Intercommunication type overpass traffic system
By designing an interchangeable overpass traffic system and adopting staggered main roads, connecting bridges and roundabout structures, the traffic congestion and inconvenience of traditional overpasses have been solved, and the fast and safe passage of vehicles, non-motor vehicles and pedestrians has been achieved, thus improving the efficiency and safety of the urban transportation system.
Patent Information
- Application Number
- CN202510867471.0
- Authority / Receiving Office
- CN · China
- Patent Type
- Applications(China)
- Current Assignee / Owner
- Filing Date
- 2025-06-26
- Publication Date
- 2025-10-17
AI Technical Summary
Traditional at-grade intersections and ordinary overpasses are prone to congestion during peak traffic hours, with vehicles waiting for long periods of time at traffic lights, resulting in low traffic efficiency. Non-motorized vehicle lanes and sidewalks are not connected, posing safety hazards and affecting the smoothness and safety of urban traffic.
An interchange-type overpass traffic system is designed, which adopts staggered main roads, connecting bridges and roundabout structures, and sets up non-motorized vehicle lanes and pedestrian bridges to form a three-dimensional diversion and switching, providing independent and safe passage paths, including two-way lanes, roundabout diversions and stepped pedestrian bridges. The culvert structure avoids plane intersections.
The efficiency and safety of the traffic system have been improved. Vehicles can switch directions quickly and orderly. Non-motor vehicles and pedestrians have independent routes, which reduces the probability of traffic accidents and meets the needs of modern urban transportation.
Smart Images
Figure CN120797489A_ABST
Abstract
Description
TECHNICAL FIELD
[0001] The present application relates to the technical field of traffic infrastructure, in particular to a three-dimensional traffic facility for urban or highway traffic, and more particularly to an intercommunication type overpass traffic system. BACKGROUND
[0002] At present, with the continuous increase of the number of motor vehicles in cities and the increasing traffic flow, the traditional plane intersection and ordinary overpass are facing many problems in traffic dredging. The traditional plane intersection is prone to congestion during the peak traffic period, and the vehicles wait for the traffic light for a long time at the intersection, resulting in low overall traffic efficiency. Although the ordinary overpass realizes the three-dimensional distribution of part of the traffic, it still has some problems in the traffic switching of the main road and the passing of non-motor vehicles and pedestrians. For example, the design of the main road turning of some overpasses is not reasonable enough, and the vehicles are prone to conflict and congestion during the turning process; the non-motor vehicle lane and the pedestrian lane are not continuous, which causes safety hazards and inconvenience for non-motor vehicles and pedestrians when passing through the overpass. These problems not only affect the smoothness of urban traffic, but also increase the probability of traffic accidents. Therefore, it is urgent to develop a more reasonable and efficient overpass traffic system to solve these problems and meet the increasing demand for traffic. SUMMARY
[0003] The present application solves the above-mentioned problems existing in the prior art and provides an intercommunication type overpass traffic system, which solves the problems of traffic congestion, low traffic efficiency, inconvenience for non-motor vehicles and pedestrians, etc. existing in the traditional overpass, and meets the demand for efficient, safe, convenient and humanized urban traffic.
[0004] The technical solution adopted by the present application to solve the technical problems is as follows: the intercommunication type overpass traffic system comprises cross main roads, the main roads are composed of upper main roads and lower main roads arranged staggered up and down, the cross adjacent upper main roads and lower main roads are connected by connecting bridges, the connecting bridges are provided with two-way lanes, the upper main roads, the lower main roads and the two side edges of the connecting bridges are provided with non-motor vehicle lanes, the non-motor vehicle lanes of the main roads and the connecting bridges are connected, and the connecting bridges connect the upper main roads and the lower main roads by using the two-way lanes to form a traffic structure in which pedestrians and vehicles can switch from any distribution of the main roads to the opposite lanes of the other main roads. After such arrangement, through the three-dimensional layout of the upper and lower main roads and the ingenious design of the connecting bridges, the vehicles can realize rapid and orderly one-way distribution switching between the main roads, avoiding the conflict and waiting of the vehicles at the intersection, and greatly improving the traffic efficiency of the main roads. At the same time, the continuous non-motor vehicle lanes and pedestrian passing structure ensure the safe and convenient passing of non-motor vehicles and pedestrians.
[0005] As a further improvement of the present application, the upper trunk road and the lower trunk road are at least two-lane structure in two directions. This design can adapt to the needs of different periods and different traffic flow, whether it is traffic flat peak or peak, can ensure that the vehicle has enough traffic space, further improves the carrying capacity of the traffic system.
[0006] As a further improvement of the present application, the connecting bridge is a roundabout structure with the intersection as the center. The roundabout structure has a unique advantage. When the vehicle travels in the roundabout, it circulates in the same direction, reducing the conflict point when the vehicles meet, so that the vehicle can more smoothly complete the turning switching between the trunk roads. Moreover, the roundabout structure is relatively simple and intuitive, and the driver is easy to understand and operate, reducing the risk of traffic confusion caused by unfamiliarity with the road.
[0007] As a further improvement of the present application, a pedestrian bridge is provided near the intersection of the trunk road, which connects the non-motor vehicle lanes of adjacent upper trunk roads and lower trunk roads. The pedestrian bridge is in the form of a combination of a ladder structure and an accessible channel. In this way, pedestrians can quickly switch to another trunk road directly through the pedestrian bridge without needing to detour the non-motor vehicle lane of the connecting bridge, greatly saving time and improving the efficiency of pedestrian movement. On the other hand, the provision of the pedestrian bridge provides a safe and independent crossing channel for pedestrians, who do not need to mix with motor vehicles and non-motor vehicles, effectively ensuring the safety of pedestrians. The ladder structure conforms to the ergonomic design, facilitating the passage of pedestrians, and the accessible channel adopts an anti-skid ramp design to ensure that people in wheelchairs and other people with limited mobility can easily and safely pass through. The provision of the pedestrian bridge not only provides a safe and independent crossing channel for ordinary pedestrians, but also opens up an accessible passage for people with limited mobility, such as the disabled, realizing the equal rights of all groups of people in the use of traffic facilities.
[0008] As a further improvement of the present application, the pedestrian bridge is a steel bridge structure. The steel bridge structure has the characteristics of high strength and good stability, and can withstand a large amount of traffic and load. At the same time, the steel bridge construction is relatively simple and has a short construction period, which is conducive to rapid construction and post-maintenance.
[0009] As a further improvement of the present application, a pedestrian crosswalk is provided on the non-motor vehicle lane of the trunk road at the connection between the connecting bridge and the trunk road. The provision of this pedestrian crosswalk further improves the pedestrian passage. When pedestrians do not need to cross the street for a long distance through the pedestrian bridge, but only need to pass through the non-motor vehicle lane horizontally, the pedestrian crosswalk provides a convenient passage, making the passage of pedestrians more flexible and safe.
[0010] As a further improvement of the present application, the lower trunk road passes through the upper trunk road from below through a culvert structure. This way of three-dimensional intersection completely avoids the plane intersection between the upper and lower trunk roads, eliminates the traffic congestion and safety hazards that may be caused by the plane intersection, and realizes the efficient and smooth operation of the trunk road traffic.
[0011] The present application has the advantages that: the structure of the present application is reasonable and compact, through the three-dimensional layout of the upper and lower trunk roads, the roundabout structure design of the connecting bridge and the perfect non-motor vehicle lane and pedestrian traffic facilities, effectively solves the problems of traffic congestion, inconvenience and other problems existing in traditional overpasses. Vehicles can quickly and orderly switch directions between trunk roads, non-motor vehicles and pedestrians also have independent and safe traffic paths, greatly improving the traffic efficiency and safety of the entire traffic system, meeting the growing demand of modern urban traffic, and having wide application prospect and significant social and economic benefits. BRIEF DESCRIPTION OF DRAWINGS
[0012] Figure 1 is a top view structure schematic diagram of the present application;
[0013] Figure 2 is a lower trunk road perspective structure schematic diagram.
[0014] Reference signs: upper trunk road 1, lower trunk road 2, connecting bridge 3, non-motor vehicle lane 4, pedestrian bridge 5, pedestrian crosswalk 6. DETAILED DESCRIPTION
[0015] The present application will be further described below in conjunction with the drawings:
[0016] Referring to the drawings: the interflow type overpass traffic system in the present embodiment includes cross intersecting trunk roads, which are composed of upper trunk roads 1 and lower trunk roads 2 arranged staggered up and down, the upper trunk roads 1 and the lower trunk roads 2 are connected by connecting bridges 3 which are provided with two-way lanes, the upper trunk roads 1, the lower trunk roads 2 and the connecting bridges 3 are provided with non-motor vehicle lanes 4 on both sides, the non-motor vehicle lanes 4 of the trunk roads and the connecting bridges 3 are connected, and the connecting bridges 3 connect the upper trunk roads 1 and the lower trunk roads 2 to form a traffic structure in which pedestrians and vehicles can switch to another trunk road in any direction.
[0017] The upper trunk roads 1 and the lower trunk roads 2 are at least two-lane structures. In actual application, the number of lanes can be reasonably determined according to the traffic flow prediction and analysis of specific road sections. For example, in the traffic busy road sections of urban center area, the upper trunk roads 1 and the lower trunk roads 2 can be set as four-lane or even more lanes in both directions to meet the traffic demand of a large number of vehicles; while in the relatively small traffic flow suburban road sections, the basic configuration of two-lane in both directions can be adopted to ensure smooth traffic while reasonably controlling the construction cost.
[0018] The connecting bridge 3 is a roundabout structure with the intersection as the center. The diameter of the roundabout can be designed according to factors such as traffic flow and vehicle speed. Generally speaking, the diameter of the roundabout should be appropriately increased on road sections with high vehicle speed to ensure that vehicles can safely and smoothly travel within the roundabout; while on inner-city roads, the diameter of the roundabout can be appropriately reduced due to the relatively low vehicle speed, but it is also necessary to ensure that vehicles have sufficient turning radius. At the same time, clear traffic signs and guide markings can be provided around the roundabout to further regulate the driving order of vehicles.
[0019] A pedestrian bridge 5 is provided near the intersection position of the main road to connect the non-motor vehicle lanes 4 of the adjacent upper and lower main roads 1 and 2. The pedestrian bridge is in the form of a combination of a staircase structure and an accessible path. Preferably, the pedestrian bridge 5 is a steel bridge structure. The accessible path is paved with good non-slip tiles to ensure that people with mobility difficulties do not fall down during the passage due to the wet and slippery ground. During construction, the slope of the ramp is strictly controlled to be not greater than 1:12, and the width is maintained at more than 1.2 meters to adapt to the passage of various wheelchairs. Double-layer handrails are installed on both sides of the accessible path, with the upper handrail being 0.9 meters above the ground and the lower handrail being 0.7 meters above the ground. The surface of the handrails is made of non-slip material to facilitate the grip of pedestrians with different needs. Braille signs are provided at intervals on the handrails, and the signs contain information such as direction guidance and safety prompts. In addition, emergency call buttons are provided at intervals of about 10 meters, and the buttons are connected to the nearby monitoring management center. When people with mobility difficulties press the button, the monitoring management center can immediately obtain the location information and arrange personnel to provide assistance. Furthermore, obvious accessible signs are provided at the entrance and exit of the pedestrian bridge 5 to facilitate the quick identification of the passage path by people with mobility difficulties.
[0020] The non-motor vehicle lane 4 of the main road is provided with a pedestrian crosswalk 6 at the connection between the connecting bridge 3 and the main road. The width of the pedestrian crosswalk 6 should match the width of the non-motor vehicle lane 4, generally not less than 3 meters. At both ends of the pedestrian crosswalk 6, obvious traffic signs and signal lights should be provided. When pedestrians pass through the pedestrian crosswalk 6, non-motor vehicles and vehicles should stop or pass according to the signal light indication to ensure the safety of pedestrians.
[0021] The lower main road 2 passes through the upper main road 1 from below through a culvert structure. The height and width of the culvert should be designed according to the type of vehicle and the traffic demand. For general urban roads, the height of the culvert should be not less than 4.5 meters to meet the passage of common vehicles such as small cars and buses; the width of the culvert should be determined according to the number of lanes to ensure that vehicles can safely and smoothly pass through. Good lighting facilities and drainage systems should be provided inside the culvert to ensure the safety and comfort of vehicles driving inside the culvert.
[0022] According to the attached Figure 1M, detailed description of the operation of the technical solution:
[0023] 1, the main road traffic rules
[0024] 1-1, three-dimensional shunt: the upper main road (E-F direction \ G-H direction) and the lower main road (A-B direction / C-D direction) through the culvert three-dimensional intersection, no plane intersection conflict, vehicles can be in the respective main road two-way normal driving.
[0025] 1-2, lane setting: the upper main road and the lower main road are at least two-way two lanes, vehicles drive according to lane direction, all lanes can only straight or right turn, random lane changing is prohibited, and driving into the opposite lane is prohibited.
[0026] 2, the operation rules of the connecting bridge (island structure)
[0027] 2-1, two-way lane shunt switching: the connecting bridge is a two-way lane (M / I, J / N, K / O, L / P), connecting adjacent upper main road and lower main road, forming an island type shunt structure.
[0028] 2-1-1, example: when a vehicle drives from the lower main road in the A direction to the connecting bridge, it can enter the upper main road H direction through the connecting bridge (I) or enter the upper main road (E) direction through the connecting bridge (N).
[0029] 2-2, island driving logic: after a vehicle enters the connecting bridge island, it drives in a clockwise direction, and switches to the target main road according to the exit sign, the turning rules are as follows:
[0030] 2-2-1, the vehicle in the lower main road direction (A) can switch to the lane in the upper main road (H), (E) direction through the connecting bridge I, N, i.e. A-I-H, A-N-E.
[0031] 2-2-2, the vehicle in the upper main road direction (G) can switch to the lane in the lower main road (D), (A) direction through the connecting bridge L, M, i.e. G-L-D, G-M-A.
[0032] 2-2-3, the vehicle in the lower main road direction (C) and the upper main road direction (E) direction can switch through the connecting bridge to form the lane traffic route C-K-F, C-P-G, E-J-B, E-O-C.
[0033] 2-2-4, the lower main road wants to turn around, which needs to move in the order of lower main road- connecting bridge- upper main road- connecting bridge- lower main road, for example, the lower main road A wants to turn around to D, the route should be A-N-E-O-D; the upper main road turning logic is the same, the moving route is E-O-C-P-H.
[0034] 3, the traffic rules for non-motor vehicles and pedestrians
[0035] 3-1, Non-motor vehicle lane interconnection: the non-motor vehicle lanes 4 on both sides of the upper trunk road, the lower trunk road and the connecting bridge are interconnected, the non-motor vehicles can drive along the lane, and are separated from the motor vehicles when passing through the connecting bridge, and are prohibited from driving into the motor vehicle lane.
[0036] 3-2, Pedestrian bridge and crosswalk: pedestrians cross the street through the pedestrian bridge 5 or the pedestrian crosswalk 6 on the non-motor vehicle lane, and vehicles need to slow down when encountering pedestrians.
[0037] 4, Matters needing attention for key nodes
[0038] 4-1, Culvert passing: the lower trunk road passes through the culvert from below the upper trunk road, and the vehicles need to keep a distance, drive at a limited speed and are prohibited from overtaking in the culvert.
[0039] 4-2, Entrance and exit identification: obvious guide signs are arranged at the connecting bridge and the trunk road connection, indicating the separation paths in each direction, and the vehicles need to select the lane according to the signs.
[0040] Although the present application has been illustrated and described with reference to the preferred embodiments, it should be understood by those skilled in the art that various changes in form and details can be made within the scope of the claims.
Claims
1. An interchange overpass traffic system, comprising a cross-intersecting main road, characterized by: The main road is composed of an upper main road (1) and a lower main road (2) arranged in an upper and lower staggered manner. The upper main roads (1) and the lower main roads (2) adjacent to each other are connected by a connecting bridge (3), and the connecting bridge (3) is a two-way lane. Non-motorized vehicle lanes (4) are provided on both side edges of the upper main road (1), the lower main road (2) and the connecting bridge (3). The main road and the non-motorized vehicle lane (4) of the connecting bridge (3) are connected. The connecting bridge (3) uses a two-way lane to connect the upper main road (1) and the lower main road (2), forming a traffic structure in which pedestrians and vehicles can be arbitrarily diverted on the main road and switched to the forward and reverse lanes of another main road.
2. The interchange overpass traffic system according to claim 1, characterized in that: The upper trunk road (1) and the lower trunk road (2) are at least two-way two-lane structures.
3. The interchange overpass traffic system according to claim 1, characterized in that: The connecting bridge (3) is a circular island structure with the intersection as the center.
4. The interchange overpass traffic system according to claim 1, characterized in that: A pedestrian bridge (5) is provided near the intersection of the main roads, connecting the non-motorized vehicle lanes (4) of the adjacent upper main road (1) and the lower main road (2). The pedestrian bridge is in the form of a combination of a stepped structure and a barrier-free passage.
5. The interchange overpass traffic system according to claim 4, characterized in that: The pedestrian bridge (5) is a steel frame bridge structure.
6. The interchange overpass traffic system according to claim 1, characterized in that: A pedestrian crossing (6) is provided on the non-motorized vehicle lane (4) of the main road at the connection point between the connecting bridge (3) and the main road.
7. The interchange overpass traffic system according to claim 1, characterized in that: The lower trunk road (2) passes under the upper trunk road (1) through a culvert structure.