Compact composite roadway modules, units and systems

Abstract

A compact composite road module (7A, 7B, 7C), unit and system. The compact composite road module (7A, 7B, 7C) comprises: an upper layer road and a lower layer road extending substantially in parallel, one of which is arranged for vehicles to travel according to left-hand traffic rules and the other of which is arranged for vehicles to travel according to right-hand traffic rules, the upper layer road comprising a first lane and a second lane arranged side by side, and the lower layer road comprising a third lane and a fourth lane arranged side by side, the third lane and the fourth lane being respectively located below the second lane and the first lane. The first lane and the third lane are for vehicles to travel in a first direction, and the second lane and the fourth lane are for vehicles to travel in a second direction opposite to the first direction. A first connecting passage connects the first lane to the third lane. A third connecting passage connects the third lane to the first lane. The two ends of the first connecting passage are substantially flush with the two ends of the third connecting passage in the longitudinal direction.

Description

TECHNICAL FIELD

[0001] The present application relates to the field of urban road structure, and more particularly, the present application relates to a compact composite road module which is more compact and more practical in structure. The present application also relates to a compact composite road unit and a compact composite road system comprising the compact composite road module. BACKGROUND

[0002] International publication WO2019007070A1 proposes a composite road module, unit and system, which mainly starts from the goal of eliminating urban road intersection traffic conflicts and reducing traffic hub engineering volume, and provides a composite road module. This road module is divided into two layers, one layer is for vehicles to drive on the right, and the other layer is for vehicles to drive on the left, and the two layers of roads are interconnected through the middle ramp. Vehicles change driving rules during driving to achieve "left-right split driving", and thus achieve the purpose of eliminating road intersection traffic conflicts. The main features and shortcomings of this scheme are briefly introduced below in combination with the drawings.

[0003] Figures 1 to 4 The above-mentioned composite road module is shown, hereinafter referred to as "standard composite road module", which is mainly applied to the newly constructed urban road system.

[0004] Figure 1 The side view of the standard composite road module is shown, which is a two-layer structure. According to the vehicle head sign and the vehicle tail license plate, it can be seen that the upper layer road drives on the right, and the lower layer road drives on the left; the two layers of roads are connected through the middle ramp, and can realize the "diagonal interconnection" of left-up and right-down, and left-down and right-up. The ramp is divided into two types of up-ramp and down-ramp. The down-ramp visible in the figure is a vehicle driving down the ramp from the left side of the upper layer road, i.e. going to the right side of the lower layer road. A standard composite road module needs two up-ramps and two down-ramps, a total of four ramps, so as to realize the diagonal interconnection of the two layers of roads in both directions.

[0005] Figure 2 The trapezoidal ramp platform installed in the lower layer road is shown. (a) is a double-up trapezoidal ramp platform, including two up-ramps from the left side of the lower layer to the right side of the upper layer, and from the right side of the lower layer to the left side of the upper layer. (b) is a double-down trapezoidal ramp platform, including two ramps from the left side of the upper layer to the right side of the lower layer, and from the right side of the upper layer to the left side of the lower layer.

[0006] Figure 3The figure shows the overhead view of the standard composite road module combined with two left and right road intersections. (a) is the double-layer overhead view, and (b) is the lower-layer overhead view. The 1A and 1B areas in the figure are the left intersection, the 2A and 2B areas are double-uphill trapezoidal ramps, the 3A and 3B areas are the interval areas, the 4A and 4B areas are double-downhill trapezoidal ramps, and the 5A and 5B areas are the right intersection.

[0007] Figure 4 is Figure 3 the interval area of the lower-layer road in the 3B area in the (b) figure. The vehicles driving down the downhill ramp 2 will collide with the vehicles on the right road surface ready to drive into the uphill ramp 4. In order to ensure the driving speed and safety, a sufficient safety interval for queuing and adjusting misalignment is needed between the slope opening of the ramp 2 and the slope opening of the ramp 4, and the interval usually cannot be less than the length of a trapezoidal ramp.

[0008] From Figure 1 it can be seen that four ramps are needed to realize the diagonal interflow of the double-layer road in two directions. From Figure 2 it can be seen that the double-uphill trapezoidal ramps in the (a) figure and the double-downhill trapezoidal ramps in the (b) figure cannot be arranged side by side, otherwise the driving channel will be blocked or traffic conflicts will occur, and the two ramps can only be arranged in front of and behind each other. From Figure 3 and Figure 4 it can be seen that the double-uphill trapezoidal ramps and the double-downhill trapezoidal ramps, and the interval of the two trapezoidal ramps, together exceed the length of three trapezoidal ramps, and in actual design schemes, the interval of the two intersections is usually four trapezoidal ramps or longer. According to the calculation of the length of the trapezoidal ramp being 300m, the interval of the centers of the two adjacent intersections will generally exceed 1200m.

[0009] In order to meet the actual needs of urban traffic, within the range of traffic congestion risk that can be tolerated, traffic planners hope to design urban roads as "dense road networks"; for example, Denmark chooses 700m as the general interval of urban road intersections, Germany chooses 700-1000m, the United Kingdom chooses 250-700m, and in the United States, it can be as small as 100-200m or even lower. From the above actual situation, it can be seen that the standard composite road module has the technical defect of a large interval between adjacent intersections, and it is difficult to apply to the design scheme of urban roads in the central city, especially in the city with a planned "dense road network". SUMMARY

[0010] In order to solve the above problems, a compact composite road module and a unit and system including the compact composite road module are specially designed to overcome the defects of the prior art.

[0011] According to an aspect of the present application, there is provided a compact composite road module comprising: an upper road and a lower road extending substantially in parallel, one of the upper road and the lower road being configured for vehicles to travel according to left-hand traffic rule and the other being configured for vehicles to travel according to right-hand traffic rule, the upper road comprising a first lane and a second lane arranged side by side, the lower road comprising a third lane and a fourth lane arranged side by side, the third lane and the fourth lane being respectively below the second lane and the first lane, wherein the first lane and the third lane are for vehicles to travel in a first direction and the second lane and the fourth lane are for vehicles to travel in a second direction opposite to the first direction; a first connecting passage connecting the first lane to the third lane; and a third connecting passage connecting the third lane to the first lane, wherein the two ends of the first connecting passage are substantially level with the two ends of the third connecting passage in the longitudinal direction. In other words, the two ends of the first connecting passage and the two ends of the third connecting passage are respectively at substantially the same longitudinal position. In particular, the first end and the second end of the first connecting passage and the first end and the second end of the third connecting passage are respectively substantially level in the longitudinal direction or are respectively at substantially the same longitudinal position. In this way, the first connecting passage and the third connecting passage are in substantially the same longitudinal road section. In particular, the first connecting passage and the third connecting passage occupy substantially the same longitudinal space but are staggered in the lateral and / or vertical direction.

[0012] In one variant, the compact composite road module further comprises: a second connecting passage connecting the second lane to the fourth lane; and a fourth connecting passage connecting the fourth lane to the second lane, wherein the two ends of the second connecting passage are substantially level with the two ends of the fourth connecting passage in the longitudinal direction. In other words, the two ends of the second connecting passage and the two ends of the fourth connecting passage are respectively at substantially the same longitudinal position. In particular, the first end and the second end of the second connecting passage and the first end and the second end of the fourth connecting passage are respectively substantially level in the longitudinal direction or are respectively at substantially the same longitudinal position. In this way, the second connecting passage and the fourth connecting passage are in substantially the same longitudinal road section. In particular, the second connecting passage and the fourth connecting passage occupy substantially the same longitudinal space but are staggered in the lateral and / or vertical direction.

[0013] Preferably, each of the first, second, third and fourth connection channels comprises a bend and a ramp. Advantageously, the bend of the first connection channel and the bend of the third connection channel cross in the transverse direction. Advantageously, the bend of the second connection channel and the bend of the fourth connection channel cross in the transverse direction. Advantageously, the ramp can be straight or curved depending on the local topography.

[0014] Advantageously, the compact composite road module further comprises a first set of ramps and a second set of ramps between the upper road and the lower road. Advantageously, the first set of ramps comprises a first ramp and a third ramp adjacent in the transverse direction, both having a substantially triangular longitudinal cross-section and forming the ramp of the first connection channel and the ramp of the third connection channel, respectively. Advantageously, the second set of ramps comprises a second ramp and a fourth ramp adjacent in the transverse direction, both having a substantially triangular longitudinal cross-section and forming the ramp of the second connection channel and the ramp of the fourth connection channel, respectively.

[0015] Preferably, each of the first and second set of ramps further comprises a partition wall between the respective ramps adjacent in the transverse direction and an outer wall outside the respective ramps. In particular, the first set of ramps further comprises a partition wall between the first ramp and the third ramp, an outer wall outside the first ramp and an outer wall outside the third ramp. The second set of ramps further comprises a partition wall between the second ramp and the fourth ramp, an outer wall outside the second ramp and an outer wall outside the fourth ramp.

[0016] Preferably, the compact composite road module further comprises a plurality of auxiliary bollards and one main bollard or barrier on each of the upper road and the lower road. Advantageously, the main bollard or barrier is located between the first and second set of ramps and connected between the large end of the respective ramps and the respective outer walls for separating the respective carriageways arranged side by side, in particular, the first road and the second road, or the third road and the fourth road. Advantageously, the plurality of auxiliary bollards are provided adjacent to the large end of the respective ramps.

[0017] Preferably, the upper road has two elongated through-holes. Advantageously, each of the first and second set of ramps has a load-bearing platform for at least partially supporting the upper road at the edges of the respective elongated through-holes.

[0018] Preferably, the bend of the first connection channel is located at the inlet of the first connection channel and the bend of the third connection channel is located at the inlet of the third connection channel. Alternatively, the bend of the first connection channel is located at the outlet of the first connection channel and the bend of the third connection channel is located at the outlet of the third connection channel.

[0019] Preferably, the bend of the second connection channel is located at the inlet of the second connection channel and the bend of the fourth connection channel is located at the inlet of the fourth connection channel.

[0020] Advantageously, the inlet of the first connection channel and the inlet of the second connection channel are longitudinally adjacent and laterally separated, and the inlet of the third connection channel and the inlet of the fourth connection channel are longitudinally adjacent and laterally separated.

[0021] Alternatively, the bend of the second connection channel is located at the outlet of the second connection channel and the bend of the fourth connection channel is located at the outlet of the fourth connection channel.

[0022] Advantageously, the outlet of the first connection channel and the outlet of the second connection channel are longitudinally adjacent and laterally separated, and the outlet of the third connection channel and the outlet of the fourth connection channel are longitudinally adjacent and laterally separated.

[0023] Preferably, the compact composite road module further comprises an upper level trunk road and a lower level trunk road, which are in communication with the upper level road and the lower level road, respectively, and adopt the same traffic rules as the upper level road and the lower level road, respectively. Advantageously, the upper level trunk road and the lower level trunk road extend laterally from the upper level road and the lower level road, respectively.

[0024] According to another aspect of the present application, there is provided a compact composite road unit comprising: a compact composite road module according to the present application; and one or two road intersections, each comprising an upper level intersection and a lower level intersection, which are in communication with the upper level road and the lower level road of the compact composite road module, respectively, and adopt the same traffic rules as the upper level road and the lower level road, respectively. Advantageously, the road intersections are located at the longitudinal ends of the compact composite road module.

[0025] According to yet another aspect of the present application, there is provided a compact composite road system comprising one or more compact composite road units according to the present application and / or one or more compact composite road modules according to the present application. Attached Figure Description

[0026] Figures 1 to 4 The diagram schematically illustrates a standard composite road module in the prior art;

[0027] Figure 5 An embodiment of the composite road unit according to the present invention is illustrated schematically;

[0028] Figure 6 schematically shown Figure 5 Road intersections in the middle;

[0029] Figures 7 to 16 An embodiment of the composite road module according to the present invention is schematically shown, which is a "fully functional compact composite road module";

[0030] Figures 17 to 21 Another embodiment of the composite road module according to the invention is illustrated schematically, which is a "compact composite road module with incomplete functionality".

[0031] Figures 22 to 24 The illustration schematically shows another embodiment of the composite road module according to the present invention, which is a "fully functional compact composite road module" formed by combining "incompletely functional compact composite road modules". Detailed Implementation

[0032] To facilitate understanding of the present invention, a more complete description will be given below with reference to the accompanying drawings. Preferred embodiments of the invention are shown in the drawings. However, the invention can be implemented in many different forms and is not limited to the embodiments described herein. Rather, these embodiments are provided to provide a more complete and thorough understanding of the disclosure of the present invention.

[0033] The term “connection” or “connectivity” refers to the ability of a vehicle traveling in one lane to move into another lane.

[0034] The term "longitudinal" refers to the direction in which a road extends, and "lateral" refers to the direction in which a road crosses the road.

[0035] The term "intersecting in the transverse direction" means that, when viewed from above the road (i.e., in a top-down view of the road), related objects (e.g., two curves) intersect in the width direction of the road. In this case, the two intersecting curves are arranged vertically, one above the other, and therefore do not interfere with each other.

[0036] The various embodiments of the present invention will now be described in detail with reference to the accompanying drawings.

[0037] Figure 5The diagram schematically illustrates a compact composite road module according to the present invention and a corresponding road intersection, wherein (a) is a top view of the two-layer structure, (b) is a front view of the two-layer structure, and (c) is a top view of only the lower layer structure. As can be seen from the diagrams, traffic on the upper road and intersection is on the right, and traffic on the lower road and intersection is on the left. 6A, 6B, 6C and 8A, 8B, 8C represent the left-side and right-side intersections, respectively. 7A, 7B, 7C represent the compact composite road module, which has four ramps (two uphill and two downhill). The ramps are divided into two groups and can be arranged side-by-side, significantly reducing the length of the road module compared to the prior art.

[0038] Figure 6 schematically shown Figure 5 The diagram shows a top-down view of a double-level intersection on either side, with the letters N, W, S, and E corresponding to the four cardinal directions: North, West, South, and East, respectively. (a) The diagram shows the lower level intersection, where all lanes travel on the left, and a north-south barrier 9A separates the east-west through lanes. (b) The diagram shows the upper level intersection, where all lanes travel on the right, and an east-west barrier 9B separates the north-south through lanes. Since the upper level is a ground-level road, and considering the mixed traffic of pedestrians and non-motorized vehicles, two zebra crossings, 10A and 10B, are installed in its main east-west direction. Pedestrians crossing barrier 9B need to use an overpass or underpass.

[0039] contrast Figure 3 The standard composite road module, combined with Figure 5 It can be observed that the difference between the standard and compact types lies in the length between two adjacent road intersections. The former requires a provision for the length of three trapezoidal ramps, while the latter only requires the length of one trapezoidal ramp. Using a trapezoidal ramp length of 300m as an example, the distance between two adjacent intersections of the compact composite road module is only 600m, equivalent to half the corresponding distance of 1200m for the standard composite road module. This effectively meets the basic requirement of constructing a "zero-conflict" dense road network.

[0040] To more clearly illustrate the inventive intent and technological advancement, the following will combine... Figures 7 to 16 ,as well as Figures 17 to 21 The structural features and innovative points of the two road modules, namely the "fully functional compact composite road module" and the "partially functional compact composite road module", are explained in detail through two specific embodiments.

[0041] There are two types of fully functional compact composite road modules: one is "centripetal" and the other is "centrifugal". The structures of the two are largely similar, and both can meet the basic requirement of "diagonal interconnection" in both directions of the road module. There is no significant difference in their application effects.

[0042] Figure 7 Both centripetal and centrifugal basic fully functional compact composite road modules are schematically shown. (a) Figure, (b) Figure, (c) Figure are three views of a centripetal road module, (d) Figure, (e) Figure, (f) Figure are three views of a centrifugal road module. The common feature of both is that the road module is divided into upper and lower layers, and the upper layer drives on the right and the lower layer drives on the left; both have four ramps to communicate the upper and lower layers of the road.

[0043] Looking at the centripetal road module, (a) Figure is a side view, (b) Figure is a top view, (c) Figure is a front view, and in combination with the three views, it can be seen that the left ramp group 11 includes two ramps 11A and 11B, and the right ramp group 12 includes two ramps 12A and 12B, and the driving direction of the above four ramps is towards the center of symmetry of the road module. Looking at the centrifugal road module, (d) Figure is a side view, (e) Figure is a top view, (f) Figure is a front view, and in combination with the three views, it can be seen that the left ramp group 13 includes two ramps 13A, 13B, and the right ramp group 14 includes two ramps 14A, 14B, and the driving direction of the above four ramps is away from the center of symmetry of the road module.

[0044] Figures 8 to 12 The structure and features of the centripetal road module are shown. Figure 8 is a perspective view of the centripetal road module, which is a two-layer structure, and the upper and lower layers are connected to each other through the left ramp group 15 and the right ramp group 16. The two exits 17A and 17B in the middle of the upper layer road and the two entrances 17C and 17D at both ends form a "two-out-two-in" distribution pattern, and are "middle-outside-in", that is, the two exits are distributed in the middle of the upper layer of the road module, and the two entrances are distributed on both sides.

[0045] Figure 9 is Figure 8 is a split view of (a) Figure, (b) Figure is the case of the lower layer road after moving the upper layer road in (a) Figure away, and the left ramp group 18 and the right ramp group 19 are higher than the road surface in the lower layer road. The two exits 20A and 20B in the middle of the lower layer of the road module and the two entrances 20C and 20D at both ends form a "two-out-two-in" distribution pattern, and are "middle-outside-in", that is, the two exits are distributed in the middle of the lower layer of the road module, and the two entrances are distributed on both sides.

[0046] Figure 10 is from Figure 9Split view of left side ramp set 21 and right side ramp set 22 replicated at middle and lower road ramp sets 18 and 19, left side ramp set 21 includes ramps 21A and 21B, barrier 21C, and curb walls 21D and 21E; similarly, right side ramp set 22 includes ramps 22A and 22B, barrier 22C, and curb walls 22D and 22E. (a) is a first set of longitudinal ramp combination, which includes two ramps 21A and 22A on the same lane, the low end of the two ramps are oppositely arranged. (b) is a second set of longitudinal ramp combination, which includes two ramps 21B and 22B on the same lane, the high end of the two ramps are oppositely arranged. The two lanes where the first set of longitudinal ramp combination and the second set of longitudinal ramp combination are located are adjacent lanes, which are separated by barriers 21C and 22C.

[0047] Figure 11 (a), (b), and (c) in FIG. 1 show three sets of guide fences specially designed for three sets of fully functional compact composite road modules, which play a role in isolating and guiding traffic flow; the side for guiding traffic flow, the projection curve of which on the road surface is in equidistant offset relationship with the predetermined traffic flow trajectory line. (a) is a central part guide fence combination, (b) is an open end guide fence combination, and (c) is a closed end guide fence. The structures of guide fences 24A, 24B, 24C, and 24D are similar, and the outer shape is a regular polygon structure. In the length direction, one end is a large end with a square hole, and the width is exactly the width of a lane, and the other end is a round end or a sharp end; and the other one or two sides are guide curved surfaces. Among the four trajectory lines, 23A is a "jump trajectory line", which is a trajectory line that transitions from the first lane to the third lane after crossing the adjacent middle lane; 23B, 23C, and 23D are "lane change trajectory lines", which refer to trajectory lines that enter an adjacent lane from a lane. In (a), the central part guide fence combination includes main guide fence 24A and auxiliary guide fence 24B, and main guide fence 24A has two guide curved surfaces, the projection curve of which on the road surface is in equidistant offset relationship with trajectory lines 23A and 23B. Similarly, in (b) and (c), the projection curve of the guide curved surface of the guide fence on the road surface is also in equidistant offset relationship with the corresponding trajectory lines 23C and 23D. 24E in (b) is a guide barrier, which is a curved single barrier that plays a role in guiding traffic flow and isolation.

[0048] Figure 12Still is centripetal road module, (a) figure, (b) figure and (c) figure are side view, top view and front view of upper layer road respectively, (d) figure, (e) figure and (f) figure are side view, top view and front view of lower layer road respectively. From (d) figure, it can be seen that the slope group 27 connecting upper and lower layers belongs to lower layer road. From (b) figure, it can be seen that the place corresponding to slope group of upper layer road is two long strip-shaped through holes; four guide fences of upper layer road play the role of blocking in addition to guiding, and their large ends 25A, 25B, 25C and 25D are attached to the edge line of the opening of upper layer road to prevent vehicles from falling into the lower layer. While in (e) figure, four guide fences play the role of anti-collision in addition to guiding, and their large ends 26A, 26B, 26C and 26D are respectively attached to the high end 27A, 27B, 27C and 27D of the corresponding slope to prevent vehicles from colliding with the high end of the slope.

[0049] The following will be described again Figures 13 to 15 The structure and characteristics of centrifugal road module are shown. Figure 13 Is a perspective view of centrifugal road module, two entrances 28A and 28B in the middle of upper layer road and two exits 28C and 28D at both ends form a distribution pattern of “two exits and two entrances” and “middle entrance and side exit”, that is, two entrances are distributed in the middle of the upper layer of the road module, and two exits are distributed on both sides.

[0050] Figure 14 Is Figure 13 Split figure of (a) and (b) can be seen that the secondary trunk road connected with the main trunk road is also a two-layer structure, and its driving rule is the same as the road layer where it is located: upper layer secondary trunk road 30A drives on the right, and corresponding lower layer secondary trunk road 30B drives on the left. From (b) figure, it can be seen that two entrances 29A and 29B in the middle of lower layer road and two exits 29C and 29D at both ends of lower layer road form a distribution pattern of “two entrances and two exits” and “middle entrance and side exit”, that is, two entrances are distributed in the middle of the lower layer of the road module, and two exits are distributed on both sides.

[0051] Figure 15Figure 1 is a centrifugal road module three-view, (a) is a side view, (b) is a top view, and (c) is a front view of the upper layer, and (d) is a side view, (e) is a top view, and (f) is a front view of the lower layer. The upper layer road is generally elevated from the ground or is elevated and supported by the lower layer road; in addition to the support bodies on both sides of the road, the ramp group located at the center of the road is also a support body of the upper layer road. As shown in (b), the upper layer road has two long strip-shaped through holes at the corresponding ramp platform, and load-bearing platforms 31A, 31B, 31C, 31D are arranged above the outer walls on both sides of the left ramp group, and load-bearing platforms 32A, 32B, 32C, 32D are arranged above the outer walls on both sides of the right ramp group, and the load-bearing platforms are just supported on the edges of the long strip-shaped through holes of the upper layer road.

[0052] Figure 16 Figure 2 is a schematic diagram of the principle of the combined application of a fully functional compact composite road module and a guide rail group. A guide rail group includes three parts, such as in (a), 33A is an open-ended guide rail group, 34A is a central guide rail group, and 35A is an end-closed guide rail, which form a fixed combined rail; by turning the combined rail in different ways, the function can be flexibly changed, and it can be applied to other types of road layers. (a) and (b) are the combined rail and ramp platform of the centripetal upper layer and lower layer road, respectively. (c) and (d) are the combined rail and ramp platform of the centrifugal upper layer and lower layer road, respectively. The specific turning method is as follows: first, establish a cross coordinate axis at the center of symmetry of the ramp group in (a), then the combined rail in (b) is equivalent to the combined rail in (a) rotated 180 degrees around the horizontal x-axis, forming a new combined rail 33B, 34B, 35B for the lower layer road. (c) and (d) are equivalent to the two sets of combined rails in (a) and (b) being rotated 180 degrees around the vertical y-axis at the same time, forming two sets of combined rails 33C, 34C, 35C and 33D, 34D, 35D for the upper and lower layers of the centrifugal road module. Through the above demonstration, it is not difficult to infer that, without changing the structure of the ramp group, only by changing the combined way of the guide rail, the mutual conversion of the centripetal and centrifugal two basic categories can be realized.

[0053] Next, the "incomplete functional compact composite road module" will be introduced. Figures 17 to 21 The so-called "incomplete function" refers to a road module that does not have a complete diagonal interconnection function. This module is mainly used in urban central areas where the road grid is required to be more dense, and the distance between adjacent road intersections can be controlled at about 400m.

[0054] Figure 17is a combination of a road module and a road intersection, wherein (a) is a top view of a two-layer structure, (b) is a front view of a two-layer structure, and (c) is a top view of a lower-layer structure only. It can be seen from the figures that the upper-layer road and intersection are right-hand drive, and the lower-layer road and intersection are left-hand drive. 36A, 36B, 36C and 38A, 38B, 38C are left-side intersection and right-side intersection respectively. 37A, 37B, 37C is an incomplete function compact composite road module, which has two ramps arranged side by side, and the length of the road module is further reduced.

[0055] The incomplete function compact composite road module also has two types: one is "right type" and the other is "left type". Figure 18 (a) of is the right type, the driving directions of the two ramps 39A and 39B are both to the right, and the openings of the upper-layer entrance 41A and the upper-layer exit 41B are both to the same side of the upper-layer road. (b) is the left type, the driving directions of the two ramps 40A and 40B are both to the left, and the openings of the upper-layer entrance 42B and the upper-layer exit 42A are also both to the same side of the upper-layer road. Therefore, no matter right type or left type, the exit and entrance are to the same side of the road, which is the technical feature of "same side exit and entrance".

[0056] Figure 19 (a) and (b) of are the views of the upper-layer road of the right type and the left type respectively after moving away. In the right type of (a), the upper-layer entrance 43A and the exit 43B are both to the right side of the upper-layer road, while the lower-layer entrance 43C and the exit 43D are both to the left side of the lower-layer road. It can be seen that this road module can only realize two-way diagonal interflow between the right upper area and the left lower area. Similarly, in the right type of (b), the upper-layer entrance 44B and the exit 44A are both to the left side of the upper-layer road, while the lower-layer entrance 44D and the exit 44C are both to the right side of the lower-layer road. It can be seen that this road module can only realize two-way diagonal interflow between the left upper area and the right lower area. Therefore, the so-called "incomplete function" is to realize the two-way diagonal interflow function of one of the two diagonal lines.

[0057] Figure 20 (a) and (b) of are the views of the lower-layer road of the right type and the left type respectively. It can be seen that the two ramp groups 45 and 46, which are the same structure, are above the road surface. The driving directions of the corresponding ramps of the two ramp groups are opposite. The ramp group 47 copied from the lower-layer road is composed of two ramps 47A and 47B, and the two ramps are separated by a partition wall 47C. The high end of the ramp 47A and the low end of the ramp 47B are aligned in the road width direction, and the structures of the two ramps are completely the same, only the positions are different.

[0058] Figure 21Figure 1 is a schematic diagram of a non-fully functional compact composite road module combination of end opening guide rail. One guide rail large combination includes two parts, such as in (a) figure, 48A is an end opening guide rail combination, 49A is an end blocking guide rail, both of which constitute a fixed combination of columns. By turning this combination of columns in different ways, it can be flexibly transformed and applied to other types of road modules. (a), (b) two figures are the combination of columns and slope of the upper and lower roads to the right. (c), (d) two figures are the combination of columns and slope of the upper and lower roads to the left. The specific turning method is: first establish a cross coordinate axis at the center of symmetry of the slope group in (a) figure, then (b) figure combination column is equivalent to (a) figure combination column rotating 180 degrees around the horizontal x axis, forming 48B, 49B such new combination column for lower road. (c), (d) two figures are equivalent to (a) figure, (b) figure two sets of combination columns rotating 180 degrees around the vertical y axis, forming 48C, 49C and 48D, 49D such two sets of combination columns for left type road module upper and lower. Through the above demonstration, it is not difficult to infer that under the premise of not changing the structure of the slope group, only by changing the combination mode of the guide rail, the right type and the left type can be converted to each other.

[0059] The above introduces the right type and the left type of non-fully functional compact composite road module, and then introduces another category of fully functional compact composite road module composed of the two types of road modules.

[0060] Figure 22 Another centripetal fully functional compact composite road module composed of right type and left type is shown schematically, (b) figure is a top view of two-layer structure, (d) figure is a top view of only lower layer. With the middle line 50A and 50B as the boundary, it can be seen that the left side is right type and the right side is left type. In the middle of the upper road surface shown in (b) figure, two structures are completely the same but placed in different positions of end blocking guide rail 51 and 52, the tips of which are combined together, and further compressed and combined, forming the upright combined end blocking guide rail shown in (a) figure. Similarly, in the middle of the lower layer shown in (d) figure, two end blocking guide rails 53 and 54 are compressed and combined, forming the inverted combined end blocking guide rail shown in (c) figure.

[0061] Figure 23This is another type of centrifugal, fully functional, compact composite road module, combining right-hand and left-hand sections. Figure (b) is a top view of the two-layer structure, and Figure (d) is a top view of only the lower layer. Using the center lines 55A and 55B as boundaries, the left side is the left-hand section, and the right side is the right-hand section. In the middle of the upper road surface shown in Figure (b), two identical but differently positioned end-opening guide barrier combinations 56 and 57 combine their guide barriers and, after compression and merging, form an upright, merged end-opening guide barrier combination as shown in Figure (a). Similarly, in the middle of the lower layer shown in Figure (d), two end-opening guide barrier combinations 58 and 59, after compression and merging, form an inverted, merged end-opening guide barrier combination as shown in Figure (c).

[0062] Figure 24 Figure (c) is Figure 22 The three-dimensional view of (d) is a centripetal type, so the middle part is a combined end-blocking guide bar 60A. Figure 24 Figure (d) in the middle is Figure 23 The three-dimensional view of diagram (d) shows a centrifugal type, so its central guide bar is a combined end-opening guide bar combination 60B. Although diagrams (c) and (d) belong to the centripetal and centrifugal types respectively, their ramp combination forms are exactly the same, so only the case of diagram (d) is marked. Diagram (a) shows the first set of longitudinal ramp combinations, which includes two ramps 61A and 62A on the same lane. The high and low ends of the two ramps are adjacent to each other, and the high ends of both ramps are on their respective left sides. Diagram (b) shows the second set of longitudinal ramp combinations, which includes two ramps 61B and 62B on the same lane. The high and low ends of the two ramps are also adjacent to each other, and the high ends of both ramps are on their respective right sides.

[0063] The two compact composite road modules introduced above can be effectively combined with existing standard composite road modules, enabling all arterial road intersections within a specific road network area to become zero-conflict intersections. This will provide a new foundational platform for higher-level vehicle-road cooperative engineering. This innovative achievement is fully applicable to newly constructed urban areas and the renovation and upgrading of old city roads, and has broad application prospects.

[0064] The technical features of the above embodiments can be combined in any way. For the sake of brevity, not all possible combinations of the technical features in the above embodiments are described. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this specification.

[0065] The above described embodiments only express several embodiments of the present application, which are described in more detail and in more detail, but cannot be understood as limiting the scope of the patent of the present application. It should be noted that for ordinary skilled in the art, without departing from the concept of the present application, several modifications and improvements can be made, which belong to the protection scope of the present application. Therefore, the protection scope of the patent of the present application should be subject to the appended claims.

Claims

1. A compact composite road module comprising: upper and lower parallel extending roadways, one of which is configured for vehicles to travel in a left-hand traffic rule and the other of which is configured for vehicles to travel in a right-hand traffic rule, the upper roadway comprising first and second side-by-side arranged lanes and the lower roadway comprising third and fourth side-by-side arranged lanes, the third lane being located below the second lane and the fourth lane being located below the first lane, wherein the first and third lanes are configured for vehicles to travel in a first direction and the second and fourth lanes are configured for vehicles to travel in a second direction opposite to the first direction; a first connecting passage connecting the first lane to the third lane; a second connecting passage connecting the second lane to the fourth lane; a third connecting passage connecting the third lane to the first lane; and a fourth connecting passage connecting the fourth lane to the second lane, wherein two ends of the first connecting passage are longitudinally flush with two ends of the third connecting passage, respectively, and wherein two ends of the second connecting passage are longitudinally flush with two ends of the fourth connecting passage, respectively.

2. The compact composite roadway module of claim 1, wherein, each of the first, second, third and fourth connecting passages comprises a curve and a ramp, wherein the curve of the first connecting passage and the curve of the third connecting passage are transversely intersected, and wherein the curve of the second connecting passage and the curve of the fourth connecting passage are transversely intersected. 3.The compact composite road module according to claim 2, further comprising first and second sets of ramps located between the upper and lower roadways, wherein the first set of ramps comprises first and third ramps which are transversely adjacent and each has a longitudinal cross-section in a triangular shape, and the first ramp forms the ramp of the first connecting passage and the third ramp forms the ramp of the third connecting passage, and wherein the second set of ramps comprises second and fourth ramps which are transversely adjacent and each has a longitudinal cross-section in a triangular shape, and the second ramp forms the ramp of the second connecting passage and the fourth ramp forms the ramp of the fourth connecting passage.

4. The compact composite roadway module of claim 3, wherein, each of the first and second sets of ramps further comprises a partition wall between the respective ramps which are transversely adjacent and an outer wall outside the respective ramps. 5.The compact composite road module according to claim 4, further comprising a plurality of auxiliary guardrails and a main guardrail or barrier on each of the upper and lower roadways, wherein the main guardrail or barrier is located between the first and second sets of ramps and connected between a large end of the respective ramp and the respective outer wall for separating the respective lanes which are side-by-side arranged, and The plurality of auxiliary guide fences are arranged adjacent to the large end of the corresponding slope platform.

6. The compact composite roadway module of claim 3, wherein, The upper layer road has two long strip-shaped through holes, and The first slope platform group and the second slope platform group each have a load-bearing platform for at least partially supporting the upper layer road at the edge of the corresponding long strip-shaped through hole.

7. The compact composite roadway module of any one of claims 2 to 6, wherein, The bend of the first connecting channel is located at the entrance of the first connecting channel, and the bend of the third connecting channel is located at the entrance of the third connecting channel; or The bend of the first connecting channel is located at the entrance of the first connecting channel, and the bend of the third connecting channel is located at the entrance of the third connecting channel; or 8. The compact composite roadway module of claim 7, wherein, The bend of the second connecting channel is located at the entrance of the second connecting channel, and the bend of the fourth connecting channel is located at the entrance of the fourth connecting channel.

9. The compact composite roadway module of claim 8, wherein, The entrance of the first connecting channel and the entrance of the second connecting channel are longitudinally adjacent and laterally separated, and the entrance of the third connecting channel and the entrance of the fourth connecting channel are longitudinally adjacent and laterally separated.

10. The compact composite roadway module of claim 7, wherein, The bend of the second connecting channel is located at the entrance of the second connecting channel, and the bend of the fourth connecting channel is located at the entrance of the fourth connecting channel.

11. The compact composite roadway module of claim 10, wherein, The entrance of the first connecting channel and the entrance of the second connecting channel are longitudinally adjacent and laterally separated, and the entrance of the third connecting channel and the entrance of the fourth connecting channel are longitudinally adjacent and laterally separated.

12. The compact composite road module according to any one of claims 1 to 6, further comprising an upper level trunk road and a lower level trunk road, the upper level trunk road being in communication with the upper layer road and adopting the same traffic rules as the upper layer road, and the lower level trunk road being in communication with the lower layer road and adopting the same traffic rules as the lower layer road.

13. A compact composite road unit, comprising: a compact composite road module according to any one of claims 1 to 12; and one or two road intersections, each road intersection comprising an upper layer intersection and a lower layer intersection, the upper layer intersection being in communication with the upper layer road of the compact composite road module and adopting the same traffic rules as the upper layer road, and the lower layer intersection being in communication with the lower layer road of the compact composite road module and adopting the same traffic rules as the lower layer road.

14. A compact composite road system, comprising one or more compact composite road units according to claim 13 and / or one or more compact composite road modules according to any one of claims 1 to 12.

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