ROAD AND FREEWAY INTERCHANGE

An interchange for road and freeways that allows for a constant movement of traffic via entrances and exits from a circular road accessible from all directions.

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Description

FIELD OF THE INVENTION

This invention relates to an road and freeway interchange that can be built at a lower cost than prior art interchanges, and can allow traffic to not stop at intersections, which saves fuel, and reduces time sitting at stop lights.

BACKGROUND OF THE INVENTION

A safer and cost effective interchange layout applicable to primary road interchanges at a freeways as well as freeway to freeway Interchanges is sorely needed for areas with limited right of way (ROW) or limited budgets. The current interchange library consists of designs with several conflict points regulated by using signals or stop operations. It is inferred from safety records and cost data for the current systems that an alternative is needed.

The present invention is a new tool for interchange designers and for Transportation Agencies to consider. This may also be referred to as a road grade separation. The present invention has the potential to become the interchange standard for the country.

A safer and cost effective interchange layout applicable to Primary Road To Freeway Interchanges as well as Freeway to Freeway Interchanges. It primarily relies on traffic free flow movement within the interchange without signals or stop operations. Benefits of using the present invention include (1) increased safety, (2) efficient, (3) simple, (4) flexible, (5) less expensive to construct, (6) environmentally friendly (7) relies on tested construction and design procedures.

There is a need to create a road and freeway interchange that is intuitive to users.

There also exists a need to create an interchange that does not need traffic signal, and also eliminates the need for emergency power generators for signals.

There is also a need to eliminates hot spot emissions associated with signalized urban interchanges.

There is also a for an interchange that reduces chances of wrong-way entry onto freeways.

There is also a need for an interchange to perfect maintenance of traffic during construction since most of the system can be built off-line.

There is also a need for an interchange that is very effective at depressed freeway locations.

There is also a need for an interchange that has multiple road safety advantages, including, but not limited to:

    • a Eliminates directional conflict points for all movements
    • b. Eliminates platooning associated with signals
    • c. Eliminates weave-merge movements on freeways
    • d. Provides turning radii twice as long as loop ramps for the same ROW
    • e. Redundant ramp (FTF) system allowing for a bypass in case of accidents
      There is also a need for an interchange that has multiple road design advantages:
    • a Eliminates weave-merge movements on freeways
    • b. It requires a small foot print making it applicable for tight ROW locations
    • c. Accommodates sharply skewed road alignments
    • d. Accommodates irregular intersections and multi-leg roads at interchanges
    • e. Applicable to divided and undivided highways

There is also a need for an interchange that has multiple bridge advantages:

    • a Eliminates the need for high and long ramp bridges for indirect freeway to freeway movements
    • b. Reduces a four level freeway interchange to a three level freeway interchange
    • c. Eliminates the need for separate infrastructures for AM and PM peak traffic volumes
    • d. Requires shorter span bridges allowing for smaller beams sections and increased vertical clearance without raising approach roadways.

There is also a need for an interchange with the following advantages, replacing eight ramps with four; easy maintenance of traffic (MOT) since the new bridges and circular road can be built off main line; eliminates weave merge lanes on the freeway; no collector-distributor (CD) roads, as required for modern Cloverleaf Interchanges; reduces chances of wrong-way entry onto the freeway; no traffic signals are needed; eliminates the need for emergency power generators for signals; it requires a small foot print allowing it to fit the ROW; it requires a small foot print making for proper and grading without guardrail; eliminates emission hot spots associated with signalized urban interchanges; reduces the pavement area on ramps and roads. Lane splitters can be added, if needed for capacity

Multiple embodiments of the system are disclosed herein. It will be understood that other objects and purposes of the invention, and variations thereof, will be apparent upon reading the following specification and inspecting the accompanying drawings.

SUMMARY OF THE INVENTION

One aspect of the current invention is A road interchange (10), comprising: a freeway (20); a road (30); a west east bound off ramp (120) extending from said west bound freeway lane (250) to a north bound on ramp (160), said north bound on ramp (160) extending to a north bound road lane (260); an east bound off ramp (140) extending from an east bound freeway lane (240) to a south bound on ramp (180), said south bound on ramp (180) extending to a south bound road lane (270); a south bound off ramp (170) extending from a south bound road lane (270) to a west bound on ramp (130), said west bound on ramp (130) extending to a west bound freeway lane (250); a north bound off ramp (190) extending from a north bound road lane (260) to a east bound on ramp (150), extending to an east bound freeway lane (240); a circular road (40) connecting said west bound off ramp (120) to said north bound on ramp (160); said circular road (40) connecting said east bound off ramp (140) to said south bound on ramp (130); said circular road (40) connecting said south bound off ramp (170) to said west bound on ramp (130); and said circular road (40) connecting said north bound off ramp (190) to said east bound on ramp (150).

Another aspect of the present invention is a freeway interchange (10), comprising: a freeway (20); a second freeway (280); a west east bound off ramp (120) extending from said west bound freeway lane (250) to a north bound on ramp (160), said north bound on ramp (160) extending to a north bound freeway lane (290); an east bound off ramp (140) extending from an east bound freeway lane (240) to a south bound on ramp (180), said south bound on ramp (180) extending to a south bound freeway lane (300); a south bound off ramp (170) extending from a south bound freeway lane (300) to a west bound on ramp (130), said west bound on ramp (130) extending to a west bound freeway lane (250); a north bound off ramp (190) extending from a north bound freeway lane (290) to an east bound on ramp (150), said east bound on ramp (130) extending to an east bound freeway lane (240); a circular road (40) connecting said west bound off ramp (120) to said north bound on ramp (160); said circular road (40) connecting said east bound off ramp (140) to said south bound on ramp (130); said circular road (40) connecting said south bound off ramp (170) to said west bound on ramp (130); and said circular road (40) connecting said north bound off ramp (190) to said east bound on ramp (150).

These and other features, aspects and advantages of the present invention will become better understood with reference to the following drawings, description and claims.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a top view of one embodiment of the road to freeway interchange of the present invention;

FIG. 2 is a side view of one embodiment of a road to freeway interchange of the present invention;

FIG. 3 is a side view of another embodiment of a road freeway interchange of the present invention;

FIG. 4 is a top view of one embodiment of the freeway to freeway interchange of the present invention;

FIG. 5 is a side view of one embodiment of FIG. 4;

FIG. 6 is a side view of another embodiment of FIG. 4;

FIG. 7 is a top view of a third embodiment of the present invention;

FIG. 8 is a side view of FIG. 7; and

FIG. 9 is another side view of FIG. 7.

DETAILED DESCRIPTION

Reference Numerals

  • 10 road and freeway interchange
  • 20 freeway
  • 30 road
  • 40 circular road
  • 50 ramp
  • 60 road merge lane
  • 70 road to freeway interchange
  • 80 freeway to freeway interchange
  • 90 bridge
  • 91 bridge over circular road and under second freeway
  • 100 Interchange counterclockwise traffic direction
  • 110 primary road traffic direction
  • 120 west bound off ramp
  • 130 west bound on ramp
  • 140 east bound off ramp
  • 150 east bound on ramp
  • 160 north bound on lanes
  • 170 south bound off lanes
  • 180 south bound on lanes
  • 190 north bound off lanes
  • 240 east bound freeway lane
  • 250 west bound freeway lane
  • 260 north bound road lane
  • 270 south bound road lane
  • 280 second freeway
  • 290 north bound freeway lane
  • 300 south bound freeway lane
  • 310 first bypass
  • 320 second bypass
  • 330 third bypass
  • 340 fourth bypass
  • 350 bridge
  • 360 two-level interchange
  • 370 three-level interchange

The following detailed description is of the best currently contemplated modes of carrying out the invention. The description is not to be taken in a limiting sense, but is made merely for the purpose of illustrating the general principles of the invention, since the scope of the invention is best defined by the appended claims.

Certain terminology will be used in the following description for convenience and reference only, and will not be limiting. For example, the words “upwardly,” “downwardly,” “rightwardly,” and “leftwardly” will refer to directions in the drawings to which reference is made. The words “inwardly” and “outwardly” will refer to directions toward and away from, respectively, the geometric center of the system and designated parts. Said terminology will include the words specifically mentioned, derivatives, and similar words. Also, “connected to,” “secured to,” or similar language includes the definitions “indirectly connected to,” “directly connected to,” “indirectly secured to,” and “directly secured to.”

The directional terms, east, west, north, and south are for descriptive purposes, and any configuration may be rotated or realigned.

Circular, oval, teardrop and a combination thereof can be used for counter clock movement.

As illustrated in FIG. 1, the present invention 10 may be used in to connect a primary road 30 to a freeway 20, and it may be a two-level interchange 360.

In one embodiment, the components of a road to a freeway interchange 70 may be four ramps 50 connecting the freeway 20 to a circular road 40.

One circular road 40 may be straddling the freeway 20 and connecting the freeway ramps 50 to the road merge lanes 60.

Two road merge lanes 60 for each road leg—shown, on and off merge lanes per road leg.

Subject to capacity analysis, the two bridges 90 must have the proper number of lanes. Most locations will require single lane bridges 90.

In one embodiment a freeway 20 may have an east bound freeway lane 240, and a west bound freeway lane 250. A road 30 may have a northbound lane 260 and a southbound lane 270.

A west bound off ramp 120 may extend from the west freeway lane 250 to a northbound on ramp 160. An east bound off ramp 140 may extend from an east bound freeway lane 240 to a south bound on ramp 180.

A south bound off ramp 170 may extend from a south bound road land 270 to a west bound on ramp 130. A north bound off ramp 190 may extend from a north bound road lane 260 to an east bound on ramp 150.

A circular road 40 may connect the west bound off ramp 120 to the north bound on ramp 160. The circular road 40 may connect the east bound off ramp 140 to the south bound on ramp 130. The circular road 40 may connect the south bound off ramp 170 to the west bound on ramp 130. The circular road 40 may connect the north bound off ramp 190 to the east bound on ramp 150.

In use, a circular road 40 may split the primary road traffic that travels in a primary road traffic direction 110 into a single counter clock wise movement 100 allowing for four diamond ramps 50 to accommodate all movements from the circular road 40 to the freeway 20. The concept applies to multiple roads intersecting the freeway.

Traffic can flow from the circular road 40 to either the west bound on ramp 130, the east bound on ramp 140, the south bound on ramp 180, or the north bound on ramp 160. Also, traffic can flow from either the west bound off ramp 120, east bound off ramp 140, south bound off ramp 170 or the north bound off ramp 190 to the circular road (40).

As illustrated in FIG. 2, the circular road 40 may be in a single plane and disposed above the freeway 20. Alternatively if may be disposed under the freeway 20 as illustrated in FIG. 3.

FIG. 4 illustrates another embodiment of the present invention 10. Here, the present invention 10 may be used to connect a freeway 20 to another freeway 280, and it may be a three-level interchange 370, as shown in FIGS. 5 and 6.

In one embodiment the components of a freeway to freeway interchange may include four ramps 50 in a diamond layout connecting the two freeways 20, 280 for direct movements; four ramps 50 connecting the two freeways 20, 280 to the circular road 40 for indirect movements; one circular road 40 straddling both freeways 20, 280 and connecting up to eight freeway ramps 50 to the circular road. The circular road and its four bridges must be in a single plane; four bridges; two over the E-W freeway and two under the N-S freeway. Subject to capacity analysis, the four bridges must have the proper number of lanes. Most locations will require a single lane bridge. The center bridge 350 is for the N-S freeway 280 over the E-W freeway 20, or vice versa.

FIG. 4 illustrates a freeway interchange 10 having a freeway 20 crossing over, or under a second freeway 280.

A west east bound off ramp 120 may extend from the west bound freeway lane 250 to a north bound on the circular road and then onto ramp 160. The north bound on ramp 160 may extend to a north bound freeway lane 290.

An east bound off ramp 140 may extend from an east bound freeway lane 240 to the circular road and then to a south bound on ramp 180. The south bound on ramp 180 may extend to a south bound freeway lane 300. A south bound off ramp 170 may extend from a south bound freeway lane 300 to the circular road and then to a west bound on ramp 130. The west bound on ramp 130 may extend to a west bound freeway lane 250.

A north bound off ramp 190 may extend from a north bound freeway lane 290 to the circular road and then to an east bound on ramp 150, the east bound on ramp 130 may extend to an east bound freeway lane 240.

A circular road 40 may connect the west bound off ramp 120 to the circular road and then to the north bound on ramp 160.

In one embodiment the circular road 40 may connect the east bound off ramp 140 to the south bound on ramp 180; and the south bound off ramp 170 to said west bound on ramp 130; and the north bound off ramp 190 to the east bound on ramp 150.

Also a first bypass 310 may connect the west bound freeway lane 250 to a north bound freeway lane 290. A second bypass 320 may connect the said south bound freeway lane 300 to a west bound freeway lane 250. A third bypass 330 may connect the east bound freeway lane 240 to a south bound freeway lane 300. And a fourth bypass 340 may extend or connect from the north bound freeway lane 290 to an east bound freeway lane 240.

As illustrated in FIG. 4, the bypasses 310, 320, 330, 340 may be located inwardly with respect to the circular road 40.

As illustrated in FIG. 7, the bypasses 310, 320, 330, 340 may be located outside of the circular road 40.

In a further embodiment, one or more bypass may be disposed inside the circular road 40, and some may be outside of the circular road 40.

The apparatus of claim 6, wherein said circular road (40) is disposed above said freeway (20) and said circular road (40) is supported by 4 bridges (90).

As seen in FIGS. 5 and 6, in use, the interchange 10 may be a three levels interchange 370 with the circular road 40 being the mid level allowing traffic to rotate 270 degrees to accommodate indirect traffic movements such as northbound to westbound and westbound to southbound. All traffic movement within the circular road must be a single direction, typically counterclockwise. The circular road 40 may be disposed above, or below the freeway 20. The circular road 40 may be disposed above or below the second freeway 280. And the freeway 20 may be above or below the second freeway 280. A bridge 350 may support the freeway 20, or second freeway 280. Bridge 91 may support second freeway 280 over the circular road 40.

FIG. 5 illustrates the second freeway 280 supported by a bridge 350 and disposed above the freeway 20, and above the circular road 40. The freeway 20 may be at ground level or depressed below grade level.

FIG. 6 illustrates the second freeway 280 supported by a bridge 350 and disposed above the freeway 20 and above the circular road 40.

In use, traffic can flow from said circular road 40 to any of the west bound on ramp 130, the east bound on ramp 150, the south bound on ramp 180, or the north bound on ramp 160. Also, traffic can flow from either the west bound off ramp 120, east bound off ramp 140, south bound off ramp 170 or the north bound off ramp 190 to the circular road 40.

As illustrated in FIG. 8, the second freeway 280 may be supported by a bridge 350 above the freeway 20 and above the circular road 40.

Where ROW is tight, diamond ramps can be located inside the circular road, as shown. This layout will require wider bridges along the circular road to accommodate the four diamond ramps.

The present invention may also provides redundant ramp system to facilitate future ramp repairs and alternate routes in case of accidents on a ramp

It should be understood, of course, that the foregoing relates to exemplary embodiments of the invention and that modifications may be made without departing from the spirit and scope of the invention as set forth in the following claims.

Claims

1. A road interchange (10), comprising:

a freeway (20);
a road (30);
a west east bound off ramp (140) extending from said west bound freeway lane (250) to a north bound on ramp (160), said north bound on ramp (160) extending to a north bound road lane (260);
an east bound off ramp (140) extending from an east bound freeway lane (240) to a south bound on ramp (180), said south bound on ramp (180) extending to a south bound road lane (270);
a south bound off ramp (170) extending from a south bound road lane (270) to a west bound on ramp (130), said west bound on ramp (130) extending to a west bound freeway lane (250);
a north bound off ramp (190) extending from a north bound road lane (260) to a east bound on ramp (150), extending to an east bound freeway lane (240);
a circular road (40) connecting said west bound off ramp (120) to said north bound on ramp (160);
said circular road (40) connecting said east bound off ramp (140) to said south bound on ramp (130);
said circular road (40) connecting said south bound off ramp (170) to said west bound on ramp (130); and
said circular road (40) connecting said north bound off ramp (190) to said east bound on ramp (150).

2. The apparatus of claim 1, whereby traffic can flow from said circular road (40) to either said west bound on ramp (130), said east bound on ramp (150), said south bound on ramp (180), or said north bound on ramp (160).

3. The apparatus of claim 1, whereby traffic can flow from either said west bound off ramp (120), east bound off ramp (140), south bound off ramp (170) or said north bound off ramp (190) to said circular road (40).

4. The apparatus of claim 1, wherein said circular road (40) is disposed above said freeway (20) and said circular road (40) is supported by 2 bridges (90).

5. The apparatus of claim 1, wherein the road (30) and freeway (20) comprise a two-level interchange (360).

6. A freeway interchange (10), comprising:

a freeway (20);
a second freeway (280);
a west east bound off ramp (120) extending from said west bound freeway lane (250) to the circular road (40) and then to a north bound on ramp (160), said north bound on ramp (160) extending to a north bound freeway lane (290);
an east bound off ramp (140) extending from an east bound freeway lane (240) to the circular road (40) and then to a south bound on ramp (180), said south bound on ramp (180) extending to a south bound freeway lane (300);
a south bound off ramp (170) extending from a south bound freeway lane (300) to the circular road (40) and then to a west bound on ramp (130), said west bound on ramp (130) extending to a west bound freeway lane (250);
a north bound off ramp (190) extending from a north bound freeway lane (290) to the circular road (40) and then to an east bound on ramp (150), said east bound on ramp (130) extending to an east bound freeway lane (240);
a circular road (40) connecting said west bound off ramp (120) to said north bound on ramp (160);
said circular road (40) connecting said east bound off ramp (140) to said south bound on ramp (130);
said circular road (40) connecting said south bound off ramp (170) to said west bound on ramp (130); and
said circular road (40) connecting said north bound off ramp (190) to said east bound on ramp (150).

7. The apparatus of claim 6, further comprising:

a first bypass (310) from said west bound freeway lane (250) to a north bound freeway lane (290);
a second bypass (320) from said south bound freeway lane (300) to a west bound freeway lane (250);
a third bypass (330) extending from said east bound freeway lane (240) to a south bound freeway lane (300); and
a fourth bypass (340) extending from said north bound freeway lane (290) to an east bound freeway lane (240).

8. The apparatus of claim 6, wherein at least one of either said first bypass (310), said second bypass (320), said third bypass (330) or said fourth bypass (340) is disposed inwardly of said circular road (40).

9. The apparatus of claim 6, wherein at least one of either said first bypass (310), said second bypass (320), said third bypass (330) or said fourth bypass (340) is disposed outwardly of said circular road (40).

10. The apparatus of claim 6, whereby traffic can flow from said circular road (40) to either said west bound on ramp (130), said east bound on ramp (150), said south bound on ramp (180), or said north bound on ramp (160).

11. The apparatus of claim 6, whereby traffic can flow from either said west bound off ramp (120), east bound off ramp (140), south bound off ramp (170) or said north bound off ramp (190) to said circular road (40).

12. The apparatus of claim 6, wherein said circular road (40) is disposed above said freeway (20) and said circular road (40) is supported by two bridges (90).

13. The apparatus of claim 6, wherein said circular road (40) is disposed below said freeway (20) and said freeway (20) is supported by a bridge (350).

14. The apparatus of claim 6, wherein said second freeway (280) is supported above said freeway (20) by a bridge (350) so that said second freeway (280) does not intersect with said freeway (20).

15. The apparatus of claim 6, wherein said freeway (20) is supported above said second freeway (280) by a bridge (350) so that said freeway (20) does not intersect with said second freeway (280).

16. The apparatus of claim 6, wherein said freeway (20) and said second freeway (280) comprise a three-level interchange.

17. The apparatus of claim 6, wherein bridge (91) supports said second freeway (280) over said circular road (40).

Patent History

Publication number: 20130259566
Type: Application
Filed: Mar 27, 2012
Publication Date: Oct 3, 2013
Inventor: Nazeeh Oudeh (Northville, MI)
Application Number: 13/431,887

Classifications

Current U.S. Class: Road System (e.g., Elevated, Interchange) (404/1)
International Classification: E01C 1/04 (20060101);