Overpass quickly built on lanes

Abstract

The invention relates to an overpass quickly built on a lane, comprising: an overpass main beam comprising a main beam outer section and a main beam inner section which are in mutual telescopic sliding connection, and the main beam inner section is located in the main beam outer section and telescopically moves along the length direction of the main beam outer section; the overpass ramp comprises an upward ramp and a downward ramp which are located at the two ends of the overpass main beam respectively and connected with the main beam outer section and the main beam inner section respectively, and the upward ramp and the downward ramp each comprise a ramp upper section and a ramp lower section which are in telescopic sliding connection with each other; the overhead bridge pier column comprises a main beam pier column for vertically supporting the overhead bridge main beam and a ramp pier column for vertically supporting the overhead bridge ramp, and the heights of the main beam pier column and the ramp pier column are adjustable. Under the condition that traffic pressure can be relieved in time, three-dimensional traffic of the road can be achieved through on-site rapid building, pedestrians or vehicles can rapidly cross the ground lanes to directly pass without waiting for traffic lights, and then urban traffic is more smooth.

Description

Technical Field

[0001] This application relates to the field of urban interchange technology, and in particular to an interchange that can be quickly constructed on a roadway. Background Technology

[0002] In today's increasingly busy road traffic, especially in urban roads, ensuring smooth traffic flow has become an important issue in urban management, and the key to smooth urban road traffic lies in whether road intersections are unobstructed.

[0003] Currently, smooth traffic flow at urban intersections is mainly achieved through traffic lights and grade-separated interchanges.

[0004] The construction cost of grade-separated interchange bridges is too high, they occupy a large area, and the construction period is long. In particular, they are limited by many factors such as the land area, so they cannot be widely used and are only used at intersections that are particularly busy or have high traffic pressure.

[0005] Therefore, traffic lights remain the primary means of traffic management at intersections. When the light is red, vehicles must stop and wait for the green light. In large and medium-sized cities with heavy traffic, vehicles often line up from one intersection to the next, with speeds below 5 kilometers per hour, and traffic jams frequently occur.

[0006] In addition, in some special circumstances, such as emergency road repairs, or when there is a short-term need to alleviate traffic pressure through interchanges, it is urgent to quickly build interchanges to ensure smooth road traffic. Summary of the Invention

[0007] This application provides a grade-separated interchange that can be quickly constructed on a roadway, in order to solve the problems of high construction costs, large land occupation, long construction periods, and frequent traffic jams caused by traffic lights in the related technologies for urban intersection grade-separated interchanges.

[0008] This application provides an embodiment of an interchange that can be quickly constructed on a roadway, the interchange comprising: The main beam of the overpass includes an outer segment and an inner segment of the main beam that are slidably connected to each other. The inner segment of the main beam is located inside the outer segment of the main beam and moves slidably along the length of the outer segment of the main beam. The overpass ramp includes an uphill ramp and a downhill ramp located at both ends of the main beam of the overpass and connected to the outer segment and the inner segment of the main beam, respectively. Both the uphill ramp and the downhill ramp include an upper ramp segment and a lower ramp segment that are mutually telescopically connected. The overpass piers include main beam piers that vertically support the main beam of the overpass, and ramp piers that vertically support the overpass ramps. The heights of the main beam piers and ramp piers are adjustable.

[0009] In some embodiments: the outer segment of the main beam includes a first upper bridge deck and a first lower bridge deck, and a plurality of first web members connected between the first upper bridge deck and the first lower bridge deck, the first upper bridge deck, the first lower bridge deck and the plurality of first web members together enclosing a first driving space; The main beam segment includes a second upper bridge deck and a second lower bridge deck, as well as multiple second web members connecting the second upper bridge deck and the second lower bridge deck. The second upper bridge deck, the second lower bridge deck, and the multiple second web members together enclose a second driving space, and the first driving space and the second driving space are interconnected.

[0010] In some embodiments: the second lower bridge panel is located above the first lower bridge panel and is parallel to each other, and the second upper bridge panel is located below the first upper bridge panel and is parallel to each other; A lower ramp is provided at the connection between the first lower bridge deck and the second lower bridge deck, and an upper ramp is provided at the connection between the first upper bridge deck and the second upper bridge deck. The first lower bridge deck, the lower ramp, and the second lower bridge deck together form a motor vehicle lane, while the first upper bridge deck, the upper ramp, and the second upper bridge deck together form a non-motor vehicle lane or a pedestrian lane.

[0011] In some embodiments: the top surface of the first lower bridge deck is provided with a guide rail that is slidably connected to the second lower bridge deck, the bottom of the second lower bridge deck is provided with a plurality of sliding wheel sets arranged along the length direction of the guide rail, and safety guardrails are provided on both sides of the top surface of the first upper bridge deck and the second upper bridge deck.

[0012] In some embodiments: the uphill ramp is provided in two sets, which are uphill ramps for motor vehicles and uphill ramps for non-motor vehicles respectively; the downhill ramp is provided in two sets, which are downhill ramps for motor vehicles and downhill ramps for non-motor vehicles respectively. The motor vehicle uphill ramp is rotatably connected to the end of the first lower bridge deck, and the non-motor vehicle uphill ramp is rotatably connected to the end of the first upper bridge deck. The vehicular downhill ramp is rotatably connected to the end of the second lower bridge deck, and the non-vehicular downhill ramp is rotatably connected to the end of the second upper bridge deck.

[0013] In some embodiments: the upper segment of the motor vehicle uphill ramp is connected to the end of the first lower bridge deck by a first hinge, and the axis of the first hinge is parallel to the width direction of the main beam of the overpass. The upper segment of the downhill ramp for motor vehicles is connected to the end of the second lower bridge deck by a second hinge, and the axis of the second hinge is parallel to the width direction of the main beam of the overpass. The upper segment of the non-motorized vehicle uphill ramp is connected to the end of the first upper bridge deck by a third hinge, and the axis of the third hinge rotates around the height and horizontal direction of the main beam of the overpass. The upper segment of the non-motorized vehicle downhill ramp is connected to the end of the second upper bridge deck by a fourth hinge, the axis of which rotates around the height and horizontal direction of the main beam of the overpass.

[0014] In some embodiments: guide grooves are provided on both sides of the upper segment of the ramp to accommodate and slide the lower segment of the ramp, and the two sides of the lower segment of the ramp slide within the guide grooves along the length direction of the upper segment of the ramp; The bottom or sides of the upper section of the ramp are connected to winches, which are connected to the lower section of the ramp by steel wire ropes. The winches drive the lower section of the ramp to slide on the upper section of the ramp by winding and unwinding the steel wire ropes.

[0015] In some embodiments: the top surfaces of the upper and lower sections of the ramp are covered with anti-slip ribs, and safety railings are provided on both sides of the top surfaces of the upper and lower sections of the ramp, and the safety railings are detachably connected to the upper and lower sections of the ramp.

[0016] In some embodiments: the main beam pier and the ramp pier each include an upper pier segment and a lower pier segment that are telescopically connected and / or hinged to each other. The top of the upper pier segment is provided with a hinge seat, which is rotatably connected to the main beam of the overpass or the overpass ramp through a rotating shaft. The bottom of the lower pier segment is provided with a flange.

[0017] In some embodiments: the overpass has two or more sets, the two or more sets of overpasses are parallel to each other and symmetrically spaced, and steel bridge decks connect the two or more sets of overpasses. The steel bridge decks have two or more sets, one set of steel bridge decks spans across the ends of the outer segments of two adjacent main beams, and the other set of steel bridge decks spans across the ends of the inner segments of two adjacent main beams. Safety railings are connected to both sides of the steel bridge decks.

[0018] The beneficial effects of the technical solution provided in this application include: This application provides a rapid-construction interchange for use with lanes. The rapid-construction interchange of this application includes a main bridge beam, which comprises an outer segment and an inner segment of the main beam that are slidably connected to each other. The inner segment is located within the outer segment and moves slidably along the length of the outer segment. The interchange also includes ramps, comprising an uphill ramp and a downhill ramp located at both ends of the main bridge beam and connected to the outer and inner segments of the main beam, respectively. Both the uphill and downhill ramps include an upper and a lower ramp segment that are slidably connected to each other. Finally, the interchange piers include main beam piers that vertically support the main bridge beam and ramp piers that vertically support the ramps. The heights of the main beam piers and ramp piers are adjustable.

[0019] Therefore, the main girder of the overpass in this application, which is rapidly erected on the roadway, includes an outer and inner segment of the main girder that are mutually telescopically connected. Both the uphill and downhill ramps include upper and lower segments that are mutually telescopically connected. After the outer and inner segments of the main girder, as well as the upper and lower segments of the uphill and downhill ramps, are prefabricated in the factory and assembled into a retractable state, they can be transported as a whole to the intersection using a telescopic semi-trailer truck for rapid deployment and installation. This application can quickly alleviate traffic congestion by rapidly erecting a three-dimensional road system on-site, allowing pedestrians and vehicles to cross the ground lanes directly without waiting for traffic lights, thus contributing to smoother urban traffic flow. Attached Figure Description

[0020] To more clearly illustrate the technical solutions in the embodiments of this application, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the accompanying drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0021] Figure 1 This is a first-view structural diagram of an embodiment of the present application in its extended state; Figure 2 This is a second-view structural diagram of an embodiment of the present application in its extended state; Figure 3 This is a first-view structural diagram of an embodiment of the present application in a contracted state; Figure 4 This is a second-view structural diagram of an embodiment of the present application in a contracted state; Figure 5 This is a structural schematic diagram of a two-way grade-separated overpass in its extended state, as described in an embodiment of this application. Figure 6This is a structural schematic diagram of a two-way grade-separated overpass in its extended state, as described in an embodiment of this application; Figure 7 This is a structural schematic diagram of the overpass pier column according to an embodiment of this application.

[0022] Figure label: 10. Main girder of the overpass; 11. Outer segment of the main girder; 12. Inner segment of the main girder; 13. Lower ramp slab; 14. Upper ramp slab; 15. Safety railing; 20. Overpass ramp; 21. Upward ramp; 22. Downward ramp; 23. Upper segment of the ramp; 24. Lower segment of the ramp; 25. Winch; 30. Overpass pier; 31. Main girder pier; 32. Ramp pier; 40. Steel bridge deck; 111. First upper bridge deck; 112. First lower bridge deck; 113. First web member; 114. Guide rail; 121. Second upper bridge deck; 122. Second lower bridge deck; 123. Second web member; 124. Sliding wheel assembly; 211. Motor vehicle uphill ramp; 212. Non-motor vehicle uphill ramp; 213. Third hinge; 214. First hinge; 221. Motor vehicle downhill ramp; 222. Non-motor vehicle downhill ramp; 223. Fourth hinge; 224. Second hinge; 301. Outer segment of upper pier column; 302. Inner segment of upper pier column; 303. Positioning hole; 304. Telescopic cylinder; 305. Fine-tuning mechanism; 306. Lower pier column segment; 307. Hinge. Detailed Implementation

[0023] To make the objectives, technical solutions, and advantages of the embodiments of this application clearer, 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 embodiments of this application, not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0024] This application provides a grade-separated interchange that can be quickly constructed on a roadway, which can solve the problems of high construction cost, large land occupation, long construction period, and frequent traffic jams caused by traffic lights in the related technologies for urban intersection grade-separated interchange bridges.

[0025] See Figures 1 to 4 As shown, this application embodiment provides a grade-separated interchange that can be quickly constructed on a lane, the grade-separated interchange comprising: The main girder 10 of the overpass includes an outer girder segment 11 and an inner girder segment 12 that are slidably connected to each other. The inner girder segment 12 is located inside the outer girder segment 11 and can move slidably along the length of the outer girder segment 11.

[0026] When the main beam 10 of the overpass is in storage or transportation, the inner segment 12 of the main beam retracts into the outer segment 11 of the main beam, which can significantly shorten the total length of the main beam 10 of the overpass, reduce the land area occupied and facilitate vehicle transportation.

[0027] When the main girder 10 of the overpass is in operation at the intersection, the inner segment 12 of the main girder extends at least partially beyond the outer segment 11 of the main girder, thereby significantly increasing the total length of the main girder 10 of the overpass and enabling it to span over multiple lanes.

[0028] The overpass ramp 20 includes an uphill ramp 21 and a downhill ramp 22 located at both ends of the main beam 10 and connected to the outer segment 11 and the inner segment 12 of the main beam, respectively. Both the uphill ramp 21 and the downhill ramp 22 include an upper ramp segment 23 and a lower ramp segment 24 that are mutually telescopically connected.

[0029] When the overpass ramp 20 is in storage or transportation mode, the lower segment 24 of the uphill ramp 21 and the downhill ramp 22 is retracted into the upper segment 23 of the ramp, which can significantly shorten the total length of the uphill ramp 21 and the downhill ramp 22, reduce the land area occupied and facilitate vehicle transportation.

[0030] When the overpass ramp 20 is in operation at the intersection, the lower segment 24 of the uphill ramp 21 and the downhill ramp 22 extends at least partially beyond the upper segment 23, thereby significantly increasing the total length of the uphill ramp 21 and the downhill ramp 22 and reducing the gradient for vehicles or pedestrians going up and down the bridge.

[0031] The overpass pier 30 includes a main beam pier 31 that vertically supports the main beam 10 of the overpass, and a ramp pier 32 that vertically supports the overpass ramp 20. The heights of the main beam pier 31 and the ramp pier 32 are adjustable.

[0032] The main beam pier 31 is used to vertically support the main beam 10 of the overpass, and the height of the main beam pier 31 is adjustable to support the main beam 10 of the overpass at a set height above the road. The ramp pier 32 is used to vertically support the overpass ramp 20, and the height of the ramp pier 32 is adjustable to adjust the slope of the overpass ramp 20.

[0033] The height of the main beam pier 31 and the ramp pier 32 is adjustable. When the main beam 10 and the ramp 20 of the overpass are in storage or transportation, the main beam pier 31 and the ramp pier 32 of the overpass pier 30 are retracted or folded to the lowest height, reducing the total height of the main beam 10 and the ramp 20 of the overpass.

[0034] The main girder 10 of the interchange, which is rapidly constructed on the roadway in this embodiment, includes an outer girder segment 11 and an inner girder segment 12 that are mutually telescopically connected. Both the uphill ramp 21 and the downhill ramp 22 include an upper ramp segment 23 and a lower ramp segment 24 that are mutually telescopically connected. The interchange piers 30 include main girder piers 31 that vertically support the main girder 10 and ramp piers 32 that vertically support the ramps 20. The heights of the main girder piers 31 and the ramp piers 32 are adjustable.

[0035] The outer segment 11 and inner segment 12 of the main girder 10 of the overpass, as well as the upper segment 23 and lower segment 24 of the uphill ramp 21 and downhill ramp 22, are assembled into a collapsed state after being prefabricated in the factory (see...). Figure 3 and Figure 4 As shown), the entire unit can be transported to a traffic intersection using a telescopic semi-trailer truck for quick ground-mounted installation (see...). Figure 1 and Figure 2 (As shown).

[0036] This application can alleviate traffic pressure in a timely manner by transporting it to the site and quickly constructing a three-dimensional road network. Pedestrians or vehicles can quickly cross the ground lanes without waiting for traffic lights, thereby helping to make urban traffic smoother.

[0037] In some alternative embodiments: see Figures 1 to 4 As shown in the figure, this application embodiment provides a grade-separated interchange that can be quickly constructed on a roadway. The outer segment 11 of the main beam of the grade-separated interchange includes a first upper bridge deck 111 and a first lower bridge deck 112, as well as a plurality of first web members 113 connecting the first upper bridge deck 111 and the first lower bridge deck 112. The first upper bridge deck 111, the first lower bridge deck 112, and the plurality of first web members 113 together enclose a first driving space.

[0038] The main beam segment 12 includes a second upper bridge deck 121 and a second lower bridge deck 122, as well as multiple second web members 123 connecting the second upper bridge deck 121 and the second lower bridge deck 122. The second upper bridge deck 121, the second lower bridge deck 122, and the multiple second web members 123 together enclose a second driving space. The cross-sections of the first driving space and the second driving space are both rectangular structures and are interconnected.

[0039] The second lower bridge deck 122 is located above the first lower bridge deck 112 and is parallel to it. The second upper bridge deck 121 is located below the first upper bridge deck 111 and is parallel to it. A lower ramp 13 is provided at the connection between the first lower bridge deck 112 and the second lower bridge deck 122, and an upper ramp 14 is provided at the connection between the first upper bridge deck 111 and the second upper bridge deck 121.

[0040] The first lower bridge deck 112, the lower ramp 13, and the second lower bridge deck 122 together form a motor vehicle lane, which is used by cars to quickly cross the lane below without waiting for traffic lights. The first upper bridge deck 111, the upper ramp 14, and the second upper bridge deck 121 together form a non-motorized vehicle lane or pedestrian lane, which is used by pedestrians or non-motorized vehicles to quickly cross the lane below without waiting for traffic lights.

[0041] In this embodiment, the first lower bridge deck 112, the lower ramp 13, and the second lower bridge deck 122 together form a motor vehicle lane, while the first upper bridge deck 111, the upper ramp 14, and the second upper bridge deck 121 together form a non-motor vehicle lane or pedestrian lane. Therefore, the interchange of this application can achieve two-level traffic flow, with the lower motor vehicle lane for one-way car traffic and the upper non-motor vehicle lane or pedestrian lane for pedestrians and non-motorized vehicles.

[0042] In some alternative embodiments: see Figures 1 to 4 As shown in the figure, this application embodiment provides a grade-separated interchange that can be quickly constructed on a roadway. The top surface of the first lower bridge deck 112 of the interchange is provided with a guide rail 114 that slidably connects to the second lower bridge deck 122. The bottom of the second lower bridge deck 122 is provided with a plurality of sliding wheel sets 124 arranged along the length direction of the guide rail 114. Safety guardrails 15 are provided on both sides of the top surface of the first upper bridge deck 111 and the second upper bridge deck 121.

[0043] In this embodiment, a guide rail 114 for sliding connection to a second lower bridge deck 122 is provided on the top surface of the first lower bridge deck 112, and a plurality of sliding wheel sets 124 arranged along the length direction of the guide rail 114 are provided on the bottom of the second lower bridge deck 122. The inner segment 12 of the main beam can flexibly extend and retract within the outer segment 11 of the main beam through the sliding wheel sets 124 and the guide rail 114, thereby reducing the resistance of the inner segment 12 of the main beam extending and retracting within the outer segment 11 of the main beam.

[0044] In some alternative embodiments: see Figures 1 to 4 As shown in the embodiment of this application, an interchange that can be quickly constructed on a lane is provided. The interchange has two sets of uphill ramps 21, namely uphill ramps 211 for motor vehicles and uphill ramps 212 for non-motor vehicles, and two sets of downhill ramps 22, namely downhill ramps 221 for motor vehicles and downhill ramps 222 for non-motor vehicles.

[0045] The motor vehicle uphill ramp 211 is rotatably connected to the end of the first lower bridge deck 112, and the non-motor vehicle uphill ramp 212 is rotatably connected to the end of the first upper bridge deck 111. The motor vehicle downhill ramp 221 is rotatably connected to the end of the second lower bridge deck 122, and the non-motor vehicle downhill ramp 222 is rotatably connected to the end of the second upper bridge deck 121.

[0046] In this embodiment, the motor vehicle uphill ramp 211 is connected to the first lower bridge deck 112 and is located away from the end of the second lower bridge deck 122, and the motor vehicle downhill ramp 221 is connected to the second lower bridge deck 122 and is located away from the end of the first lower bridge deck 112.

[0047] Cars enter the first lower bridge deck 112 and the second lower bridge deck 122 sequentially via the uphill ramp 211, and then exit the overpass via the downhill ramp 221. Pedestrians or non-motorized vehicles enter the first upper bridge deck 111 and the second upper bridge deck 121 sequentially via the uphill ramp 212, and then exit the overpass via the downhill ramp 222.

[0048] In this embodiment, the length directions of the motor vehicle uphill ramp 211, the first lower bridge deck 112, the second lower bridge deck 122, and the motor vehicle downhill ramp 221 are parallel to each other. The length directions of the non-motor vehicle uphill ramp 212 and the non-motor vehicle downhill ramp 222 are perpendicular to or intersect with the length directions of the first upper bridge deck 111 and the second upper bridge deck 121, thereby spatially avoiding the motor vehicle uphill ramp 211 and the motor vehicle downhill ramp 221 and preventing mutual interference in position.

[0049] In some alternative embodiments: see Figures 1 to 4 As shown, this application embodiment provides a grade-separated interchange that can be quickly constructed on a lane. The upper segment 23 of the motor vehicle uphill ramp 211 of the grade-separated interchange is connected to the end of the first lower bridge deck 112 by a first hinge 214. The axis of the first hinge 214 is parallel to the width direction of the main beam 10 of the overpass.

[0050] The upper segment 23 of the motor vehicle uphill ramp 211 is rotatably connected to the end of the first lower bridge deck 112 via the first hinge 214, thereby allowing the motor vehicle uphill ramp 211 to rotate up and down relative to the first lower bridge deck 112 with the first hinge 214 as the axis of rotation, thus allowing the slope of the motor vehicle uphill ramp 211 to be flexibly adjusted.

[0051] The upper segment 23 of the downhill ramp 221 for motor vehicles is connected to the end of the second lower bridge deck 122 by a second hinge 224. The axis of the second hinge 224 is parallel to the width direction of the main beam 10 of the overpass.

[0052] The upper segment 23 of the motor vehicle downhill ramp 221 is rotatably connected to the end of the second lower bridge deck 122 via the second hinge 224, thereby allowing the motor vehicle downhill ramp 221 to rotate up and down relative to the second lower bridge deck 122 with the second hinge 224 as the pivot, thus allowing the slope of the motor vehicle downhill ramp 221 to be flexibly adjusted.

[0053] The upper segment 23 of the non-motorized vehicle uphill ramp 212 is connected to the end of the first upper bridge deck 111 by a third hinge 213. The third hinge 213 is provided with two mutually perpendicular rotating shafts, so that the rotation axis of the third hinge 213 can rotate not only around the height direction of the main beam 10 of the overpass, but also around the horizontal direction of the main beam 10 of the overpass.

[0054] The upper segment 23 of the non-motorized vehicle uphill ramp 212 is rotatably connected to the first upper bridge deck 111 via the third hinge 213, thereby allowing the non-motorized vehicle uphill ramp 212 to freely rotate up and down relative to the first upper bridge deck 111 with the third hinge 213 as the axis of rotation, thus allowing for flexible adjustment of the slope of the non-motorized vehicle uphill ramp 212.

[0055] In addition, the upper segment 23 of the non-motorized vehicle uphill ramp 212 is rotatably connected to the first upper bridge deck 111 via the third hinge 213, thereby allowing the non-motorized vehicle uphill ramp 212 to rotate freely left and right relative to the first upper bridge deck 111 with the third hinge 213 as the axis of rotation, thereby flexibly adjusting the deflection angle between the non-motorized vehicle uphill ramp 212 and the first upper bridge deck 111.

[0056] When the non-motorized vehicle uphill ramp 212 is in storage or transport mode, the third hinge 213 is used to adjust the length direction of the non-motorized vehicle uphill ramp 212 to keep it parallel to the length direction of the first upper bridge deck 111 (see...). Figure 3 and Figure 4 (As shown). When the non-motorized vehicle uphill ramp 212 is in operation, the length direction of the non-motorized vehicle uphill ramp 212 is adjusted by the third hinge 213 to maintain an intersection with the length direction of the first upper bridge deck 111, such that the angle between the two in the height direction projection is 90° (see...). Figure 1 and Figure 2 (As shown).

[0057] The upper segment 23 of the non-motorized vehicle downhill ramp 222 is connected to the end of the second upper bridge deck 121 by a fourth hinge 223. The fourth hinge 223 is provided with two mutually perpendicular rotating shafts, so that the rotation axis of the fourth hinge 223 can rotate not only around the height direction of the main beam 10 of the overpass, but also around the horizontal direction of the main beam 10 of the overpass.

[0058] The upper segment 23 of the non-motorized vehicle downhill ramp 222 is rotatably connected to the second upper bridge deck 121 via the fourth hinge 223, thereby allowing the non-motorized vehicle downhill ramp 222 to freely rotate up and down relative to the second upper bridge deck 121 with the fourth hinge 223 as the axis of rotation, thus allowing the slope of the non-motorized vehicle downhill ramp 222 to be flexibly adjusted.

[0059] In addition, the upper segment 23 of the non-motorized vehicle downhill ramp 222 is rotatably connected to the second upper bridge deck 121 via the fourth hinge 223, which allows the non-motorized vehicle downhill ramp 222 to rotate freely about the fourth hinge 223 relative to the second upper bridge deck 121, thereby flexibly adjusting the deflection angle between the non-motorized vehicle downhill ramp 222 and the second upper bridge deck 121.

[0060] When the non-motorized vehicle downhill ramp 222 is in storage or transport mode, the fourth hinge 223 is used to adjust the length direction of the non-motorized vehicle downhill ramp 222 to keep it parallel to the length direction of the second upper bridge deck 121 (see...). Figure 3 and Figure 4 (As shown). When the non-motorized vehicle downhill ramp 222 is in operation, the length direction of the non-motorized vehicle downhill ramp 222 is adjusted by the fourth hinge 223 to maintain an intersection with the length direction of the second upper bridge deck 121, such as an angle of 90° in the height direction projection (see...). Figure 1 and Figure 2 (As shown).

[0061] In some alternative embodiments: see Figures 1 to 4 As shown, this application embodiment provides a grade-separated interchange that can be quickly constructed on a lane. The upper segment 23 of the interchange has guide grooves on both sides to accommodate and slide the lower segment 24 of the ramp. The two sides of the lower segment 24 slide along the length direction of the upper segment 23 of the ramp within the guide grooves.

[0062] The bottom or sides of the upper segment 23 of the ramp are connected to a winch 25. The winch 25 is connected to the lower segment 24 of the ramp by a steel wire rope. The winch 25 drives the lower segment 24 of the ramp to slide on the upper segment 23 of the ramp by winding and unwinding the steel wire rope.

[0063] The top surfaces of both the upper segment 23 and the lower segment 24 of the ramp are covered with anti-slip reinforcement. Safety guardrails 15 are installed on both sides of the top surfaces of the upper segment 23 and the lower segment 24 of the ramp. The safety guardrails 15 are detachably connected to the upper segment 23 and the lower segment 24 of the ramp.

[0064] In this embodiment, the lower ramp segment 24 is located within the guide groove of the upper ramp segment 23 and slides along the length of the upper ramp segment 23, allowing the lower ramp segment 24 to flexibly switch between a retracted and extended state. The extension of the lower ramp segment 24 can change the slope of the ascending ramp 21 and the descending ramp 22, while the retraction of the lower ramp segment 24 facilitates vehicle transportation.

[0065] A winch 25 is connected to the bottom or both sides of the upper segment 23 of the ramp. The winch 25 drives the lower segment 24 of the ramp to slide and extend on the upper segment 23 by winding and unwinding a steel wire rope, thereby facilitating the adjustment of the extension length of the lower segment 24 and improving on-site construction efficiency. The winch 25 can be a manual winch or an electric winch, depending on whether power is provided at the construction site.

[0066] In some alternative embodiments: see Figures 1 to 4 and Figure 7 As shown in the embodiment of this application, a grade-separated bridge that can be quickly constructed on a roadway is provided. The main beam pier 31 and the ramp pier 32 of the grade-separated bridge both include upper pier segments and lower pier segments 306 that are telescopically connected and / or hinged to each other. The top of the upper pier segment is provided with a hinge seat, which is rotatably connected to the main beam 10 of the overpass or the overpass ramp 20 through a rotating shaft. The bottom of the lower pier segment 306 is provided with a flange.

[0067] The upper pier segment comprises an inner segment 302 and an outer segment 301 that are coaxially and slidably connected. Multiple positioning holes 303 are provided on both the inner segment 302 and the outer segment 301, spaced apart along their axial direction. Both the inner segment 302 and the outer segment 301 are hollow structures, and a telescopic cylinder 304 is provided between them.

[0068] The top of the telescopic cylinder 304 is connected to the top of the inner segment 302 of the upper pier, and the bottom of the telescopic cylinder 304 is connected to the bottom of the outer segment 301 of the upper pier. The telescopic cylinder 304 adjusts its own length to realize the telescopic movement of the inner segment 302 of the upper pier within the outer segment 301 of the upper pier, thereby adjusting the height of the upper pier segment.

[0069] When the telescopic cylinder 304 adjusts its own length to achieve the telescopic movement of the inner segment 302 of the upper pier column within the outer segment 301 of the upper pier column to the set height, and the positioning holes 303 on the inner segment 302 and the outer segment 301 of the upper pier column are concentric, the positioning pin is inserted into the positioning holes 303 on the inner segment 302 and the outer segment 301 of the upper pier column to achieve height positioning.

[0070] The top of the lower pier segment 306 is connected to the bottom of the upper pier outer segment 301 by a hinge 307. The lower pier segment 306 rotates up and down relative to the upper pier outer segment 301 with the hinge 307 as the pivot, thereby realizing the folding and supporting action of the lower pier segment 306.

[0071] A fine-tuning mechanism 305 is provided at the top of the inner segment 302 of the upper pier column. The fine-tuning mechanism 305 consists of a screw and a nut connected to each other. The hinge is connected to the top of the screw. By adjusting the rotation of the nut relative to the screw, the extension length of the screw can be adjusted, thereby precisely controlling the support height of the main beam pier 31 and the ramp pier 32.

[0072] In some alternative embodiments: see Figure 5 and Figure 6 As shown in the illustration, this application provides a grade-separated interchange that can be quickly constructed on a roadway. The interchange has two or more sets of these sets, which are parallel to each other and symmetrically spaced. Steel bridge decks 40 connect adjacent sets of interchanges. There are two or more sets of steel bridge decks 40, one set spanning the ends of the outer segments 11 of two adjacent main beams, and the other set spanning the ends of the inner segments 12 of two adjacent main beams. Safety railings 15 are connected to both sides of the steel bridge decks 40.

[0073] The interchange in this embodiment has two or more sets, which are symmetrically spaced apart. The two or more sets of interchanges are respectively erected on two lanes with the same or opposite directions of traffic. In order to facilitate the travel of non-motorized vehicles and pedestrians on the two sets of interchanges, steel bridge plates 40 are built on the adjacent two sets of interchanges. Pedestrians and non-motorized vehicles can reach the other three intersections from any intersection, which greatly facilitates the passage of pedestrians and non-motorized vehicles.

[0074] This application's embodiments are not limited to installing two sets of interchanges at a single intersection. The specific number of interchanges is determined based on the number of lanes and traffic congestion. More lanes and less traffic congestion allow for an increase in the number of interchanges, thus improving vehicle throughput. For example, two sets of interchanges can be installed on-site for a two-way four-lane road; two, three, or four sets can be installed on a two-way six-lane road; and two, three, four, five, or six sets of interchanges can be installed on a two-way eight-lane road. Lanes without interchanges are left-turn lanes, right-turn lanes, or straight-through lanes for large trucks.

[0075] All components of the interchange that can be quickly erected on the roadway in this embodiment are manufactured in the factory. After initial assembly in the factory, the main beam 10, the ramp 20 and the pier 30 of the overpass are connected to each other as a whole and are all in a retracted or folded state to reduce their size and facilitate transportation of the whole to the destination by transport vehicles.

[0076] The overpass, consisting of the main beam 10, the ramp 20, and the pier 30, is hoisted onto the telescopic semi-trailer truck, which then transports the entire structure to the installation location at the intersection.

[0077] Telescopic semi-trailer trucks are a specialized vehicle system consisting of a tractor unit and an adjustable-length telescopic semi-trailer. The telescopic structure adapts to different cargo sizes, improving transportation flexibility.

[0078] The core feature of these vehicles is that the semi-trailer chassis is equipped with a telescopic mechanism, such as a pull-out flatbed design, which can change the overall length to facilitate the transport of oversized or standard-sized goods. Common types include low-bed semi-trailers, flatbed semi-trailers, and ramp semi-trailers, suitable for transporting large items such as construction machinery, steel, bridges, and wind turbine blades.

[0079] When the telescopic semi-trailer truck transports the overpass, consisting of the main beam 10, the overpass ramp 20, and the overpass pier 30, to the construction site, it uses the telescopic mechanism equipped on the telescopic semi-trailer truck itself to extend the inner segment 12 of the main beam 10 from the outer segment 11 of the main beam to a set length, and then fixes the inner segment 12 of the main beam to the outer segment 11 of the main beam with fasteners.

[0080] Using the lifting mechanism (such as a lifting hydraulic cylinder) provided by the telescopic semi-trailer truck itself, the inner segment 12 and outer segment 11 of the main beam of the overpass 10, as well as the overpass ramp 20, are lifted upwards, so that they are removed from the top surface of the telescopic semi-trailer truck. Then, the overpass pier 30 is extended downwards and used to switch the support of the inner segment 12, outer segment 11 and overpass ramp 20.

[0081] After the telescopic semi-trailer truck's own lifting mechanism (such as a lifting hydraulic cylinder) retracts, the driver can adjust the extension, slope, and direction angle of the overpass ramp 20 after driving the telescopic semi-trailer truck away from the overpass. After the above construction steps are completed, the overpass piers 30 are fixed to the road surface, and the truck can then participate in normal traffic operations.

[0082] Working principle This application provides a grade-separated interchange that can be quickly erected on a lane. The grade-separated interchange of this application is equipped with a main beam 10, which includes an outer segment 11 and an inner segment 12 that are slidably connected to each other. The inner segment 12 is located inside the outer segment 11 and moves slidably along the length of the outer segment 11.

[0083] The overpass ramp 20 includes an uphill ramp 21 and a downhill ramp 22 located at both ends of the main beam 10 and connected to the outer segment 11 and the inner segment 12 of the main beam, respectively. Both the uphill ramp 21 and the downhill ramp 22 include an upper ramp segment 23 and a lower ramp segment 24 that are mutually telescopically connected.

[0084] The overpass pier 30 includes a main beam pier 31 that vertically supports the main beam 10 of the overpass, and a ramp pier 32 that vertically supports the overpass ramp 20. The heights of the main beam pier 31 and the ramp pier 32 are adjustable.

[0085] Therefore, the main beam 10 of the overpass in the rapid construction of the overpass in this application includes an outer segment 11 and an inner segment 12 of the main beam that are mutually telescopically connected. The uphill ramp 21 and the downhill ramp 22 both include an upper segment 23 and a lower segment 24 of the ramp that are mutually telescopically connected.

[0086] After the outer segment 11 and inner segment 12 of the main beam of the overpass 10, as well as the upper segment 23 and lower segment 24 of the ramps of the uphill ramp 21 and downhill ramp 22, are prefabricated in the factory and assembled into a retractable state, they can be transported as a whole to the intersection by a telescopic semi-trailer truck to quickly complete the ground extension installation.

[0087] This application can quickly construct a three-dimensional road network on-site to alleviate traffic congestion, allowing pedestrians or vehicles to cross the ground lanes directly without waiting for traffic lights, thus contributing to smoother urban traffic.

[0088] In the description of this application, it should be noted that the terms "upper," "lower," etc., indicating the orientation or positional relationship are based on the orientation or positional relationship shown in the accompanying drawings, and are only for the convenience of describing this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this application. Unless otherwise expressly specified and limited, the terms "installed," "connected," and "linked" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication between two elements. For those skilled in the art, the specific meaning of the above terms in this application can be understood according to the specific circumstances.

[0089] It should be noted that in this application, relational terms such as "first" and "second" are used merely to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitations, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes said element.

[0090] 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 grade-separated interchange that can be quickly constructed on a roadway, characterized in that, The interchange includes: The main beam of the overpass (10) includes an outer segment (11) and an inner segment (12) of the main beam that are slidably connected to each other. The inner segment (12) is located inside the outer segment (11) of the main beam and moves slidably along the length of the outer segment (11). The overpass ramp (20) includes an uphill ramp (21) and a downhill ramp (22) located at both ends of the overpass main beam (10) and connected to the outer segment (11) and inner segment (12) of the main beam, respectively. The uphill ramp (21) and the downhill ramp (22) each include an upper ramp segment (23) and a lower ramp segment (24) that are mutually telescopically connected. The overpass pier (30) includes a main beam pier (31) that vertically supports the main beam (10) of the overpass, and a ramp pier (32) that vertically supports the ramp (20) of the overpass. The heights of the main beam pier (31) and the ramp pier (32) are adjustable.

2. The grade-separated interchange that can be quickly constructed on a roadway as described in claim 1, characterized in that: The outer segment (11) of the main beam includes a first upper bridge deck (111) and a first lower bridge deck (112), as well as multiple first web members (113) connected between the first upper bridge deck (111) and the first lower bridge deck (112). The first upper bridge deck (111), the first lower bridge deck (112) and the multiple first web members (113) together enclose a first driving space. The main beam segment (12) includes a second upper bridge deck (121) and a second lower bridge deck (122), as well as multiple second web members (123) connecting the second upper bridge deck (121) and the second lower bridge deck (122). The second upper bridge deck (121), the second lower bridge deck (122) and the multiple second web members (123) together form a second driving space, and the first driving space and the second driving space are interconnected.

3. The grade-separated interchange that can be quickly constructed on a roadway as described in claim 2, characterized in that: The second lower bridge panel (122) is located above the first lower bridge panel (112) and is parallel to each other, and the second upper bridge panel (121) is located below the first upper bridge panel (111) and is parallel to each other; A lower ramp plate (13) is provided at the connection between the first lower bridge deck (112) and the second lower bridge deck (122), and an upper ramp plate (14) is provided at the connection between the first upper bridge deck (111) and the second upper bridge deck (121). The first lower bridge deck (112), the lower ramp (13) and the second lower bridge deck (122) together form a motor vehicle lane, and the first upper bridge deck (111), the upper ramp (14) and the second upper bridge deck (121) together form a non-motor vehicle lane or a sidewalk.

4. The grade-separated interchange that can be quickly constructed on a roadway as described in claim 2, characterized in that: The top surface of the first lower bridge deck (112) is provided with a guide rail (114) that is slidably connected to the second lower bridge deck (122). The bottom of the second lower bridge deck (122) is provided with a plurality of sliding wheel sets (124) arranged along the length direction of the guide rail (114). Safety guardrails (15) are provided on both sides of the top surfaces of the first upper bridge deck (111) and the second upper bridge deck (121).

5. A grade-separated interchange that can be quickly constructed on a roadway as described in claim 2, characterized in that: The uphill ramp (21) has two sets, namely a motor vehicle uphill ramp (211) and a non-motor vehicle uphill ramp (212), and the downhill ramp (22) has two sets, namely a motor vehicle downhill ramp (221) and a non-motor vehicle downhill ramp (222). The motor vehicle uphill ramp (211) is rotatably connected to the end of the first lower bridge deck (112), and the non-motor vehicle uphill ramp (212) is rotatably connected to the end of the first upper bridge deck (111). The motor vehicle down ramp (221) is rotatably connected to the end of the second lower bridge deck (122), and the non-motor vehicle down ramp (222) is rotatably connected to the end of the second upper bridge deck (121).

6. The grade-separated interchange that can be quickly constructed on a roadway as described in claim 5, characterized in that: The upper segment (23) of the motor vehicle uphill ramp (211) is connected to the end of the first lower bridge deck (112) by a first hinge (214), and the axis of the first hinge (214) is parallel to the width direction of the overpass main beam (10). The upper segment (23) of the downhill ramp (221) of the motor vehicle is connected to the end of the second lower bridge deck (122) by a second hinge (224), and the axis of the second hinge (224) is parallel to the width direction of the main beam (10) of the overpass. The upper segment (23) of the non-motorized vehicle uphill ramp (212) is connected to the end of the first upper bridge deck (111) by a third hinge (213), and the axis of the third hinge (213) rotates around the height and horizontal direction of the main beam (10) of the overpass. The upper segment (23) of the non-motorized vehicle downhill ramp (222) is connected to the end of the second upper bridge deck (121) by a fourth hinge (223), the axis of which rotates around the height and horizontal direction of the main beam (10) of the overpass.

7. A grade-separated interchange that can be quickly constructed on a roadway as described in claim 1, characterized in that: The upper segment (23) of the ramp is provided with guide grooves on both sides to accommodate and slide the lower segment (24) of the ramp. The lower segment (24) of the ramp is located in the guide grooves and slides along the length direction of the upper segment (23). The bottom or sides of the upper section (23) of the ramp are connected to a winch (25), which is connected to the lower section (24) of the ramp by a wire rope. The winch (25) drives the lower section (24) of the ramp to slide on the upper section (23) of the ramp by winding and unwinding the wire rope.

8. A grade-separated interchange that can be quickly constructed on a roadway as described in claim 1, characterized in that: The top surfaces of the upper section (23) and the lower section (24) of the ramp are covered with anti-slip ribs. Safety guardrails (15) are provided on both sides of the top surfaces of the upper section (23) and the lower section (24) of the ramp. The safety guardrails (15) are detachably connected to the upper section (23) and the lower section (24) of the ramp.

9. A grade-separated interchange that can be quickly constructed on a roadway as described in claim 1, characterized in that: The main beam pier (31) and the ramp pier (32) both include upper pier segments and lower pier segments (306) that are connected and / or hinged to each other. The top of the upper pier segment is provided with a hinge seat, which is rotatably connected to the main beam (10) or the ramp (20) of the overpass via a rotating shaft. The bottom of the lower pier segment (306) is provided with a flange.

10. A grade-separated interchange that can be rapidly constructed on a roadway as described in any one of claims 1 to 9, characterized in that: The overpass has two or more sets, which are parallel to each other and symmetrically spaced. The two or more sets of overpasses are connected by steel bridge plates (40). The steel bridge plates (40) have two or more sets, one set of which spans across the ends of the outer segments (11) of two adjacent main beams, and the other set of which spans across the ends of the inner segments (12) of two adjacent main beams. Safety railings (15) are connected to both sides of the steel bridge plates (40).

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