Road intersection structure capable of coordinating two-phase circulation of traffic and capable of sustainable development

Abstract

This application relates to a road intersection structure capable of coordinating two-phase traffic circulation and continuous development. The road intersection structure primarily consists of accessible highways and intersecting roads, including at-grade intersections equipped with traffic lights and pedestrian crossings. Under a two-phase (red and green) traffic cycle, the at-grade intersections connect to access points for exiting or entering the accessible highway from the intersecting roads. Accessible, direct uphill and downhill lanes are elevated across the intersections on either side, converging again at the other end. The access ramps for the accessible highway, along with their connecting lanes and a ring road equipped with a turn-around mechanism, are arranged between the uphill and downhill sections of the highway, making the intersection structure more compact and concentrated, shortening the intersection distance and saving time required for entry and exit. Combined with prior patent CN109415877(B), this allows the road intersection structure to coordinate two-phase circulation and continuously expand outwards from the accessible highway as needed.

Description

[Technical Field]

[0001] This application relates to the field of road traffic technology, and in particular to a road intersection structure that includes an accessible highway, can coordinate two-phase traffic circulation, and can be sustainably developed. [Background Technology]

[0002] At the intersection of two roads traveling in different directions, a specific road junction structure is required to accommodate vehicles heading in different directions. These grade-separated intersections have a variety of designs. For example, a three- or higher grade-separated intersection of two highways can adopt structures such as stack interchanges, contraflow lefts, turbines, pinavia, diverging windmills, and three-level roundabouts. Two-level cross-shaped grade-separated intersections can be designed using structures such as custom cloverleaf, standard cloverleaf, two-level roundabout, partial cloverleaf, large dumbbell, dumbbell, and diamond interchanges.

[0003] In addition, both the Single Point Urban Interchange (SPUI) and the Diverging Diamond Interchange (DDI) are popular designs commonly used in countries around the world today.

[0004] Existing road intersection designs still have many shortcomings. First, they occupy a large area, making it extremely enclosed and preventing safe passage for pedestrians on all sides. This severely restricts land development and utilization. Furthermore, such three-dimensional structures have complex directional systems, making it easy to get lost, and there is no way to correct errors. Therefore, there is an urgent need for an innovative road intersection design with error correction mechanisms.

[0005] Secondly, road reconstruction at grade-separated intersections is difficult, hindering expansion and hindering future development and utilization. If the surrounding population experiences a sudden, exponential increase, traffic flow at the intersection will become overwhelmed, inevitably leading to congestion. If one direction becomes the dominant traffic flow, it can easily paralyze the entire intersection. The problem also lies in the uncertainty of the future; any direction could become the dominant flow. Therefore, there is an urgent need for an innovative road intersection structure design that can be sustainably expanded and developed.

[0006] Furthermore, highways operate on a zero-red-light, all-green-light system, while traditional urban roads still employ a four-phase cycle of three red lights and one green light. Even optimized urban intersection designs like SPUI or DDI still require a three-phase cycle of two red lights and one green light. This significant speed difference between highways and urban roads easily creates bottlenecks, leading to congestion during peak hours. Therefore, there is an urgent need for newer, one-red-one-green two-phase cycle road intersection structures with fewer red lights to overcome one or more of these shortcomings. [Summary of the Invention]

[0007] The embodiments of this application aim to provide a road intersection structure that can coordinate two-phase traffic circulation and achieve sustainable development (Synergistic Dual-Modes Sustainable Interchange), which can solve one or more problems existing in the existing grade-separated road intersections.

[0008] This application provides the following technical solution: a road intersection structure formed by the intersection of two roads with intersecting travel directions, wherein at least one of the roads is an accessible highway. The uphill through lanes of the accessible highway are arranged on one side of the at-grade intersection, and the downhill through lanes of the accessible highway are arranged on the other side of the at-grade intersection; the uphill and downhill accessible through lanes separate just before passing the at-grade intersection, respectively crossing the other intersecting road via elevated structures on both sides of the at-grade intersection, and then rejoin at the other end of the accessible highway. The ramps leading to and from the accessible highway, along with their associated connecting passages, inner ramp entrances and exits, and a ring road, are all arranged between the inner sides of the uphill and downhill sections of the highway.

[0009] Optionally, the at-grade intersection is equipped with multiple traffic lights, which are controlled by a traffic light control system to schedule traffic at the at-grade intersection in a two-phase cyclic manner, allowing pedestrians and vehicles to enter, exit, move, and stop in an orderly and safe manner.

[0010] Optionally, each end of the accessible highway connecting to the at-grade intersection is equipped with four sets of staggered pedestrian crossings to allow pedestrians to cross the accessible highway connecting passage in segments. Each accessible highway is also equipped with a diagonal pedestrian crossing at the at-grade intersection to allow pedestrians to cross the intersecting road diagonally.

[0011] Optionally, the connecting passage extends outward from the accessible highway to allow vehicles to leave or enter the accessible highway. A portion of the circular passage's vehicle entrance and exit connect to the connecting passage. The connecting passage exit includes two left-turn lanes controlled by a dedicated set of traffic lights and pedestrian crossings, and two right-turn lanes controlled by another set of traffic lights and pedestrian crossings, allowing vehicles leaving the accessible highway to turn left and right in turn via these four lanes. The connecting passage entrance includes two left-turn receiving lanes controlled by a dedicated set of traffic lights and pedestrian crossings, and two right-turn receiving lanes controlled by another set of traffic lights and pedestrian crossings, allowing vehicles on the intersecting roads to turn left and right in turn via these four lanes into the downstream section of the accessible highway.

[0012] Optionally, the other staggered road is one that does not include a non-motorized bicycle lane. In addition to the basic functions of two urban left-turn lanes, two urban straight-through lanes, two urban right-turn lanes, and two urban receiving lanes, the staggered road also includes a far-end intersection area, two far-end ready-to-shift right-turn lanes, two urban right-turn receiving lanes dedicated to receiving vehicles turning from the right, two urban left-turn receiving lanes dedicated to additionally receiving vehicles turning from the left, a set of traffic lights indicating permitted and prohibited entry at the two near-end urban left-turn receiving lanes, and a set of traffic signs indicating "yield" at the far end of the two urban right-turn receiving lanes. This configuration allows all vehicles to take turns traveling to their respective destinations or yielding under the two-phase cyclic scheduling.

[0013] Optionally, when another of the intersecting roads contains a non-motorized bicycle lane, the intersecting road, in addition to the basic functions of a pair of bicycle lanes, two urban left-turn lanes, two urban straight-through lanes, two urban right-turn lanes, and two urban receiving lanes, also includes: a remote intersection area, two remote lanes for preparing to shift right turns, two urban right-turn receiving lanes dedicated to receiving vehicles turning from the right, and a bicycle receiving lane for bicycles entering straight through the intersection from the other side, and then the bicycles cross the remote intersection area to enter the downstream bicycle lane; such a configuration allows all vehicles, including bicycles, on the road to take turns traveling to their respective destinations or stopping under the two-phase cyclic scheduling.

[0014] Optionally, the barrier-free access lanes for both the uphill and downhill sections are arranged on both sides of the intersection. Each of the barrier-free access lanes for both the uphill and downhill sections includes: two barrier-free elevated lanes crossing the intersecting roads, two lanes for sustainable expansion planned in the future, and an uphill outer entrance / exit lane and a downhill outer entrance / exit lane for sustainable expansion planned in the future. This planning configuration allows the land surrounding the intersection of the roads to be continuously developed as needed.

[0015] Optionally, the access ramps of the barrier-free highway include an inner exit lane and an inner entrance lane; both the inner exit lane and the inner entrance lane are located between the up-traffic and down-traffic lanes, and the other ends of the inner exit lane and the inner entrance lane connect to a circular road. The circular road includes: two up-traffic circular roads connecting the inner exit of the ramp, two down-traffic circular roads connecting the inner entrance of the ramp, an up-turn / down-turn lane connecting the inner up-traffic circular road and the inner down-traffic circular road, and a down-turn / up-turn lane connecting the inner down-traffic circular road and the barrier-free highway. The other end of the up-traffic circular road connects to the left-turn and right-turn lanes of the connecting lanes, and one of the inner up-traffic circular roads also connects to the up-turn / down-turn lane, the other end of which connects to the down-traffic circular road. One end of the downhill circular channel connects to the left-turn receiving lane and the right-turn receiving lane, while the other end connects to the inner entrance of the ramp. One of the inner downhill circular channels also connects to the down-turn / up-turn lane, and the other end of the down-turn / up-turn lane connects to the barrier-free highway. This configuration allows for easy handling of vehicles traveling straight, turning left, turning right, or even those that have gone astray and need to turn around to adjust their course.

[0016] The road intersection structure of this application creatively divides the barrier-free highway into two parts, which are respectively set on both sides of the intersection. The ramps for entering and exiting the barrier-free highway are arranged between the two parts of the highway, which makes the structure of the intersection more compact and greatly shortens the distance and time required to enter and exit the barrier-free highway.

[0017] Another advantage of the road intersection structure in this application embodiment is that: the complex intersection points are partially arranged on the ground, while the barrier-free highways are arranged in a layered crossing structure with one or more layers in the air, which helps to simplify road construction design and improve economy.

[0018] Another advantage of the road intersection structure in this application embodiment is that the ramp group equipped with a correction mechanism has sufficient functionality and space, providing sufficient flexibility and adaptability. Under the alternating action of the two-phase cycle, regardless of which direction is the main traffic flow, it effectively avoids congestion during peak traffic hours. [Attached Image Description]

[0019] One or more embodiments are illustrated by way of example with the corresponding pictures in the accompanying drawings. These illustrations do not constitute a limitation on the embodiments. Elements with the same reference numerals in the drawings are denoted as similar elements. The elements in the drawings are marked with the English letters L, R, E, S, W and N to indicate left, right, east, south, west and north, for easy reference and do not represent actual directions. Unless otherwise stated, the figures in the accompanying drawings do not constitute a limitation on scale.

[0020] The embodiments and accompanying drawings of this application are illustrated and discussed in accordance with the traffic rules of Hong Kong, China. Those skilled in the art will understand that when using this technical solution in countries or regions where vehicles drive on the right (such as mainland China), only the vehicle driving rules need to be adjusted accordingly (e.g., changing from driving on the left to driving on the right).

[0021] In the accompanying diagrams, "G" indicates that the traffic light is green and you are allowed to proceed, while "R" indicates that the traffic light is red and you are prohibited from proceeding.

[0022] Figure 1 This is a schematic diagram of a road intersection structure provided in an embodiment of this application;

[0023] Figure 2 for Figure 1 A magnified view of a portion of the image. Figure 2 The structure on one side is shown;

[0024] Figure 3 and Figure 4 This is a schematic diagram of a road intersection structure provided in an embodiment of this application, showing the case where the two roads at the intersection are an accessible highway and an urban road, respectively; Figure 3This shows the traffic light in its first state; Figure 4 This shows the traffic light in its second state;

[0025] Figure 5 and Figure 6 This is a schematic diagram of a road intersection structure provided in an embodiment of this application, showing a scenario where the two roads at the intersection are an accessible highway and an urban road that includes a bicycle lane. Figure 5 This shows the traffic light in its first state; Figure 6 This shows the traffic light in its second state;

[0026] Figure 7 and Figure 8 This is a schematic diagram of a road intersection structure provided in an embodiment of this application, showing the case where both roads at the intersection are accessible highways; Figure 7 This shows the traffic light in its first state; Figure 8 This shows the traffic light in its second state.

[0027] The reference table for the component codes in the accompanying drawings is as follows:

[0028]

[0029]

[0030]

Detailed Implementation Methods

[0031] To facilitate understanding of this application, a component designation table has been attached for reference. A more detailed description of this application will be provided in conjunction with the accompanying drawings and specific embodiments. It should be noted that when an component is described as "fixed to" another component, it can be directly on the other component, or one or more intermediate components may exist between them. When an component is described as "connected" to another component, it can be directly connected to the other component, or one or more intermediate components may exist between them. The terms used in this specification, such as "upper," "lower," "inner," "outer," "proximal," and "farthest," or prefixed with English letters like "East E," "South S," "West W," and "North N" before component numbers, or followed by English letters like "Left L," "Right R," and "Flow Direction / To →," indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. These are merely for the convenience of describing this application and simplifying the description, and do not indicate or imply that the device or component referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this application. Furthermore, the terms “first,” “second,” “third,” etc., are used for descriptive purposes only and should not be interpreted as indicating or implying relative importance.

[0032] Unless otherwise defined, all technical and scientific terms used in this specification have the same meaning as commonly understood by one of ordinary skill in the art to which this application belongs. The terminology used in this specification is for the purpose of describing particular embodiments only and is not intended to limit the scope of this application. The term "and / or" as used in this specification includes any and all combinations of one or more of the associated listed items.

[0033] Furthermore, the technical features involved in the different embodiments of this application described below can be combined with each other as long as they do not conflict with each other.

[0034] To make the phase activity of the intersecting intersections clear and easy to understand, the components are labeled with the English letters for east, west, south, and north to identify their locations. Arrows → are used to indicate the flow direction, showing where the flow goes from which component, making it as simple and clear as a math or science program.

[0035] Figure 1 and Figure 2 This is a schematic diagram of a road intersection structure provided in an embodiment of this application. The north-south direction is an accessible highway, while the east-west direction consists of other intersecting roads. For example... Figure 1 As shown, the north-south road intersection structure can be roughly divided into three parts: the at-grade intersection 100, the barrier-free highway 200, and the ramp group 300, with both ends being symmetrical. Figure 2 for Figure 1 A magnified view of a portion of the image.

[0036] Among them, vehicle travel in the east, west, north, and south directions is further divided into five activity states:

[0037] 1. The routes continuing straight ahead are 200→N210→201→S220→200.

[0038] 200→S210→201→N220→200

[0039] 2. Those entering from the intersecting east-west roads include

[0040] 100→N120L / N120R→N320B→N310B→200,

[0041] 100→S120L / S120R→S320B→S310B→200

[0042] 3. The following routes leave the accessible highway: 200 → N310A → N320A → N110L / N110R → 100.

[0043] 200→S310A→S320A→S110L / S110R→100

[0044] 4. The vehicle on the accessible road went the wrong way and needs to be adjusted.

[0045] 200→N310A→N320A→N330A→N320B→N310B→200,

[0046] 5.200→S310A→S320A→S330A→S320B→S310B→200 Vehicles entering from the east-west intersecting roads have gone the wrong way and need to adjust their direction.

[0047] 100→N120L / N120R→N320B→N310B→N330B→N310A→N320A→N

[0048] 110L / N110R→100,

[0049] 100→S120L / S120R→S320B→S310B→S330B→S310A→S320A→S110

[0050] L / S110R→100

[0051] Those skilled in the art will understand that further modifications can be made as needed based on the actual circumstances. Figure 1 The road intersection structure shown may be adjusted accordingly, continuously expanded or deformed as needed, and all such changes are within the scope of protection of this application.

[0052] In some embodiments, the ramp group 300 may employ any suitable means, such as signs or guide lines, to prevent vehicles from detouring from one half of the ramp group 300 to the other half, thereby avoiding impacting traffic flow on the uphill lane 210 and downhill lane 220 of the accessible highway.

[0053] Figure 3 and Figure 4 The schematic diagram of the road intersection structure provided in this application embodiment shows the case where the two roads at the intersection are an accessible highway 200 and an intersecting urban road 400; the east and west sides and the north and south sides are symmetrical; however, a portion of the western road is not shown in the diagram.

[0054] Figure 3 This illustrates the scenario where traffic light 140 is in its first state. The first state describes the travel situation for vehicles and pedestrians in the east-west and north-south directions during the green light phase when the diagonal pedestrian crossing 131 at the intersection 100 is in the red phase of the traffic light:

[0055] The following trains travel in the green light phase (eastbound): E404 → N120L → N320B → N310B → 200, E402 → W407.

[0056] E407 / E408→E406

[0057] The following routes travel during the green light phase (westbound): W404 → S120L → S320B → S310B → 200, W402 → E407. The following routes travel during the green light phase (southbound): S110L → W409.

[0058] In the north, during the green light phase, N110L → E409, and E409 → E406, provided it is safe to yield, all other vehicles must stop and yield at the red light.

[0059] The diagonal pedestrian crossing at 131 is in red light phase.

[0060] For other pedestrian crossings where no vehicles are entering or exiting, 130 is the green light phase.

[0061] Traffic light 141, which indicates whether entry is permitted or prohibited, is in the red phase.

[0062] Figure 4 for Figure 3 The second state describes the travel situation of vehicles traveling in all directions during the green light phase when the diagonal pedestrian crossing 131 at the intersection 100 is in the green light phase of the traffic signal:

[0063] The following traffic flow occurs during the green light phase: E401 → S120R → S320B → S310B → 200, E403 → E404. Additionally, under safe yielding conditions, E409 → E406.

[0064] The following trains travel in the western green light phase: W401 → N120R → N320B → N310B → 200

[0065] The following vehicles travel in the southern green light phase: S110R → E407 / 408

[0066] For vehicles traveling in the northern region with a green light, the route is N110R → W407 / W408.

[0067] All other vehicles must stop at red lights.

[0068] The diagonal pedestrian crossing 131 is in the green light phase.

[0069] For other pedestrian crossings where no vehicles are entering or exiting, 130 is the green light phase.

[0070] Traffic light 141, which indicates whether entry is permitted or prohibited, is in the green phase.

[0071] Figure 5 and Figure 6The schematic diagram of the road intersection structure provided in this application embodiment shows the case where the two roads at the intersection are an accessible highway 200 and an intersecting urban road 500 including a non-motorized bicycle lane; the east and west sides and the north and south sides are symmetrical; a part of the western road is not shown in the diagram.

[0072] Figure 5 This illustrates the scenario where traffic light 140 is in its first state. The first state describes the travel situation for vehicles and pedestrians in the east-west and north-south directions during the green light phase when the diagonal pedestrian crossing 131 at the intersection 100 is in the red phase of the traffic light:

[0073] The following trains travel during the green light phase in the east: E404 → N120L → N320B → N310B → 200.

[0074] E402→W407, E501→W502

[0075] The following routes travel in the western green light phase: W404 → S120L → S320B → S310B → 200.

[0076] W402→E407→E406, W501→E502→E503, the southern green light phase for travel includes S110L→W409.

[0077] The following vehicles travel in the northern region with a green light: N110L → E409

[0078] All other vehicles must stop at red lights.

[0079] The diagonal pedestrian crossing at 131 is in red light phase.

[0080] For other pedestrian crossings where no vehicles are entering or exiting, 130 is the green light phase.

[0081] Figure 6 for Figure 5 The second state describes the travel situation of vehicles traveling in all directions during the green light phase when the diagonal pedestrian crossing 131 at the intersection 100 is in the green light phase of the traffic signal:

[0082] The following trains travel on routes with the green light in the east: E401 → S120R → S320B → S310B → 200, E403 → E404.

[0083] E409→E406

[0084] The following trains travel in the western green light phase: W401 → N120R → N320B → N310B → 200

[0085] The southern green light phase for travel includes S110R → E407

[0086] In the northern region, the green light phase for travel includes N110R → W407.

[0087] All other vehicles must stop at red lights.

[0088] The diagonal pedestrian crossing 131 is in the green light phase.

[0089] For other pedestrian crossings where no vehicles are entering or exiting, 130 is the green light phase.

[0090] Figure 7 and Figure 8 The schematic diagram of the road intersection structure provided in this application embodiment shows the case where the two roads at the intersection are the first barrier-free highway 200 and the second barrier-free highway 200X; the east and west sides and the north and south sides are symmetrical; among them, a part of the western road is not shown in the diagram.

[0091] Figure 7 This illustrates the scenario where traffic light 140 is in its first state. The first state describes the travel situation for vehicles and pedestrians in the east-west and north-south directions during the green light phase when the diagonal pedestrian crossing 131 at the intersection 100 is in the red phase of the traffic light:

[0092] The following trains travel on the Eastbound green light phase: E110R → N120L → N320B → N310B → 200

[0093] The following trains travel in the western green light phase: W110R → S120L → S320B → S310B → 200

[0094] In the southern region, vehicles traveling on green lights include the S110L and W120R.

[0095] In the northern region, the green light phase for travel includes N110L → E120R → E320B → E310B → 200X

[0096] All other vehicles must stop at red lights.

[0097] The first diagonal pedestrian crossing at 131 is in red light phase.

[0098] The second diagonal pedestrian crossing at 132 is in the green light phase.

[0099] For other pedestrian crossings where no vehicles are entering or exiting, 130 is the green light phase.

[0100] Figure 8 for Figure 7 The second state describes the travel situation of vehicles traveling in all directions during the green light phase when the diagonal pedestrian crossing 131 at the intersection 100 is in the green light phase of the traffic signal:

[0101] The following trains travel in the green light phase: E110L → S120R → S320B → S310B → 200

[0102] The following trains travel in the western green light phase: W110L → N120R → N320B → N310B → 200

[0103] The following vehicles travel in the southern green light phase: S110R → E120L → E320B → E310B → 200X

[0104] In the northern region, vehicles traveling during the green light phase include the N110R and W120L.

[0105] All other vehicles must stop at red lights.

[0106] The first diagonal pedestrian crossing at 131 is in the green light phase.

[0107] The second diagonal pedestrian crossing at 132 is in the red light phase.

[0108] For other pedestrian crossings where no vehicles are entering or exiting, 130 is the green light phase.

[0109] In summary, the road intersection structure of this application creatively divides the accessible highway into two parts, which are respectively located on both sides of the intersection. Simultaneously, the ramps for entering and exiting the accessible highway are arranged between the two parts, making the intersection structure more compact and shortening the distance and time required to access the accessible highway. Moreover, this structural design has great flexibility and scalability, and can be well matched with the development of traffic intersections.

[0110] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of this application, and not to limit them; under the concept of this application, the technical features of the above embodiments or different embodiments can also be combined, the steps can be implemented in any order, and there are many other variations of different aspects of this application as described above, which are not provided in detail for the sake of brevity; although this application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that they can still modify the technical solutions described in the foregoing embodiments, or make equivalent substitutions for some of the technical features; and these modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of this application.

Claims

1. A road intersection structure formed by two roads with staggered driving directions intersecting, wherein at least one of the roads is a barrier-free highway; the uplink lane of the barrier-free highway is arranged on one side of a flat intersection, and the downlink lane of the barrier-free highway is arranged on the other side of the flat intersection; the ramp group of the barrier-free highway and the connecting channel, ramp inside entrance and roundabout channel formed thereby are arranged between the uplink and downlink highways; characterized in that, include: A. The at-grade intersection is arranged with: i) Traffic lights, multiple traffic lights are controlled by a traffic light control system to schedule traffic at the intersection in a two-phase cycle of red and green lights; ii). Pedestrian crossings, including: a. Each end of the accessible road is equipped with four sets of pedestrian crossings with staggered red and green lights, allowing pedestrians to cross the accessible road in sections; b. Each of the aforementioned accessible roads is equipped with a diagonal pedestrian crossing at the intersection; allowing pedestrians to cross the intersecting accessible roads or the intersecting urban roads diagonally; iii) A group of ramps, through which vehicles exit the accessible highway or enter the accessible highway via the intersecting roads; the accessible highway ramp group includes: a. A connection channel, the connection channel comprising: (1). At least two connecting left-turn lanes controlled by a set of traffic lights and pedestrian crossings; (2). At least two connecting right-turn lanes controlled by a set of traffic lights and pedestrian crossings; (3). At least two connections controlled by a set of traffic lights and pedestrian crossings enter the receiving lane from the left turn; (4). At least two connections controlled by a set of traffic lights and pedestrian crossings turn right into the receiving lane; b. Ramp inner entrances and exits; The ramp inner entrances and exits of the accessible highway include: (1) At least one inner exit lane; (2) At least one inner entrance lane; The inner exit lane and inner entrance lane of the ramp are both located between the upbound and downbound straight lanes; the other end of the inner exit lane and inner entrance lane of the barrier-free highway ramp connects to the ring road. c. Annular channel, the annular channel comprising: (1). There are at least two uphill circular lanes connecting the inner exit lanes of the ramp; the other end of the uphill circular lane is connected to the left turn and right turn lanes of the connecting lane; one of the inner uphill circular lanes is also connected to the up-turn and down-turn lanes. (2). There are at least two downhill circular lanes connecting the inner entrance lanes of the ramp; one end of the downhill circular lane is connected to the left-turn and right-turn receiving lanes of the connecting lane; the other end of the downhill circular lane is connected to the inner entrance lanes of the ramp; at least one of the inner downhill circular lanes is also connected to the down-turn-up U-turn lane. (3). At least one up-turn / down-turn lane connecting the inner up-going circular channel; the other end of the up-turn / down-turn lane is connected to the down-going circular channel; (4) At least one down-turn / up-turn lane connecting to the inner down-going circular passage; the other end of the down-turn / up-turn lane connects to the barrier-free highway; iv). The other intersecting road is not an accessible highway but an urban road; the urban road does not include a non-motorized bicycle lane, and in addition to the basic functions of at least two left-turn lanes, at least two straight-ahead lanes, at least two right-turn lanes, and at least two receiving lanes, it also includes: a. A remote intersection area; b. At least two far-end right-turn lanes are prepared for disengagement; c. At least two right-turn receiving lanes are dedicated to receiving vehicles turning from the right; d. At least two left-turn receiving lanes are dedicated to receiving additional vehicles turning left; e. At least two additional traffic lights at the near end that receive traffic signals from the left-turn lane, specifically indicating whether entry is permitted or prohibited; f. At the far end of at least two right-turn receiving lanes, there is a set of traffic signs displaying 'Yield'; v). The other intersecting road is not an accessible highway but an urban road; the urban road includes non-motorized bicycle lanes, and in addition to the basic functions of a pair of bicycle lanes, at least two left-turn lanes, at least two straight-ahead lanes, at least two right-turn lanes, and at least two receiving lanes, it also includes: a. A remote intersection area; b. At least two far-end right-turn lanes are ready to be shifted; c. At least two right-turn receiving lanes are dedicated to receiving vehicles turning from the right; d. A bicycle receiving lane for those traveling straight in from the other side of the intersection; The urban roads mentioned herein are selected from one of iv) and v) above; B. The barrier-free highway's barrier-free through lanes for both upward and downward travel are respectively arranged on both sides of the at-grade intersection; each of the barrier-free highway's upward and downward lanes includes: i) Two elevated highways providing unobstructed access to the oncoming straight-ahead lanes across the intersecting roads; ii) Two elevated highways provide unobstructed access to the downstream straight-ahead lanes across the intersecting roads; iii) Both plans reserve space for sustainable development expansion of the oncoming straight lanes; iv). The two plans have reserved space for sustainable development expansion of the downstream straight lanes; v). Additional entrance / exit lanes on the outer side of the planned route; vi). Additional outbound lanes for the downstream side are reserved in the plan; The at-grade intersections are located on the ground, while the barrier-free highway's barrier-free through traffic lanes for both uphill and downhill travel are arranged in a single-layer or multi-layered, cascading structure in mid-air.

2. The road intersection structure according to claim 1, characterized in that, The two roads with intersecting driving directions are the first accessible road and the second accessible road. The at least one of the roads being accessible includes the aforementioned one accessible road being the first accessible road and the other intersecting road being the second accessible road.

3. The road intersection structure according to any one of claims 1-2, characterized in that, Each end of the accessible highway connecting the at-grade intersection is equipped with four sets of staggered pedestrian crossings, allowing pedestrians to cross the accessible highway in sections.

4. The road intersection structure according to claim 1, characterized in that, At least one accessible highway includes an uphill section and a downhill section with opposite directions of travel; wherein the uphill section and the downhill section begin to separate before passing the at-grade intersection, respectively cross another intersecting road via elevated structures on both sides of the at-grade intersection, and then reunite at the other end of the accessible highway.

5. The road intersection structure according to any one of claims 1-2, characterized in that, The circular passageway is equipped with lanes for turning up and down as well as lanes for turning down and up to allow vehicles to make U-turns and adjust their direction.

6. The road intersection structure according to claim 5, characterized in that, The number of lanes in the connecting passage is at least twice the number of lanes in the ring passage, and the number of lanes in the ring passage is at least twice the number of lanes at the entrance and exit of the barrier-free highway ramp.

7. The road intersection structure according to claim 1, characterized in that, The two roads with intersecting directions of travel are a barrier-free highway and an urban road with a remote right-turn lane and a remote intersection area.

8. The road intersection structure according to claim 7, characterized in that, The urban road with a remote right-turn lane and a remote intersection area includes a bicycle lane for non-motorized vehicles.

9. The road intersection structure according to claim 2, characterized in that, Each accessible road is equipped with a diagonal pedestrian crossing at the intersection, allowing pedestrians to cross diagonally across the intersecting accessible roads or the intersecting urban roads.

10. The road intersection structure according to claim 1, characterized in that, The traffic signal control system uses a two-phase cycle for phase setting, where each two-phase cycle includes a set of traffic lights in either a first or second state, wherein: The first state is that the traffic lights set at the diagonal pedestrian crossings are in the red phase, the four sets of pedestrian crossings with staggered red and green lights include pedestrian crossings where no vehicles are entering or exiting, and the traffic lights at the near end of the urban road that specifically indicate whether entry is permitted or not are in the red phase. The second state is when the traffic lights at the diagonally opposite pedestrian crossings are in the green phase. The four sets of pedestrian crossings with staggered red and green lights, including pedestrian crossings where no vehicles are entering or exiting, are in the green phase. The traffic lights at the near end of the urban road that specifically indicate whether entry is permitted or prohibited are in the green phase.

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