JP3194228 | Three-dimensional interchange road structure |
WO/2014/063611 | MULTI-DIMENSIONAL ROAD TRAFFIC NETWORK |
CN201459558U | 2010-05-12 | |||
DE3938945A1 | 1990-08-02 | |||
US1689161A | 1928-10-23 |
Claims 1. Road interchange, preferably a two level stack crossing of roads (1; 2) each of them comprising a carriageway (3a, 3b; 3c, 3d) having at least one traffic lane, characterized in that carriageways (3a, 3b; 3c, 3d) of each road (1; 2) extend in parallel and in a relatively small mutual spacing in a first section (4), than the carriageways (3a, 3b; 3c, 3d) of each road (1; 2) pass in the area directly in front of a crossing from a first section (4) into a second section (5) where they extend for the certain length over a curve and branched in a manner of the letter Y, and when the carriageways (3a, 3b; 3c, 3d) of each road (1; 2) reach a final region of the second section (5) where they are maximal spaced apart they pass into a third section (6) which represents a main crossing, wherein said third section (6) is basically formed linear in a sense of a quadrilateral and lies in the area inside all four crossing carriageways (3a, 3b; 3c, 3d). 2. Road interchange according to claim 1, characterized in that inside quadrilateral formed crossing (6) at least one traffic lane (9) of the carriageway (3b) of the first road (1) extending to the left branches from said road and joins over a respective curve to the traffic lane of the carriageway (3d) of the second road (2) extending to the left, and that at least one traffic lane (9) of the carriageway (3d) of the second road (2) extending to the left branches from said road and joins over a respective curve to the traffic lane of the carriageway (3a) of the first road (1) extending to the left. 3. Road interchange according to claims 1 and 2, characterized in that a ascending and, respectively, descending ramp (10) extending in a plane curve is provided for each turning to the left. 4. Road interchange according to claim 3, characterized in that said plane curve is a circular arc comprising an angle of 90°. 5. Road interchange according to any of the preceding claims, characterized in that each traffic lane (9) for turning to the left extends approximately diagonally over the quadrilateral crossing (6). 6. Road interchange according to any of the preceding claims, characterized in that each traffic lane (9) for turning to the left extends approximately in an arc which is a part of a circumference of a virtual circle inscribed to said quadrilateral crossing (6). 7. Road interchange according to claim 6, characterized in that each said branch from the carriageway of one of the roads (1; 2) and each join to the carriageway of one of the roads (1; 2) extends approximately tangentially between the carriageway and said virtual circle. |
[0001] The present invention refers to a road interchange, preferably to a motorway interchange comprising several separate carriageways.
[0002] Motorway comprises interchanges and, respectively, junctions built in a sense of a grade separation, that is a separate traffic lane is used for the junction. If the junction requires lower speed limit as the main section of a roadway, a deceleration lane is used to decrease the speed, whereas an acceleration lane is used when entering the main section of a roadway from the junction. Junction ramps for primary traffic directions must be designed for speed of at least 80 km/h, wherein the smallest radius of the circular curve at the highest admissible road camber of 7 % amounts to 250 m. Said radius is even grater with smaller road camber, wherein the entire ramp exceeds 500 m in length. In case of crossing of two roadways the turning to the right is solved relatively simple, since the circular curve comprises an angle of 90°. The problem occurs with the turning to the left, since circular curve comprises an angle of 270°. In order to provide smooth crossing of ramps four level stack interchanges are designed in praxis. In addition to the radii of the circular curves the highest allowable vertical inclination and the smallest inclination of the vertical rounding is to be taken into account with these cases. With three or four level stack interchanges, and observing the regulations, the road interchange may cover the area even of 1 km 2 .
[0003] Known are various types of the road interchanges and, respectively, junctions with the cloverleaf interchange as the simplest version of the grade separation since it is designed as a two level stack interchange. A drawback of such solution lies in ramps turning to the left comprising an angle of 270°. Each ramp extends on its own section and does not overlap with none of other part of the junction. If a speed of 80 km/h is to be reached on the ramp, each ramp would exceed 250 m in radius and 1,2 km in length, and the used area would exceed 0,25 km 2 . The entire area of the junction would significantly exceed the size of 1 km 2 . Therefore, in praxis ramps turning to the left are built with radii of up to 75 m and with allowed speed of up to 50 km/h. In addition, the road section which represents an deceleration and, respectively, exit lane to the ramp, also represents acceleration lane for the vehicles coming from the neighbouring ramp, thus, resulting in lower traffic permeability. Though more complex designs show higher traffic permeability which is achieved by multiple level stack ramps, however, the problem still exists in the form of several bridges, high costs of construction and maintenance.
[0004] Furthermore, in the patent document No. EP 1 778 918 B1 is disclosed a solution of the road interchange consisting of intersecting roads with right traffic movement direction roadways and left, circular movement, direction roadways and overpasses. The roadways of the intersecting roads intended for driving through the junction makes a right of a wide radius before the viaduct and under it, and then makes a left turn of a wide radius up to the next viaduct and through it.
[0005] It is the object of the present invention to create a new road interchange which eliminates drawbacks of the know solutions.
[0006] According to the present invention, the object as set above is solved by features set forth in the characterising part of claim 1. Detail of the invention is disclosed in respective subclaims.
[0007] The invention is further described in detail by way of non-limiting embodiment, and with a reference to the accompanying drawings, where
Fig. 1 shows a three-dimensional view of a road interchange according to the invention,
Fig. 2 shows detail of the road interchange of Fig. 1 viewed from above,
Fig. 3 shows an embodiment of the road interchange of Fig. 2,
Fig. 4 shows additional embodiment of the road interchange of Fig. 2.
[0008] Road interchange according to the invention is represented on the basis of an embodiment where two roads 1; 2 cross each other in two level grade separation each of said roads comprises carriageways 3a, 3b; 3c, 3d each comprising at least one traffic lane, preferably two traffic lanes. In the present embodiment, a first road 1 and, respectively, the carriageways 3a, 3b thereof extend in the first level, whereas a second road 2 and, respectively, the carriageways 3a, 3b thereof extend in the second level. Here, the second level extends above the first level. Usually, the carriageways 3a, 3b; 3c, 3d of each road 1; 2 in a first section 4 extend in parallel and in a relatively small mutual distance. In the area directly before the junction the carriageways 3a, 3b; 3c, 3d of each road 1; 2 pass from the first section 4 into a second section 5, wherein said carriageways extend for a certain length in a curve and branch in a sense of the letter Y. When the carriageways 3a, 3b; 3c, 3d of each road 1; 2 reach the end region of the second section 5, where they are maximal spaced apart, said carriageways pass into a third section 6 which represents the main junction. Said third section 6 is basically formed linear in a manner of a quadrilateral, such as a square, and lies in the region of all four crossing carriageways 3a, 3b; 3c, 3d, thus creating enough space for turning to the left.
[0010] Turning to the right is carried out in each carriageway 3a, 3b; 3c, 3d in a manner that at least one traffic lane 7 extending to the right, of the carriageway 3b of the first road 1 for example, branches therefrom and joins over a respective curve to the traffic lane extending to the right of the carriageway 3c of the second road 2. Furthermore, at least one traffic lane 7 extending to the right, of the carriageway 3d of the second road 2, branches therefrom and joins over a respective curve to the traffic lane extending to the right of the carriageway 3b of the first road 1. The remaining branches to the right of each road 1; 2 extend analogue to the aforementioned.
[0011] Each traffic lane 7 extending to the right of the first carriageway is accomplished due to said two level stack arrangement of the roads 1; 2 over a respective ascending and, respectively, descending ramp 8, so that it can join flawlessly to the second carriageway extending in the second level.
[0012] Fig. 2 shows said third section and, respectively, main crossing 6 of said roads 1; 2 with separate carriageways 3a, 3b; 3c, 3d, wherein the roads 1; 2 crosses in two levels. Regions inside which there is provided turning to the right are not shown. Said crossing 6 is formed in a sense of a quadrilateral, such as a square, the outer sides thereof represent carriageways 3a, 3b of the first road 1 and carriageways 3c, 3d of the second road 2. [0013] Turning to the left in each carriageway 3a, 3b; 3c, 3d is carried out in a manner that inside said quadrilateral crossing 6 at least one traffic lane 9 extending to the left, of the carriageway 3b for example, branches therefrom and joins over a respective curve to the traffic lane extending to the left of the carriageway 3d of the second road 2. Furthermore, at least one traffic lane 9 extending to the right, of the carriageway 3d of the second road 2, branches therefrom and joins over a respective curve to the traffic lane extending to the left of the carriageway 3a of the first road 1. The remaining branches to the left of each road 1; 2 extend analogue to the aforementioned.
[0014] In each case turning to the left is carried out over ascending and, respectively, descending ramp 10 known per se which extends in a plane curve, preferably over a circular arc. It is sufficient for the safe traffic flow for said circular arc of the ramp 10 comprises an angle of 90°. As a result, the ramp 10 for turning to the left is relatively short, thus reducing the construction costs substantially. In addition, said angle of 90° of the circular arc means that a ramp 10 having larger radius of the circular arc in the plane of the crossing 6 may be formed in an area of equal size, thus enabling higher allowable speeds on said ramp 10.
[0015] The start of said ramp 10 is marked with a point A where a traffic lane 9 for turning to the left branches from the carriageway 3d of the second road 2. Afterwards, said ramp 10 extends in point B above a first ramp of the carriageway 3b of the first road 1 and extends in point C above a second ramp of the carriageway 3a of the first road 1, and than said ramp 10 joins in point D the carriageway 3a of the first road 1. Analogue applies for the rest of the traffic lanes for turning to the left.
[0016] The distance between said grade separations of the roads 1; 2 enables the respective height of underpasses, overpasses and other road objects without representing any obstacle for the vehicles on the roads.
[0017] Another embodiment of the crossing 6 provides that turning to the left is designed in a manner that each traffic lane 9 for turning to the left extends approximately diagonally across quadrilateral formed crossing 6. [0018] Yet another embodiment provides that turning to the left is designed in a manner that each traffic lane 9 for turning to the left extend approximately in an arc which is a section of a circumference of a virtual circle inscribed to said quadrilateral formed crossing 6. Each branch from the carriageway of one of the roads 1; 2 and each join to the carriageway of the other of the roads 1; 2 extends approximately as a tangent between the carriageway and said virtual circle.
[0019] In case of the exceptionally unsymmetrical traffic load a form of the crossing 6 is possible in which only two ramps for turning to the left are provided inside the quadrilateral form of the crossing 6, or three ramps for turning to the left are provided inside the quadrilateral form of the crossing 6. Due to the uniform vertical inclination even higher speed or smaller dimension of the internal square is allowed on said ramps. For the rest, missing possibilities of turning to the left, any of the aforementioned solution can be used.