CN201050026Y - Omnidirectional orientation intercommunicating double-layer straight and arc mixed weaving cloverleaf junction - Google Patents
Omnidirectional orientation intercommunicating double-layer straight and arc mixed weaving cloverleaf junction Download PDFInfo
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- CN201050026Y CN201050026Y CNU2007201096524U CN200720109652U CN201050026Y CN 201050026 Y CN201050026 Y CN 201050026Y CN U2007201096524 U CNU2007201096524 U CN U2007201096524U CN 200720109652 U CN200720109652 U CN 200720109652U CN 201050026 Y CN201050026 Y CN 201050026Y
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- 238000009941 weaving Methods 0.000 title claims description 12
- 230000008676 import Effects 0.000 claims description 86
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- 238000005452 bending Methods 0.000 abstract 1
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Abstract
The utility model relates to a road overpass, in particular to an omni-directional orientated-intercommunicating double layer straight and arc line mixing knitted overpass, comprising a fate approach bridge A, a fate approach bridge B, a fate approach bridge C, a fate approach bridge D, an incoming approach bridge A, an incoming approach bridge B, an incoming approach bridge C and an incoming approach bridge D. The incoming approach bridges are communicated with a right turning driveway, a straight driveway, a left turning driveway, and a left and back turning driveway from the right side to the left side; the right turning driveway is an arc line that bends to the right; the other driveways are left bending lines. The omni-directional orientated-intercommunicating double layer straight and arc line mixing knitted overpass provided by the utility model has smooth line, compact distribution, rapidness and conciseness; the utility model is especially applicable for old urban area traffic modification in medium and large cities, and can effectively alleviate traffic blockage which significant economic, social and environmental benefits.
Description
Technical field
The utility model relates to a kind of road overpass, relates in particular to double-deck straight, the camber line mixed weaving overpass bridge of omni-bearing directional intercommunication.
Background technology
Existing directed shape interchange is by main line, formed by cross link and direct directed ring road.The characteristics of directed shape interchange mainly contain: left rotaring ring road is directly from the main line and the highway left side discrepancy that intersected; The left rotaring ring road steering angle is generally less than 90 °, and the horizontal curve curve is bigger.Its weak point: the bridge engineering amount is bigger, and it is longer to lead the way, and cost is higher.
Directed shape interchange is commonly used following several form:
1. double-deck directed shape interchange
Main line and be sigmoid curve by cross link, each infall is double-deck bridge crossing, as shown in Figure 1.Its characteristics are: each crosspoint disperses, and bridge quantity is more, but highly lower.
2. three layers of directed shape interchange
Main line is a straight line, is sigmoid curve by cross link, and double-deck bridge crossing is established in the two-way intersection; Article four, left rotaring ring road and main line intersect at a place, establish three layers of bridge, as shown in Figure 2.Its characteristics are: bridge crossing is more concentrated, and bridge is higher and negligible amounts mostly is double exit and entrance by cross link, and is unfavorable in driving.
3. four layers of directed shape interchange
Main line, be straight line, main line, intersected at a place, establish four layers of bridge, as shown in Figure 3 by cross link and four left rotaring ring roads by cross link.Its characteristics are: linear compactness, and bridge quantity is few; But the number of plies is more, the bridge construction complexity, and difficulty of construction is big, and investment is high.
In sum, the mode of wagon flow is organized in existing directed shape interchange, mainly is to realize by the bridge of the different numbers of plies, all exists floor space big, plane form complexity, the fuzzy deficiency that waits of cost height and direction of traffic.
More than the concrete weak point of three kinds of directed shape interchanges mainly be following some:
One, the deficiency on the traffic streamline: left turn ramp is come in and gone out from the left side, does not meet the custom of coming in and going out in the driver right side.
Two, above three kinds of directed grade separations, the core organizes the plane form floor space of traffic bigger, and the application in the urban core district is difficulty comparatively.
Three, can't accomplish the directed four-way intercommunication of full-bridge, can only the three-dimensional intercommunication.
Summary of the invention
Goal of the invention of the present utility model is to provide a kind of omni-bearing directional intercommunication double-deck straight, camber line mixed weaving overpass bridge, its line style smoothness, compact in design, fast terse, be specially adapted to the usual friendship transformation of old urban area, big and medium-sized cities, can effectively alleviate congested in traffic phenomenon, have remarkable economical, society, environmental benefit.
The utility model solves the problems of the technologies described above by following technical proposals: double-deck straight, the camber line mixed weaving overpass bridge of omni-bearing directional intercommunication, comprise whereabouts access bridge A, whereabouts access bridge B, whereabouts access bridge C, whereabouts access bridge D and come to access bridge A, come, come, come to access bridge D to access bridge C to access bridge B, described come to go up by right side to left side to access bridge A be communicated with right-turn lane A, direct lane A, left turn lane A and the left back A that changes trains or buses; Described next going up by right side to left side to access bridge B is communicated with right-turn lane B, direct lane B, left turn lane B and the left back B that changes trains or buses; Described next going up by right side to left side to access bridge C is communicated with right-turn lane C, direct lane C, left turn lane C and the left back C that changes trains or buses; Described next going up by right side to left side to access bridge D is communicated with right-turn lane D, direct lane D, left turn lane D and the left back D that changes trains or buses; Described right-turn lane is the right bended arc line; Described left turn lane two ends are left curved arc line, and the intermediate portion is and left back straight line track of changing trains or buses tangent; All the other tracks are left curved arc line.
Described right-turn lane A imports whereabouts access bridge B; Described direct lane A imports whereabouts access bridge C; Described left turn lane A imports whereabouts access bridge D; The described left back A that changes trains or buses imports whereabouts access bridge A.
Described right-turn lane B imports whereabouts access bridge C; Described direct lane B imports whereabouts access bridge D; Described left turn lane B imports whereabouts access bridge A; The described left back B that changes trains or buses imports whereabouts access bridge B.
Described right-turn lane C imports whereabouts access bridge D; Described direct lane C imports whereabouts access bridge A; Described left turn lane C imports whereabouts access bridge B; The described left back C that changes trains or buses imports whereabouts access bridge C.
Described right-turn lane D imports whereabouts access bridge A; Described direct lane D imports whereabouts access bridge B; Described left turn lane D imports whereabouts access bridge C; The described left back D that changes trains or buses imports whereabouts access bridge D.
As preferably, described direct lane A imports the top that end is positioned at the left back B of changing trains or buses, left turn lane B and direct lane B, and described left turn lane A imports the top that end is positioned at direct lane C, and the described left back A of changing trains or buses imports the top that end is positioned at direct lane D; Described direct lane B imports end and is positioned at the left back C of changing trains or buses, left turn lane C and direct lane C top, described left turn lane B imports the top that end is positioned at left turn lane C, left turn lane A and direct lane D, and the B that changes trains or buses after described walk imports the top that end is positioned at direct lane A; Described direct lane C imports the top that end is positioned at the left back D of changing trains or buses, left turn lane D and direct lane D, and described left turn lane C imports the top that end is positioned at direct lane A, and the described left back C of changing trains or buses imports the top that end is positioned at direct lane B; Described direct lane D imports the top that end is positioned at the left back A of changing trains or buses, left turn lane A and direct lane A, described left turn lane D imports the top that end is positioned at left turn lane C, left turn lane A and direct lane B, and the described left back D of changing trains or buses imports the top that end is positioned at direct lane C.
Adopt the utility model of the technical program, its beneficial effect is:
1, double-deck straight, camber line mixed weaving overpass bridge of the omni-bearing directional intercommunication that provides of the utility model and existing overpass bridge are compared, the difference of its maximum is that this bridge type is provided with 360 ° of left back changing trains or buses, can make traveler arrive the destination in road separator left side with nearest distance, reduce running time, save vehicle cost.
2, the double-deck traffic streamline straight, camber line mixed weaving overpass bridge of the omni-bearing directional intercommunication that provides of the utility model adopts the gimmick of plane and space mixed weaving to carry out rationalization, make the bridge type streamline reasonable, driving safety, the order standard, efficient improves, full-bridge is realized front, rear, left and right four-way omni-bearing directional graded crossing, has eliminated conflict point and intertwined point in all crosspoints fully, has reached comprehensive total relief traffic.
3, except that right-turn lane, all the other line styles are left curved arc line or left curved arc line adds the straight line line style, and the driving sight line is good, has improved travel safety.
4, enter overpass bridge after, the same up-hill journey of circuit longitudinal gradient of each travel direction, " low in and high out ", this design feature had both met the security regulations of bend highway section Reduced Speed Now, can effectively shorten the lane auxiliary length that imports point again, made pontic compact more.
5, all import point and all adopt the right side remittance, meet compatriots' driving custom, favourable traffic safety.
6, line style is terse, and travel direction is directly perceived, favourable accurate, quick, safety traffic.
7, core pontic compactness is taken up an area of and is lacked, and landform compliance is strong.
8, pontic simple structure has only two-layerly without exception, saves construction costs, saves operating cost simultaneously.
9, pontic member model kind is few, is convenient to construction, can realize standardized designs, and suitability for industrialized production improves design and construction efficient.
10, bridge type is handsome in appearance, can be urban construction and increases new view.
11, craspedodrome circuit and the graded crossing spatially of left back turning circuit.Core position straight line line style and camber line line style mixed weaving, bridge type novelty attractive in appearance.
Description of drawings
Fig. 1 is existing double-deck directed shape interchange structural representation.
Fig. 2 is existing three layers of directed shape interchange structural representation.
Fig. 3 is existing four layers of directed shape interchange structural representation.
Fig. 4 is a structural representation of the present utility model.
The specific embodiment
Describe in further detail below in conjunction with 4 pairs of the utility model of accompanying drawing:
As shown in Figure 4, double-deck straight, the camber line mixed weaving overpass bridge of omni-bearing directional intercommunication, comprise whereabouts access bridge A1, whereabouts access bridge B7, whereabouts access bridge C13, whereabouts access bridge D19 and come to access bridge A2, come, come, come to access bridge D20 to access bridge C14 to access bridge B8, described come to go up by right side to left side to access bridge A2 be communicated with right-turn lane A6, direct lane A5, left turn lane A4 and the left back A3 that changes trains or buses; Described next going up by right side to left side to access bridge B8 is communicated with right-turn lane B12, direct lane B11, left turn lane B10 and the left back B9 that changes trains or buses; Described next going up by right side to left side to access bridge C14 is communicated with right-turn lane C18, direct lane C17, left turn lane C16 and the left back C15 that changes trains or buses; Described next going up by right side to left side to access bridge D20 is communicated with right-turn lane D24, direct lane D23, left turn lane D22 and the left back D21 that changes trains or buses; Described right-turn lane is the right bended arc line; Described left turn lane two ends are left curved arc line, and the intermediate portion is and left back straight line track of changing trains or buses tangent; All the other tracks are left curved arc line;
Described right-turn lane A6 imports whereabouts access bridge B7; Described direct lane A5 imports whereabouts access bridge C13; Described left turn lane A4 imports whereabouts access bridge D19; The described left back A3 that changes trains or buses imports whereabouts access bridge A1;
Described right-turn lane B12 imports whereabouts access bridge C13; Described direct lane B11 imports whereabouts access bridge D19; Described left turn lane B10 imports whereabouts access bridge A1; The described left back B9 that changes trains or buses imports whereabouts access bridge B7;
Described right-turn lane C18 imports whereabouts access bridge D19; Described direct lane C17 imports whereabouts access bridge A1; Described left turn lane C16 imports whereabouts access bridge B7; The described left back C15 that changes trains or buses imports whereabouts access bridge C13;
Described right-turn lane D24 imports whereabouts access bridge A1; Described direct lane D23 imports whereabouts access bridge B7; Described left turn lane D22 imports whereabouts access bridge C13; The described left back D21 that changes trains or buses imports whereabouts access bridge D19.
Described direct lane A5 imports the top that end is positioned at the left back B9 of changing trains or buses, left turn lane B10 and direct lane B11, and described left turn lane A4 imports the top that end is positioned at direct lane C17, and the described left back A3 of changing trains or buses imports the top that end is positioned at direct lane D23; Described direct lane B11 imports end and is positioned at the left back C15 of changing trains or buses, left turn lane C16 and direct lane C17 top, described left turn lane B10 imports the top that end is positioned at left turn lane C16, left turn lane A4 and direct lane D23, and the B9 that changes trains or buses after described walk imports the top that end is positioned at direct lane A5; Described direct lane C17 imports the top that end is positioned at the left back D21 of changing trains or buses, left turn lane D22 and direct lane D23, and described left turn lane C16 imports the top that end is positioned at direct lane A5, and the described left back C15 of changing trains or buses imports the top that end is positioned at direct lane B11; Described direct lane D23 imports the top that end is positioned at the left back A3 of changing trains or buses, left turn lane A4 and direct lane A5, described left turn lane D22 imports the top that end is positioned at left turn lane C16, left turn lane A4 and direct lane B11, and the described left back D21 of changing trains or buses imports the top that end is positioned at direct lane C17.
The above only is preferred embodiment of the present utility model, and all equalizations of being done according to the utility model claim change and modify, and all should belong to the covering scope of the utility model patent.
Claims (2)
1. double-deck straight, the camber line mixed weaving overpass bridge of omni-bearing directional intercommunication, it is characterized in that, comprise whereabouts access bridge A (1), whereabouts access bridge B (7), whereabouts access bridge C (13), whereabouts access bridge D (19) and come to access bridge A (2), come, come, come to access bridge D (20) to access bridge C (14) to access bridge B (8), described come to go up by right side to left side to access bridge A (2) be communicated with right-turn lane A (6), direct lane A (5), left turn lane A (4) and the left back A that changes trains or buses (3); Described next going up by right side to left side to access bridge B (8) is communicated with right-turn lane B (12), direct lane B (11), left turn lane B (10) and the left back B that changes trains or buses (9); Described next going up by right side to left side to access bridge C (14) is communicated with right-turn lane C (18), direct lane C (17), left turn lane C (16) and the left back C that changes trains or buses (15); Described next going up by right side to left side to access bridge D (20) is communicated with right-turn lane D (24), direct lane D (23), left turn lane D (22) and the left back D that changes trains or buses (21); Described right-turn lane is the right bended arc line; Described left turn lane two ends are left curved arc line, and the intermediate portion is and left back straight line track of changing trains or buses tangent; All the other tracks are left curved arc line;
Described right-turn lane A (6) imports whereabouts access bridge B (7); Described direct lane A (5) imports whereabouts access bridge C (13); Described left turn lane A (4) imports whereabouts access bridge D (19); The described left back A that changes trains or buses (3) imports whereabouts access bridge A (1);
Described right-turn lane B (12) imports whereabouts access bridge C (13); Described direct lane B (11) imports whereabouts access bridge D (19); Described left turn lane B (10) imports whereabouts access bridge A (1); The described left back B that changes trains or buses (9) imports whereabouts access bridge B (7);
Described right-turn lane C (18) imports whereabouts access bridge D (19); Described direct lane C (17) imports whereabouts access bridge A (1); Described left turn lane C (16) imports whereabouts access bridge B (7); The described left back C that changes trains or buses (15) imports whereabouts access bridge C (13);
Described right-turn lane D (24) imports whereabouts access bridge A (1); Described direct lane D (23) imports whereabouts access bridge B (7); Described left turn lane D (22) imports whereabouts access bridge C (13); The described left back D that changes trains or buses (21) imports whereabouts access bridge D (19).
2. double-deck straight, the camber line mixed weaving overpass bridge of omni-bearing directional intercommunication as claimed in claim 1, it is characterized in that, described direct lane A (5) imports the top that end is positioned at the left back B of changing trains or buses (9), left turn lane B (10) and direct lane B (11), described left turn lane A (4) imports the top that end is positioned at direct lane C (17), and the described left back A of changing trains or buses (3) imports the top that end is positioned at direct lane D (23); Described direct lane B (11) imports end and is positioned at the left back C of changing trains or buses (15), left turn lane C (16) and direct lane C (17) top, described left turn lane B (10) imports the top that end is positioned at left turn lane C (16), left turn lane A (4) and direct lane D (23), and the B (9) that changes trains or buses after described walk imports and holds the top that is positioned at direct lane A (5); Described direct lane C (17) imports the top that end is positioned at the left back D of changing trains or buses (21), left turn lane D (22) and direct lane D (23), described left turn lane C (16) imports the top that end is positioned at direct lane A (5), and the described left back C of changing trains or buses (15) imports the top that end is positioned at direct lane B (11); Described direct lane D (23) imports the top that end is positioned at the left back A of changing trains or buses (3), left turn lane A (4) and direct lane A (5), described left turn lane D (22) imports the top that end is positioned at left turn lane C (16), left turn lane A (4) and direct lane B (11), and the described left back D of changing trains or buses (21) imports the top that end is positioned at direct lane C (17).
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| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CNU2007201096524U CN201050026Y (en) | 2007-05-24 | 2007-05-24 | Omnidirectional orientation intercommunicating double-layer straight and arc mixed weaving cloverleaf junction |
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| Application Number | Priority Date | Filing Date | Title |
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| CNU2007201096524U CN201050026Y (en) | 2007-05-24 | 2007-05-24 | Omnidirectional orientation intercommunicating double-layer straight and arc mixed weaving cloverleaf junction |
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| CN201050026Y true CN201050026Y (en) | 2008-04-23 |
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| CNU2007201096524U Expired - Fee Related CN201050026Y (en) | 2007-05-24 | 2007-05-24 | Omnidirectional orientation intercommunicating double-layer straight and arc mixed weaving cloverleaf junction |
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Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN111455754A (en) * | 2020-05-19 | 2020-07-28 | 北京市市政专业设计院股份公司 | Interchange type overpass |
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Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN111455754A (en) * | 2020-05-19 | 2020-07-28 | 北京市市政专业设计院股份公司 | Interchange type overpass |
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Legal Events
| Date | Code | Title | Description |
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| C14 | Grant of patent or utility model | ||
| GR01 | Patent grant | ||
| C17 | Cessation of patent right | ||
| CF01 | Termination of patent right due to non-payment of annual fee |
Granted publication date: 20080423 Termination date: 20110524 |