JP6093871B2 - Urban intersection structure - Google Patents

Description

The present invention relates to an urban road structure, and more particularly to an urban intersection structure.

What kind of traffic is good traffic is good if the traffic in the interchain is smooth. Currently, urban intersections mainly adopt road structures such as plane intersections, roundabouts, viaducts, intricate intersections such as spaghetti, and high clearance tunnels.

However, the conventional road structure has some defects and cannot effectively solve the urban traffic congestion problem.
For example, in the case of an intersection that adopts a plane intersection, it is necessary to alternately control the traffic on each roadway according to traffic signals, and traffic is easily caused on the intersection because the vehicles are concentrated before passing. Since drivers ignore the red light and try to pass quickly, accidents such as rear-end collisions or collisions in the loop line easily occur, resulting in large losses such as injuries and vehicle damage.
In the case of a crossing road that uses a roundabout, it is necessary to alternately control traffic on each roadway with traffic signals when the traffic flow is large.
In the case of adopting a viaduct, at the intersection of intricate intersections like multi-layered overpasses, the cable-stayed bridges on both sides of the bridge are long, the number of bridge girders is large, and a large amount of capital investment is required except for a large amount of capital investment. And construction time is long. A three-dimensional intersection construction usually takes several years, and also uses a large amount of valuable land resources in the city. Incurs price cuts. For these reasons, in cities, it is not possible to build a large number of crossroads in an elevated level intersection, and if there are too many elevated levels, the bottleneck effect will occur, and after the elevated level intersection has passed, It causes even worse traffic at the roadway.
In the case of an intersection that employs a high-clearance tunnel, it is necessary to design a high tunnel clearance in order to allow large vehicles to pass through the tunnel. This increases the amount of mining, increases the construction time, and increases costs. For these reasons, many intersections cannot be built in high-clearance tunnels in cities. If there are too many high-clearance tunnels, the vehicle will become more congested after passing through the high-clearance tunnel, causing the bottleneck effect.

An object of the present invention is to provide an urban intersection structure that can effectively solve the traffic congestion problem. The crossing structure can significantly reduce the residence time of the small vehicle at the crossing, reduce the amount of funds and the amount of construction, and shorten the construction time.

The main technical means according to the present invention is an urban intersection structure that solves the traffic jam problem.
The city intersection structure includes a first main line and a second main line intersecting with a “10” character, the first main line and the second main line are bidirectional roadways, and the ground road surface of the first main line and the second main line is In the intersection, one central platform sharing the ground road surface is constructed, and the first main line is installed with a two-way low tunnel penetrating from the underground of the central platform, and the traffic height of the low tunnel vehicle is The low tunnel is 2m or more and 3m or less, and the low tunnel recovers on the ground after passing through the central platform from the basement. One overline curve approach type tunnel is branched from the outer side of the low tunnel in the direction of traffic, and the overline curve approach is entered. The vehicle traffic height of the type tunnel is 2m or more and 3m or less, and the overline curve approach type tunnel makes a U-turn from the basement in front of the uphill stage of the low tunnel, After passing the step uphill, connect to the 2nd main road in the same direction, and the ground road surface of the 1st main line is a two tunnels on the left and right sides where the traffic direction is opposite due to the low tunnel and large vehicles can pass. The two ground roads are connected by a central platform, the U-turn direction is opposite, and a large vehicle can make a U-turn to form two U-turn roads. Located on the left and right sides of the straight road on the two-line central platform, one road that branches from the outer side of the first main road to the outer side of the second main line is branched, and the outer side of the second main line One roadway that branches from the side to the outer side of the first main line is branched.

As an improved or preferred implementation mode, the present invention can employ the following technical means.

The vehicle traffic height of the low tunnel is 2.50-2.60 m.

The vehicle traffic height of the low tunnel is constituted by the road surface settlement depth at the bottom of the tunnel and the height above the top road bed of the tunnel.

The vehicle traffic height of the overline curve approaching tunnel is set to 2.50-2.60 m.

The vehicle traffic height of the overline curve approaching tunnel is configured by a road surface settlement depth at the bottom of the tunnel and a height protruding with respect to the top road bed of the tunnel.

An underground sidewalk is installed on the first main line, and an evacuation exit is installed between the underground sidewalk and the underground U-turn part of the overline curve approaching tunnel.

Ventilation holes are installed at the top of the underground walkway on the first main line.

A vent is installed at the top of the overline curve approaching tunnel.

A temporary parking area is installed on the outer side of the overline curved tunnel. In addition, raised rainwater separation zones are installed on the ground at the entrance and exit of the low tunnel. The present invention has the following merits.

1. In the above main technical plan according to the present invention, the central platform, together with the first main line low tunnel and the over-line curve approach type tunnel, serves to distribute large and small vehicles and vehicles in each direction. . By forming a high-speed line for passing small vehicles by the middle of the first main road and a low tunnel, it is possible to effectively prevent a decrease in traffic speed due to the high-speed vehicle passing through the high-speed line. A small vehicle with a high proportion passing on the first main line passes directly through the second main line via a low tunnel, and all U-turn vehicles passing on the first main line pass smoothly through the central platform, And you can safely make a U-turn. These vehicles do not need to be controlled by traffic signal lights, they do not affect vehicles in other directions, smooth traffic on the first main line, and shorten the traffic time of large vehicle green signals distributed to the first main line Thereby, traffic on the first main line and the second main line becomes smoother.

2. Compared to conventional clearance roads that use high clearance tunnels or elevated three-dimensional intersections, the vehicle traffic height of the low tunnel and overline curve approaching tunnel according to the present invention does not exceed 3 m, Construction time is significantly shortened and funding is reduced.

3. Compared to the crossroads that use elevated three-dimensional intersections, the use of land resources will be significantly lower, and even if you stand up in a busy section of the city, the commercial value of the surrounding area will not be reduced, and the number of vehicles in all cities will It is easy to spread to many intersections. Therefore, the bottleneck effect can be solved, and traffic in all cities becomes smoother.

4. In one improvement plan of the present invention, the vehicle traffic height of the low tunnel does not exceed 3 m, and the vehicle traffic height is the road subsidence depth at the bottom of the tunnel and the height above the top road bed of the tunnel. Consists of. Such a semi-sinking and semi-sinking tunnel structure can further reduce the ground subsidence depth mined for low tunnel construction, prevent groundwater, facilitate the construction of foundation piles, It can be processed. As a result, construction time is effectively reduced, construction costs are significantly reduced, and crushed fragments of the original road surface, dug out hard sand, and mud are mixed into the concrete and mixed thoroughly before the road surface rises. Because it is used for filling the roadbed, it is no longer necessary to transport all the excavated mud, reducing the impact on heavy transport vehicles during the construction period. Furthermore, the reduction of the ground subsidence depth is advantageous for sewer transfer and remodeling.

5. In one improvement plan of the present invention, the vehicle traffic height of the overline curve approaching tunnel does not exceed 3 m, and the vehicle traffic height is determined by the depth of subsidence at the bottom of the tunnel and the top bed of the tunnel. Consists of climbing height. The merit by this is not explained any more, as in 4 above.

6. In one improvement plan of the present invention, a raised rainwater separation zone is installed on the ground at the entrance and exit of the low tunnel, so that a large amount of rainwater does not flow into the low tunnel by the roadway, so that the vehicle congestion due to water And the work load of the water absorption pump can be reduced.

7. The present invention can be applied to cities in all developed countries, and in particular, it can be applied to the remodeling of a traffic jam intersection due to a plurality of small cars on the road. As a result, the smooth traffic of many roadways can be realized with limited resources, and the effect of increasing urban traffic roads without spreading the road surface can be obtained.

FIG. 1 is a structural diagram of an embodiment according to the present invention. FIG. 2 is a top view of the orthographic projection of FIG. FIG. 3 is a longitudinal sectional view of the road where the rainwater separation zone is located. FIG. 4 is an embodiment of applying the left traffic rule of the present invention. FIG. 5 is an overhead view of the orthographic projection of FIG.

Hereinafter, the present invention will be described in more detail with reference to the drawings and examples. The widths of the above-described various roadways in the present invention are not limited to those shown in the drawings, and the width of the road surface can be designed according to a standard according to actual cases. The above-mentioned “cross intersection” according to the present invention is not limited to the vertical intersection, that is, the intersection angle of the two lines intersecting the “ten” is not limited to 90 degrees. The above-mentioned “overline curve approach type tunnel” according to the present invention indicates a left overline curve approach type tunnel in a right-handed country and region, and indicates a right overline curve approach type tunnel in a left-handed country and region. .

Please refer to FIG. According to the city intersection structure that solves the above-mentioned traffic congestion problem according to the invention, it comprises a first main line 1 and a second main line 2 that intersect a “ten”, and the first main line 1 and the second main line 2 are: Both are two-way roadways.
The ground road surface of the 1st main line 1 and the 2nd main line 2 comprises one central platform 3 which shares a ground road surface in an intersection.
The first main line 1 is provided with a two-way low tunnel 4 (partition walls are partitioned between the two-way roads of the low tunnel 4 in the drawing) penetrating from the basement of the central platform 3. The vehicle traffic height of the low tunnel 4 is not less than 2 m and not more than 3 m, and is preferably set to 2.50-2.60 m as an optimum value. The low tunnel 4 recovers on the ground after passing through the central platform 3 from the basement.

At the same time, refer to FIG. 1 and FIG. The overline curve approaching type tunnel 5 is branched from the outer side of the low tunnel 4 in the passing direction. In FIG. 2, an underground curve approaching type tunnel 5 and an underground part of the low tunnel 4 are shown by white broken lines. The overline curve approaching type tunnel 5 makes a U-turn from the front basement of the uphill stage of the low tunnel 4 and passes through the one-stage curved uphill stage 6 and then connects in the same direction as the second main line 2.
The underground U-turn portion of the overline curve approaching type tunnel 5 is shifted from the low tunnel 4 and does not interfere with each other.
The vehicle traveling height of the overline curve approaching type tunnel 5 is not less than 2 m and not more than 3 m, and is preferably 2.50-2.60 m as an optimum value.
A non-motorway for non-automobile traffic can be further divided in the overline curve approaching type tunnel 5. It is necessary to separate between the non-motorway and the motorway.

Please refer to FIG. The ground road surface of the first main line 1 is separated by the low tunnel 4 into two right and left ground roads 7 and 8 that can pass a large vehicle whose direction of travel is opposite. The two ground roads 7 and 8 are connected by the central platform 3 to form U-turn roads 9 and 10 in which a large vehicle can make a U-turn, in which two U-turn directions are opposite. The two U-turn roads 9, 10 are located on the left and right sides of the straight road on the central platform 3 of the second main line 2, so that vehicles that make a U-turn from the U-turn roads 9, 10 are on the second main line 2. Do not interfere with the straight ahead vehicle.

One roadway 11 that branches from the outer side of the first main line 1 on the ground road surface to the outer side of the second main line 2 is branched. One road 12 that branches from the outer side of the second main line 2 to the outer side of the first main line 1 is branched.

The vehicle traffic height of the low tunnel 4 may be determined only by the road surface mining depth, but as an optimal implementation method, the vehicle traffic height of the low tunnel 4 is determined by the road surface subsidence depth of the tunnel bottom and the tunnel tunnel height. It should consist of the height above the top roadbed. That is, the central platform 3 above the low tunnel 4 is slightly raised. Such a semi-subsidence and semi-sink type tunnel structure can further reduce the ground subsidence depth to be mined for low tunnel 4 construction, making the construction easier, reducing the construction time, reducing the construction cost, and sewerage It is advantageous for relocation and remodeling. In addition, crushed debris of the original road surface, dug out hard sand and mud are mixed into the concrete and mixed thoroughly, and then used for filling the roadbed on the road surface, so there is no need to transport all dug out mud. , Reduce the impact on heavy transport vehicles during the construction period.

If the vehicle height of the low tunnel 4 is set to 2.50-2.60m and a semi-sinking and semi-rising tunnel structure is used, the total depth of mud excavated during actual construction will be about 2.3m. Become.
Similarly, the vehicle traffic height of the overline curve approaching type tunnel 5 is determined only by the road surface mining depth, but as an optimal implementation method, the vehicle traffic height of the overline curve approaching type tunnel 5 is determined by the bottom of the tunnel. It should be composed of the depth of subsidence and the height above the top of the tunnel. If the vehicle height of the overline curve entry type tunnel 5 is set to 2.50-2.60 m and a semi-sinking and semi-sinking type tunnel is tackled, the total depth of mud excavated during actual construction will be about 2. 3m.

In order to prevent the broken vehicle from staying in the overline curve approaching type tunnel 5, as shown in FIG. 2, in this embodiment, the temporary parking area 16 is provided on the outer side of the overline curve approaching type tunnel 5. Installed. The broken vehicle is parked in the temporary parking area 16 and waits for the trailer's assistance.

As a further improvement plan, in this embodiment, an underground sidewalk 14 is installed on the first main line, and an evacuation exit 15 is installed between the underground sidewalk 14 and an underground U-turn portion of the overline curve approaching type tunnel 5. The When a traffic accident occurs in the overline curve approaching type tunnel 5, people in the overline curve approaching type tunnel 5 can move to the underground sidewalk 14 through the evacuation port 15 and evacuate. In order to prevent a passer-by from pushing the evacuation exit 15 by winning, a staff member who manages the evacuation exit 15 should be designated. It is desirable that the evacuation exit 15 employs a fire door that satisfies fire and smoke standards.

In this embodiment, a vent hole 17 is installed at the top of the underground sidewalk 14, and a vent hole 18 is installed at the top of the overline curve approaching type tunnel 5. Since the vent hole 17 and the vent hole 18 are located in the green zone at the center of the road, they do not affect the passage of the vehicle. A ventilation fan can be additionally installed in the vent hole 17 and the vent hole 18.

Except for installing the underground sidewalk 14 on the first main line, in the embodiment, the underground sidewalk 13 is also installed on the second main line.

In order to prevent a large amount of rainwater from flowing into the low tunnel 4 through the roadway, a raised rainwater separation zone can be installed on the ground of the entrance and exit of the low tunnel 4. As shown in FIG. 3, the rainwater separation zone structure can be set at a base point of about 60-80 m before the opening of the low tunnel. From the base point, extend about 15-20m along the diagonal direction and increase 0.60-0.80m in the vertical direction. Then, it continues to extend about 15m-20m along the horizontal direction and enters the low tunnel 4. The underground U-turn part of the underground sidewalk 14 and the overline curve approaching type tunnel 5 is located directly below the horizontal extension road step of 15m-20m.

In order to better prevent rainwater entering the low tunnel 4, a light-transmitting penthouse can be additionally provided at the entrance and exit of the low tunnel 4, thus preventing the rainwater from affecting the low tunnel 4.

The main traffic system according to the present embodiment is that a straight-ahead small vehicle that passes on the first main line 1 passes through the low tunnel 4 directly and quickly, and a left-turn small vehicle that passes on the first main line 1 enters the overline curve All U-turning vehicles that turn left on the second main line 2 through the tunnel 5 and pass on the first main line 1 make U-turns via U-turn roads 9 and 10 on the central platform 3. These vehicles mentioned above occupy a large number in the traffic volume of the first main line 1, and these vehicles do not need to be controlled by traffic signals. However, in the 1st main line 1, although the large vehicle and the small vehicle which carries out a U turn need to be controlled by a traffic signal, there are few such vehicles. Thus, while ensuring smooth traffic on the first main line 1, it is possible to give more green traffic time to the second main line 2, shortening the time for the vehicles on the second main line 2 to wait for a red signal, and the second main line The traffic in 2 can also be smoothed, and consequently, traffic on all intersections can be smoothed, and the traffic congestion problem due to traffic signal waiting can be solved. In actual application, the main line having a large traffic volume and particularly having a small number of small vehicles should be the first main line 1 according to the present invention.

Although the above-described embodiment is based on a right-passing country and region, the present invention can be similarly applied to a left-passing country and region. For example, when FIG. 1 and FIG. 2 are rotated 180 degrees horizontally, the embodiment shown in FIGS. 4 and 5 is obtained. The embodiment shown in FIGS. 4 and 5 is an example applicable to the left row rule. The reference numerals in FIG. 4 and FIG. 5 coincide with the reference numerals in FIG. 1 and FIG.

Claims (10)

An urban crossing structure that solves the traffic congestion problem, comprising a first main line (1) and a second main line (2) that intersect the “10” character, both of which are two-way roadways,
The ground road surface of the first main line (1) and the second main line (2) constitutes one central platform (3) sharing the ground road surface at the intersection,
On the first main line (1), a two-way low tunnel (4) penetrating from the basement of the central platform (3) is installed,
The vehicle traffic height of the low tunnel (4) is 2m or more and 3m or less,
The low tunnel (4) is restored from the ground, through the central platform (3),
One overline curve approaching tunnel (5) is branched from the outer side of the low tunnel (4) in the direction of traffic,
The vehicle travel height of the overline curve approach type tunnel (5) is 2 m or more and 3 m or less,
Overline curve approach type tunnel (5) makes a U-turn from the basement in front of the uphill stage of the low tunnel (4), passes the first curve uphill stage (6), and is the same as the second main line (2). Connect in direction,
The ground surface of the first main line (1) is separated by the low tunnel (4) into two right and left ground roads (7, 8) that allow large vehicles to pass in the opposite direction of traffic.
The two ground roads are connected by a central platform (3) to form two U-turn roads (9, 10) that can reverse a U-turn direction and allow a large vehicle to make a U-turn,
The two U-turn roads (9, 10) are located on the left and right sides of the straight road in the central platform (3) of the second main line (2),
On the outer side in the direction of travel of the ground surface of the first main line (1), one roadway (11) that turns to the outer side of the second main line (2) is branched,
An urban crossing road structure characterized in that one roadway (12) turning to the outer side of the first main line (1) is branched at the outer side of the second main line (2) in the passing direction. 2. The urban crossing road structure according to claim 1, wherein the low tunnel (4) has a vehicle traffic height of 2.50-2.60 m. The vehicle traffic height of the low tunnel (4) is constituted by a road surface settlement depth at the bottom of the tunnel and a rising height of the top road bed of the tunnel. Urban crossroad structure. The urban crossing road structure according to claim 1, characterized in that a vehicle traffic height of the overline curve approaching type tunnel (5) is 2.50-2.60 m. The vehicle traveling height of the overline curve approaching type tunnel (5) is constituted by a road surface subsidence depth at the bottom of the tunnel and a rising height of the top road bed of the tunnel. 4. Urban intersection structure according to 4. An underground sidewalk (14) is installed on the first main line, and an evacuation port (15) is installed between the underground sidewalk (14) and the underground U-turn part of the overline curve approaching tunnel (5). The urban crossing structure according to claim 1, wherein: The urban crossing structure according to claim 6, wherein a vent hole (17) is installed at the top of the underground sidewalk (14) of the first main line. The urban crossing road structure according to claim 1, characterized in that a vent (18) is installed at the top of the overline curve approaching tunnel (5). The urban crossing road structure according to claim 1, wherein a temporary parking area (16) is installed on an outer side of the overline curve approaching tunnel (5) in the traffic direction. The urban crossing road structure according to claim 1, characterized in that raised rainwater separation zones are installed on the ground of the entrance and exit of the low tunnel (4).