Composite connection layout of highway cross hubs and service areas

Abstract

The present invention belongs to the technical field of road and bridge engineering, and discloses a composite connection layout of a highway intersection and service area, comprising a first main road and a second main road, with the service area located on both sides of the first main road. In the direction from E to W, vehicles enter the service area via the second ramp and can directly enter the first main road after exiting the service area. After entering the service area, vehicles can also enter the first ramp via the ninth branch of the second ramp. Vehicles can turn left or right via the first ramp to enter the second main road, and the second ramp and the first ramp are arranged in an upper and lower separated manner. In the direction from W to E, vehicles can enter the service area via the third branch of the third ramp. In the direction from N to S, vehicles can turn right into the service area via the fifth branch of the fourth ramp. In the direction from S to N, vehicles can turn right into the service area via the seventh branch of the fifth ramp. The present invention reduces the number of interweaving areas, thereby improving driving safety and traffic capacity.

Description

Technical Field

[0001] The present invention relates to the technical field of road and bridge engineering, and in particular to a composite connection layout of a highway cross hub and service area. Background Art

[0002] When a new expressway intersects with an existing expressway, a cross hub or T-shaped hub must be set up to complete the traffic conversion and interconnection of the two expressways. Due to the limitations of large structures (such as service areas) in the front and rear sections of the existing expressway, it is impossible to add a hub independently. This will reduce the spacing between the existing expressway service areas and fail to meet the requirements for the spacing between adjacent interchanges in the "Highway Interchange Design Regulations". In the prior art, when the service area 100 is close to the cross hub, such as a distance of 300 meters to 500 meters, refer to Figure 1 The turning ramp 200 of the cross hub passes through the periphery of the service area 100, enclosing the service area 100 inside to meet the design requirements of the "Highway Interchange Design Regulations". However, if the service area 100 needs to be expanded outward as the traffic volume on the expressway increases in the future, the outward expansion space of the service area 100 will be restricted by the outsourced turning ramp 200, which will result in the turning ramp 200 needing to be demolished and rebuilt; and the turning ramp 200 can only complete the functions of left and right turns between expressways, and turning vehicles cannot enter and exit the service area to stop, resulting in the service function of the service area not being fully utilized. Summary of the Invention

[0003] The purpose of the present invention is to provide a composite connection layout of a highway cross hub and a service area, avoiding the use of a service area enclosed form, ensuring that the service area can be expanded without restrictions in the future, and minimizing the traffic weaving area to the greatest extent, thereby improving driving safety and traffic capacity.

[0004] To achieve this object, the present invention adopts the following technical solutions:

[0005] A composite connection layout of a highway intersection hub and a service area includes a first main road and a second main road that are three-dimensionally separated and intersecting. The service area is located on both sides of the first main road. From the E to W direction, the first main road branches out into a first ramp and a second ramp. The second ramp runs through the service area and connects to the first main road. The second ramp branches out into a ninth branch road after passing through the service area. The ninth branch road connects to the first ramp. The first ramp turns left or right to connect to the second main road. The first ramp and the second ramp are three-dimensionally separated up and down, with the first ramp crossing over the second ramp.

[0006] In the direction from W to E, the first main road branches out to a third ramp, the third ramp branches out to a third branch road, and the third branch road runs through the service area and is connected to the first main road;

[0007] In the direction from N to S, the second main road branches out to a fourth ramp, the fourth ramp branches out to a fifth branch road, and the fifth branch road runs through the service area and is connected to the first main road;

[0008] In the direction from S to N, the second main road branches out to a fifth ramp, the fifth ramp branches out to a seventh branch road, and the seventh branch road runs through the service area and is connected to the first main road.

[0009] As an optional solution, the third ramp also branches out a fourth lane, and the fourth lane turns left to connect with the second main road; the fourth ramp also branches out a sixth lane, and the sixth lane turns left to connect with the first main road; the fifth ramp also branches out an eighth lane, and the eighth lane merges with the sixth lane and connects with the first main road.

[0010] As an optional solution, the third lane and the fifth lane are both vertically separated from the eighth lane, and the eighth lane crosses the fifth lane and the third lane.

[0011] As an optional solution, in the direction from E to W, the first ramp is located at the rear end of the service area and branches into a first lane and a second lane. The first lane turns right and connects to the second main road, and the second lane turns left and connects to the second main road.

[0012] As an optional solution, in the direction from W to E, the first main road also branches out into a sixth ramp, and the sixth ramp turns right to connect with the second main road.

[0013] As an optional solution, in the direction from N to S, the second main road also branches out into a seventh ramp, and the seventh ramp turns right to connect with the first main road.

[0014] As an optional solution, the first lane, the sixth ramp, the seventh ramp and the eighth lane are all directional ramps.

[0015] As an optional solution, the second lane and the fourth lane adopt circular ramps.

[0016] As an optional solution, in the direction from S to N, the second main road also branches out into an eighth ramp, and the eighth ramp turns left to connect with the first main road.

[0017] As an optional solution, the fourth ramp and the eighth ramp are both semi-directional ramps.

[0018] Beneficial effects of the present invention:

[0019] The present invention provides a composite connection layout of a highway cross hub and service area, which compositely connects the cross hub and service area in an upper and lower separated cross distribution manner, thereby minimizing the traffic weaving area and improving driving safety and traffic capacity; and in addition to meeting the function of highway vehicles entering the service area directly, it also adds the function of multiple turning ramps to enter and exit the service area, thereby improving the service range of the service area; in addition, the composite connection layout of the highway cross hub and service area avoids the form of enclosing the service area inside, ensuring that the service area can be expanded outward without restriction as needed in the future. BRIEF DESCRIPTION OF THE DRAWINGS

[0020] Figure 1 This is a layout diagram of a service area surrounded by a turning ramp in the prior art;

[0021] Figure 2 This is a schematic diagram of a composite connection layout of a highway cross hub and service area provided by an embodiment of the present invention;

[0022] Figure 3 This is an actual layout diagram of the composite connection layout of the highway cross hub and service area provided by an embodiment of the present invention.

[0023] In the picture:

[0024] 100, service area; 200, turning ramp;

[0025] 1. First main road; 11. First ramp; 111. First branch road; 112. Second branch road; 12. Second ramp; 121. Ninth branch road; 13. Third ramp; 131. Third branch road; 132. Fourth branch road; 14. Sixth ramp;

[0026] 2. Second main road; 21. Fourth ramp; 211. Fifth branch road; 212. Sixth branch road; 22. Fifth ramp; 221. Seventh branch road; 222. Eighth branch road; 23. Seventh ramp; 24. Eighth ramp. DETAILED DESCRIPTION

[0027] The following describes embodiments of the present invention in detail. Examples of the embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals throughout represent the same or similar components or components having the same or similar functions. The embodiments described below with reference to the accompanying drawings are exemplary and are intended to explain the present invention, but are not to be construed as limiting the present invention.

[0028] In the description of the present invention, unless otherwise expressly specified or limited, the terms "connected," "connected," and "fixed" should be understood in a broad sense. For example, they may refer to fixed or detachable connections, mechanical or electrical connections, direct or indirect connections through an intermediate medium, and internal communication between two elements or interaction between two elements. Those skilled in the art will understand the specific meanings of the above terms in the present invention based on specific circumstances.

[0029] In the description of the present invention, unless otherwise expressly specified or limited, a first feature being "above" or "below" a second feature may include the first feature being in direct contact with the second feature, or may include the first feature being in contact with the second feature through another feature between them instead of being in direct contact. Moreover, a first feature being "above," "above," and "above" a second feature may include the first feature being directly above or obliquely above the second feature, or may simply mean that the first feature is higher in level than the second feature. A first feature being "below," "below," and "below" a second feature may include the first feature being directly below or obliquely below the second feature, or may simply mean that the first feature is lower in level than the second feature.

[0030] The technical solution of the present invention will be further described below with reference to the accompanying drawings and through specific implementation methods.

[0031] The embodiment of the present invention provides a composite connection layout of a highway cross hub and a service area to solve the connection problem when the service area 100 is close to the cross hub (i.e., the distance is 300 meters to 500 meters). Figure 2-Figure 3As shown, the composite connection layout of the highway cross hub and service area includes a first main road 1 and a second main road 2 that are separated from each other and arranged in a three-dimensional intersection. The position where the first main road 1 and the second main road 2 are separated from each other and intersect is the cross hub, and the service area 100 is located on both sides of the first main road 1. From the E to W direction, the first main road 1 branches out into the first ramp 11 and the second ramp 12. Vehicles enter the service area 100 through the second ramp 12 and can return to the first main road 1 after exiting the service area 100. The second ramp 12 branches out into the ninth branch road 121 after passing the service area 100. Vehicles can also enter the first ramp 11 through the ninth branch road 121 after entering the service area 100. Vehicles can turn left or right directly into the second main road 2 through the first ramp 11 without entering the service area 100. The first ramp 11 and the second ramp 12 are located between the service area 100 and the cross hub in an upper and lower three-dimensional separation distribution. When traveling from the E to W direction, vehicles can continue straight after entering the service area 100, or they can enter the service area 100, stop briefly, and then leave the service area 100 before turning left or right to enter the second main road 2. They can also turn left or right directly into the second main road 2 through the first ramp 11 without entering the service area 100. From the W to E direction, the first main road 1 branches out to the third ramp 13, and the third ramp 13 branches out to the third branch lane 131. When a vehicle is traveling from the W to E direction on the first main road 1, it can enter the service area 100 through the third branch lane 131, and can continue to travel back to the first main road 1 after leaving the service area 100; from the N to S direction, the second main road 2 branches out to the fourth ramp 21, and the fourth ramp 21 branches out to the fifth branch lane 211. The vehicle is traveling from the N to S direction on the second main road 2. When traveling in the direction of S, the vehicle can turn left through the fifth lane 211 to enter the service area 100, and enter the first main road 1 after exiting the service area 100; from the direction of S to N, the second main road 2 branches out the fifth ramp 22, and the fifth ramp 22 branches out the seventh lane 221. When the vehicle is traveling in the direction of S to N on the second main road 2, it can turn right through the seventh lane 221 to enter the service area 100, and enter the first main road 1 after exiting the service area 100.

[0032] The composite connection layout of the highway cross hub and service area connects the cross hub and service area 100 together by adopting an upper and lower three-dimensional separated cross distribution method through the first ramp 11 and the second ramp 12, thereby minimizing the traffic weaving area and improving driving safety and traffic capacity; and in addition to meeting the function of vehicles on the first main road 1 of the highway entering the service area 100 directly, it also adds the function of vehicles turning left or right on the first ramp 11, vehicles turning left on the fourth ramp 21, and vehicles turning right on the fifth ramp 22 entering the service area 100, thereby improving the service range of the service area 100; in addition, the composite connection layout of the highway cross hub and service area passes through the front field of the service area 100 through the first ramp 11, avoiding the form of enclosing the service area 100 inside, ensuring that the service area 100 can be expanded outward without restriction as needed in the future.

[0033] Furthermore, the third ramp 13 also branches out a fourth lane 132, which is connected to the second main road 2 to realize the left turn function of the vehicle from W to N; the fourth ramp 21 also branches out a sixth lane 212, which does not enter the service area 100 but is directly connected to the first main road 1 to realize the left turn function of the vehicle from N to E; the fifth ramp 22 also branches out an eighth lane 222, which does not enter the service area 100 but is directly connected to the first main road 1 to realize the right turn function of the vehicle from S to E. By diverting the third ramp 13 into the fourth lane 132, the fourth ramp 21 into the sixth lane 212, and the fifth ramp 22 into the eighth lane 222, the fourth lane 132 is directly connected to the second main road 2, and the sixth lane 212 and the eighth lane 222 are directly connected to the first main road 1. By adopting a multi-branch ramp method, vehicles that are in a hurry can choose not to enter the service area 100 and turn directly. Vehicles that turn can also choose to enter the service area 100 for a short stop, providing dual options and complete functions, giving full play to the function of the service area 100, minimizing the traffic weaving area, and improving driving safety.

[0034] The third lane 131 and the fifth lane 211 are separated from the eighth lane 222 in an upper and lower three-dimensional manner. The eighth lane 222 crosses the third lane 131 and the fifth lane 211, thereby reducing the traffic weaving area and improving driving safety.

[0035] In the direction from W to E, the first main road 1 also branches out to the sixth ramp 14, which is connected to the second main road 2 to realize the right turn function of the vehicle from W to S. When the vehicle is traveling in the direction from W to E, it can directly turn right into the second main road 2 through the sixth ramp 14.

[0036] In the direction from N to S, the second main road 2 also branches out to the seventh ramp 23, which is connected to the first main road 1 to realize the right turn function of the vehicle from N to W. When the vehicle is traveling in the direction from N to S, it can directly turn right into the first main road 1 through the seventh ramp 23.

[0037] In the direction from S to N, the second main road 2 also branches out to the eighth ramp 24, which merges with the seventh ramp 23 to realize the left turn function of the vehicle from S to W. When the vehicle is traveling in the direction from S to N, it can turn left through the eighth ramp 24 and merge with the seventh ramp 23 to enter the first main road 1.

[0038] In the direction from E to W, the first ramp 11 branches into a first lane 111 and a second lane 112 after passing the service area 100. When a vehicle is traveling on the first ramp 11, it can turn right through the first lane 111 to enter the second main road 2 (i.e., from E to N), or turn left through the second lane 112 to enter the second main road 2 (i.e., from W to S).

[0039] In this embodiment, the first lane 111, the sixth ramp 14, the seventh ramp 23 and the eighth lane 222 are directional ramps; the second lane 112 and the fourth lane 132 are circular ramps; the fourth ramp 21 and the eighth ramp 24 are semi-directional ramps, and the overall layout is more reasonable.

[0040] Obviously, the above embodiments of the present invention are merely examples for the purpose of clearly illustrating the present invention, and are not intended to limit the embodiments of the present invention. Those skilled in the art will appreciate that other variations or modifications can be made based on the above description. It is not necessary and impossible to enumerate all embodiments here. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of the present invention shall be included within the scope of protection of the claims of the present invention.

Claims

1. The composite connection layout of highway cross hubs and service areas is characterized by: The invention comprises a first main road (1) and a second main road (2) which are arranged to be three-dimensionally separated and intersected with each other, a service area (100) being located on both sides of the first main road (1), and in the direction from E to W, the first main road (1) branches out a first ramp (11) and a second ramp (12), the second ramp (12) passes through the service area (100) and is connected to the first main road (1), the second ramp (12) branches out a ninth branch road (121) after passing through the service area (100), the ninth branch road (121) is connected to the first ramp (11), the first ramp (11) turns left or right to connect to the second main road (2), the first ramp (11) and the second ramp (12) are three-dimensionally separated and distributed in an upper and lower direction, and the first ramp (11) crosses the second ramp (12); In the direction from W to E, the first main road (1) branches out into a third ramp (13), the third ramp (13) branches out into a third branch road (131), and the third branch road (131) passes through the service area (100) and is connected to the first main road (1); In the direction from N to S, the second main road (2) branches out into a fourth ramp (21), the fourth ramp (21) branches out into a fifth branch road (211), and the fifth branch road (211) passes through the service area (100) and is connected to the first main road (1); In the direction from S to N, the second main road (2) branches out a fifth ramp (22), the fifth ramp (22) branches out a seventh branch road (221), and the seventh branch road (221) passes through the service area (100) and is connected to the first main road (1); The third ramp (13) further branches out a fourth branch road (132), and the fourth branch road (132) turns left without entering the service area and connects to the second main road (2); the fourth ramp (21) further branches out a sixth branch road (212), and the sixth branch road (212) turns left without entering the service area and connects to the first main road (1); the fifth ramp (22) further branches out an eighth branch road (222), and the eighth branch road (222) connects to the first main road (1) after merging with the sixth branch road (212); In the direction from W to E, the first main road (1) also branches out to a sixth ramp (14), and the sixth ramp (14) turns right and directly connects to the second main road (2); In the direction from N to S, the second main road (2) also branches out to a seventh ramp (23), and the seventh ramp (23) turns right and directly connects to the first main road (1); In the direction from S to N, the second main road (2) also branches out to an eighth ramp (24), and the eighth ramp (24) turns left and is directly connected to the first main road (1).

2. The highway cross hub and service area composite connection layout according to claim 1 is characterized in that: The third lane (131) and the fifth lane (211) are both vertically separated from the eighth lane (222), and the eighth lane (222) crosses the fifth lane (211) and the third lane (131).

3. The highway cross hub and service area composite connection layout according to claim 1 is characterized in that: In the direction from E to W, the first ramp (11) is located at the rear section of the service area (100) and branches into a first branch lane (111) and a second branch lane (112). The first branch lane (111) turns right to connect with the second main road (2), and the second branch lane (112) turns left to connect with the second main road (2).

4. The highway cross hub and service area composite connection layout according to claim 3 is characterized in that: The first lane (111), the sixth ramp (14), the seventh ramp (23) and the eighth lane (222) are all directional ramps.

5. The highway cross hub and service area composite connection layout according to claim 3 is characterized in that: The second lane (112) and the fourth lane (132) are circular ramps.

6. The highway cross hub and service area composite connection layout according to claim 1 is characterized in that: The fourth ramp (21) and the eighth ramp (24) are both semi-directional ramps.

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