A modified cloverleaf bridge

Abstract

The application discloses a variant full-meadow-leaf overpass, which comprises east-west main roads, north-south main roads, right-turn ramps arranged in four quadrants respectively, and four left-turn turning ramps and four right-turn connecting roads, wherein the east-west main roads and the north-south main roads are symmetrically arranged by enlarging the distance between opposite straight lanes in the overpass range, each left-turn turning ramp spans two adjacent quadrants, and the left-turn turning ramp is connected with opposite straight lanes at two ends, so that the left-turn turning ramp and the opposite straight lanes connected with the left-turn turning ramp form a meadow-leaf shape, the entry end of each right-turn connecting road is connected with a straight lane after vehicles in the left-turn turning ramp flow into the straight lane, and the exit end of the right-turn connecting road is connected with a right-turn ramp in the quadrant. The application has the advantages of symmetrical and simple overall modeling, low cost, easy identification of vehicle flow, good landscape effect, greatly reduced turning angle and centrifugal force of the left-turn ramp, simple turning at the same road elevation layer, good driving sight distance and driving experience.

Description

Technical Field

[0001] This application relates to the field of road traffic technology, and in particular to a modified all-cloverleaf interchange. Background Technology

[0002] Traditional cloverleaf interchanges are characterized by four cloverleaf-shaped left-turn ramps in each of the four quadrants. These left-turn ramps are approximately 270-degree loops, and due to limitations in terrain, land use, and scale, their radii are relatively small. Driving on these left-turn ramps presents challenges such as small-radius, large-angle turns and high centrifugal forces. Furthermore, the loops must address the elevation difference between the upper and lower road levels, negatively impacting visibility and driver perception. Making a U-turn on the interchange requires navigating two left-turn ramps and the intersecting main road sections, resulting in a poor driving experience and a significant detour. Summary of the Invention

[0003] This application provides a modified cloverleaf interchange, in which the "cloverleaf" shape is symmetrically formed along the quadrant dividing line. The overall shape is symmetrical and simple, with low cost, easy traffic flow identification, and good landscape effect. It greatly reduces the turning angle and centrifugal force of the left-turn ramp, enables simple U-turns at the same road elevation, and provides better visibility and driving experience.

[0004] A modified cloverleaf interchange includes: an east-west main road; a north-south main road; and a right-turn ramp in each of the four quadrants of the interchange. The east-west and north-south main roads are symmetrically arranged with increased spacing between opposing straight-ahead lanes within the interchange area. The modified cloverleaf interchange also includes four left-turn ramps and four right-turn connecting lanes. Each left-turn ramp spans two adjacent quadrants, forming an arc shape curving inwards towards the interchange center. Both ends of the left-turn ramp connect to opposing straight-ahead lanes, and the combination of the left-turn ramp and the opposing straight-ahead lanes at both ends forms a cloverleaf shape. Each right-turn connecting lane is located in one of the four quadrants of the interchange. The entrance end of the right-turn connecting lane connects to the straight-ahead lane after vehicles from the left-turn ramp merge, and the exit end connects to the right-turn ramp in its respective quadrant.

[0005] In the aforementioned modified cloverleaf interchange, the opposing straight lanes are arranged symmetrically with increased spacing between the central axes of the east-west or north-south main roads. The straight lanes are formed by connecting multiple circular curves and straight lines, and the alignment of the straight lanes is symmetrical with respect to the central axes of the intersecting main roads. The symmetrical arrangement is not limited to a physically mirror-symmetrical arrangement, but can achieve overall visual and perceptual symmetry.

[0006] In the aforementioned modified cloverleaf interchange, the right-turn ramp is either a separate directional right-turn ramp or a passage that is co-located with the straight lane and the right-turn connecting lane.

[0007] This application provides a modified full cloverleaf interchange, which, compared with the traditional full cloverleaf interchange, has the following advantages: Visually, the "cloverleaf" shape is symmetrically formed along the quadrant boundary lines, showcasing a new interchange structural aesthetic and expanding the presentation points of the urban landscape; compared to the problems of small-radius, large-angle turns, large centrifugal forces, and poor visibility associated with traditional "cloverleaf" shaped left-turn ramps, this invention disperses the left-turn routes, greatly reducing the turning angle and centrifugal force of the left-turn ramps and increasing the visibility; it optimizes the interchange U-turn method, avoiding the problem of traditional full cloverleaf interchanges requiring two left-turn ramps and the intersecting main road section to make a U-turn, allowing for a single U-turn on the opposite lane at the same road elevation. Attached Figure Description

[0008] Figure 1 This is a schematic diagram of a traditional cloverleaf interchange.

[0009] Figure 2 This is the first embodiment of a modified all-cloverleaf interchange according to the present invention.

[0010] Figure 3 This is a second embodiment of a modified all-cloverleaf interchange according to the present invention.

[0011] Figure 4 This is a third embodiment of a modified all-cloverleaf interchange according to the present invention.

[0012] Figure 5 This is a schematic diagram of an embodiment of a modified cloverleaf interchange designed to enhance through traffic according to the present invention.

[0013] Figure 6 This is a schematic diagram of another embodiment of the modified cloverleaf interchange designed to enhance through traffic according to the present invention.

[0014] Figure 2 , Figure 3 and Figure 4 In the middle: 1. East-west main road; 11. East to west straight lane; 12. West to east straight lane; 13. Central axis of east-west main road; 2. North-south main road; 21. North to south straight lane; 22. South to north straight lane; 23. Central axis of north-south main road; 3. Right turn ramp; 41. Left turn / U-turn ramp; 42. Right turn connecting road.

[0015] Figure 5 and Figure 61. East-west main road; 11. Auxiliary road east to west straight lane; 12. Auxiliary road west to east straight lane; 13. East-west main road center axis; 14. Main line east to west straight lane; 15. Main line west to east straight lane; 2. North-South main road; 21. Auxiliary road north to south straight lane; 22. Auxiliary road south to north straight lane; 23. North-South main road center axis; 24. Main line north to south straight lane; 25. Main line south to north straight lane; 3. Right turn ramp; 41. Left turn / U-turn ramp; 42. Right turn connecting road. Detailed Implementation

[0016] The technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some, not all, of the embodiments of this application. All other embodiments obtained by those skilled in the art based on the embodiments of this application without creative effort are within the scope of protection of this application.

[0017] Please see Figure 1 The traditional cloverleaf interchange is characterized by four cloverleaf-shaped left-turn loop ramps in each of the four quadrants.

[0018] Please see Figures 2-6 This invention discloses a modified cloverleaf interchange, comprising an east-west main road 1; a north-south main road 2; and a right-turn ramp 3 in each of the four quadrants of the interchange. The east-west and north-south main roads are arranged symmetrically with increased spacing between opposing straight lanes 11 and 12 (or 21 and 22) within the interchange area. The modified cloverleaf interchange also includes four left-turn ramps 41 and four right-turn connecting lanes 42. Each left-turn ramp 41 spans two adjacent quadrants and faces towards the center of the interchange. The left-turn ramp 41, which is curved inwards, connects to the opposite straight lanes 11 and 12 (or 21 and 22) at both ends. The combination of the left-turn ramp 41 and the opposite straight lanes 11 and 12 (or 21 and 22) connected to it at both ends forms a "cloverleaf" shape. Each right-turn connecting lane 42 is located in one of the four quadrants of the interchange. The entrance end of the right-turn connecting lane 42 connects to the straight lane 11, 12, 21, or 22 after the vehicles from the left-turn ramp 41 have merged in. The exit end of the right-turn connecting lane 42 connects to the right-turn ramp 3 in the quadrant in which it is located.

[0019] For further information, please continue reading. Figures 2-6The opposing straight lanes 11 and 12 or 21 and 22 are arranged symmetrically with increased spacing along the central axis 13 or 23 of the east-west main road 1 or the north-south main road 2. The (auxiliary road) straight lanes 11, 12, 21, and 22 are formed by connecting multiple circular curves and straight lines. The alignment of the straight lanes 11, 12 or 21, and 22 is symmetrical with respect to the central axis 23 or 13 of the intersecting main road. The symmetrical arrangement is not limited to a physically mirror-symmetrical arrangement, but can achieve overall visual and sensory symmetry.

[0020] Furthermore, straight lanes 11, 12, 21, and 22 are formed by connecting multiple circular curves and straight lines, and their differences are due to... Figure 2 , Figure 3 , Figure 5 , Figure 6 Any one of the four images and Figure 4 The structural differences can be appreciated in the following ways: Figure 2 , Figure 3 , Figure 5 , Figure 6 The (auxiliary road) straight lanes 11, 12, 21, and 22 are formed by connecting five circular curves with straight lines; Figure 4 Implementation examples in Figure 3 The traffic function of straight lanes 11, 12, 21, and 22 has been enhanced on the basis of the previous design, making the alignment straighter. It is formed by connecting three circular curves with straight lines. Figure 5 , Figure 6 The separation of mainline through traffic and straight-through traffic has strengthened through traffic flow, relatively speaking. Figure 2 , Figure 3 The main line adds straight lanes 14, 15, 24, and 25, and auxiliary road straight lanes 11, 12, 21, and 22, mainly to meet the functions of left turn, right turn, and U-turn. They are formed by connecting five segments of circular curves and straight lines.

[0021] Furthermore, the right-turn ramp 3 is either a separate directional right-turn ramp or a passage that is collinear with the straight lanes 11, 12, 21, 22 and the right-turn connecting lane 42, the difference being... Figure 2 and Figure 3 , Figure 4 ,or Figure 5 and Figure 6 The structural differences can be appreciated in the following ways: Figure 2 , Figure 5 Right turn ramp 3 is a separate directional right turn ramp; Figure 3 , Figure 4 , Figure 6 The right-turn ramp 3 is a passage that is collinear with the straight lanes 11, 12, 21, 22 and the right-turn connecting lane 42.

[0022] The above description is merely a specific embodiment of this application, enabling those skilled in the art to understand or implement this application. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of this application. Therefore, this application is not to be limited to the embodiments shown herein, but is to be accorded the widest scope consistent with the principles and novel features claimed herein.

Claims

1. A modified all-cloverleaf interchange, characterized in that, include: East-west main roads; North-south main roads; There is a right-turn ramp in each of the four quadrants of the interchange; The east-west and north-south main roads are symmetrically arranged with increased spacing between opposing straight lanes within the interchange area. The modified cloverleaf interchange also includes four left-turn ramps and four right-turn connecting lanes. Each left-turn ramp spans two adjacent quadrants, forming an arc curving inwards towards the interchange center. Both ends of the left-turn ramp connect to opposing straight lanes, forming a cloverleaf shape. Each right-turn connecting lane is located within one of the four quadrants of the interchange. The entrance of the right-turn connecting lane connects to the straight lanes after vehicles merge from the left-turn ramps, and the exit of the right-turn connecting lane connects to the right-turn ramp in its respective quadrant. The opposing straight lanes are arranged symmetrically with increased spacing between the central axes of the east-west or north-south main roads. The straight lanes are formed by connecting multiple circular curves and straight lines, and the alignment of the straight lanes is symmetrical with respect to the central axes of the intersecting main roads. The symmetrical arrangement is not limited to a physically mirror-symmetrical arrangement, but can achieve overall visual symmetry. The right-turn ramp is either a separate directional right-turn ramp or a passage that is co-located with the straight lane and the right-turn connecting lane.

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