SIGNAL-FREE ROADWAY INTERCHANGE

Abstract

Taught herein is a signal-free roadway interchange, comprising a plurality of longitudinal lanes and a plurality of transverse lanes intersecting the longitudinal lanes; wherein an intersection between the longitudinal lane and the transverse lane is grade-separated, one of the longitudinal lane and the transverse lane ascends gradually at first, crosses a lane perpendicular thereto, and descends gradually to form a viaduct; a plurality of right-turn lanes are disposed at four corners of the intersection, for connecting to the transverse lanes or longitudinal lanes perpendicular thereto; a plurality of pedestrian bridges crossing the longitudinal lanes and the transverse lanes are disposed at four outer corners of the intersection; and a pair of pedestrian channels respectively parallel to the longitudinal lanes and the transverse lanes connect every two opposite pedestrian bridges. The signal-free roadway interchange does not need signal lights, and enables vehicles and pedestrians to pass separately without stoppage, which greatly improves the traffic condition, and reduces fatalities caused by traffic accidents.

Description

CROSS-REFERENCE TO RELATED APPLICATIONS

This application claims priority to Chinese Patent Application No. 200610060196.9 filed on Apr. 5, 2007 and Chinese Patent Application 200710006847.0 filed on Jan. 31, 2007, the contents of which are incorporated herein by reference.

BACKGROUND OF THE INVENTION

1. Field of the Invention

The invention relates to an interchange, and particularly to a signal-free roadway interchange.

2. Description of the Related Art

Conventionally, traffic signals are used to regulate the flow of traffic at intersections. However, it is has been proven that an intersection with traffic signals has many disadvantages: firstly of all, traffic utilization is greatly reduced due to a fact that as a red light switches to a green light, 50% of vehicles on the road have to stop and wait, which causes 25% of roads to be vacant. Moreover, both vehicles and pedestrians are prone to get impatient and commit traffic violation after long period of waiting, which may directly increase the number of traffic accidents.

SUMMARY OF THE INVENTION

In view of the above-described problems, it is one objective of the invention to provide a signal-free roadway interchange that enables vehicles and pedestrians to pass separately without any stoppage, so as to improve the traffic condition, and to reduce fatalities caused by traffic accidents.

To achieve the above objectives, in accordance with one aspect of the present invention, there is provided a signal-free roadway interchange, comprising a plurality of longitudinal lanes and a plurality of transverse lanes intersecting the longitudinal lanes; wherein an intersection between the longitudinal lane and the transverse lane is grade separated, one of the longitudinal lane and the transverse lane ascends gradually at first, then crosses a lane perpendicular thereto, and descends gradually to form a viaduct; a plurality of right-turn lanes are disposed at four corners of the intersection for connecting to the transverse lanes or longitudinal lanes perpendicular thereto; a plurality of pedestrian bridges crossing the longitudinal lanes and the transverse lanes are disposed at four outer corners of the intersection; and a pair of pedestrian channels respectively parallel to the longitudinal lanes and the transverse lanes connect every two opposite pedestrian bridges.

In certain classes of this embodiment, one of the longitudinal lanes and the transverse lanes passes under the viaduct.

In certain classes of this embodiment, a plurality of regions separated from one another are formed at the outer portion of the longitudinal lanes and the transverse lanes.

In certain classes of this embodiment, the signal-free roadway interchange further comprises a plurality of arc-shaped right-turn lanes for connecting the longitudinal lanes with the transverse lanes, and for enabling vehicles traveling on a lane to make a right-hand turn to a lane perpendicular thereto.

In certain classes of this embodiment, each of the pedestrian channels extends from the opposite pedestrian bridges.

In certain classes of this embodiment, the pedestrian channel is disposed higher than the longitudinal lane or the transverse lane.

In certain classes of this embodiment, the signal-free roadway interchange further comprises a plurality of separation zones disposed at the four inner corners of the intersection.

In certain classes of this embodiment, a width of the pedestrian channel is approximately the same as that of the separation zone.

In certain classes of this embodiment, the longitudinal lane or the transverse lane descends gradually when approaching the pedestrian bridge.

In certain classes of this embodiment, the longitudinal lane or the transverse lane ascends gradually when traveling off the pedestrian bridge.

In accordance with another aspect of the present invention, there is provided a signal-free roadway interchange, comprising a plurality of longitudinal lanes and a plurality of transverse lanes intersecting the longitudinal lanes; wherein an intersection between the longitudinal lane and the transverse lane is grade separated, one of the longitudinal lane and the transverse lane ascends gradually first, crosses a lane perpendicular thereto, and descends gradually to form a viaduct, a plurality of right-turn lanes are disposed at four corners of the intersection, for connecting to the transverse lanes or longitudinal lanes perpendicular thereto; a plurality of pedestrian bridges crossing the longitudinal lanes and the transverse lanes is disposed at a certain distance away from the intersection; and a pair of pedestrian channels respectively parallel to the longitudinal lanes and the transverse lanes connects every two opposite pedestrian bridges.

In certain classes of this embodiment, one of the longitudinal lanes and the transverse lanes passes under the viaduct.

In certain classes of this embodiment, a plurality of regions separated from each other are formed at the outer portion of the longitudinal lanes and the transverse lanes.

In certain classes of this embodiment, the signal-free roadway interchange further comprises a plurality of arc-shaped right-hand turn lanes for connecting the longitudinal lanes with the transverse lanes, and for enabling vehicles traveling on a lane to make a right-turn to a lane perpendicular thereto.

In certain classes of this embodiment, each of the pedestrian channels extends from the opposite pedestrian bridges.

In certain classes of this embodiment, the pedestrian channel is disposed higher than the longitudinal lane or the transverse lane.

In certain classes of this embodiment, the signal-free roadway interchange further comprises a plurality of separation zones disposed at the four inner comers of the intersection.

In certain classes of this embodiment, a width of the pedestrian channel is approximately the same as that of the separation zone.

In certain classes of this embodiment, the longitudinal lane or the transverse lane descends gradually when approaching the pedestrian bridge.

In certain classes of this embodiment, the longitudinal lane or the transverse lane ascends gradually when traveling off the pedestrian bridge.

The interchange of the present invention provides the following advantages compared with the prior art:

• • a. the invention provides an express city traffic system without signals and stoppage;
  • b. the invention facilitates direct movement, right-turn, and left-turn of vehicles without crossing;
  • c. the grade-separated intersection of the invention avoids conventional crossing of two-way lanes or four-way lanes;
  • d. pedestrians are separated from vehicles, and may freely cross the lanes without stoppage;
  • e. vehicles may travel freely without stoppage and signals;
  • f. a conventional complex multi-layer interchange is replaced by a single-layer interchange, which simplifies and optimizes the structure thereof, and
  • g. the invention is easy for construction, and thus, cost spent thereon is significantly reduced.

BRIEF DESCRIPTION OF THE DRAWINGS

The invention is described hereinafter with reference to accompanying drawings, in which:

FIG. 1 is a prospective view of a signal-free roadway interchange of a first exemplary embodiment of the invention; and

FIG. 2 is a prospective view of a signal-free roadway interchange of a second exemplary embodiment of the invention.

DETAILED DESCRIPTION OF THE INVENTION

FIG. 1 is a prospective view of a signal-free roadway interchange of a first exemplary embodiment of the invention.

The signal-free roadway interchange 10 comprises a plurality of transverse lanes 11, a plurality of longitudinal lanes 12, and a plurality of right-turn lanes 15, 16, 17 and 18 for connecting the longitudinal lanes 12 with the transverse lanes 11.

In this embodiment, the transverse lanes 11 and the longitudinal lanes 12 are perpendicularly intersected, and the right-turn lanes 15, 16, 17 and 18 are arc-shaped. It should be noted that in other embodiments, the transverse lanes 11 and the longitudinal lanes 12 are not perpendicularly intersected.

Vehicles on the transverse lanes 11 travel in a first direction 111 and a second direction 112 opposite thereto. Vehicles on the longitudinal lanes 12 travel in a third direction 121 and a fourth direction 122 opposite thereto.

An intersection between the longitudinal lanes 12 and the transverse lanes 11 is grade-separated.

In detail, the transverse lane 11 firstly ascends gradually, crosses the longitudinal lanes 12 and then descends gradually, so as to form a viaduct, and the longitudinal lane 12 passes under the viaduct. In another embodiment, the longitudinal lane 12 firstly ascends gradually, then crosses the transverse lanes 11, and descends gradually, so as to form a viaduct, and the transverse lane 11 passes under the viaduct.

There are no traffic lights at the intersection, and therefore vehicles on the road are capable of passing without stoppage. In another embodiment, the intersection between the longitudinal lanes 12 and the transverse lanes 11 may be a tunnel, where the transverse lanes 11 pass therein, and the longitudinal lanes 12 pass thereabove.

A first region 14A, a second region 14B, a third region 14C and a fourth region 14D separated from each other are formed at the outer portion of the longitudinal lanes 12 and the transverse lanes 11.

The right-turn lanes 15, 16, 17 and 18 connect the longitudinal lanes 12 with the transverse lanes 11, and make it possible for vehicles traveling on a lane to make a right-hand turn onto a lane perpendicular thereto.

In detail, vehicles traveling on the transverse lane 11 in the first direction 111 are capable of making a 90-degree right turn onto the longitudinal lane 12 in the third direction 121 via the right-hand turn lane 15 in the first region 14A, so as to facilitate a right turn. Vehicles traveling on the transverse lane 11 in the first direction 111 are capable of making a 90-degree back turn to the longitudinal lane 12 in the fourth direction 122 via the right-turn lane 16 in the second region 14B, so as to facilitate a right turn.

Vehicles traveling on the transverse lane 11 in the second direction 112 are capable of making a 90-degree turn to the longitudinal lane 12 in the fourth direction 122 via the right-turn lane 15 in the third region 14C, so as to facilitate a right turn. Vehicles traveling on the transverse lane 11 in a second direction 112 are capable of making a 90-degree turn to the longitudinal lane 12 in the third direction 121 via the right-turn lane 16 in the second region 14D, so as to facilitate a right turn.

Vehicles traveling on the transverse lane 12 in the third direction 121 are capable of making a 90-degree turn to the transverse lane 11 in the second direction 112 via the right-turn lane 15 in the fourth region 14D, so as to facilitate a right turn. Vehicles traveling on the longitudinal lane 12 in the third direction 121 are capable of making a 90-degree turn to the transverse lane 11 in the first direction 111 via the right-turn lane 16 in the first region 14A, so as to facilitate a right turn.

Vehicles traveling on the transverse lane 12 in the fourth direction 122 are capable of making a 90-degree turn to the transverse lane 11 in the first direction 111 via the right-turn lane 15 in the second region 14B, so as to facilitate a right turn. Vehicles traveling on the longitudinal lane 12 in the fourth direction 122 are capable of making a 90-degree turn to the transverse lane 11 in the second direction 112 via the right-turn lane 16 in the third region 14C, so as to facilitate a right turn.

By way of the transverse lane 11 and the longitudinal lane 12, vehicles are capable of traveling freely thereon in multiple directions without stoppage, therefore no signal is needed, and the traffic condition is greatly improved.

Two pairs of pedestrian bridges 17A and 17B, and 18A and 18B crossing the longitudinal lane 12 and the transverse lane 11, respectively, are disposed at four outer corners of the intersection between the transverse lane 11 and the longitudinal lane 12, so as to allow pedestrians to pass over the longitudinal lane 12 and the transverse lane 11. By setting up the pedestrian bridges 17A, 17B, 18A and 18B, pedestrians and vehicles are separated from each other.

In detail, a first pedestrian bridge 17A and a second pedestrian bridge 17B crossing the transverse lane 11 are disposed at two outer corners of the intersection between the transverse lane 11 and the longitudinal lane 12. Intersections between the transverse lane 11 and the first pedestrian bridge 17A and the second pedestrian bridge 17B are a first semi-subway 171A and a second semi-subway 171B, respectively. The transverse lane 11 passes under the first pedestrian bridge 17A and the second pedestrian bridge 17B via the first semi-subway 171A and the second semi-subway 171B, respectively.

In another embodiment, the pedestrian bridge is disposed at a certain distance away from the intersection. As shown in FIG. 2, which is a prospective view of a signal-free roadway interchange of a second exemplary embodiment of the invention, the pedestrian bridge 19A is disposed on the ground, but does not create an intersection. The longitudinal lane 12 passes under the pedestrian bridge 19A via a semi-subway 191A.

A third pedestrian bridge 18A and a fourth pedestrian bridge 18B crossing the longitudinal lane 12 are disposed at two outer corners of the intersection between the transverse lane 11 and the longitudinal lane 12. Intersections between the longitudinal lane 12 and the third pedestrian bridge 18A and the fourth pedestrian bridge 18B are a third semi-subway 181A and a fourth semi-subway 181B, respectively. The longitudinal lane 12 passes under the third pedestrian bridge 18A and the fourth pedestrian bridge 18B via the third semi-subway 181A and the fourth semi-subway 181B, respectively.

Now referring to FIGS. 1 and 2, to enable pedestrians on one of the pedestrian bridges 17A, 17B, 18A and 18B to get to a pedestrian bridge parallel thereto, two pedestrian channels 21 and 22 respectively connecting the pedestrian bridges 17A to 17B, and 18A to 18B, are disposed between the transverse lanes 11 in the first direction 111 and those in the second direction 112, and between the longitudinal lanes 12 in the third direction 121 and those in the fourth direction 122, respectively.

A width of the pedestrian channel 21 is approximately the same as that of a separation zone between the transverse lanes 11 in the first direction 111 and those in the second direction 112; and a width of the pedestrian channel 22 is approximately the same as that of a separation zone between the longitudinal lanes 12 in the third direction 121 and those in the fourth direction 122.

The signal-free roadway interchange 10 of the invention does not require the use of signal lights, and enables vehicles and pedestrians to pass separately without stoppage, which greatly improves traffic conditions, and reduces fatalities caused by traffic accidents.

While particular embodiments of the invention have been shown and described, it will be obvious to those skilled in the art that changes and modifications may be made without departing from the invention in its broader aspects, and therefore, the aim in the appended claims is to cover all such changes and modifications as fall within the true spirit and scope of the invention.

Claims

1. A signal-free roadway interchange, comprising

a plurality of longitudinal lanes; and

a plurality of transverse lanes disposed non-parallel to the longitudinal lanes;

wherein

the longitudinal lanes and the transverses lane are grade-separated;

one of the longitudinal lane or the transverse lane ascends gradually at first, then crosses the other to form a viaduct, and descends gradually;

a plurality of right-turn lanes for connecting to the transverse lanes or longitudinal lanes perpendicular thereto, are disposed at four corners of the interchange;

a plurality of pedestrian bridges crossing the longitudinal lanes and the transverse lanes are disposed at the four outer corners of the interchange; and

a pair of pedestrian channels parallel to the longitudinal lanes and the transverse lanes, respectively, connect every two opposite pedestrian bridges.

2. The interchange of claim 1, wherein either the longitudinal lanes or the transverse lanes pass under the viaduct.

3. The interchange of claim 1, wherein a plurality of regions separated from each other are formed at the outer portion of the longitudinal lanes and the transverse lanes.

4. The interchange of claim 1, further comprising a plurality of arc-shaped right-hand turn lanes for connecting the longitudinal lanes with the transverse lanes, and for enabling vehicles traveling on the longitudinal lanes to make a right turn into the transverse lanes, or vice versa.

5. The interchange of claim 1, wherein each of the pedestrian channels extends from the opposite pedestrian bridges.

6. The interchange of claim 5, wherein the pedestrian channel is disposed higher than the longitudinal lane or the transverse lane.

7. The interchange of claim 6, further comprising four separation zones disposed at four inner corner of the interchange, respectively.

8. The interchange of claim 7, wherein a width of the pedestrian channel is approximately the same as that of the separation zone.

9. The interchange of claim 1, wherein the longitudinal lane or the transverse lane descends gradually when approaching the pedestrian bridge.

10. The interchange of claim 9, wherein the longitudinal lane or the transverse lane ascends gradually when traveling off the pedestrian bridge.

11. A signal-free roadway interchange, comprising

a plurality of longitudinal lanes; and

a plurality of transverse lanes disposed non-parallel to the longitudinal lanes;

wherein

the longitudinal lanes and the transverses lane are grade-separated;

one of the longitudinal lane and the transverse lane ascends gradually at first, then crosses a lane perpendicular thereto to form a viaduct, and descends gradually;

a plurality of right-turn lanes are disposed at four corners of the interchange, for connecting to the transverse lanes or longitudinal lanes perpendicular thereto;

a plurality of pedestrian bridges crossing the longitudinal lanes and the transverse lanes are disposed at a certain distance away from the interchange; and

a pair of pedestrian channels respectively parallel to the longitudinal lanes and the transverse lanes connect every two opposite pedestrian bridges.

12. The interchange of claim 11, wherein one of the longitudinal lanes or the transverse lanes passes under the viaduct.

13. The interchange of claim 11, wherein a plurality of regions separated from each other are formed at the outer portion of the longitudinal lanes and the transverse lanes.

14. The interchange of claim 11, further comprising a plurality of arc-shaped right-hand turn lanes for connecting the longitudinal lanes with the transverse lanes, and for enabling vehicles traveling on the longitudinal lanes to make a right turn into the transverse lanes, or vice versa.

15. The interchange of claim 11, wherein each of the pedestrian channels extends from the opposite pedestrian bridges.

16. The interchange of claim 15, wherein the pedestrian channel is higher than the longitudinal lane or the transverse lane.

17. The interchange of claim 16, further comprising four separation zones disposed at four inner corner of the interchange, respectively.

18. The interchange of claim 17, wherein a width of the pedestrian channel is approximately the same as that of the separation zone.

19. The interchange of claim 11, wherein the longitudinal lane or the transverse lane descends gradually when approaching the pedestrian bridge.

20. The interchange of claim 19, wherein the longitudinal lane or the transverse lane ascends gradually when traveling off the pedestrian bridge.