)，存在3/8周的叠加绕行距离，拥堵斜率为“0.375”。
到达引桥(Y32)出主桥面(Z)，存在2/8周的叠加绕行距离，拥堵斜率为“0.250”。
到达引桥(Y22)出主桥面(Z)，存在1/8周的叠加绕行距离，拥堵斜率为“0.125”。
到达引桥(Y12)出主桥面(Z)，存在8/8周的叠加绕行距离，拥堵斜率为“1.000”。
功能分层立交桥的引桥(Y)应该设有专用调头路面，主桥面(Z)内绕行一般不会存在。
图2-16是功能分层立交桥，车辆能够选择从引桥(Y13)进入辅桥面(F)到达引桥(Y84)出辅桥面(F)，存在1/8周的叠加绕行距离，拥堵斜率为“0.125”，车辆走主桥面(Z)的拥堵斜率是0.875，车辆走辅桥面(F)的拥堵斜率是0.125，拥堵斜率下降了86％。
各个引桥(Y)之间的拥堵斜率下降比例是不同的，用拥堵斜率对新结构做定量分析，得出功能分层立交桥的拥堵斜率最大能够下降86％，证明设置辅桥面(F)是有实用价值的。
设置辅桥面(F)确定有价值这一结论，提示下一步要在结构上注重降低拥堵斜率。
注释10：“主桥面和辅桥面(F)都是单向行驶通道，不存在左侧行驶或右侧行驶的争议。
图2-16消除了桥口冲突点，保证了辅桥面(F)的行驶能够像主桥面(Z)一样通畅，保证能够做到缩短绕行距离，缩短绕行时间，为简化多支立交桥的研究奠定基础。
图2-17是说明同一座功能分层立交桥，能够同时选择不同的位置变换结构，包括灵活使用调头引桥(Y5)。
定义11：组在同一座立交桥同时选择不同的位置变换结构，包括灵活使用能够使用的其他结构方式，称为：“组合式功能分层立交桥”。
若将主桥面(Z)、辅桥面(F)一个设置全上浮，一个设置全下沉，能够避开绕行路线与直行路线的行驶冲突，公路能够直接延伸到环形立交桥的环内在环内再设置一个附属的立交桥，以此增加主线流通量。
图2-18A的1#代表在图2-16是1号引桥(Y)对应的公路编号，5#是位于号引桥(Y)正对面的5号引桥(Y)对应的公路编号，1#-5#是从1号引桥(Y)到5号引桥(Y)的环内立交桥桥面，这是环内附属的单独一个桥面的立交桥。
图2-18B比图2-18A多了一层环内附属立交桥桥面3#-7#，3#-7#是从3号引桥(Y)到7号引桥(Y)的环内立交桥桥面与1#-5#正交，图2-18B是环内附属一个4支立交桥。
图2-18C比图2-18B又多了一层环内附属立交桥桥面4#-8#，4#-8#是从4号引桥(Y)到8号引桥(Y)的立交桥桥面，与1#-5#、3#-7#斜交，图2-18C是环内附属一个6支立交桥。从通行量最大的开始排队来建设环内的立交桥，或只建设一个平面的桥面，图2-18C展示了三个桥面，这在实际上是很难见到，讨论4#-8#或2#-6#是为了保证研究结论的充分性。
图2-18是图2-16在主桥面(Z)或辅桥面(F)一层是全上浮，一层是全下浮的条件下，公路才能够从引桥(Y2)、引桥(Y1)或引桥(Y3)、引桥(Y4)向环内延伸在环形多支功能分层立交桥的环内能够建设立交桥。
定义12：在多支环形功能分层立交桥的环内建设的立交桥，称为：“桥中桥”；在多支环形功能分层立交桥的环内建设桥中桥的，立交桥整体简称为：“母子桥”。
桥中桥的作用都是为了主线方向的车辆能够脱离环形立交桥而直接通过，桥中桥进一步提高了环形立交桥的通行能力。
有桥中桥远比没有桥中桥的环形功能分层立交桥的直径要大一些，在现实中如何选择需要综合考虑，这是阶段性研究结论，后面还会有其他形式能够选择。
多种位置变换结构组合在一个立交桥上的前提条件，是多种引桥(Y)的引桥(Y3)、引桥(Y4)在同一桥面，既“辅桥面(F)”。
功能分层立交桥的引桥(Y)能够是三支、四支，或多支。桥面能够选择“下沉式、上浮式、半浮式，或一层全上浮、另一层全下沉、中间设置母子桥等多种选择。
辅桥面(F)采用全上浮预制件，能够缩短施工工期。
全下沉式立交桥的优点是城市视觉通透性好，没有视觉压抑感，有利于减少精神性疾病。下沉方式的最大优点是结构稳定，但不宜设置在海拔低、容易积水的地方。
半浮式立交桥的优点是行车过程的波浪感较轻，驾驶或乘车舒适性好。
技术特征1：
一种功能分层立交桥，其特征在于：一种功能分层立交桥由能够完成右转弯或逆时针单向绕行通行的“主桥面(Z)”、能够完成左转弯或顺时针单向绕行通行的“辅桥面(F)”、(若干支)“引桥(Y)”构成；“引桥(Y)”由车辆能够从公路驶入主桥面(Z)的“引桥 (Y1)”，车辆能够从主桥面(Z)驶出到达公路的“引桥(Y2)”，车辆能够从公路驶入辅桥面(F)的“引桥(Y3)”，车辆能够从辅桥面(F)驶出到达公路的“引桥(Y4)”，或用于调头的“引桥(Y5)”构成；
主桥面(Z)与辅桥面(F)呈上下、或下上对应连接；引桥(Y3)与引桥(Y4)能够以位置变换或广义位置变换连接于辅桥面(F)与公路之间；同一座立交桥不同方向的引桥(Y)能够选择不同的位置变换结构；
当一种功能分层立交桥设置为一层是全上浮、另一层同时是全下沉的情况下，能够在多支环形功能分层立交桥的环内搭建桥中桥，将整体建设成为母子桥；
当资金短缺时，一种功能分层立交桥能够先建设主桥面(Z)、辅桥面(F)，引桥(Y)的位置变换结构能够根据资金情况延后或逐步建设完成；
继续分析：
在图2-16中，引桥(Y)的支数是自然数，当引桥(Y)的支数(N)在N＝5～10之间，绕行车辆在主桥面(Z)内或辅桥面(F)内，存在进、出行车路线之间的冲突点，有人称作“交织绕行”，交织绕行形成的冲突点是在一定长度范围内会出现冲突点，以下简称为“交织冲突点”。交织冲突点产生的作用是绕行车辆“进不去、出不来”，交织冲突点继桥口冲突点之后的第二个诱发拥堵的因素。
消除交织冲突点的办法是在主桥面(Z)的外侧修建一个主绕行桥面(Zr)，将主桥面(Z)内的绕行车辆分离出来。
绕行车辆被分离后，限定从引桥(Y)进入主桥面(Z)的车辆只允许就近右转，限定从引桥(Y)进入辅桥面(F)只允许就近左转，限定从引桥(Y)进入主桥面(Z)需要绕行的车辆必须进入主绕行桥面(Zr)，这样主桥面(Z)内或辅桥面(F)内的交织绕行就消失了。
定义13：在主桥面(Z)外侧设置一个逆时针绕行的能够跨越或下穿对应的引桥(Y)的多段的绕行桥面，称为“主绕行桥面(Zr)”。
主绕行桥面(Zr)要跨越或下穿对应的引桥(Y)，增加的投影占地面积非常少。
多支立交桥通常适用于不低于5支引桥(Y)，图3-1画的是4支的立交桥，这仅仅是为了在有限的图纸上能够画清楚立交桥的结构。
主绕行桥面(Zr)要跨越或下穿对应的引桥(Y)，有几支引桥(Y)主绕行桥面(Zr)就会有几段跨越或下穿段。主绕行桥面(Zr)在对应引桥(Y)的左侧与主桥面(Z)连接形成此段主绕行桥面(Zr)的入口，主绕行桥面(Zr)在对应引桥(Y)的右侧与主桥面(Z)连接形成此段主绕行桥面(Zr)的出口，主桥面(Z)靠外的路面连接在绕行将主绕行桥面(Zr)的出口与主绕行桥面(Zr)的入口之间(见图3-1)。主绕行桥面(Zr)段与引桥(Y)之间要留有足够的安全行车空间。
主桥面(Z)内侧是右转专用车道，主桥面(Z)外侧是绕行专用车道，两车道之间应划有分道线，以保各行其道、互不干扰。
各向行车路线：
需要右转的车辆从引桥(Y1)驶入主桥面(Z)，走引桥(Y2)驶出主桥面(Z)。
需要左转的车辆仍然从引桥(Y3)驶入辅桥面(F)，左转弯，从左侧引桥(Y)的引桥(Y4)驶出辅桥面(F)。
需要绕行的车辆，在右侧引桥(Y)的左侧进入主绕行桥面(Zr)，并在右侧引桥(Y) 的右侧回到主桥面(Z)，如此反复，直到从目的引桥(Y)的引桥(Y2)出主桥面(Z)。
主桥面(Z)内，或辅桥面(F)内能够设置防止绕行的隔离“墙”、禁行线、禁行指示灯等。若是采用划有隔离禁行线并设置禁止绕行指示灯的方式，当主绕行桥面(Zr)出现堵车时，交管局能够开起绕行指示灯绿灯亮，允许主桥面、或辅桥面上的车辆绕行。特种车辆在紧急情况下，提前拉响警报，并在保证安全的前提下不受绕行指示灯限制，不受绕行方向的限制。
继续分析：
绕行车辆与右转车辆共用引桥(Y2)才能离开立交桥，高峰时段容易出现路权争夺性拥堵。为此，在主绕行桥面(Zr)的外侧增加外泄式出口连接于引桥(Y2)、引桥(Y4)、引桥(Y5)，或直连公路。绕行车辆不再需要回到引桥(Y2)出主桥面(Z)。外泄式出口属于主绕行桥面(Zr)的配套结构。
主桥面(Z)是右转弯逆时针绕行，主绕行桥面(Zr)行车方向必然与主桥面(Z)一致为逆时针绕行，主绕行桥面(Zr)的外泄式出口自然设置在对应引桥(Y)的左侧。
定义14：在主绕行桥面(Zr)的外侧设置外泄式出口连接于引桥(Y2)、引桥(Y4)、引桥(Y5)，或直连公路，外泄式出口是“主绕行桥面快出引桥(Zrkc)”，简称为“引桥(Zrkc)”。
继续分析：
随着车流量的增加，相对主绕行桥面(Zr)能够设置对应辅桥面(F)的辅绕行桥面。
定义15：在辅桥面(F)外侧设置一个辅助绕行的桥面称为“辅绕行桥面(Fr)”，在辅桥面(F)内，辅绕行车道与左转弯车道之间同样能够划有分道线，以保证各行其道，见图3-2。
定义16：在辅绕行桥面(Fr)的外侧同样能够设置外泄式出口连接与引桥(Y4)，或直连公路，辅绕行桥面(Fr)的外泄式出口是“辅绕行桥面快出引桥(Frkc)”，简称为“引桥(Frkc)”。
辅桥面(F)是左转弯顺时针绕行，辅绕行桥面(Fr)行车方向必然与辅桥面(F)一致为顺时针绕行，辅绕行桥面(Fr)的外泄式出口自然设置在对应引桥(Y)的右侧。
继续分析：
从图3-1能够看出主绕行桥面(Zr)，或辅绕行桥面(Fr)的行车路线是要反复进出主桥面(Z)或辅桥面(F)，行车路线是左右摇摆的，反复次数多了会影响车速或影响司机情绪。
增设一个主快速绕行桥面将主绕行桥面(ZKr)的顶端连接起来，就能够避免行车路线左右摇摆。
定义17：将主绕行桥面(Zr)的顶端连接起来的桥面称为“主快速绕行桥面(Zkr)”，将辅绕行桥面(Fr)的顶端连接起来的桥面称为“辅快速绕行桥面(Fkr)”。
主快速绕行桥面(Zkr)的通行能力等级高于主绕行桥面(Zr)，辅快速绕行桥面(Fkr)的通行能力等级高于辅绕行桥面(Fr)。
主绕行桥面快出引桥(Zrkc)从主绕行桥面(Zr)的外侧移动到主快速绕行桥面(Zkr)的外侧，继续沿用简称：“引桥(Zrkc)”，主绕行桥面(Zr)外侧不再有引桥(Zrkc)。
同理，辅绕行桥面快出引桥(Frkc)从辅绕行桥面(Fr)的外侧移动到辅快速绕行桥面(Fkr)”的外侧，同理沿用简称：“引桥(Frkc)”。
注释11：引桥(Zrkc)”是主绕行桥面(Zr)、主快速绕行桥面(Zkr)的常规配置。引桥(Frkc)是辅绕行桥面(Fr)、辅快速绕行桥面(Fkr)的常规配置。
带有主绕行桥面(Fr)、辅绕行桥面(Fr)、主快速绕行桥面(Zkr)、辅快速绕行桥面(Fkr)的多支环形功能分层立交桥，有“引桥(Y1)、引桥(Y3)”两个车辆入口，有“引桥(Y2)、引桥(Y4)、引桥(Zrkc)、引桥(Frkc)”四个车辆出口，出口能力大于进口能力，在结构上属于合理畅通。
引桥(Zrkc)、引桥(Frkc)在结构设计上，满足先出后进的技术特征原则，不会形成新的冲突点。
主桥面(Z)、辅桥面(F)、主绕行桥面(Fr)、辅绕行桥面(Fr)、主快速绕行桥面(Zkr)、辅快速绕行桥面(Fkr)等，能够按照实际需要分期建设、能够根据地理环境或建筑合理调整外形、能够选择多种位置变换进行组合，组合时各引桥(Y)对应的辅桥面(F)必须一致。
按行车方向，“主快速绕行桥面(Zkr)与引桥(Zrkc)的连接点”与“主桥面(Z)与主快速绕行桥面(Zkr)的连接点”同样要满足先出后进的技术特征原则，这不只是为了避免出现冲突点，更是为了避免事故的发生。引桥(Frkc)同理设置。
从图3-3能够看到辅绕行桥面快出引桥(Frkc)在引桥(Y)的右侧与引桥(Y4)连接。
环内附属立交桥在图3-1到图3-3中能够同理继续使用，但事实上的实效会降低。
“图3-3的结构和行车路线”与“图2-16的结构和行车路线不同”，堵车斜率也有变化。
假如设定要分析的是有主桥面(Z)、辅桥面(F)、主绕行桥面(Fr)、辅绕行桥面(Fr)为5支立交桥，引桥(Y11)到引桥(Y22)在主桥面(Z)没有叠加行驶；引桥(Y11)到引桥(Y32)走主绕行桥面(Fr)从3号引桥(Y)的引桥(Zrkc)到达3号公路，没有叠加行驶；要左转到达引桥(Y82)、引桥(Y72)的走辅桥面(F)，同理通行，同样没有叠加行驶；5支功能分层环形立交桥整体的堵车斜率为“0”，5支功能分层环形立交桥不必要配置主快速绕行桥面(Zkr)、辅快速绕行桥面(Fkr)。
6支及以上支数引桥(Y)，有主桥面(Z)、辅桥面(F)、主绕行桥面(Fr)、辅绕行桥面(Fr)、主快速绕行桥面(Zkr)、辅快速绕行桥面(Fkr)等结构的功能分层立交桥，主快速绕行桥面(Zkr)、辅快速绕行桥面(Fkr)化解了叠加绕行的冲突点的，相当于没有叠加行驶的效果，也能够认定所有方向的拥堵斜率全部为“0”。
加宽主、辅快速绕行桥面也能增加通行量；
增加母子桥会增大桥体面积，需要慎重考虑；
在主、辅快速绕行桥面外能够再增加主、辅快速绕行桥面，绕行车辆遇到第1个引桥(Y)走引桥(Y2)，绕行车辆遇到第2个引桥(Y)走引桥(Zrkc)或引桥(Frkc)，绕行车辆遇到第3个引桥(Y)走再增加主、辅快速绕行桥面的引桥(Zrkc)或引桥(Frkc)，主、辅快速绕行桥面和再增加主、辅快速绕行桥面2条快绕桥面。
再增加主、辅快速绕行桥面不过是一个假设，在现实中还没有查到有N＞8的立交桥，如果整个城市通盘考虑，修建5支立交桥的可能性都会很小，这是后面会讨论的内容。
功能分层立交桥还能累加主辅桥桥面数量来增加通行量，现实中不太可能有这种需要。
定义18：有主桥面(Z)、辅桥面(F)、数支引桥(Y)，没有位置变换的环形功能分层立交桥，是早期、初级的功能分层立交桥，简称：“原始型功能分层立交桥”。有主桥面(Z)、辅桥面(F)、数支引桥(Y)，有位置变化的环形功能分层立交桥，确认了功能分层立交桥的合理性，为继续研究功能分层立交桥奠定基础，简称为：“基础型功能分层立交桥”。有主桥面(Z)、辅桥面(F)、主绕行桥面(Fr)、辅绕行桥面(Fr)、主快速绕行桥面(Zkr)、辅快速绕行桥面(Fkr)、数支引桥(Y)的功能分层立交桥，已经很理想了，简称为：“理想型功能分层立交桥”。
技术特征2：
结构组成：
技术特征1所述的一种功能分层立交桥，其特征在于：一种功能分层立交桥“由主桥面(Z)、辅桥面(F)、引桥(Y)、主绕行桥面(Zr)、辅绕行桥面(Fr)、主快速绕行桥面(Zkr)、辅快速绕行桥面(Fkr)，主绕行桥面快出引桥(Zrkc)、辅绕行桥面快出引桥(Frkc)”构成；
主桥面(Z)用于右转弯，辅桥面(F)用于左转弯，主绕行桥面(Zr)用于逆时针绕行，辅绕行桥面(Fr)用于顺时针绕行，主快速绕行桥面(Zkr)用于提高逆时针绕行的车速，辅快速绕行桥面(Fkr)用于提高顺时针绕行的车速，主绕行桥面快出引桥(Zrkc)用于主绕行桥面(Zr)，或主快速绕行桥面(Zkr)内的车辆能够快速离开立交桥，辅绕行桥面快出引桥(Frkc)用于辅绕行桥面(Fr)，或辅快速绕行桥面(Fkr)内的车辆能够快速离开立交桥；连接关系：
主绕行桥面(Zr)的跨越或穿行相应引桥(Y)段，其进口在对应的引桥(Y)的左端连接在主桥面(Z)，主绕行桥面(Zr)的出口在对应引桥(Y)的右端连接在主桥面(Z)，辅绕行桥面(Fr)的进口在对应的引桥9Y)的右端连接在辅桥面(F)，辅绕行桥面(Fr)的出口在对应的引桥(Y)的左端连接在辅桥面(F)；
主快速绕行桥面(Zkr)将主绕行桥面(Zr)的顶端连接起来，辅快速绕行桥面(Fkr)将辅绕行桥面(Fr)的顶端连接起来；
主绕行桥面快出引桥(Zrkc)在引桥(Y)的左端通过引桥(Y2)、或引桥(Y5)，或直连到公路，辅绕行桥面快出引桥(Frkc)在引桥(Y)的右端通过引桥(Y4)，或直连到公路；
“主绕行桥面(Zr)、辅绕行桥面(Fr)、主快速绕行桥面(Zkr)、辅快速绕行桥面(Fkr)，包括配套结构主绕行桥面快出引桥(Zrkc)或辅绕行桥面快出引桥(Frkc)”的桥体与引桥(Y)重叠的部分，或引桥(Y)上下之间必须留有车辆安全行车的空间；
所有连接关系均按先出后进技术特征连接；
“主绕行桥面(Zr)、辅绕行桥面(Fr)、主快速绕行桥面(Zkr)、辅快速绕行桥面(Fkr)、”能够根据环境限制，按照车流量的大小，或投资充裕程度进行选择性建设或分阶段建设；
“主绕行桥面(Zr)、辅绕行桥面(Fr)、主快速绕行桥面(Zkr)、辅快速绕行桥面(Fkr)”能够根据实际需要选择立交桥具体形状、车道宽度，或各引桥(Y)的位置变换，或广义位置变换的结构；
在主桥面(Z)内各右转弯行车路线之间，或在辅桥面(F)内各左转弯行车路线之间，能够设置隔离墙、隔离禁行标志线或，隔离禁行指示灯；
作用简述：
在技术特征1的基础上，从结构原理上消除了交织冲突点，将所有引桥(Y)之间的拥堵斜率降低到“0”，或趋近于“0”。
继续分析：
有了主绕行桥面(Zr)，或辅绕行桥面(Fr)之后，主桥面(Z)，或辅桥面(F)内不再有绕行车辆，不论在主桥面(Z)内，或辅桥面(F)内的任意两个引桥(Y)之间能够构建不存在高差的同平面的、不增加直径的、不增加体积的直接连通桥面。
图3-4是8支环形功能分层立交桥，假设1#引桥(Y)到5#引桥(Y)是主线道路，在上层主桥面(Z)，或辅桥面(F)的1#引桥(Y)与5#引桥(Y)之间搭建一个同平面的直通桥面(1#-5#)，1#引桥(Y)与5#引桥(Y)之间的车辆就能双向直行通过。假如2#引桥(Y)到5#引桥(Y)是主线道路，搭建的同一个平面的直通桥面就是2#-5#，如此等等。
一个主桥面(Z)，或辅桥面(F)的平面内，每个桥面只搭建一个平面的直通的桥面，不会出现冲突点。
定义19：包含主绕行桥面(Zr)，或辅绕行桥面(Fr)的多支环形功能分层立交桥，主桥面(Z)或辅桥面(F)的任意两个引桥(Y)之间搭建的、没有高程变化的、直通的桥面，简称为：“直通桥”。
请看图3-4，在1#-5#的旁边，借助1#-5#单向通行桥面搭建了单向通行桥面2#-5#。同理，还能搭建3#-5#等。在另一行车方向直通桥桥面5#-1#的旁边，同样能够搭建单向通行桥面6#-1#、7#-1#等。
定义20：在直通桥旁边搭建的单向通行的桥面，简称为：“旁通桥”。
直通桥向上或向下都有拓展空间，想上能够搭建跨越上层直通桥的立交桥面，向下能够搭建穿越下层直通桥的立交桥面。
定义21：在直通桥外搭建的，跨越或下穿直通桥的立交桥面，称为：“拓展桥面”。到此，有直通桥，没有旁通桥的仍然能够称为：“母子桥”，带旁通桥的能够称为：“祖孙桥”。区别于技术特征1基本型功能分层立交桥，同时包含绕行桥面和直通桥，或旁通桥的功能分层立交桥，其功能近乎完美，简称为：“完美型功能分层立交桥”。有跨越直通桥立交桥面的，简称为：“拓展型功能分层立交桥”。
有了直通桥，半浮式完美型功能分层立交桥在多支立交桥使用类型中凸显的技术特征是，引桥(Y)最短、没有匝道因而占地最小，体积自然最小，层数最少，通行能力相比半浮式理想型功能分层立交桥有明显增强。
拓展型功能分层立交桥在现实中不难做到，在体积上要比完美型功能分层立交桥体积大一些，在实际中这种需求比较少，比如说在立交桥建好后很多年突然又新开出一条道路需要跨越这个桥，这个桥原有的主线不是这个方向，为了用最小的投入打通这条路，就能够使用跨越直通桥的增强立交桥面。提出拓展型功能分层立交桥是考虑到问题讨论要做到充分，避免疏漏。
如果多支环形功能分层立交桥只有一个主线方向，这1个直通桥选择落在地面能够节约支撑结构；半浮式或单层上浮或单层下沉的环形功能分层立交桥能够有2个直通桥；一层全上浮一层全下沉的环形功能分层立交桥，公路对应的引桥(Y)能够直接延伸到环内，3个桥面之间有足够的安全行车空间，能够有3个直通桥；顶层能够拓展一层跨越直通桥的立交桥桥面，能够形成第4个直通立交桥桥面；当然底层还能有第五个直通立交桥桥面，这 第5个直通立交桥桥面只是理论推导得出的结论，这里只是说施工技术上能够做到，不是主要推荐的内容。
技术特征3：
结构组成：
技术特征2所述的一种功能分层立交桥，其特征在于：一种功能分层立交桥由主桥面(Z)、辅桥面(F)、引桥(Y)、主绕行桥面(Zr)、辅绕行桥面(Fr)，或有直通桥、旁通桥、主快速绕行桥面(Zkr)、辅快速绕行桥面(Fkr)，主绕行桥面快出引桥(Zrkc)、辅绕行桥面快出引桥(Frkc)构成；
双向通行的直通桥能够连接在主桥面(Z)或辅桥面(F)环内的任意2个引桥(Y)之间，单向通行的旁通桥连接在1个引桥(Y)与直通桥之间。
在上一个技术特征的基础上，在不增加主桥面(Z)与辅桥面(F)之间的高度差，不增大立交桥直径的情况下，也能够构建出直通桥、旁通桥、增强桥面。
也能够是指能够在增加主桥面(Z)与辅桥面(F)之间的高度差，不增大直径的情况下，构建直通桥、旁通桥、增强桥面。在不增加主桥面(Z)与辅桥面(F)之间的高度差，不增大直径的情况下，也能够构建直通桥、旁通桥、增强桥面。
继续分析：
当引桥(Y)的支数(N)在N＝1时，那是大院大门处，或前方无路可走。能够用N＝1来形容无路可走的人。
当引桥(Y)的支数(N)在N＝2时，只能是一条道路。
当引桥(Y)的支数(N)在N＝3时，是3通立交桥。
当引桥(Y)的支数(N)在N＝4时，是十字立交桥。
当引桥(Y)的支数(N)在N＝5时，有主桥面(Z)、辅桥面(F)、引桥(Y)、主绕行桥面(Zr)、辅绕行桥面(Fr)足够用。
当引桥(Y)的支数(N)在N＜8时，拓展性能一般用处不大。
当引桥(Y)的支数(N)在N＞8，目前还没有查到实例。
当引桥*Y)的支数(N)在N＞12时，多支功能分层立交桥的直径过大，环形桥面会被当作环路看待。
继续分析：
当引桥(Y)支数(N)在N＝4的时候，是城市中立交桥使用最多的，现在就来讨论。直观感觉十字立交桥不需要建设环形路面，但结论是需要证明的。
注释12：通常为了保证主线车速不受影响，主桥面(Z)的路面高度尽可能与主线路面高度持平，这一习惯对环形桥面或非环形桥面都是一样的。
图4-1是由4个图2-6A引桥(Y)组成的4支环形功能分层立交桥，相当于图2-16去掉4支引桥(Y)。N＝4时，环形功能分层立交桥有纵横2个双向直行的要求，还有左转弯，或右转弯，4支立交桥有1个来3个去，没有多余的要求也就不存在绕行需求，环形桥面的部分自然是能够省略的部分。
图4-1标注了主线在主桥面(Z)的直行行车路线、右转弯行车路线，还有右转弯禁行隔离带(B)位置。也标注了引线在辅桥面(F)的直行行车路线、左转弯行车路线，还有左转弯禁行隔离带位置。桥面内双向直行道路之间，能够设置隔离带、隔离禁行线。假设在双向 直行道路之间只是隔离划线(没有设置实体隔离带)，在管理部门事先行文允许的情况下，特种车辆或急救车辆在保证安全的前提下、有选择在主桥面(Z)左转弯的机会，或有选择在辅桥面(F)内右转弯的机会。
图4-2A、图4-2B与图4-1的差别在于去掉了内环，并将相邻两个引桥(Y)之间的圆弧连线改为直线，进行了结构简化，省去了部分结构。
图4-3A、图4-3B是在图4-2A、图4-2B的基础上做了进一步结构简化处理，去掉了两个引桥(Y)之间的连线，进一步缩小了占地面积。
图4-3C是图4-3A、图4-3B行车线路之外能够设置公交换乘连接梯(19)的位置投影。
图4-4A是根据图2-7引桥(Y)组成4支功能分层立交桥的主桥面(Z)，图4-4B是根据图2-7引桥(Y)组成4支功能分层立交桥的辅桥面(F)。图4-4C是图4-4A与图4-4B行车线路之外能够设置公交换乘连接梯(19)的位置投影。
图4-5是图2-8构建的引桥(Y3)、引桥(Y4)均在右侧的4支功能分层立交桥示意图。主路也能够像图4-4一样将主桥面(Z)直行车道对齐。
图4-6A是由4支图2-10A位置变换结构构成的环形功能分层立交桥，没有添加附加内容。
图4-6B是在图4-6A基础上精简了内环和外环的弧线部分。
图4-6C简单地提高了辅桥面(F)的转弯车速。
图4-6D是将主桥面(Z)和辅桥面(F)的直角转弯改为弧线转弯，提高了转弯行车速度，图中的下层是主线主桥面(Z)在地表，主桥面(Z)比辅桥面(F)的直行线路要顺畅.行车线路之外能够设置公交换乘连接梯(19)的位置，也能够将阳光从天窗位置照射到主桥面(Z)。辅桥面(F)通常比主桥面(Z)面积要小，辅桥面(F)设为上层架空桥面显然能够做到节约，同时将最长通的桥面留给主线道路，这是合理选择，但不是唯一选择，具体设置是要根据实际要求而定。
图4-6D的特点还在于调整主桥面(Z)右转弯半径“R”或辅桥面(F)左转弯半径“r”，能够改变车辆流速，不是特别夸大时不会增加占地面积。
多数情况下，引线相对主线的车流量要小很多，引线车道的宽度相比主线车道的宽度要窄一些。
辅桥面(F)全上浮采用预制件，优点是施工工期短，在夜间架设辅桥面(F)能够不影响白天的行车。辅桥面(F)全下沉时结构稳定、寿命长。
技术特征4：
]技术特征1所述的一种功能分层立交桥，其特征在于：一种功能分层立交桥由主桥面(Z)、辅桥面(F)、4支引桥(Y)构成；
引桥(Y)由引桥(Y1)、引桥(Y2)、引桥(Y3)、引桥(Y4)，或包括引桥(Y5)构成；
主桥面(Z)倾向用于主线车辆的直行，或各方向车辆的右转弯，辅桥面(F)用于与主桥面(Z)相交叉方向车辆的直行，或各方向车辆的左转弯；
主桥面(Z)与辅桥面(F)呈上下，或下上连接关系；
引桥(Y1)、引桥(Y2)连接于公路与主桥面(Z)之间，引桥(Y3)、引桥(Y4)能够以位置变换或广义位置变换连接于辅桥面(F)与公路之间；
主桥面(Z)与辅桥面(F)的行车线路空余位置上下投影的重合部分，能够设置公交换乘连接梯(19)，也能够设置两个桥面的承重支撑点，或用于阳光投射，或封闭；
主桥面(Z)或能够根据流量需要设置右转弯半径R，辅桥面(F)或能够根据流量需要设置左转弯半径r；
在引桥的支数等于4时，主桥面(Z)内或辅桥面(F)内不再有绕行需求，占地面积变得更小，结构以更简单；此时各种位置变换结构各有优势。
继续分析：
当公路遇到形象路段或备降路段时，要求路段内道路“宽平直”，包括道路两旁没有障碍物，只要不是硬性阻挡即可，例如：三年内苗圃、或花卉、或菜园等。
平直的要求决定主线必须是对应上层主桥面(Z)，位置变换不允许安排在主桥面(Z)，主线的左转弯只能用引桥(Y5)或桥下调头路面(12)与辅桥面(F)的位置变换路面并行来完成。
形象路段或备降路段的立交桥由图5A、图5B、图5C、图5D共同描述：
直行路线：
1#引桥(Y)到2#引桥(Y)的直行，引桥(Y11)直行通过主桥面(Z)到引桥(Y22)。
2#引桥(Y)到1#引桥(Y)的直行，引桥(Y21)直行通过主桥面(Z)到引桥(Y12)。
3#引桥(Y)到4#引桥(Y)的直行，引桥(Y33)直行通过辅桥面(F)到引桥(Y44)。
4#引桥(Y)到3#引桥(Y)的直行，引桥(Y43)直行通过辅桥面(F)到引桥(Y34)。
右转路线：
1#引桥(Y)到4#引桥(Y)的右转，引桥(Y11)右转通过主桥面(Z)到引桥(Y42)。
2#引桥(Y)到3#引桥(Y)的右转，引桥(Y21)右转通过主桥面(Z)到引桥(Y32)。
3#引桥(Y)到1#引桥(Y)的右转，引桥(Y31)右转通过主桥面(Z)到引桥(Y12)。
4#引桥(Y)到2#引桥(Y)的右转，引桥(Y41)右转通过主桥面(Z)到引桥(Y22)。
左转路线：
1#引桥(Y)到3#引桥(Y)的左转，引桥(Y13)左转通过辅桥面(F)到引桥(Y34)。
2#引桥(Y)到4#引桥(Y)的左转，引桥(Y23)左转通过辅桥面(F)到引桥(Y44)。
3#引桥(Y)到2#引桥(Y)的左转，引桥(Y33)左转通过辅桥面(F)到引桥(Y24)。
4#引桥(Y)到1#引桥(Y)的左转，引桥(Y43)左转通过辅桥面(F)到引桥(Y14)。
调头路线：
1#引桥(Y)的调头，从引桥(Y13)连接桥下调头路面(12)到引桥(Y14)完成。
2#引桥(Y)的调头，从引桥(Y23)连接桥下调头路面(12)到引桥(Y24)完成。
3#引桥(Y)的调头，从引桥(Y31)在主桥面(Z)的屏风、花坛或幕墙等(22)与上层公交平台(17)之间，连接引桥(Y32)完成。
4#引桥(Y)的调头，从引桥(Y41)在主桥面(Z)的屏风、花坛或幕墙等或幕墙(22)与上层公交平台(17)之间，连接引桥(Y42)完成。
公交：
上层公交换乘平台(17)通过公交换乘连接梯(19)连接行人、非机动车通道或地下通道(25)，连接下层公交换乘平台(18)，行人、非机动车通道或地下通道(25)也连接城市功能模块出口(26)。
下层公交换乘平台(18)能够设置在辅桥面(F)内的两侧，也能够设置在辅桥面(F)内的中间位置。
备降公路要符合相应的跑道基本要求，不能影响飞机起降安全。
技术特征5：
技术特征1所述的一种功能分层立交桥，其特征在于：一种功能分层立交桥由主桥面(Z)，辅桥面(F)；
主桥面(Z)由2支宽平直通公路为主线的引桥(Y11)到引桥(Y22)、引桥(Y21)到引桥(Y12)，主桥面(Z)两侧的上层公交换乘平台(17)，主桥面(Z)两侧的屏风、花坛或幕墙等(22)构成；
辅桥面(F)由位置变换段、桥下调头路面(12)，下层公交换乘平台(18)，公交换乘连接梯(19)，行人、非机动车地下通道(25)，行人、非机动车地下通道进出口(26)构成；
主桥面(Z)倾向用于主线车辆的直行，或立交桥各方向车辆的右转弯；辅桥面(F)用于与主桥面(Z)交叉的道路上车辆的直行，或立交桥各方向车辆的左转弯；
主桥面(Z)在上，辅桥面(F)在下，呈上下交叉连接关系；主桥面(Z)与辅桥面(F)由引桥(Y13)、引桥(Y14)、引桥(Y23)、引桥(Y24)连接；
“连接引桥(13)、引桥(14)之间的桥下调头路面(12)”在辅桥面(F)与“连接引桥(Y43)、引桥(Y34)之间的路段并行”；
“连接引桥(23)、引桥(24)之间的桥下调头路面(12)”在辅桥面(F)与“连接引桥(Y33)、引桥(Y44)之间的路段并行”；
引桥(31)通过“位于3#引桥上方的屏风、花坛或幕墙等(22)与2#引桥(Y)到1#引桥(Y)直行道路外侧的上层公交换乘平台(17)之间的道路”连接到引桥(32)；
引桥(41)通过“位于4#引桥上方的屏风、花坛或幕墙等(22)与1#引桥(Y)到2#引桥(Y)直行道路外侧的上层公交换乘平台(17)之间的道路”连接到引桥(42)；
行人、非机动车地下通道(25)连接公交换乘连接梯(19)、下层公交换乘平台(18)、行人、非机动车地下通道进出口(26)，公交换乘连接梯(19)连接上层公交换成平台(17)；
以上能够满足整体形象路段，或大飞机备降公路对立交桥的要求。
继续分析：
当遇到非对称4支路口的特殊路段时，见图6-1：
车辆从1#道路通过引桥(Y13)进入辅桥面(F)到达引桥(Y24)到2#道路；
车辆从1#道路通过引桥(Y13)进入辅桥面(F)到达引桥(Y34)到3#道路；
车辆从1#道路通过引桥(Y11)通过主桥面(Z)到达引桥(Y42)到4#道路；
车辆从2#道路通过引桥(Y21)进入主桥面(Z)到达引桥(Y12)到1#道路；
车辆从2#道路通过引桥(Y21)进入主桥面(Z)到达引桥(Y32)到3#道路；
车辆从2#道路通过引桥(Y23)通过辅桥面(F)到达引桥(Y44)到4#道路；
车辆从3#道路通过引桥(Y31)进入主桥面(Z)到达引桥(Y12)到1#道路；
车辆从3#道路通过引桥(Y33)进入辅桥面(F)到达引桥(Y24)到2#道路；
车辆从3#道路通过引桥(Y33)通过辅桥面(F)到达引桥(Y44)到4#道路；
车辆从4#道路通过引桥(Y41)进入主桥面(Z)到达引桥(Y12)到1#道路；
车辆从4#道路通过引桥(Y41)进入主桥面(Z)到达引桥(Y22)到2#道路；
车辆从4#道路通过引桥(Y41)通过主桥面(Z)到达引桥(Y32)到3#道路；
图6-1在2#道路、3#道路两个道路上做位置变换，能够做到非对称4支功能分层立交桥无冲突点。
图6-2在2#道路上只做了一个位置变换，引桥(Y3)到引桥(Y4)是通过调头路面完成的。技术特征6：
技术特征1所述的一种功能分层立交桥，其特征在于：一种功能分层立交桥由主桥面(Z)、辅桥面(F)、不对称4支引桥(Y)构成；引桥(Y)由引桥(Y1)、引桥(Y2)、引桥(Y3)、引桥(Y4)构成；其中2只引桥(Y)做位置变换达到没有冲突点的效果；或1只引桥(Y)做位置变换与辅助通道相配合，只有一个弱化的冲突点。
继续分析：
引桥(Y)N＝3在城市立交桥数量上占比排名第二位，3支立交主要分布在道路的端点。
图7(N)是假设1#引桥(Y)、2#引桥(Y)为主线，3#引桥(Y)为引线。
图7-1是图5去掉一只引桥(Y)。
图7-2应用了单只图2-6C。
图7-3是图2-8的变形。
图7-4是图2-13的变形。
图7-5是类似图2-11的另外一种形式的位置变换。
图7-6是辅桥面(F)在下的图2-10A的变形。
图7-7是辅桥面(F)在上的图2-10A的变形。
图7-1到图7-7都是3#引桥(Y)做位置变换，以下是行车路线：
直行：
车辆从1#道路通过引桥Y(11)，主桥面(Z)到引桥Y(22)，到2#道路；
车辆从2#道路通过引桥Y(21)，主桥面(Z)到引桥Y(12)，到1#道路；
右转弯：
车辆从1#道路通过引桥Y(11)，主桥面(Z)到引桥Y(32)，到3#道路；
车辆从3#道路通过引桥Y(31)，主桥面(Z)到引桥Y(22)，到2#道路；
左转弯：
车辆从3#道路通过引桥Y(33)，辅桥面(F)到引桥Y(24)，到1#道路；
车辆从2#道路通过引桥Y(23)，辅桥面(F)到引桥Y(34)，到3#道路；
图7-1到图7-7的7个示意图之间的差别在于引线调头引桥(Y5)的位置不同，引桥(Y4-2)、或引桥(Y3-2)的结构略有不同，左转弯与直行的位置摆放不同，主辅桥面在上的不同，引桥(Y5)的位置不同，变换段线形不同，在本质上没有区别。
3支功能分层立交桥，有1只引桥(Y)做位置变换就能做到无冲突点全互通。另外2只引桥(Y)一般情况下都会选择省略位置变换结构。当然，所有引桥(Y)都要做位置变换也不能说不允许。
3支功能分层立交桥与4支功能分层立交桥不同，3支功能分层立交桥没有在立交桥上换乘必要，如果一定要在立交桥上换乘，能够按图5B、图5C、图5D描述的原理处理。
技术特征7：
技术特征1所述的一种功能分层立交桥，其特征在于：一种功能分层立交桥由主桥面(Z)、辅桥面(F)、3支引桥(Y)构成；
引桥(Y)由引桥(Y1)、引桥(Y2)、引桥(Y3)、引桥(Y4)，或包括引桥(Y5)构成；
3支环形功能分层立交桥能够精简成T型、Y型；
主桥面(Z)用于完成右转弯，或直行；
辅桥面(F)用于完成左转弯；
主桥面(Z)与辅桥面(F)呈上下，或下上连接关系；
引桥(Y1)、引桥(Y2)连接于公路与主桥面(Z)之间；
至少有一支引桥(Y)的引桥(Y3)、引桥(Y4)能够以位置变换结构连接于公路与辅桥面(F)之间。
本技术特征是将3支功能分层立交桥精简掉2个位置变化结构。
继续分析：
图8示意了一个在4支功能分层立交桥的斜角上与3支功能分层立交桥的组合成5支功能分层立交桥，按此图每个斜向都补充一个3支功能分层立交桥，就能够得到8支功能分层立交桥。用组合方式构建多支立交桥，能够分散聚集点，能够减小立交桥的实际占地面积的。各种位置变换结构都能参与组合，组合的含义就在于多样性，非位置变换结构当然也能参与组合。图8采用图2-6A的位置变换结构，是前后用图一致容易理解。
地球是圆的，球面不是平面，小城市看起来好像是方方正正的，大城市只能是多组近似方正的城区衔接在一起，衔接处只能是不规则连接，多支立交桥的存在是必要的。
技术特征8：
技术特征1所述的一种功能分层立交桥，其特征在于：一种功能分层立交桥能够采用4支功能分层立交桥与3支功能分层立交桥在一个桥位上组成组合式多支立交桥。
继续分析：
图9-1是城市功能模块群(MQ)，主要是用于模块化城市分散性的分析解释。
定义22：主线(ZHU)与引线(YIN)，或引线(YIN)与引线(YIN)所包围的区域是“城市功能模块(M)”。主线(ZHU)与主线(ZHU)包围的城市功能模块(M)的集合，构成“城市功能模块群”。城市功能模块群中的城市功能模块(M)用“Ms1”编号，“M代表城市功能模块，“s”代表“样数”(列数、纵向)编号，”1”代表行数(横向)编号。第2列第3行的城市功能模块是“M23”。
城市功能模块群(MQ)的优势有很多，人造区域经济是初衷之一。
图9-1城市功能模块群存在的意义：
假设图9-1是一个汽车生产厂，M15是一个地盘基础零件制造厂，M15内包括科研生产教学居住的内容，M14是一个地盘基础零件制造厂，M14内包括科研生产教学居住的内容；M15是支持M25总成的，M14是支持M24总成的，M25的总成需要推送到M24去进一步安装，以此类推到M21，地盘总成全部完成。汽车发动机是从M55支持M45，M45到M41，以此类推到由M31到M35，发动机总成完成；再由M31到M35，整台汽车出厂。
生产一台汽车的所有工厂集中到一个城市功能模块群(MQ)，每个城市功能模块(M)都包含产学研及居住和服务的内容，每个城市功能模块(M)都能够有多家国内外专业机构住在，任何一个科研难题都会瞬间得到数十万人的共同探究，这种城市结构的竞争能力 无比强大是显而易见的。城市功能模块其功能的合理布局，是提高生产效率的重要举措。
图9-1模块化城市分散性交通的分析解释：
若车辆从城市功能模块群(MQ)左上角“S0”或“L0”进入本模块，能够从纵向主线(ZHU)的S0向下走，再然后横走“L1、L2、L3、L4、L5”，进入相应的城市功能模块(M)；车辆还能够从横向主线(ZHU)的L0向右直走，然后走纵向“S0、S1、S2、S3、S4、S5”，进入相应的城市功能模块(M)；机动车辆进入城市功能模块群(MQ)是越走越少，不构成拥堵条件。
图9-2中的功能分层立交桥是图4-4A与城市功能模块(M)组合的新的模块化城市，从图2-5到图2-15的所有位置变换结构都能够与城市功能模块(M)进行组合。
定义23：功能分层立交桥与城市功能模块(M)组合，构成：“模块化城市II”。
模块化城市II能够任意选择位置变换的立交桥结构，优选的5种结构也是各有优势，只能根据城市功能模块(M)的具体位置，或实际需要去选择位置变换的结构，司机应根据实际所在位置去选择合理的行车路线。当然，不做任何选择影响也不大。
模块化城市II的道路没有辅路，主路与辅路之间的隔离绿化带自然消失了，隔离绿化带植被难养护的问题彻底解决了，植被根系破坏道路的问题也消失了。
城市功能模块(M)内的规划公共绿地、绿化隔离带的绿化面积，都能够合并到城市功能模块(M)与道路之间的植被集中区域(9-1)以内，植被在建筑物与公路之间集中生长，能起到非人工的隔尘降噪作用，集中生长是城市植被最好的生长环境，这是城市生态的进步。
从图9-2中看到城市功能模块(M)边长的中心位置有机动车进、出口(6)，城市功能模块(M)的各个机动车进、出口(6)之间通过城市功能模块内道路(5)在城市功能模块(M)内是互相连通的。
城市功能模块(M)机动车进、出口(6)的左侧有公共汽车车站(27)，公共汽车车站(27)与城市功能模块(M)的机动车进、出口(6)之间有防撞墙、缓冲墩桶等防撞措施(9-2)，防撞墙、缓冲墩桶等防撞措施(9-2)是在雨雪天气道路打滑，或机动车失灵时，为涉事机动车提供外力停车帮助，防止撞击机动车进、出口(6)的进出车辆。公交车站站台要有安全高度，机动车失去控制时也不能对站台上的乘客造成直接伤害。公共汽车车站(27)放在机动车进、出口(6)的左侧能够有效地防止公交车在通过城市功能模块机动车进、出口(6)时的速度过快。具体是指公共汽车要先在公交车站停车，公共汽车出车站时是以启动速度经过城市功能模块机动车进出口(6)，这样能够提高城市功能模块机动车进出口(6)进出车辆的安全性。
模块化城市II相比之前提出的模块化城市相比，辅路彻底消失了，左转弯绕行消失了，包括多支立交桥在内，所有立交桥都能够实现两层，容易被接受。
驾驶机动车行驶在模块化城市II的道路上，如同行驶在高速路上，两侧为茂密的树林。
整个城市的繁华地段在纵横相连行人和非机动车通道(25)的两侧。
模块化城市II继承模块化城市的所有优点，图9-3的行人和非机动车通道(25)，能够纵横连通整个城市，有公交换乘的立交桥能够形成行人和非机动车通道(25’)斜向连通整个城市，每个城市功能模块(M)都能在四个，或八个方向任意穿行。引线(YIN)与引线(YIN)交叉点如何纵横交叉布置，能够设定某一段引线(YIN)的备降跑道长度。500米内有 “公交、行人和非机动车通道、救援通道、工程通道、备降公路、救援值守”，2500米内能够起降重型大飞机机，动车道上能够“没有红绿灯，没有井盖，没有冲突点”等等；主线(ZHU)与主线(ZHU)相交处能够采用图5所示的功能分层立交桥桥向纵横交叉布置，目的是得到10千米的备降公路；每个路段都有“色标、数字标、字母标和汉字标识”。
模块化城市II能够由若干个城市功能模块群(MQ)构成，每个城市功能模块群(MQ)都应该有明确的定位。每个城市功能模块(M)都要留有足够的居住空间供工作人员就近居住，而不是被占用后影响调剂功能。
技术特征9：
一种功能分层立交桥，其特征在于：一种功能分层立交桥与城市功能模块(M)有机地结合，能够形成新型模块化城市II；模块化城市II的主线(ZHU)与主线(ZHU)交叉点能够选择功能分层立交桥，引线(YIN)与主线(ZHU)的交叉点以主线(ZHU)纵向为准，引线(YIN)与引线(YIN)的交叉点按需选择功能分层立交桥；
包围城市功能模块(M)的主线(ZHU)或引线(YIN)道路均只有主路没有辅路；城市功能模块(M)的外围部分没有人行道；城市功能模块(M)与道路之间是植被集中种植区域(9-1)；
城市功能模块(M)边长的中心位置设有机动车进出口(6)，城市功能模块机动车进出口(6)的左侧设有公共汽车站(27)，公共汽车站(27)与城市功能模块机动车进出口(6)之间设有防撞墙、缓冲墩桶等防撞措施(9-2)，公共汽车站(27)应有足够高度，预防公交车失灵伤到候车人；
城市功能模块(M)各个机动车进出口(6)之间由城市功能模块内道路(5)相互连通。
继续分析：
定义24：城市是经济动物，离开获得工作或商业机会的城市必然是鬼城。各个基本工作单元与基本的生活配套相结合成为城市细胞，不能再次拆分的城市功能单元(城市细胞)配以稳定的物理地址，称为：“城市最小系统”。
定义25：疫情出现后，限制人的流动会影响经济发展或影响生活物质供应，不限制人的流动可能会造成疫情扩散，模块化城市II对城市最小系统进行合理有效地管理，形成具有疫情防控能力的城市功能模块(M)，简称为：城市“防疫模块”。
模块化城市II由只有主路的道路、功能分层立交桥和防疫模块构成，模块化城市II具有整体防疫能力，这是与病毒长期共存的有效的城市防疫体系。
模块化城市的城市功能模块(M)内有4个功能分区，其中1个功能分区是整体的工作区，其他3个是生活区。防疫模块是在城市功能模块(M)的基础上，将工作区从占一个角，移动到城市功能模块(M)的中心位置，并将工作区(G1)分为4个工作分区，均匀分配到4个功能分区，见图10。工作人员日常在哪个工作分区工作，就在哪个对应的功能分区的居住区(Jz)内居住，相应服务人员按工作需要分配到各个分区内居住。
4个工作分区之间有能够对人员进行隔离的通道。相邻的城市功能模块(M)之间能够有生产线工作区(G2)相互连接，形成跨城市功能模块(M)的系统化的流水线作业地下通道，工作分区之间的隔离通道、生产线工作区(G2)之间的隔离通道，在疫情期间能够对人员进行自动隔离，不妨碍工作物件的传递，能够保证疫情期间不影响工作正常进行。
定义26：具有防疫模块的硬件基本功能，如所有通道均设有联网的可见光、热红外、声音、气味等传感器等，防疫模块具备自动筛选行人的疑似疾病种类、病情程度提示就医，或提示隔离。当侦测到疑似疫情后，防疫模块根据城市最小系统的数据，有能力从时间和空间上动态细化整个城市中每个人的上下班时间、路线(包括电梯)，避免在时间和空间的交叉传染，能够立即自动拦截疑似病员，自动及时流调，自动上报疫情防空指挥中心、自动筛选密切接触者，瞬时通知密接者，通知二接、三接人员。跟踪。能够自动计算整个城市的城市每个入的等级，并通知到相关的每一个人。保证密接着的范围足够大，还要保证不是密接着不被殃及，保证及时性、合理性和有效性；在工作中，能够提示最佳的工作效率方式，包括提示什么时间要去做什么工作、行走路线，以及工作标准等；还包括防御和紧急救援体系的智能提示；具有以上功能的城市管理硬件及软件系统，统称为：“城市智能防疫与安全及效率系统”。
有声音震动或废气排放的不能放在敬老、医疗、教学区域的下方，严重的废气排放不能放到城市功能模块内。
在疫情发生期间，防疫模块的医院(Y)、敬老院(J)、幼儿园(R)、中小学校(X)。敬老院(J)与医院(Y)均能够分成四个部分，这在疫情发生之前就应该有完整预案。
生活必需品供应通道要避免任何环节的交叉感染，即使长达数年，经济工作仍然能够正常运行，人们的生活丝毫不受影响。
在每个城市功能模块分区内都有能够保证3个月的水、粮食和药品等储备。都要设置蔬菜智能生产，能源自我保障体系。在大灾面前不但能够自救，还能救他。
为保证科技人员能够合理流动，按每个最小功能单元分配出足够的生产生活空间，这包括住房、敬老、教育在内，以保证主要工作人员调动不受客观条件制约。
城市最小系统的合理化配置有拨正社会风气的作用，工作人员早上能够带孩子看望老人，然后送孩子去幼儿园或学校，再去工作。晚上下班能够接孩子后去看望老人后再回家。晚上遛弯时也能去看看老人，老人不会有被迫与儿女分开的孤独感，紧急情况也能迅速到老人身边。城市功能模块(M)内的医护人员、敬老院护理入员、教职员工，或其他服务性工作者，都在同一个城市功能模块内工作和生活，彼此熟悉，相互关照，每个人都必须爱护自己的信用，才能被这个城市功能模块的人们共同接受，否则将被自身的信用驱离该城市功能模块。
通道衔接紧密造就了进入模块化城市II就不会受到冰天雪地，雨淋日晒的影响。
科研生产人员上下班行走距离大体在500米以内，免费自行车、免费电动轮椅非常方便。出城市功能模块(免疫模块)，有安全、舒适、宽敞、明亮的免费公交车，不堵车、不等红灯的道路环境，使得模块化城市II内的生活真实地惬意。
技术特征10：
技术特征9所述的，由一种功能分层立交桥与城市功能模块(M)相结合，其特征在于：城市功能模块(M)能够是防疫模块，防疫模块是将城市功能模块(M)的进行城市最小系统处理；
防疫模块的工作区(G1)在城市功能模块(M)的中心位置，工作区(G1)分为4个工作分区，分别分配于4个城市功能分区；工作区(G1)的4个工作分区之间有具备隔离功能的工作通道相连接，工作区(G1)与生产线工作区(G2)相连，相邻城市功能模块(M)的生产线工作 区(G2)也有具备隔离功能的工作通道相连；
所有人员按城市最小系统的需要接近均匀地分配；城市功能模块之间有生产线工作区(G2)将各个城市功能模块有机地联系在一起；
防疫模块所有通道均设有联网的可见光、热红外、声音、气味等传感器，“城市智能防疫与安全及效率系统”自动筛选行人的疑似疾病种类、病情程度等，提出调理或诊治建议；
当侦测到疑似疫情时，城市智能防疫与安全及效率系统能够及时发出现场警报、自动上传到疫情指挥中心、自动通报密切接触者，及时拦截疑似疫情相关人员，及时跟踪逃逸人员，并采取措施；
城市智能防疫与安全及效率系统从整个城市到每个城市最小系统，从时间和空间上为每个人确定防疫等级，提供动态细化的上下班时间、路线(包括电梯)，避免在时间和空间的交叉传染；，保证范围足够大，还要保证非密接者不被殃及，保证及时性、合理性和有效性；
以防疫模块、城市最小系统为基础的城市智能防疫与安全及效率系统，能够经得起数年隔离均不影响国家经济运行。
权利要求书中的权利要求编号与技术特征编号相对应。
具体实施方式：
通过定义和注释，在看图时能够清晰地说出功能分层立交桥各条道路的行驶路线，不会发生混乱，发明内容部分对各个附图也有了比较清楚的解释，为了方便阅读，下面将附图之间的差别用黑体字表述。
附图说明：
图1-1、图1-2、图1-3、图1-4：初始的功能分层立交桥示意图
图2-1、图2-2、图2-3、图2-4：桥口局部的行车路线示意图
图2-5、图2-6ABC、图2-7、图2-8、图2-9、图2-10AB、图2-11：位置变换结构示意图
图2-12、图2-13、图2-14、图2-15：位置变化方式调整方案示意图
图2-16：基础型环形功能分层立交桥示意图
图2-17：不同位置变换组合的基础型环形功能分层立交桥示意图
图2-18ABC：桥中桥示意图
图3-1：理想型环形功能分层立交桥示意图(有主桥面、辅桥面、主绕行桥面，主桥面在上)
图3-2：理想型环形功能分层立交桥示意图(比图3-1多了快速绕行桥面，主桥面在上)
图3-3：理想型环形功能分层立交桥示意图(比图3-1多了快速绕行桥面，主桥面在下)
图3-4：完美型环形功能分层立交桥示意图(有直通桥、旁通桥)
图4-1：位置变换方式为图2-6A的四支功能分层立交桥行车路线示意图
图4-2AB：图2-6A位置关系(Y2、Y3-3、Y1、Y4)的四支功能分层立交桥弧线改直线示 意图
图4-3AB：的四支功能分层立交桥紧凑连接的示意图
图4-3C：位置关系(Y2、Y3-3、Y1、Y4)的四支功能分层立交桥“换乘连接梯位置”示意图
图4-4A：位置关系(Y3-3、Y4、Y2、Y1)的主桥面(Z)四支功能分层立交桥示意图
图4-4B：位置关系(Y3-3、Y4、Y2、Y1)的辅桥面(F)四支功能分层立交桥示意图
图4-4C：位置关系(Y3-3、Y4、Y2、Y1)的四支功能分层立交桥公交换乘连接梯位置示意图
图4-5：位置关系(Y2、Y1、Y3、Y4)的环形四支功能分层立交桥示意图
图4-6A：图2-10A位置关系(Y2、Y3、Y4、Y1)的环形四支功能分层立交桥(去弧)示意图
图4-6B：图2-10A位置关系(Y2、Y3、Y4、Y1)的环形四支功能分层立交桥(斜转)示意图
图4-6C参考图4-6B，左转弯的直角连接改为斜线连接后能够能够提高转弯速度。
图4-6D：图2-10A位置关系(Y2、Y3、Y4、Y1)的环形四支功能分层立交桥(弧转)示意图
图5A：能够保证主线(ZHU)宽平直的四支功能分层立交桥示意图
图5B：能够保证主线(ZHU)宽平直的四支功能分层立交桥屏风、站台、通道进出口示意图
图5C：能够保证主线(ZHU)宽平直的四支功能分层立交桥行人地下通道及出口示意图
图5D：能够保证主线(ZHU)宽平直的四支功能分层立交桥中间公交站台位置示意图
图6-1：非对称(1个位置变换)四支功能分层立交桥
图6-2：非对称(2个位置变换)四支功能分层立交桥
图7-1、图7-2、图7-3、图7-4、图7-5、图7-6、图7-7：三支功能分层立交桥示意图
图8：4支与3支功能分层立交桥在一个桥位上组成组合式多支立交桥示意图
图9-1：城市功能模块群示意图
图9-2：模块化城市II中的城市道路、公交车站与功能模块连接关系示意图
图9-3：模块化城市II中的行人及非机动车通行路线示意图
图10：模块化城市II中的城市防疫模块示意图
图1-1的连接关系
图1-1由主桥面(Z)、辅桥面(F)、引桥(Y)构成。
车辆在主桥面(Z)内按逆时针行驶，车辆在辅桥面(F)内按顺时针行驶。
主桥面(Z)与辅桥面(F)是呈上下对应连接的环行桥面。
引桥(Y)由引桥(Y1)、引桥(Y2)、引桥(Y3)、引桥(Y4)构成。
图1-1中是主桥面(Z)在上，辅桥面(F)在下。实际也能够做成辅桥面(F)在上。
、引桥(Y)的位置关系是(4、2、1、3)，既是引桥(Y4)、引桥(Y2)、引桥(Y1)、引桥(Y3)：
引桥(Y1)、引桥(Y2)位置居中，连接于主桥面(Z)与公路之间。
引桥(Y4)、引桥(Y3)位置分立与引桥(Y2)、引桥(Y1)的两侧。
引桥(Y1)、引桥(Y3)同向并行，引桥(Y2)、引桥(Y4)从立交桥驶向公路同向并行。
图1-1的工作过程和工作原理
需要右转弯，或绕行的车辆从公路驶入引桥(Y1)进入主桥面(Z)，按逆时针绕行，到达目标引桥(Y)后，右转弯通过目标引桥(Y2)出主桥面(Z)到达公路。
需要左转弯，或绕行的车辆从公路驶入引桥(Y3)进入辅桥面(F)，按顺时针就近左转、或绕行到目标引桥(Y)后，左转弯通过引桥(Y4)出辅桥面(F)到达公路。
图1-1很弱小，但开启了一扇门。
图1-2的连接关系
图1-2由主桥面(Z)、辅桥面(F)、引桥(Y)构成；主桥面(Z)与辅桥面(F)是呈上下对应连接的环行桥面，引桥(Y)由引桥(Y1)、引桥(Y2)、引桥(Y3)、引桥(Y4)构成。
图1-2辅桥面(F)在上，与辅桥面(F)的连接引桥(Y3)、引桥(Y4)位置居中，引桥(Y)的位置关系是(2、4、3、1)，既是引桥(Y2)、引桥(Y4)、引桥(Y3)、引桥(Y1)；
位置关系(2431)也能够做到主桥面(Z)在上。
图1-2的工作过程和工作原理
图1-2与图1-1的原理相同。
图1-3的连接关系
图1-3由主桥面(Z)、辅桥面(F)、引桥(Y)构成；主桥面(Z)与辅桥面(F)是呈上下对应连接的环行桥面，引桥(Y)由引桥(Y1)、引桥(Y2)、引桥(Y3)、引桥(Y4)构成。
图1-3主桥面(Z)在上，与主桥面(Z)连接的引桥(Y2)、引桥(Y1)位置交替居左，引桥(Y)的位置关系是(2、4、1、3)，既是引桥(Y2)、引桥(Y4)、引桥(Y1)、引桥(Y3)；
位置关系(2、4、1、3)也能够做到辅桥面(F)在上。
图1-3的工作过程和工作原理
图1-3与图1-1工作原理相同。
图1-4的连接关系
图1-4辅桥面(F)在上，与辅桥面(F)的连接引桥(Y3)、引桥(Y4)位置交替居左，引桥(Y)的位置关系是(4、2、3、1)，既是引桥(Y4)、引桥(Y2)、引桥(Y3)、引桥(Y1)；
位置关系(4、2、3、1)也能够做到主桥面(Z)在上。
图1-4与图1-3在连接关系上的差别是辅桥面(F)在上，主桥面(Z)在下。
图1-4的工作过程和工作原理
图1-4与图1-1工作原理相同。
图1-1到图1-4的总结：
1、通常主线设置在主桥面(Z)，大多数情况下左转弯的车流量会小于右转弯的车流量。
2、在立交桥定型时，大多数情况下将重要的道路分配给主桥面(Z)，因此左转弯的流量相对右转弯的流量要少，左转弯实际需要的路面宽度自然要窄一些，将辅桥面(F)设置为上层桥面能够减少立交桥的架空面积、减少投资、节约工期。
3、辅桥面(F)多个左转变道之间的关系是互相交织的，在车流量大的时候能够选 择用行政手段保留就近左转弯通行，限制左侧的绕行能够减少冲突点的压力。
4、图1-1相对其他三张图，引桥(Y4)、引桥(Y3)之间的宽度最宽，变道距离最长。
5、图1-2相对其他三张图，引桥(Y4)、引桥(Y3)之间的宽度为零，变道距离最短。
图2-1的连接关系
图2-1由“逆时针行驶的主桥面(Z)、右侧通行的引桥(Y)”构成。引桥(Y)与主桥面(Z)看似丁字形连接，实际是立交桥与引桥连接处截图的一部分。
图2-1的工作过程和工作原理
为了研究功能分层立交桥与引桥连接处有没有冲突点，以及形成桥口冲突点的机理，从功能分层立交桥与引桥连接处截取不同状况的桥口局部分析图。
图2-1是车辆在逆时针行驶的主桥面(Z)与右侧通行的引桥(Y)的局部图中，右转弯的示意图。
在逆时针行驶的主桥面(Z)内，首先遇到的是车辆右转弯驶入连接右侧通行公路的引桥(Y2)，然后才遇到从连接右侧通行公路的引桥(Y1)驶入逆时针行驶的主桥面(Z)右转弯路口，进出车辆是先出后进，车辆行驶路线不会形成冲突点。
图2-2的连接关系
图2-2由“顺时针行驶的辅桥面(F)与右侧通行的引桥(Y)”构成。
图2-2的工作过程和工作原理
图2-2是车辆在顺时针行驶的辅桥面(F)与右侧通行的引桥(Y)的局部图中的左转弯示意图。
在顺时针行驶的辅桥面(F)内的车辆，首先遇到的是引桥(Y3)内的车辆左转弯驶入辅桥面(F)左转弯的路口，然后才能遇到驶入引桥(Y4)的路口，进出车辆是先进后出，而且变道距离为零，在桥口处形成比较严重的冲突点。
图2-3的连接关系
图2-3由“顺时针行驶的辅桥面(F)、左侧通行的引桥(Y)”构成。
图2-3的工作过程和工作原理
图2-3是车辆在顺时针绕行的辅桥面(F)与左侧通行的引桥(Y)的局部图，左转弯行车路线示意图。
在顺时针行驶的辅桥面(F)内的车辆，首先遇到的是车辆从辅桥面(F)左转弯驶入引桥(Y4)的路口，然后才遇到车辆从引桥(Y3)左转弯进辅桥面(F)的路口，进出车辆是先出后进关系，车辆行驶路线不会形成冲突点。
图2-4的连接关系
图2-4由逆时针行驶的主桥面(Z)与左侧通行的引桥(Y)的局部图中，右转弯的行车路线示意图。
图2-4的工作过程和工作原理
在逆时针行驶的主桥面(Z)内，首先遇到的是车辆从引桥(Y3)右转弯驶入主桥面(Z)的路口，然后才遇到从主桥面(Z)右转弯驶入引桥(Y4)的路口，进出车辆是先进后出，也是变道距离为零，在桥口处形成比较严重的冲突点。
图2-5的连接关系
图2-5由主桥面(Z)的一部分、辅桥面(F)的一部分、引桥(Y)构成，是引桥与桥口的 截图。
图2-5的上层桥面是主桥面(Z)，下层桥面是辅桥面(F)，主桥面(Z)与辅桥面(F)在结构上呈上下对应连接。
引桥(Y)由引桥(Y1)、引桥(Y2)、引桥(Y3)、引桥(Y4)、引桥(Y5)构成。
引桥(Y1)、引桥(Y2)与上层主桥面(Z)连接，引桥(Y3)、引桥(Y4)与下层辅桥面(F)连接。
引桥(Y)的引桥位置关系是(3-3、2、4、1)，既是引桥(Y3-3)、引桥(Y2)、引桥(Y4)、引桥(Y1)。
引桥(Y5)是在辅桥面(F)桥面的外侧、引桥(Y2)的下方，增加一段引桥(Y3-3)到引桥(Y2)的道路，连接于引桥(Y3-3)与引桥(Y4)之间。
图2-5的工作过程和工作原理
图2-5是一个引桥(Y3)向左变换。
需要驶入主桥面(Z)的车辆，从引桥(Y1)驶入主桥面(Z)。
需要驶入辅桥面(F)的车辆，进入引桥(Y3)，经过引桥(Y3-2)变换到引桥(Y2)的左侧，从引桥(Y3-3)驶入辅桥面(F)。
需要驶出主桥面(Z)的车辆，从主桥面(Z)驶入引桥(Y2)。
需要驶出辅桥面(F)的车辆，从辅桥面(F)驶入引桥(Y4).
需要调头的车辆，进入引桥(Y3)，经过引桥(Y3-2)变换到引桥(Y2)的左侧，从引桥(Y3-3)在辅桥面(F)的外侧，引桥(Y2)的下方，经过引桥(Y5)驶入引桥(Y4)。
图2-5的特点是引桥(Y3)从右侧变换到左侧。
图2-6A的连接关系
图2-6A由主桥面(Z)的一部分、辅桥面(F)的一部分、引桥(Y)构成。
图2-6A的上层桥面是主桥面(Z)，下层桥面是辅桥面(F)，主桥面(Z)与辅桥面(F)在结构上呈上下对应连接。
引桥(Y)由引桥(Y1)、引桥(Y2)、引桥(Y3)、引桥(Y4)、引桥(Y5)构成。
引桥(Y1)、引桥(Y2)与上层主桥面(Z)连接，引桥(Y3)、引桥(Y4)与下层辅桥面(F)连接。
引桥(Y)的引桥位置关系是(5、2、3、1、4)：引桥(Y5)、引桥(Y2)、引桥(Y3)、引桥(Y1)、引桥(Y4)。
引桥(Y4)要通过引桥(Y4-2)、引桥(Y4-3)变化到引桥(Y5)左侧与引桥(Y5)合并。
引桥(Y5)在辅桥面(F)桥面的外侧，在引桥(Y2)的下方，增加一段引桥(Y2)与引桥(Y5)道路，连接于引桥(Y3)与引桥(Y5)之间。
图2-6A的工作过程和工作原理
图2-5是引桥(Y4)从引桥(Y1)的右侧变换到引桥(Y5)的左侧，图2-6A是引桥(Y4)从引桥(Y1)右侧变换到引桥(Y5)左侧。图2-6A比图2-5多了专用引桥(Y5)。
需要驶入主桥面(Z)的车辆，从引桥(Y1)驶入主桥面(Z)。
需要驶出主桥面(Z)的车辆，从主桥面(Z)驶入引桥(Y2)。
需要驶入辅桥面(F)的车辆，从引桥(Y3)驶入辅桥面(F)。
需要驶出辅桥面(F)的车辆，从辅桥面(F)驶入引桥(Y4)、引桥(Y4-2)、引桥(Y4- 3)。
需要调头的车辆，引桥(Y3)驶入在引桥(Y2)的下方，辅桥面(F)的外侧，驶入引桥(Y5)。图2-6B的连接关系
图2-6B由主桥面(Z)的一部分、辅桥面(F)的一部分、引桥(Y)构成。
图2-6B的上层桥面是主桥面(Z)，下层桥面是辅桥面(F)，主桥面(Z)与辅桥面(F)在结构上呈上下对应连接。
引桥(Y)由引桥(Y1)、引桥(Y2)、引桥(Y3)、引桥(Y4)、引桥(Y5)构成。
引桥(Y1)、引桥(Y2)与上层主桥面(Z)连接，引桥(Y3)、引桥(Y4)与下层辅桥面(F)连接。
引桥(Y)的位置关系是(2、3、1、4)：既是引桥(Y2)、引桥(Y3)、引桥(Y1)、引桥(Y4)。
引桥(Y4)引桥(Y)的右侧，通过引桥(Y4-2)变化到引桥(Y2)的左侧，引桥(Y4-3)与引桥(Y2)合并。
引桥(Y5)是利用桥面。
图2-6B的工作过程和工作原理
图2-6B是图2-6A简化，删除单独的引桥(Y5)，改用桥面完成调头。
需要驶入辅桥面(F)左转弯的车辆，从引桥(Y3)驶入辅桥面(F)左转弯。
需要驶入主桥面(Z)右转弯的车辆，从引桥(Y1)驶入主桥面(Z)右转弯。
需要驶出主桥面(Z)的车辆，在主桥面(Z)右转弯驶入引桥(Y2)。
需要驶出辅桥面(F)的车辆，在辅桥面(F)左转弯驶入引桥(Y4)。
需要从主桥面(Z)调头的车辆，驶入引桥(Y1)通过主桥面(Z)驶入引桥(Y2)。
需要从辅桥面(F)调头的车辆，驶入引桥(Y3)通过辅桥面(F)驶入引桥(Y4)。
车辆能够从主桥面(Z)或辅桥面(F)调头。
图2-6C的连接关系
图2-6C与图2-6B的不同是在主桥面(Z)外侧，引桥(Y1)与引桥(Y2)搭桥方式连接出引桥(Y5)。在辅桥面(F)外侧，引桥(Y3)与引桥(Y4)搭桥出引桥(Y5)，其他没有变化。
图2-6B的工作过程和工作原理
图2-6C是在图2-6A的基础上，没有单独的引桥(Y5)公路段，而是在主桥面(Z)外侧，、辅桥面(F)外侧，均采用搭桥方式连接出引桥(Y5)。
需要在主桥面(Z)外侧调头的车辆，从引桥(Y1)通过主桥面(Z)外侧的引桥(Y5)，驶入引桥(Y2)。
需要辅桥面(F)外侧调头的车辆，从引桥(Y3)通过辅桥面(F)外侧的引桥(Y5)，驶入引桥(Y4)、引桥(Y4-2)、引桥(Y4-3)，在引桥(Y2)的左侧与引桥(Y2)并行。
图2-7的连接关系
图2-7是连接辅桥面(F)的引桥(Y3-3)、引桥(Y4)，设置在引桥(Y2)、引桥(Y1)的左侧，引桥(Y3)是从引桥(Y1)的右侧，通过引桥(Y3-2)变换到引桥(Y4)的左侧成为引桥(Y3-3)。
引桥(Y)的位置关系是(3-3、4、2、1)：桥(Y3-3)、引桥(Y4)、引桥(Y2)、引桥(Y1)。
图2-7的工作过程和工作原理
需要驶入主桥面(Z)右转弯的车辆，驶入引桥(Y1)，在主桥面(Z)右转弯。
需要驶入辅桥面(F)左转弯的车辆，驶入引桥(Y3)，通过引桥(Y3-2)、引桥(Y3-3)在引桥(Y4)的左侧驶入辅桥面(F)左转弯。
需要驶出主桥面(Z)的车辆，从主桥面(Z)驶入引桥(Y2)。
需要驶出辅桥面(F)的车辆，从辅桥面(F)驶入引桥(Y4)。
需要调头的车辆，在桥面内绕行。
图2-8的连接关系
图2-8是连接辅桥面(F)的引桥(Y3)、引桥(Y4)，设置在引桥(Y2)、引桥(Y1)的右侧，与图2-7的连接辅桥面(F)的引桥(Y3)、引桥(Y4)，设置在引桥(Y2)、引桥(Y1)的左侧相对应。
引桥(Y)的位置关系是(2、1、3、4)：引桥(2)、引桥(Y1)、引桥(Y3)、引桥(Y4)。
连接辅桥面(F)的引桥(Y4)，通过引桥(Y4-2)变换到引桥(2)的左侧，成为引桥(Y4-3)与引桥(2)合并。
图2-8的工作过程和工作原理
需要驶入主桥面(Z)右转弯的车辆，从引桥(Y1)驶入主桥面(Z)右转弯。
需要驶入辅桥面(F)左转弯的车辆，从引桥(Y3)驶入辅桥面(F)左转弯。
需要驶出主桥面(Z)的车辆，从主桥面(Z)右转弯驶入引桥(Y2)。
需要驶出辅桥面(F)的车辆，从辅桥面(F)左转弯驶入引桥(Y4)、引桥(Y4-2)、引桥(Y4-3)，在引桥(2)的左侧与之并行。
需要调头的只能桥面内绕行。
图2-9的连接关系
图2-9是连接辅桥面(F)的引桥(Y3)、引桥(Y4)设置在引桥(2)、引桥(Y1)中间。
引桥(Y)的位置关系是(2、3、4、1)：引桥(2)、引桥(Y1)、引桥(Y3)、引桥(Y4)。
辅桥面(F)在上。引桥(Y3-2)在引桥(Y4-2)之上。
图2-9的工作过程和工作原理
图2-9是主桥面(Z)在下的示意图，辅桥面(F)在上通常能够快速搭建、节约成本、节约工期，且方便拆除。若辅桥面(F)在下，城市视觉通透性好，各有各的优点。
需要驶入主桥面(Z)右转弯的车辆，从引桥(Y1)驶入主桥面(Z)。
需要驶入辅桥面(F)左转弯的车辆，从引桥(Y3)、引桥(Y3-2)、引桥(Y3-3)驶入辅桥面(F)。
需要驶出主桥面(Z)的车辆，从主桥面(Z)右转弯，驶入引桥(Y2)。
需要驶出辅桥面(F)的车辆，从辅桥面(F)左转弯，驶入引桥(Y4)、引桥(Y4-2)、引桥(Y4-3)。
图2-9引桥(Y4)与引桥(Y3)的位置变换位置在引桥(2)与引桥(Y1)的中间。
图2-10A的连接关系
图2-10A与图2-9连接一样，唯一差别是引桥(Y3-2)在引桥(Y4-2)下方。
图2-10A的工作过程和工作原理
图2-10A与图2-9的工作原理相同，当坡长距离有限时，引桥(Y3-2)在引桥(Y4-2)下方位置变换时，在上的引桥(Y4-2)坡长坡度相比在下引桥(Y3-2)的距离要长一些，坡度更平缓一些。这是针对图2-9中，在引桥(Y4-2)下方的引桥(Y3-2)坡度要比在上的引桥(Y4- 2)坡度陡，雨雪天气下坡转弯时还要面对支撑引桥(Y4-2)的桥墩等安全威胁，图2-10A选择引桥(Y4-2)在引桥(Y3-2)之上能够提高安全性。
图2-10B的连接关系
图2-10B与图2-10A的差别是，引桥(Y3)、引桥(Y4)各自的中心线对准公路的中心线，引桥(Y3)或引桥(Y4)在连接公路时采用一前一后的方式与公路连接。中间收拢方式要注意引桥(Y)各段之间要留有足够的安全行车高度空间。
图2-10B的工作过程和工作原理
图2-10B与图2-10A是在遇到“立交桥、公路”占地面积非常有限时，采用引桥(Y3)与引桥(Y4)上下叠加减少公路总宽度，最大能够做到[[引桥(Y3)+引桥(Y4)]/2)。
图2-11的连接关系
图2-11描述的是上层为主桥面(Z)，连接桥(Y2)、引桥(Y1)。下层是辅桥面(F)，连接引桥(Y3)、引桥(Y4)。
引桥(Y)的位置关系是(3-3、2、1-3、4)：引桥(Y3-3)、引桥(Y2)、引桥(Y1-3)、引桥(Y4)。
在引桥(Y1)左侧与公路连接的引桥(Y3)，连接引桥(Y3-2)跨过引桥(Y4-2)、引桥(Y2-2)，连接引桥(Y3-3)，在引桥(Y2)的左侧与辅桥面(F)连接。
连接主桥面(Z)的引桥(Y2)，穿过引桥(Y3-2)的引桥(Y2-2)，(Y2-3)在(Y4-3)左侧并行连接。
在右侧的引桥(Y1)，跨过引桥(Y4-2)，在引桥(Y4)的左侧连接主桥面(Z)。
连接辅桥面(F)的引桥(Y4)，引桥(Y4-2)下穿引桥(Y1-2)、引桥(Y3-2)，在引桥(Y3)的左侧、引桥(Y2-3)的右侧连接公路。
引桥(Y5)的左侧连接引桥(Y3-3)，引桥(Y5)的右侧连接引桥(Y4)。
图2-11的工作过程和工作原理
需要驶入主桥面(Z)右转弯的车辆驶入引桥(Y1)，在引桥(Y1-2)上跨引桥(Y4-2)，在引桥(Y2)的左侧、引桥(Y4)的右侧驶入主桥面(Z)。
需要驶入辅桥面(F)左转弯的车辆驶入引桥(Y3)，在引桥(Y2-2)上跨引桥(Y4-2)、引桥(Y2-2)，到引桥(Y3-3)在引桥(Y2)的左侧驶入辅桥面(F)。
需要驶出主桥面(Z)的车辆，在主桥面(Z)右转弯，驶入引桥(Y2)，在引桥(Y2-2)下穿引桥(Y3-2)，引桥(Y2-3)在引桥(Y4-3)的左侧。
需要驶出辅桥面(F)的车辆，在辅桥面(F)左转弯，驶入引桥(Y4)，在引桥(Y4-2)下穿引桥(Y1-2)，引桥(Y3-2)，引桥(Y4-3)在引桥(Y2-3)的右侧、引桥(Y3)的左侧。
需要调头的车辆，从引桥(Y3-3)到引桥(Y5)，再到引桥(Y4)。
图2-11说明位置变换能够有很多种，这从研究本身讲是有价值的。复杂的位置变换与结构简单相违背，不是特别需要不会采用。
图2-12的连接关系
图2-12描述的是上层为主桥面(Z)，连接桥(Y2)、引桥(Y1)。下层是辅桥面，连接引桥(Y3)、引桥(Y4)。
位置关系(2、3、1/4)：引桥(Y2)、引桥(Y3)、引桥(Y1/Y4)。
引桥(Y4)连接引桥(Y4-2)，连接引桥(Y4-2)下穿“引桥(Y3)、引桥(Y2)”，连接引桥 (Y4-3)在引桥(Y2)的左侧并行连接公路。
引桥(Y5)借助辅桥面(F)连接引桥(Y2)、引桥(Y1)之间。
图2-12的工作过程和工作原理
图2-12描述引桥(Y1)与引桥(Y4)的上下重叠结构能够缩窄公路的宽度，只是在特殊环境条件下的一种选择。这种重叠结构，主桥在上层还是在下层并不重要。引桥(Y6)是说明在引桥(Y)之外的公路段是能够收窄的。收窄本身是容易想到的，只为全面性说明这一点。
需要驶入辅桥面(F)左转弯的车辆，从引桥(Y3)驶入辅桥面(F)左转弯。
需要驶入主桥面(Z)右转弯的车辆，从引桥(Y1)驶入主桥面(Z)右转弯。
需要驶出辅桥面(F)的车辆，在辅桥面(F)左转驶入在引桥(Y1)下方的引桥(Y4)，在引桥(Y4-2)下穿引桥(Y3)、引桥(Y2)，引桥(Y4-3)在位于引桥(Y2)左侧，驶入公路。
需要驶出主桥面(Z)的车辆，主桥面(Z)右转驶入引桥(Y2)。
需要调头的车辆，从引桥(Y1)通过主桥面(Z)到引桥(Y2)。
图2-13的连接关系
图2-13与图2-12连接关系相同，区别是引桥(Y4-2)段改为曲线，收口(6)也为曲线。
图2-13的工作过程和工作原理
引桥(Y4-2)段改为曲线，行车路线更加平滑。收口(6)说明若有需要，允许继续收窄公路。
行车路线与图2-12相同。
图2-14的连接关系
图2-14描述的是引桥(Y)和公路最宽处是三个车道。
位置关系是(2、3-3、1/4)。
“引桥(Y1+Y3)”，跨过引桥(Y4-2)，经过在引桥(Y4)上方的引桥(Y1)连接主桥面(Z)。
“引桥(Y1+Y3)”，跨过引桥(Y4-2)，经过向左侧的引桥(Y3-2)，在引桥(Y5)的下方连接辅桥面(F)。
主桥面(Z)连接引桥(Y2)连接到公路。
辅桥面(F)连接“在引桥(Y1)的下方”的引桥(Y4)，在“引桥(Y1+Y3)与引桥(Y3-2)的连接处”之后连接到引桥(Y4-2)，连接“引桥(Y1+Y3)的左侧、引桥(Y2)的右侧”的引桥(Y4-3)。
图2-14的工作过程和工作原理
需要驶入辅桥面(F)左转弯的车辆，从公路驶入引桥(Y1+Y3)，再驶入引桥(Y3-2)，在引桥(Y3-3)驶入辅桥面(F)左转弯。
需要驶入主桥面(Z)右转弯的车辆，从公路驶入引桥(Y1+Y3)，经过引桥(Y1)驶入主桥面(Z)右转弯。
需要驶出辅桥面(F)的车辆，在辅桥面(F)左转弯驶入到引桥(Y4)，在引桥(Y1+Y3)下方驶入引桥(Y4-2)，驶入引桥(Y4-3)，与主桥面(Z)驶出的车辆合并驶入公路。
需要驶出主桥面(Z)的车辆，在主桥面(Z)右转弯驶入引桥(Y2)，与引桥(Y4-3)内 的车辆合并驶入公路。
若有实际需要，能够使用收口(6)收窄公路为两车道。
图2-15的连接关系
图2-15描述的是引桥(Y)和公路最宽处也只有二个车道。
位置关系(Y2/Y3、Y1/Y4)。从位置关系能看出主桥面(Z)在上。
公路连接引桥(Y1+Y3)，引桥(Y1+Y3)跨过引桥(4-2)段，一路在引桥(4)之上的引桥(Y1)连接主桥面(Z)；一路从引桥(3-2)在引桥(Y2)的下方连接引桥(3-3)，连接辅桥面(F)。
主桥面(Z)连接在引桥(3-3)上方的引桥(Y2)，在引桥(3-2)段之后与引桥(4-2)合并为引桥(Y4-3+Y2)。
对应引桥(3-2)段的引桥(Y2)相对引桥(Y1)的高度架起，高度足够引桥(3-2)上的车辆从引桥(Y2)下通过。此处，引桥(3-2)与引桥(3-3)接近等高。
对应引桥(4-2)段的引桥(Y1+Y 3)相对引桥(Y2)的高度架起，高度足够引桥(4-2)上的车辆从引桥(Y1+Y3)下通过。此处，引桥(4-2)与引桥(4-3)接近等高。
图2-15的工作过程和工作原理
需要驶入辅桥面(F)左转弯的车辆，从公路驶入引桥(Y1+Y3)，驶入引桥(Y3-2)，驶入引桥(Y3-3)，在辅桥面(F)左转弯。
需要驶入主桥面(Z)右转弯的车辆，从公路驶入引桥(Y1)，驶入主桥面(Z)右转弯。
需要驶出辅桥面(F)的车辆，在辅桥面(F)左转弯驶入引桥(Y4)，再驶入引桥(Y4-2)，再与引桥(Y2)内的车辆并入引桥(Y2+Y4-3)驶入公路。
需要驶出主桥面(Z)的车辆，在主桥面(Z)右转弯驶入引桥(Y2)，再通过引桥(Y2+Y4-3)驶入公路。
图2-16的连接关系
图2-16是8个图2-6A紧凑连接成的多支环形立交桥示意图。这是一种没有桥口冲突点的环形立交桥。
图2-16环形立交桥环形桥面的外侧边是连接N个引桥(Y)形成的N边型。
过于紧密地连接会压缩桥面内绕桥面车辆的车道数。环路要建设几个车道宽度，还要根据实际做出选择引桥(Y)之间的距离。
图2-16的工作过程和工作原理
图2-16是多个图2-6A拼接的功能分层立交桥功能示意图。
图2-16各个引桥(Y)靠得很近，这是为了看图方便，如果各个引桥(Y)之间的距离画得很远，引桥(Y)的细节就看不清楚了。
实线箭头标注上层主桥面(Z)，虚线箭头标注下层辅桥面(F)。
主桥面(Z)能够右转的逆时针绕行单向通道，辅桥面(F)能够左转的顺时针绕行单向通道。
图2-16辅桥面(F)与主桥面(Z)绕行方向不同，行走原理相同。
图2-16的编号是按照读图方便标注的，比如说1#左转弯引桥(Y)到达8#引桥(Y)，左转直接就到了，司机看着很顺眼。右转弯到2#引桥(Y)，一个右转弯就到了。
图2-16的堵车斜率在前面的发明内容中有分析论述。
图2-17的连接关系
图2-17是多种引桥(Y)位置变换结构连接到一个环形功能分层立交桥。
引桥(Y)之间画的太近，也是为了能够看清楚引桥(Y)的结构。
图2-17的工作过程和工作原理
图2-17说明的是不同的行驶方向，能够根据环境或实际需要选择合适的引桥(Y)位置变换结构组合成为环形功能分层立交桥。只要主桥面(Z)上下的位置关系是相同的就能够连接在一起。
一般来说，环形立交桥不存在引桥(Y)数量的限制，但引桥(Y)多了也就变成环形路了。
图2-18A的连接关系
图2-18A是图2-16在主桥面(Z)或辅桥面(F)一层是全上浮，一层是全下沉，公路从引桥(Y2)、引桥(Y1)或引桥(Y3)、引桥(Y4)向环内延伸在环形多支功能分层立交桥的环内能够建设立交桥。
图2-18A的1#代表在图2-16是1#引桥(Y)对应编号1#的公路，5#是位于1#引桥(Y)正对面的5号引桥(Y)对应编号5#的公路，1#-5#是在环形功能分层立交桥的环内从1号引桥(Y)到5号引桥(Y)的一个直通道路，属于立交桥桥面的特殊状态。
图2-18A的工作过程和工作原理
图2-18A是图2-16在主桥面(Z)或辅桥面(F)，必须在一层是全上浮，一层是全下浮的条件下，公路才能够从引桥(Y2)、引桥(Y1)或引桥(Y3)、引桥(Y4)向环内延伸在环形多支功能分层立交桥的环内能够建设立交桥。实际上，任何两个引桥(Y)之间都能连接一条直通桥面，但直通桥面只能有一个。
图2-18B的连接关系
图2-18B在图2-18A的基础上多了一层环内立交桥桥面3#-7#，3#-7#是从3号引桥(Y)到7号引桥(Y)的环内立交桥桥面与1#-5#正交连接关系。
图2-18B的工作过程和工作原理
图2-18B相当于环内附属一个4支立交桥。
图2-18C的连接关系
图2-18C比图2-18B又多了一层环内附属立交桥桥面4#-8#，4#-8#是从4号引桥(Y)到8号引桥(Y)的立交桥桥面，4#-8#与1#-5#、3#-7#成斜交连接关系。
图2-18C的工作过程和工作原理
图2-18C是环内附属一个6支立交桥。根据通行量正排序建设环内的立交桥。图2-18C展示了三个桥面，这在实际上是很难见到，讨论4#-8#或2#-6#是为了保证研究结论的充分性。
图3-1的连接关系
图3-1由只允许右转弯的主桥面(Z)、只允许左转弯的辅桥面(F)、引桥(Y)、只允许逆时针绕行的主绕行桥面(Zr)、主绕行桥面(Zr)直接连接出桥面的引桥(Y)的主绕行桥面快出引桥(Zrkc)构成；
引桥(Y)由引桥(Y1)、引桥(Y2)、引桥(Y3)、引桥(Y4)、或引桥(Y5)构成；
主桥面(Z)与辅桥面(F)上下对应连接，主桥面(Z)或辅桥面(F)一个在上层、一个 在下层。
主桥面(Z)内或辅桥面(F)内有隔离墙，或者有禁行线(B)，禁行线(B)在图3-2上能够看到。
主桥面(Z)连接“引桥(Y1)、引桥(Y2)”连接公路。辅桥面(F)连接“引桥(Y3)、引桥(Y4)”连接公路。
主绕行桥面(Zr)的左端在主桥面(Z)对应的引桥(Y)的左侧与主桥面(Z)连接，
主绕行桥面(Zr)的右端在主桥面(Z)对应的引桥(Y)的右侧与主桥面(Z)连接，
主绕行桥面(Zr)与引桥(Y)行车重叠部分要与引桥(Y)保持一定安全距离(高度)，以此保证主绕行桥面(Zr)上车辆、或引桥(Y)上车辆不会剐蹭或撞击桥体。
主桥面(Z)要有足够的宽度，以保证主绕行桥面(Zr)的绕行车辆与主桥面(Z)的右转弯车辆不会争夺路权。
主绕行桥面快出引桥(Zrkc)在主绕行桥面(Zr)外侧，连接于主绕行桥面(Zr)与引桥(Y)的引桥(Y5)、引桥(Y2)、引桥(Y4)、或直接连接公路之间。
图3-1的工作过程和工作原理
需要左转弯的车辆，在辅桥面(F)内左转弯。两个左转弯道路之间能够设置隔离墙，或画上禁行隔离标志线，或装有禁行指示灯。
需要右转弯的车辆，在主桥面(Z)内右转弯。两个右转弯道路之间能够设置隔离墙，或画上禁行隔离标志线，或装有禁行指示灯。
需要绕行的车辆从引桥(Y1)驶入主桥面(Z)后，再驶入主绕行桥面(Zr)，经过主绕行桥面快出引桥(Zrkc)驶入引桥(Y)的引桥(Y5)、引桥(Y2)、引桥(Y4)、或直接连接公路之间。
图3-1的主桥面(Z)在上，这是绕行冲突点最简单的一种形式。
增加主绕行桥面(Zr)能够基础型功能分层立交桥的绕行车辆从主桥面(Z)内，辅桥面(F)内分离出来，消除了基础型功能分层立交桥的绕行交织冲突点。主绕行桥面快出引桥(Zrkc)是避免绕行车辆与转弯车辆争夺引桥(Y2)通行权。
若主绕行桥面(Zr)放在地面，只需建设辅桥面(F)，需要假设的桥面较少，但占地相对在上层的要多一点。
图3-2的连接关系
图3-2是在图3-1的基础上增加了主快速绕行桥面(Zkr)。主快速绕行桥面(Zr)将主绕行桥面(Zr)顶端连接起来，主快速绕行桥面(Zkr)有圆型、直线型、弧线型等三种方案根据需要选择。
将图3-1中主绕行桥面(Zr)外侧的主绕行桥面快出引桥(Zrkc)，移到主快速绕行桥面(Zkr)的外端，连接于主快速绕行桥面(Zkr)与引桥(Y)的引桥(Y5)、或引桥(Y2)、或直接连接公路之间。
主绕行桥面快出引桥(Zrkc)在主快速绕行桥面(Zkr)的位置，按行车方向要安排在主绕行桥面(Zr)连接主快速绕行桥面(Z1r)的连接处之前。
图3-2的工作过程和工作原理
主快速绕行桥面(Zkr)作用是提高绕行车辆的行驶速度。车辆快速绕行时需先遇到主绕行桥面快出引桥(Zrkc)，再遇到主绕行桥面(Zr)与主快速绕行桥面(Zkr)连接的位 置，防止主绕行桥面(Zr)内的车辆直接从主绕行桥面快出引桥(Zrkc)直接出主快速绕行桥面(Zkr)形成冲突点。
主快速绕行桥面(Zkr)的作用是提高通行效率。
图3-1和图3-2都是主桥面(Z)在上，主要是为了看图理解方便，通常辅桥面(F)的流量小于主桥面(Z)，辅桥面(F)在上的会相对降低投资。
图3-3的连接关系
图3-3与图3-2在功能原理上是上下对称的两张图。图3-3是下层辅桥面(F)。
辅快速绕行桥面(Fkr)与辅桥面(F)的行车方向一致，都是顺时针方向。辅绕行桥面快出引桥(Fkr)的辅绕行桥面快出引桥(Frkc)在引桥(Y)的右侧连接引桥(Y4)接连。
图3-3的工作过程和工作原理
图3-1、图3-2、图3-3是为了看清原理，才将多支立交桥绘制成四支立交桥。
图3-2与图3-3合并在一起，就是既有主快速绕行桥面(Zkr)，又有辅快速绕行桥面(Fkc)的功能分层立交桥。看图3-3，需参考图2-16的编号：
从引桥(Y11)驶入主桥面(Z)，能够从引桥(Y22)出主桥面(Z)。
从引桥(Y11)驶入主桥面(Z)，走主绕行桥面(Zr)从相应3#公路的主绕行桥面快出引桥(Zrkc)出主快速绕行桥面(Zkr)。
从引桥(Y11)驶入主桥面(Z)，走主绕行桥面(Zr)从相应4#公路的主绕行桥面快出引桥(Zrkc)出主快速绕行桥面(Zkr)。
从引桥(Y13)驶入辅桥面(F)，从引桥(Y84)驶出辅桥面(F)。
从引桥(Y13)驶入辅桥面(F)，从对应7#引桥(Y1)的辅绕行桥面快出引桥(Frkc)出辅快速绕行桥面(Fkr)。
从引桥(Y13)驶入辅桥面(F)，从对应6#引桥(Y1)的辅绕行桥面快出引桥(Frkc)出辅快速绕行桥面(Fkr)。
需要到达5#引桥(Y)的车辆，能够从引桥(Y11)驶入主桥面(Z)右转弯，或能够从引桥(Y13)驶入辅桥面(F)左转弯，经过主快速绕行桥面(Zkr)或辅快速绕行桥面(Fkr)，从主绕行桥面快出引桥(Zrkc)连接引桥(Y52)或引桥(Y55)，或从辅绕行桥面快出引桥(Frkc)连接引桥(Y54)驶入公路。
图3-4的连接关系
图3-4有图3-1、图3-2、图3-3中的“主桥面(Z)、辅桥面(F)、主绕行桥面(Zr)、辅快速绕行桥面(Fr)、主快速绕行桥面(Zkr)、辅快速绕行桥面(Fkr)、主绕行桥面快出引桥(Zrkc)、辅绕行桥面快出引桥(Frkc)”的多支功能分层立交桥。
主桥面(Z)的任意引桥(Y)之间、或辅桥面(F)任意引桥(Y)之间，能够直接同平面连接成直通桥，如1#-5#或5#1#。其他能够同向行驶的引桥(Y)能够与该直通桥连接成为旁通桥，如2#-5#。
图3-4的工作过程和工作原理
当有了主辅绕行桥面后，主桥面(Z)、辅桥面(F)不再有绕行路线，任意两个引桥(Y)之间能够搭接同平面的直通桥，这是在只有两个桥面就能够做到的，还能够继续增加非平面直通桥。
例：引桥(Y11)到引桥(Y52)，引桥(Y21)到引桥(Y52)，或引桥(Y13)到引桥(Y54)， 引桥(Y23)到引桥(Y54)，......等。
图4-1的连接关系
图4-1由图2-6A组成的四功能分层支立交桥。实线是主桥面(Z)的行车路线。虚线是辅桥面(F)的行车路线。主桥面(Z)，或辅桥面(F)中有禁止绕行隔离带(B)。
图4-1的工作过程和工作原理
图4-1的行车路线与2-16原理相同。
图4-2A的连接关系
图4-2A与图4-1的结构完全相同。差别在于引桥(Y)之间的弧线改为直线，去掉内环，这是因为弧线已经没有意义。
图4-2A主桥面在上的主桥面(Z)。
往复直行车道之间至少应该有禁行隔离标志线(B)
图4-2A的工作过程和工作原理
四支功能分层立交桥与其他双层立交桥一样，都是只有两个往返，与其他立交桥不同的是四支方向都能连接到主桥面(Z)，也能连接到辅桥面(F)，这需要有一个指定直行分配。
把相对重要的公路称为这个立交桥的主线，另一条路称为引线，指定主线的车辆直行走主桥面(Z)，引线的车辆在辅桥面(F)。
四个方向的右转弯都走主桥面(Z)，四个方向的左转弯都走辅桥面(F)，图4-2A每个引桥(Y)的行驶路线与图2-6A的原理是一样的。
引桥(Y11)直行到引桥(Y32)，引桥(Y31)直行到引桥(Y12)：
引桥(Y11)右转到引桥(Y22)，引桥(Y21)右转到引桥(Y32)，引桥(Y31)右转到引桥(Y42)，引桥(Y41)右转到引桥(Y12)。
图4-2B的连接关系
图4-2B与图4-2A是同一座桥，图4-2A展示的是主桥面(Z)的行车路线，图4-2B展示的是辅桥面(F)的行车路线。
图4-2B的工作过程和工作原理
引桥(Y23)直行到引桥(Y44)，引桥(Y43)直行到引桥(Y24)；
引桥(Y13)左转到引桥(Y44)，引桥(Y23)左转到引桥(Y14)，引桥(Y33)左转到引桥(Y24)，引桥(Y43)左转到引桥(Y34)。
图4-3A的连接关系
图4-3A与图4-2A的区别是去掉两个相连引桥(Y)之间的直线，改为紧密连接。
图4-3A的工作过程和工作原理
图4-3A与图4-2A完全相同，图4-3A比图4-2A体积更小。
图4-3B的连接关系
图4-3B与图4-3A的区别是去掉两个相连引桥(Y)之间的直线，改为紧密连接。
图4-3B的工作过程和工作原理
图4-3B与图4-2B完全相同。
图4-3C的连接关系
图4-3C是图4-3A与图4-3B行车路线之外的重叠区块示意图。
图4-3C的工作过程和工作原理
行车路线之外的重叠区能够设置公交换乘连接梯(19)。
图4-4A的连接关系
图4-4A的连接关系是4个图2-7型引桥(Y)直接连在一起。图4-4A是主桥面(Z)的行车路线示意图。
图4-4A的工作过程和工作原理
图4-4A与图4-2A在工作原理上没有变化，区别在于引桥(Y)位置关系的变化。
图4-4B的连接关系
图4-4B是图4-4A辅桥面(F)的行车路线示意图。
图4-4B的工作过程和工作原理
图4-4B与图4-2B在工作原理上没有变化。
图4-4C的连接关系
图4-4C是展示图4-4A与图4-4B上下投影重合区域。能够设置上下层公共汽车站之间的换乘连接梯(19)的位置。
图4-4C的工作过程和工作原理
上下投影重合区域能够设置上下层公共汽车站之间的换乘连接梯(19)。现实中不是一个车道，上下投影重合区域是很大的。
行驶在主线公交车上的乘客能够在主桥面(Z)公交站台下车，经过换乘连接梯(19)到达辅桥面(F)的公交站台，换乘引线的公交车。反向换乘同理。
公交直行路线才有换乘需求，但又上下车需求，转弯的车辆没有在立交桥上换乘的需求。
连接梯的上方能够架设人行过街桥连接于城市功能模块，连接梯的下方能够设置地下人行通道连接于城市功能模块，这个连接主要用于末班车乘客无车可换，行人也能够通过其斜向连接到达对焦的城市功能模块。
图4-5的连接关系
图4-5是采用图2-8引桥(Y)位置关系组合的四支功能分层立交桥。实线为主桥面(Z)的行车路线图，虚线为辅桥面(F)的行车路线图。
图4-5的工作过程和工作原理
图4-5的工作原理参考图2-7或图4-2。公交换乘部分与之前的原理近似，因此省略了。图4-6A的连接关系
图4-6A是4支图2-10A连接而成。
图4-6A的工作过程和工作原理
参考图2-10A、图4-2。
图4-6B的连接关系
图4-6B与图4-6A连接的差别在于去掉内环和去掉外环，变为紧凑型。
图4-6B的工作过程和工作原理
图4-6B参考图4-6A。
图4-6C的连接关系
图4-6C与图4-6B连接的差别在于左转弯的直角连接改为斜线链接。
图4-6C的工作过程和工作原理
图4-6C参考图4-6B，左转弯的直角连接改为斜线连接后能够能够提高转弯速度。
图4-6D的连接关系
图4-6D是图4-6C的基础上，将直角左转弯改为弧线转弯，
图4-6C展示的是辅桥面(F)在上，主桥面(Z)在下。
R是下层主桥面(Z)的转弯半径。
r是上层辅桥面(F)的转弯半径。
图4-6D的工作过程和工作原理
图4-6D的行车路线参考图4-6A，主要的是改变转弯半径R，或r，能够改变立交桥的流量。重叠区域足够设置公交换乘站和换乘连接梯(19)和阳光投射天窗。
图5A的连接关系
图5A是一个主线不允许做位置变换的四支功能分层立交桥。
引桥(Y1)与引桥(Y2)是一条平整宽敞的主线，引桥(Y3)、引桥(Y4)在主线之下的下沉式辅桥面(F)。引桥(Y3)、引桥(Y4)都是按图2-10A的原理，保证向下的距离选择较长的引桥(Y3)在引桥(Y4)之上。
图5A左面是1#引桥(Y)，右面为2#引桥(Y)，上面为3#引桥(Y)，下面是4#引桥(Y)，路面相当于主桥面(Z)。
引桥(Y1)、引桥(Y2)都有桥下调头路面(12)。
引桥(Y1)的调头路面(12)在桥下与引桥(Y43)到引桥(Y34)的直行线路并行，
引桥(Y2)的调头路面(12)在桥下与引桥(Y33)到引桥(Y44)的直行线路并行。
图5A的工作过程和工作原理
城市中的主线、跨城通道、备降公路、形象街区等道路，要求道路平直宽敞，路面上方不能有障碍物(过街桥)等，如备降公路要求平直宽，不允许有位置变换。
引桥(Y1)连通引桥(Y2)，是主线，引桥(Y3)、引桥(Y4)是引线在主线之下。
图5A的主线是道路宽直视线良好的宽敞公路主桥面(Z)，引线只能是有位置变换的下沉式辅桥面(Z)。
主线的左转弯的唯一选择是使用“桥下调头路面(12)与在主桥面(Z)的下方引线位置变换的行车路线并行”。
直行路线：
引桥(Y11)到引桥(Y22)，引桥(Y21)到引桥(Y12)，引桥(Y33)通过辅桥面(F)到引桥(Y44)，引桥(Y43)通过辅桥面(F)到引桥(Y34)。
右转路线：
引桥(Y11)在主桥面(Z)到引桥(Y42)，引桥(Y21)在主桥面(Z)到引桥(Y32)，引桥(Y31)在主桥面(Z)到引桥(Y12)，引桥(Y41)在主桥面(Z)到引桥(Y22)。
左转路线：
引桥(Y13)在主桥面(Z)到引桥(Y34)，引桥(Y23)在主桥面(Z)到引桥(Y44)，引桥(Y33)在主桥面(Z)到引桥(Y24)，引桥(Y43)在主桥面(Z)到引桥(Y24)。
调头路线：
引桥(Y13)到桥下调头路面(12)到引桥(Y12)，引桥(Y23)到桥下调头路面(12)到 引桥(Y22)，引桥(Y33)到主桥面(Z)的屏风、花坛或幕墙等(22)与上层公交站台(17)之间通过，到引桥(Y34)，引桥(Y43)到主桥面(Z)的屏风、花坛或幕墙等(22)与上层公交站台(17)之间通过，到引桥(Y44)。
图5B、图5C的连接关系
为了标注能够看得清楚，行人地下道与进出口的连接、与公交换乘的连接等分别标注在图5B、图5C两张图上。
图5B中的上层公交平台(17)连接公交换乘连接梯(19)，连接图5C中的行人、非机动车通道或地下通道或天桥(25)，连接图5B中的下层公交换乘平台(18)。图5C中的行人、非机动车通道或地下通道或天桥(25)也连接城市功能模块出口(26)。
图5B中的屏风、花坛或幕墙等(22)是在引线进入主线的上方位置，与上层公交平台(17)之间是引线在主桥面(Z)的调头车道。
图5B、图5C的工作过程和工作原理
城市功能模块(M)内的行人，能够通过图5B中的城市功能模块进出口(26)，走到图5C中的行人、非机动车通道或地下通道或天桥(25)。
行人、非机动车通道或地下通道或天桥(25)内的行人能够到达公交换乘连接梯(19)，上层公交平台(17)乘坐主线公交车。
行人、非机动车通道或地下通道或天桥(25)内的行人能够到达下层公交换乘平台(18)，乘坐引线公交车。
同理，乘客从下层公交换乘平台(18)下车后，也能通过行人、非机动车通道或地下通道或天桥(25)到达公交换乘连接梯(19)，到上层公交平台(17)进行主线与引线之间的互相换车。
四角城市功能模块(M)中的乘客或行人也能够通过行人、非机动车通道或地下通道或天桥(25)到达上层公交平台(17)或下层公交换乘平台(18)上车，或下车到四角的任意一个城市功能模块(M)内。
图5B中的屏风、花坛或幕墙等(22)是在引线进入主线的上方位置，能够起到安全作用，也有景观衬托作用，或用大屏幕投放广告。
图5D的连接关系
下层公交换乘平台(18)与图5C中的行人、非机动车通道或地下通道或天桥(25)连接。
图5D的工作过程和工作原理
图5D中的下层公交换乘平台(18)与图5B中的下层公交换乘平台(19)的区别是在车道的中间，或是在车道的两旁，这个差别在与引线公交车是否需要进行变道行驶，或考虑公交车的双侧开门？
图6-1的连接关系
图6-1是一个非对称的四支功能分层立交桥。
图6-1左侧是1#引桥(Y)，右侧是2#引桥(Y)，上面是3#引桥(Y)，下面是4#引桥(Y)，3#引桥(Y)与4#引桥(Y)是非对称关系，3#引桥(Y)靠左、4#引桥(Y)靠右。
2#引桥(Y)、3#引桥(Y)有位置变换，1#引桥(Y)、2#引桥(Y)没有位置变换。
图6-1上层是主桥面(Z)。
图6-1的工作过程和工作原理
图6-1存在的价值在于历史景观的保护，变化的部分只能隐藏地下。
行车路线：
1#引桥(Y)到2#引桥(Y)，引桥(Y13)进入辅桥面(F)到达引桥(Y24)，
1#引桥(Y)到3#引桥(Y)，引桥(Y13)进入辅桥面(F)到达引桥(Y34)，
1#引桥(Y)到4#引桥(Y)，引桥(Y11)通过主桥面(Z)到达引桥(Y42)，
2#引桥(Y)到1#引桥(Y)，引桥(Y21)进入主桥面(Z)到达引桥(Y12)，
2#引桥(Y)到3#引桥(Y)，引桥(Y21)进入主桥面(Z)到达引桥(Y32)，
2#引桥(Y)到4#引桥(Y)，引桥(Y23)通过辅桥面(F)到达引桥(Y44)，
3#引桥(Y)到1#引桥(Y)，引桥(Y31)进入主桥面(Z)到达引桥(Y12)，
3#引桥(Y)到2#引桥(Y)，引桥(Y33)进入辅桥面(F)到达引桥(Y24)，
3#引桥(Y)到4#引桥(Y)，引桥(Y33)通过辅桥面(F)到达引桥(Y44)，
4#引桥(Y)到1#引桥(Y)，引桥(Y41)进入主桥面(Z)到达引桥(Y12)，
4#引桥(Y)到2#引桥(Y)，引桥(Y41)通过主桥面(Z)到达引桥(Y22)，
4#引桥(Y)到3#引桥(Y)，引桥(Y41)进入主桥面(Z)到达引桥(Y32)。
图6-2的连接关系
图6-2是去掉图6-1中3#引桥(Y)的位置变换，改用桥下调头路面解决3#引桥(Y)的左转。
图6-2的工作过程和工作原理
用桥下调头路面代替一个位置变换，表面上看是节约了，实际桥下调头路面也很长，带来的隐性冲突点“引桥(Y13)到引桥(Y24)，或引桥(Y31)到引桥(Y44)的行车线路”与“引桥(Y33)到引桥(Y34)的行车线路”的变道冲突点。
与图6-1不同的行车线路是引桥(Y33)到引桥(Y34)要走桥下调头路面，桥下调头路面在图6-1中标注的是(Y33)，相当于图5A中的桥下调头路面(12)。其他行驶路线与图6-1一致。
图7-1的连接关系
图7-1是图5A去掉1支引线引桥(Y)。
图7-1的工作过程和工作原理
图7-1与图5A行驶路线原理相同。
图7-2的连接关系
图7-2主桥面(Z)在上，位置变换与图2-6C一致。
图7-2的工作过程和工作原理
图7-2是3支功能分层立交桥，特点是1#引桥(Y)与2#引桥(Y)之间能够做主线。
直行路线：
引桥(Y12)到引桥(Y22)，引桥(Y21)到引桥(Y12)。
右转路线：
引桥(Y31)到引桥(Y22)，引桥(Y11)到引桥(Y32)。
左转路线：
引桥(Y13)到引桥(Y34)，引桥(Y33)到引桥(Y24)。
调头路线：
引桥(Y31)到引桥(Y35)到引桥(Y32)。
图7-3的连接关系
图7-3的连接关系与图7-2基本一致，差别在位置交换方式来源于图2-8，调头引桥(Y35)在辅桥面(F)内连接在引桥(Y33)与引桥(Y34)之间。
图7-3的工作过程和工作原理
图7-3与图7-2的差别在于调头路线是引桥(Y33)到引桥(Y35)到引桥(Y34)。
图7-4的连接关系
图7-4的连接关系与图7-2基本一致，差别在于位置交换流线型来源于图2-13。
图7-4的工作过程和工作原理
图7-4的工作过程和工作原理与图7-3一致。
图7-5的连接关系
图7-5的位置关系(33-3、32、31)、34：引桥引桥(Y33-3)、(Y32)、引桥(Y31)、引桥(Y34)。
图7-5的位置变换与图2-11一致。
引桥(Y31)在引桥(Y33)的右面连接引桥(Y31-2)，引桥(Y31-2)在跨过引桥(Y34-2)连接在引桥(Y32)的右侧、引桥(Y34)的左侧引桥(Y31-3)经主桥面(Z)连接引桥(Y22)。
引桥(Y11)经主桥面(Z)连接的引桥(Y32)，在引桥(Y35)的上面、引桥(Y33-3)的右侧、引桥(Y31-3)的左侧连接引桥(Y32-2)，引桥(Y32-2)下穿引桥(Y33-2)后连接在引桥(Y34-3)的左侧的引桥(Y32-3)。
引桥(Y33)在引桥(Y34-3)的右侧、引桥(Y31)的左侧连接引桥(Y33-2)，引桥(Y33-2)跨过引桥(Y34-2)、引桥(Y32-2)连接引桥(Y33-3)，引桥(Y33-3)下穿引桥(Y11)、引桥(Y)连接引桥(Y14)。
引桥(Y23)下穿引桥(Y22)连接位于引桥(Y31-3)右侧的引桥(Y34)，引桥(Y34)在引桥(Y34-2)下穿引桥(Y31-2)、引桥(Y33-2)后连接于引桥(Y32-3)右侧、引桥(Y33)左侧的引桥(Y34-3)。
图7-5的工作过程和工作原理
图7-5的优点是只有引桥(Y11)方向被下穿，是下穿长度最短的。或者说只需要单方向直行道路架起，这是架桥面积较小的一种方式。
直行：
引桥(Y11)到引桥(Y22)，引桥(Y21)到引桥(Y12)。
右转弯：
引桥(Y11)到引桥(Y32)到引桥(Y32-2)到引桥(Y32-3)，引桥(Y31)到引桥(Y31-2)到引桥(Y31-3)到引桥(Y22)。
左转弯：
引桥(Y33)到引桥(Y33-2)到引桥(Y33-3)到引桥(Y14)，引桥(Y23)到引桥(Y34)到引桥(Y34-2)到引桥(Y34-3)。
图7-6的连接关系
图7-6的位置变换与图2-10A一致。
调头引桥(Y35)在主桥面(Z)外侧上，连接在引桥(Y33)与引桥(Y34)之间。
图7-6的工作过程和工作原理
直行路线：
引桥(Y11)到引桥(Y22)，引桥(Y21)在引桥(Y12)。
右转路线：
引桥(Y11)到引桥(Y32)，引桥(Y31)到引桥(Y22)。
左转路线：
引桥(Y33)到引桥(Y14)，引桥(Y23)到引桥(Y34)。
调头路线：
引桥(Y31)到引桥(Y35)到引桥(Y32)。
图7-7的连接关系
图7-7的连接关系与图7-6的差别在于主桥面(Z)在下。调头引桥(35)在主桥面(Z)外侧连接于引桥(Y31)与引桥(Y32)之间。
引桥(Y21)到引桥(Y12)的直行道路。
只有左转弯的道路有架桥。
图7-7的工作过程和工作原理
图7-7的工作过程和工作原理与图7-7除了主桥面(Z)与辅桥面(F)的上下关系变化之外，其他均一致。
图7-7的优点是只有左转弯的路线是架桥的，在3支功能分层立交桥中架桥面积是最少的。
图8的连接关系
图8是用1个4支功能分层立交桥(图4-3)与1个3支分层立交桥连接成5支功能分层立交桥，同理也能够组成多支功能分层立交桥。
图8能够使用其他位置变换方式，图8采用图2-6C是保持叙述的一致性。
图8的工作过程和工作原理
工作原理参考图2-6C，图2-16。
图9-1的连接关系
图9-1中的S0到S5是样数(列号)，L0到L5是行数，M23是第2列第3行的城市功能模块。ZHU是主线，YIN是引线，引线(YIN)与引线(YIN)，或引线(YIN)与主线(ZHU)包围的面积是城市功能模块(M)，主线(ZHU)与主线(ZHU)包围的城市功能模块(M)的集合是1个城市功能模块群(MQ)。
图9-1的工作过程和工作原理
由功能分层立交桥与模块化城市相结合，构成模块化城市II。
城市功能模块群(MQ)存在的意义是城市功能模块的合理分配，能够减少多方面的浪费，智慧充分聚集，科研、产业集群化，从而提高城市总体竞争力。
一个城市功能模块群集中一个科研体系、一个行业体系等，都能提高城市整体竞争力。比如：一个汽车集团，假设M21是轮毂厂，M22是刹车片厂，到M25地盘就出来了。假设M41是缸体厂，M42是活塞厂，到M45发动机就出来了。M11到M15是底盘的零件厂，M51到M55是发动机的配件厂，M31到M35是组装厂。这里只是举例，真正合理布局还要专业人员定酌
铸造、插件、电线、缸垫、不是专业的说不了那么准确，组装、防腐、调试、验收、出厂，仓储、发货都在一个区域。
最大亮点是一个区域具有一个完整的科研生产体系，这个体系能够是一个工厂、一个行业的核心技术，一旦出现科研或技术难题将会无等待迅速扩散，数十万、上百万的科技工作者集中在一起，集思广益，科研和开发的速度必然提高，低质量产品会被技术性群殴，整体竞争力自然会提高。
大批科技工作者在一起公关，众眼观瞧之下，城市功能模块群(MQ)内不存在行业壁垒，很难形成阻碍技术进步的权威势力，没有什么人能够阻碍先进技术几十年不见天日，这就是模块化城市的智慧集成带来的竞争优势。
主线(ZHU)是能够起降大型或超大型飞机的，这里主要是针对灾害的紧急救援。一般的救援飞机能够在引线(YIN)上起降，但在大面积救援需求下，希望能够争分夺秒，救援物资能够在灾害发生时，3分钟之内起飞。
城市内任何一点的居民，到大型飞机备降跑到的直线距离不超过2.5千米，城市内任何一点的居民到重型紧急救援通道不超过500米。
图9-2的连接关系
城市功能模块(M)与道路之间是植被集中区域(9-1)，公交站台(27)设置在城市功能模块(M)的机动车进出口(6)的左侧，公交车站停车位置与机动车进出口(6)之间有防撞墙、缓冲墩桶等防撞措施(9-2)，公交站台有安全高度。
图9-2的工作过程和工作原理
图9-2，模块化城市II中的城市功能模块(M)外围没有人行道，没有辅路，没有主路辅路之间的绿化隔离带。
城市中的各种规划绿地都集中到植被集中区域(9-1)，植被集中区域(9-1)有利于植被生长，也有利于园林化，植物根系不会破坏道路等城市设施，城市总体环境得到改善，还能提高植被的利用率。
只有主路，没有辅路，也就没有主路与辅路的交叉行驶，主路与辅路交叉行驶造成的恶性碾压事故也就不存在了。
功能分层立交桥没有匝道，占地面积相对较少，符合新城市建设的需要。
若公交站(27)设置在机动车进出口(6)的右侧，公交车是抑制惯性通过机动车进出口(6)，造成事故的可能性较大。将公交站(27)设在机动车进出口(6)的左侧，公交站(27)与机动车进出口(6)之间设有防撞墙、缓冲墩桶等防撞措施(9-2)，即使公交车辆失灵，也不会碰撞到机动车进出口(6)进出的车辆。公交车启动路过机动车进出口(6)时的速度较慢，不容易造成重大事故。植被集中区域(9-1)、防撞墙、缓冲墩桶等防撞措施(9-2)都能够为失灵的车辆提供减速措施。
公交站(27)要有足够的安全高度，以防止公交车辆刹车失灵碰撞到站台上的乘客。
图9-3的连接关系
图9-3是解释城市功能模块的行人和非机动车道(25)存在的意义。
图9-3的工作过程和工作原理
参考图9-1看图9-3中M33的行人行走路线，机动车进出口(6)开在城市功能模块 (M)边长的中心位置，机动车进出口(6)两侧有行人和非机动车道(25)，城市功能模块的道路上机动车进出口(6)对机动车进出口(6)贯通的，行人和非机动车穿行整个城市所走的距离最短。这与很难找到的、需要绕行很多冤枉路的行人和非机动车道形成鲜明对比。立交桥上的公交车站能够将城市功能模块从四个角将城市的人行道斜向连接起来，形成斜向的行人和非机动车道(25’)，使得整个城市能够有四面八方的行人或非机动车通道。
模块化城市II的城市公路上只能看到绿树成荫，在城市功能模块内道路(5)的两侧才是灯红酒绿的繁华街道，这与之前的街景形成巨大反差。
图10的连接关系
图10是一个防疫模块形式的城市功能模块(M)内部的优化示意图。
模块化城市II的防疫模块内粗略划分四个分区(M-1)到分区(M-4)，工作区(G1)放到城市功能模块(M)的中心位置，中间位置有医院(Y)、敬老院(J)、幼儿园(R)、中小学校(X)。相邻城市功能模块(M)的工作区(G1)之间，能够设置生产线工作区(G2)。
图10工作过程和工作原理
模块化城市II的防疫模块内粗略划分四个分区(M-1)到分区(M-4)，四个分区内能够继续分区，工作区(G1)由模块化城市的城市功能模块(M)工作区占一个分区，改为模块化城市II的防疫模块内向防疫模块中心位置集中，并按工作性质将工作区(G1)也分成四个工作分区，四个工作分区之间建有工作通道，工作通道能够在地下或架空连接工作分区，工作人员在那个工作分区工作就在哪个对应的居住区(Jz)内居住，医护人员、教职员工、公共服务人员等，尽可能均匀分配在四个分区居住。
相邻城市功能模块(M)的工作区(G1)之间，能够通过工作区(G2)相连，形成城市功能模块群(MQ)各个防疫模块之间能够系统化的流水作业，这个连接是能够根据需要调整的，工作区(G2)的连接不会影响地面交通。
城市智能防疫与安全及效率系统能够及时鉴别、及时做出反应。如果发现瘟疫，能够按城市最小系统提供的预案、立即动态分配每一个人的行走时间和行走路线，及时提醒就医，提示瘟疫监控管理人员及时监督，自动启动措施，保证及时性和有效性。
瘟疫没有发生时，工作通道也要减少人员往来。
瘟疫发生时，工作通道拒绝人员往来，只允许工作必须物品消毒后通过。
相关区域包括完整的工作和生活体系，即使在长期的瘟疫困扰下，经济工作仍然能够正常进行。
模块化城市I或模块化城市II的防疫模块的中心位置有医院(Y)、敬老院(J)、幼儿园(R)、中小学校(X)，敬老院(J)与医院(Y)是连体楼，24小时智能监控，值班医护人员能够及时监护救助老人。在没有瘟疫发生时，工作人员早上能够带孩子看望老人然后送去幼儿园或学校。晚上能够接孩子去看望老人然后再回家。晚上遛弯时也能很容易地看到老人，紧急情况也能快速到老人身边。整个城市功能模块所有工作人员的老人都住在本城市功能模块中心位置的敬老院(J)，孩子在本城市功能模块中心位置的学校(X)、幼儿园(R)学习，医护人员就在附近守候，工作人员上班不用担心老人和孩子，所有人都能够安心工作，无需分心。
城市功能模块内的入基本上都互相熟悉，伤害老人孩子的事情容易得到遏制。老人不会被涅待，老人与儿女距离很近，随时能够见到，因此不会有孤独感。不孝顺的孩子在 工作单位能够得到教育。
四个机动车进出口(6)之间要求必须联通的机动车道主要做救援通道或步行街，该通道平时允许限速非机动车，城市功能模块内道路(5)的两旁是商业活动区，行人和非机动车通道(25)将城市功能模块(M)的商业活动区互相连接。
通常，机动车有地下车库，能够从地下为商业区送货。

Claims (10)

  1. 一种功能分层立交桥，其特征在于：一种功能分层立交桥由能够完成右转弯或逆时针单向绕行通行的“主桥面(Z)”、能够完成左转弯或顺时针单向绕行通行的“辅桥面(F)”、(若干支)“引桥(Y)”构成；“引桥(Y)”由车辆能够从公路驶入主桥面(Z)的“引桥(Y1)”，车辆能够从主桥面(Z)驶出到达公路的“引桥(Y2)”，车辆能够从公路驶入辅桥面(F)的“引桥(Y3)”，车辆能够从辅桥面(F)驶出到达公路的“引桥(Y4)”，或用于调头的“引桥(Y5)”构成；主桥面(Z)与辅桥面(F)呈上下、或下上对应连接；引桥(Y3)与引桥(Y4)能够以位置变换或广义位置变换连接于辅桥面(F)与公路之间；同一座立交桥不同方向的引桥(Y)能够选择不同的位置变换结构；当一种功能分层立交桥设置为一层是全上浮、另一层同时是全下沉的情况下，能够在多支环形功能分层立交桥的环内搭建桥中桥，将整体建设成为母子桥；当资金短缺时，一种功能分层立交桥能够先建设主桥面(Z)、辅桥面(F)，引桥(Y)的位置；变换结构能够根据资金情况延后或逐步建设完成。
  2. 权利要求1所述的一种功能分层立交桥，其特征在于：一种功能分层立交桥“由主桥面(Z)、辅桥面(F)、引桥(Y)、主绕行桥面(Zr)、辅绕行桥面(Fr)、主快速绕行桥面(Zkr)、辅快速绕行桥面(Fkr)，主绕行桥面快出引桥(Zrkc)、辅绕行桥面快出引桥(Frkc)”构成；主桥面(Z)用于右转弯，辅桥面(F)用于左转弯，主绕行桥面(Zr)用于逆时针绕行，辅绕行桥面(Fr)用于顺时针绕行，主快速绕行桥面(Zkr)用于提高逆时针绕行的车速，辅快速绕行桥面(Fkr)用于提高顺时针绕行的车速，主绕行桥面快出引桥(Zrkc)用于主绕行桥面(Zr)，或主快速绕行桥面(Zkr)内的车辆能够快速离开立交桥，辅绕行桥面快出引桥(Frkc)用于辅绕行桥面(Fr)，或辅快速绕行桥面(Fkr)内的车辆能够快速离开立交桥；主绕行桥面(Zr)的跨越或穿行相应引桥(Y)段，其进口在对应的引桥(Y)的左端连接在主桥面(Z)，主绕行桥面(Zr)的出口在对应引桥(Y)的右端连接在主桥面(Z)，辅绕行桥面(Fr)的进口在对应的引桥(Y)的右端连接在辅桥面(F)，辅绕行桥面(Fr)的出口在对应的引桥(Y)的左端连接在辅桥面(F)；主快速绕行桥面(Zkr)将主绕行桥面(Zr)的顶端连接起来，辅快速绕行桥面(Fkr)将辅绕行桥面(Fr)的顶端连接起来；主绕行桥面快出引桥(Zrkc)在引桥(Y)的左端通过引桥(Y2)、或引桥(Y5)，或直连到公路，辅绕行桥面快出引桥(Frkc)在引桥(Y)的右端通过引桥(Y4)，或直连到公路；“主绕行桥面(Zr)、辅绕行桥面(Fr)、主快速绕行桥面(Zkr)、辅快速绕行桥面(Fkr)，包括配套结构主绕行桥面快出引桥(Zrkc)或辅绕行桥面快出引桥(Frkc)”的桥体与引桥(Y)重叠的部分，或引桥(Y)上下之间必须留有车辆安全行车的空间；所有连接关系均按先出后进权利要求连接；“主绕行桥面(Zr)、辅绕行桥面(Fr)、主快速绕行桥面(Zkr)、辅快速绕行桥面(Fkr)、”能够根据环境限制，按照车流量的大小，或投资充裕程度进行选择性建设或分阶段建设；“主绕行桥面(Zr)、辅绕行桥面(Fr)、主快速绕行桥面(Zkr)、辅快速绕行桥面(Fkr)”能够根据实际需要选择立交桥具体形状、车道宽度，或各引桥(Y)的位置变换，或广义位置变换的结构；在主桥面(Z)内各右转弯行车路线之间，或在辅桥面(F)内各左转弯行车路线之间，能够设置隔离墙、隔离禁行标志线或，隔离禁行指示灯；在权利要求1的基础上，从结构原理上消除了交织冲突点，将所有引桥(Y)之间的拥堵斜率降低到“0”，或趋近于“0”。
  3. 权利要求2所述的一种功能分层立交桥，其特征在于：一种功能分层立交桥由主桥面(Z)、辅桥面(F)、引桥(Y)、主绕行桥面(Zr)、辅绕行桥面(Fr)，或有直通桥、旁通桥、主快速绕行桥面(Zkr)、辅快速绕行桥面(Fkr)，主绕行桥面快出引桥(Zrkc)、辅绕行桥面快出引桥 (Frkc)构成；双向通行的直通桥能够连接在主桥面(Z)或辅桥面(F)环内的任意2个引桥(Y)之间，单向通行的旁通桥连接在1个引桥(Y)与直通桥之间；在上一个权利要求的基础上，在不增加主桥面(Z)与辅桥面(F)之间的高度差，不增大直径的情况下，也能够构建出直通桥、旁通桥、增强桥面。
  4. 权利要求1所述的一种功能分层立交桥，其特征在于：一种功能分层立交桥由主桥面(Z)、辅桥面(F)、4支引桥(Y)构成；引桥(Y)由引桥(Y1)、引桥(Y2)、引桥(Y3)、引桥(Y4)，或包括引桥(Y5)构成；主桥面(Z)倾向用于主线车辆的直行，或各方向车辆的右转弯，辅桥面(F)用于与主桥面(Z)相交叉方向车辆的直行，或各方向车辆的左转弯；主桥面(Z)与辅桥面(F)呈上下，或下上连接关系；引桥(Y1)、引桥(Y2)连接于公路与主桥面(Z)之间，引桥(Y3)、引桥(Y4)能够以位置变换或广义位置变换连接于辅桥面(F)与公路之间；主桥面(Z)与辅桥面(F)的行车线路空余位置上下投影的重合部分，能够设置公交换乘连接梯(19)，也能够设置两个桥面的承重支撑点，或用于阳光投射，或封闭；主桥面(Z)或能够根据流量需要设置右转弯半径R，辅桥面(F)或能够根据流量需要设置左转弯半径r；在引桥的支数等于4时，主桥面(Z)内或辅桥面(F)内不再有绕行需求，占地面积变得更小，结构以更简单；此时各种位置变换结构各有优势。
  5. 权利要求1所述的一种功能分层立交桥，其特征在于：一种功能分层立交桥由主桥面(Z)，辅桥面(F)；主桥面(Z)由2支宽平直通公路为主线的引桥(Y11)到引桥(Y22)、引桥(Y21)到引桥(Y12)，主桥面(Z)两侧的上层公交换乘平台(17)，主桥面(Z)两侧的屏风、花坛或幕墙等(22)构成；辅桥面(F)由位置变换段、桥下调头路面(12)，下层公交换乘平台(18)，公交换乘连接梯(19)，行人、非机动车地下通道(25)，行人、非机动车地下通道进出口(26)构成；主桥面(Z)倾向用于主线车辆的直行，或立交桥各方向车辆的右转弯；辅桥面(F)用于与主桥面(Z)交叉的道路上车辆的直行，或立交桥各方向车辆的左转弯；主桥面(Z)在上，辅桥面(F)在下，呈上下交叉连接关系；主桥面(Z)与辅桥面(F)由引桥(Y13)、引桥(Y14)、引桥(Y23)、引桥(Y24)连接；“连接引桥(13)、引桥(14)之间的桥下调头路面(12)”在辅桥面(F)与“连接引桥(Y43)、引桥(Y34)之间的路段并行”；“连接引桥(23)、引桥(24)之间的桥下调头路面(12)”在辅桥面(F)与“连接引桥(Y33)、引桥(Y44)之间的路段并行”；引桥(31)通过“位于3#引桥上方的屏风、花坛或幕墙等(22)与2#引桥(Y)到1#引桥(Y)直行道路外侧的上层公交换乘平台(17)之间的道路”连接到引桥(32)；引桥(41)通过“位于4#引桥上方的屏风、花坛或幕墙等(22)与1#引桥(Y)到2#引桥(Y)直行道路外侧的上层公交换乘平台(17)之间的道路”连接到引桥(42)；行人、非机动车地下通道(25)连接公交换乘连接梯(19)、下层公交换乘平台(18)、行人、非机动车地下通道进出口(26)，公交换乘连接梯(19)连接上层公交换成平台(17)；以上能够满足整体形象路段，或大飞机备降公路对立交桥的要求。
  6. 权利要求1所述的一种功能分层立交桥，其特征在于：一种功能分层立交桥由主桥面(Z)、辅桥面(F)、不对称4支引桥(Y)构成；引桥(Y)由引桥(Y1)、引桥(Y2)、引桥(Y3)、引桥(Y4)构成；其中2只引桥(Y)做位置变换达到没有冲突点的效果；或1只引桥(Y)做位置变换与辅助通道相配合，只有一个弱化的冲突点。
  7. 权利要求1所述的一种功能分层立交桥，其特征在于：一种功能分层立交桥由主桥面(Z)、辅桥面(F)、3支引桥(Y)构成；引桥(Y)由引桥(Y1)、引桥(Y2)、引桥(Y3)、引桥(Y4)，或包括引桥(Y5)构成；3支环形功能分层立交桥能够精简成T型、Y型；主桥面(Z)用于完成右转 弯，或直行；辅桥面(F)用于完成左转弯；主桥面(Z)与辅桥面(F)呈上下，或下上连接关系；引桥(Y1)、引桥(Y2)连接于公路与主桥面(Z)之间；至少有一支引桥(Y)的引桥(Y3)、引桥(Y4)能够以位置变换结构连接于公路与辅桥面(F)之间；本权利要求是将3支功能分层立交桥精简掉2个位置变化结构。
  8. 权利要求1所述的一种功能分层立交桥，其特征在于：一种功能分层立交桥能够采用4支功能分层立交桥与3支功能分层立交桥在一个桥位上组成组合式多支立交桥。
  9. 一种功能分层立交桥，其特征在于：一种功能分层立交桥与城市功能模块(M)有机地结合，能够形成新型模块化城市II；模块化城市II的主线(ZHU)与主线(ZHU)交叉点能够选择功能分层立交桥，引线(YIN)与主线(ZHU)的交叉点以主线(ZHU)纵向为准，引线(YIN)与引线(YIN)的交叉点按需选择功能分层立交桥；包围城市功能模块(M)的主线(ZHU)或引线(YIN)道路均只有主路没有辅路；城市功能模块(M)的外围部分没有人行道；城市功能模块(M)与道路之间是植被集中种植区域(9-1)；城市功能模块(M)边长的中心位置设有机动车进出口(6)，城市功能模块机动车进出口(6)的左侧设有公共汽车站(27)，公共汽车站(27)与城市功能模块机动车进出口(6)之间设有防撞墙、缓冲墩桶等防撞措施(9-2)，公共汽车站(27)应有足够高度，预防公交车失灵伤到候车人；城市功能模块(M)各个机动车进出口(6)之间由城市功能模块内道路(5)相互连通。
  10. 权利要求9所述的，由一种功能分层立交桥与城市功能模块(M)相结合，其特征在于：城市功能模块(M)能够是防疫模块，防疫模块是将城市功能模块(M)的进行城市最小系统处理；防疫模块的工作区(G1)在城市功能模块(M)的中心位置，工作区(G1)分为4个工作分区，分别分配于4个城市功能分区；工作区(G1)的4个工作分区之间有具备隔离功能的工作通道相连接，工作区(G1)与生产线工作区(G2)相连，相邻城市功能模块(M)的生产线工作区(G2)也有具备隔离功能的工作通道相连；所有人员按城市最小系统的需要接近均匀地分配；城市功能模块之间有生产线工作区(G2)将各个城市功能模块有机地联系在一起；防疫模块所有通道均设有联网的可见光、热红外、声音、气味等传感器，“城市智能防疫与安全及效率系统”自动筛选行人的疑似疾病种类、病情程度等，提出调理或诊治建议；当侦测到疑似疫情时，城市智能防疫与安全及效率系统能够及时发出现场警报、自动上传到疫情指挥中心、自动通报密切接触者，及时拦截疑似疫情相关人员，及时跟踪逃逸人员，并采取措施；城市智能防疫与安全及效率系统从整个城市到每个城市最小系统，从时间和空间上为每个人确定防疫等级，提供动态细化的上下班时间、路线(包括电梯)，避免在时间和空间的交叉传染；，保证范围足够大，还要保证非密接者不被殃及，保证及时性、合理性和有效性；以防疫模块、城市最小系统为基础的城市智能防疫与安全及效率系统，能够经得起数年隔离均不影响国家经济运行。
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