SYNERGISTIC DUAL-MODES SUSTAINABLE INTERCHANGE

Abstract

The present application relates to a synergistic dual-modes sustainable interchange. The interchange is mainly formed by accessible highways and intersecting roads, herein disposed with a plane intersection of traffic lights and crosswalks; under the schedule of dual modes of one-red and one-green, the plane intersection is connected to the connecting roads for entering and exiting the accessible highways or entering and exiting the accessible highways from the intersecting roads; the upstream and downstream accessible cut-through lanes are respectively disposed on both sides of the plane intersection by overpasses, and rejoin at the other end. The group of ramps for entering and exiting the accessible highways, their relevant connecting roads and the ring roads configured with error-corrected U-turn mechanism, are all disposed between the upstream and downstream portions of the highway.

Description

TECHNICAL FIELD

This application relates to the field of road traffic technology and, particularly, to a synergistic dual-modes sustainable interchange with accessible highways.

BACKGROUND ART

Roads of two different travel directions need to form a specific interchange at the junction point to meet the needs of the vehicle going to different directions. The designs of the interchanges are rich in structures, for example, three or more level interchange of two intersecting freeways may adopt the structures such as Stack Interchange, Contraflow Left, Turbine, Pinavia, and Diverging Windmill, Three Level Roundabout. And, the design of two-level cross interchange may adopt the structures such as Custom Cloverleaf, Standard Cloverleaf, Two Level Roundabout, Partial Cloverleaf, Large Dumbbell, Dumbbell, and Diamond Interchange.

In addition, SPUI (Single Point Urban Interchange) and DDI (Diverging Diamond Interchange) are both popular designs commonly used in countries around the world presently.

The designs of the present interchanges still exist several defects. First, the structures occupy a large area, and pedestrians cannot safely come and go around, which is extremely closed. Thus, the development of land is severely limited. Moreover, the interchanges have complicated travel directions that is easy to get lost, and there is no correction method once making errors. Therefore, there is an urgent need for an innovative interchange design with error-corrected mechanisms.

Second, the defects that road reconstructions of interchanges are difficult, and that interchanges are unable to be well expanded and difficult to make subsequent development and further utilization. Once the population around grows geometrically from the low position, the traffic flow at the junction point may be overwhelmed, which is inevitable to form a traffic jam, and once a certain direction becomes the focused mainstream direction of all traffic, which easily leads to traffic paralysis at the entire junction point, furthermore, the problem exists in the future uncertainty that any direction may be the focused mainstream direction! Therefore, there is an urgent need for an innovative interchange design with sustainable development of expanding.

In addition, the freeway is zero-red and all-green traffic, and the conventional urban road is still four modes of three-red and one-green, even if the optimized urban junction design, such as SPUI or DDI, also requires three modes of two-red and one-green, thus, due to the large differences in travel speeds between the freeway and the urban road, it is easy to cause the bottleneck and lead to congestion in peak hours. Therefore, there is an urgent need to provide a more innovative dual-modes interchange of one-red and one-green with fewer red-light modes, to overcome one or more of the above defects.

SUMMARY

The embodiments of the present application aim to provide a synergistic dual-modes sustainable interchange, which may solve one or more problems existing in the present interchanges.

The embodiments of the present application provide the following technical solutions: an interchange, the said interchange formed by two roads of intersecting travel directions, herein at least one of the said roads is an accessible highway; upstream cut-through portion lanes of the said accessible highway are disposed on one side of the said plane intersection, and downstream cut-through portion lanes of the said accessible highway are disposed on the other side of the said plane intersection; the said upstream and said downstream accessible cut-through portions separate before passing through the said plane intersection, cross over the other said intersecting road by overpasses respectively on both sides of the said plane intersection, and rejoin at the other end of the said accessible highway; the group of ramps that enter and exit from the said accessible highway, and their relevant connecting roads, inner entries and exits of the ramps and the ring roads, are all disposed between the inner upstream and downstream portions of the highways.

Alternatively, the said plane intersection is disposed with a plurality of traffic lights, a plurality of the said traffic lights are controlled by a traffic light control system, to schedule the traffic at the said plane intersection in a dual-modes manner, so that pedestrians and vehicles from all directions enter, move and stop orderly and safely.

Alternatively, the said accessible highways are connected to each end of the said plane intersection, configured with four sets of crosswalks that are in segmented and staggered connections for pedestrians to segmentally traverse the entries and exits of the connecting roads of the said accessible highways; each of the said accessible highways is configured with a diagonal crosswalk at the said plane intersection for pedestrians to diagonally traverse the other said intersecting road.

Alternatively, the said connecting road is formed by the said accessible highway extending outwardly, to allow vehicles to exit from or enter the said accessible highway; herein a portion of the vehicle entries and vehicle exits of the said ring road are connected to the said connecting roads, the exits of the said connecting roads comprise: two left turn lanes controlled cooperatively by one set of traffic lights and crosswalks and two right turn lanes controlled cooperatively by another set of traffic lights and crosswalks, to enable vehicles from the said accessible highway to drive off left and right by turn via the total four pending turn lanes to the said intersecting roadway; the entry of the said connecting road comprises: two left turn receiving lanes controlled cooperatively by one set of traffic lights and crosswalks, and two right turn receiving lanes controlled cooperatively by another set of traffic lights and crosswalks, to enable vehicles from the intersecting road to turn into the downstream portion of the said accessible highway by turn from both left and right via the total four left and right turn receiving lanes.

Alternatively, the other said intersecting road comprises no non-motorized bicycle lanes, and the said intersecting road further comprises, in addition to two urban left turn lanes, two urban straight lanes, two urban right turn lanes and two urban receiving lanes for basic functions, a far-end intersection area, two far-end pending-to-shift right turn lanes, two urban right turn receiving lanes dedicated to receive vehicles from right turn, two urban left turn receiving lanes dedicated to additionally receive vehicles from left turn, a set of traffic lights indicating allow-to-enter and not-allow-to-enter at near end of the two urban left turn receiving lanes, and a set of traffic signs indicating “Yield” at the far end of the two urban right turn receiving lanes; such configurations allow the said vehicles from each direction to be able to travel to their respective targets by turn or stop under the schedule of dual modes.

Alternatively, in the case that the other said intersecting road comprises non-motorized bicycle lanes, the said intersecting road further comprises, in addition to a pair of bicycle lanes, two urban left turn lanes, two urban straight lanes, two urban right turn lanes and two urban receiving lanes for basic functions, a far-end intersection area, two far-end pending-to-shift right turn lanes, two urban right turn receiving lanes dedicated to receive vehicles from right turn, and a bicycle receiving lane for receiving bicycles that cross the said plane intersection from another direction of the said plane intersection to go straight in, and then the bicycles cross far-end intersection area into the downstream bicycle lane; such configurations allow the vehicles of the said road from each direction, including bicycles, to be able to travel to their respective targets by turn or stop under the schedule of dual modes.

Alternatively, lanes of two accessible cut-through upstream and downstream portions of the said accessible highway are disposed on both sides of the said plane intersection respectively, and the said accessible cut-through upstream and downstream lanes respectively comprise: two straight lanes of accessible overpasses crossing the said intersecting road, two straight lanes reserved in the planning for sustainable development of expansion, entry and exit lanes outside the upstream and entry and exit lanes outside the downstream of the said accessible highway reserved in the planning for sustainable development of expansion, such configurations allow the lands around the said interchange to develop sustainably on demand.

Alternatively, the entry and exit ramps of the said accessible highway comprise an inner exit lane and an inner entry lane; the said inner exit lane and the said inner entry lane of the ramps are between two of the said upstream and the said downstream straight lanes, and the other ends of the said inner exit lane and the said inner entry lane of the ramps are connected to a ring road; the said ring road comprises: two upstream ring roads connecting to the said inner exit of the ramp, two downstream ring roads connecting to the said inner entry of the ramp, an up-to-down U-turn lane connecting to the inner upstream ring road and the inner downstream ring road, and a down-to-up U-turn lane connecting to the inner downstream ring road and the accessible highway; the other end of the said upstream ring road is connected to the pending left turn lane and pending right turn lane of the said connecting road, one inner said upstream ring road is connected to the up-to-down U-turn lane, and the other end of the said up-to-down U-turn lane is connected to the downstream ring road; one end of the said downstream ring road is connected to the said connecting left turn receiving lane and connecting right turn receiving lane, the other end of the said downstream ring road is connected to the inner entry of the said ramp, an inner said downstream ring road is connected to the down-to-up U-turn lane, and the other end of the said down-to-up U-turn lane is connected to the said accessible highway; the above configurations allow straight, left turn, right turn driving and U-turn adjustment driving required of vehicles in the wrong direction on the accessible highway, which are all easy to be resolved.

The interchange of the embodiments of the present application creatively divides the accessible highway into two portions, respectively disposed on both sides of the junction, and disposes the group of ramps that enter and exit from the accessible highway between the two portions of the highway, which makes the structure of the junction point more compact, greatly reducing the distance and time required to enter and exit from the accessible highway.

Another advantageous aspect of the interchange of the embodiments of the present application is: the portions of the complex junction points are disposed on the ground, and the leveled crossing structures of one level or multi-levels in the air the accessible highway is disposed are advantageous to simplify road construction design and improve economy.

Yet another advantageous aspect of the interchange of the embodiments of the present application is: the group of ramps configured with error-corrected mechanisms have sufficient function and space, and provide sufficient flexibility and discretion; under the alternate actions of dual modes, it effectively avoids congestion phenomenon in traffic peak hours regardless of which direction is the mainstream of vehicles.

BRIEF DESCRIPTION OF DRAWINGS

One or more embodiments are illustrated exemplarily by the pictures in the drawings, the exemplary illustrations do not constitute the limitation of the embodiments, elements with the same reference numerals in the drawings are indicated as similar elements, and the elements in the drawings with English letters “L”, “R”, “E”, “S”, “W”, and “N” indicating as left, right, east, south, west and north, which are convenient to refer to the drawings and do not represent actual orientations; unless otherwise stated, the figures in the drawings do not constitute scale restrictions.

The embodiments of the present application and the drawings thereof are illustrated and discussed in accordance with the traffic rules of Hong Kong. It can be understood by those skilled in the art, when using the present technical solutions in countries or regions where vehicles drive on the right (such as Mainland China), it is only necessary to adjust the vehicle driving rules accordingly (such as adjusting the left to the right).

In the drawings of the specification, “G” is used to indicate that the traffic light is green, allowing to pass; and “R” is used to indicate that the traffic light is red, not allowing to pass.

FIG. 1 is a schematic view of an interchange provided by the embodiments of the present application;

FIG. 2 is an enlarged view of a portion of FIG. 1, showing the structure of one side;

FIG. 3 is a schematic view of an interchange provided by the embodiments of the present application, showing the case that two roads at the junction are respectively an accessible highway and an urban road and traffic lights are in a first state;

FIG. 4 is a schematic view of an interchange provided by the embodiments of the present application, showing the case that two roads at the junction are respectively an accessible highway and an urban road and the traffic lights are in a second state;

FIG. 5 is a schematic view of an interchange provided by the embodiments of the present application, showing the case that two roads at the junction are respectively an accessible highway and an urban road with a bicycle lane and the traffic lights are in a first state;

FIG. 6 is a schematic view of an interchange provided by the embodiments of the present application, showing the case that two roads at the junction are respectively an accessible highway and an urban road with a bicycle lane and the traffic lights are in a second state;

FIG. 7 is a schematic view of an interchange provided by the embodiments of the present application, showing the case that two roads at the junction are both accessible highways and the traffic lights are in a first state;

FIG. 8 is a schematic view of an interchange provided by the embodiments of the present application, showing the case that two roads at the junction are both accessible highways and the traffic lights are in a second state;

FIG. 9 is an enlarged view of area A circumscribed in FIG. 1;

FIG. 10 is an enlarged view of area B circumscribed in FIG. 3;

FIG. 11 is an enlarged view of area C circumscribed in FIG. 4;

FIG. 12 is an enlarged view of area D circumscribed in FIG. 5;

FIG. 13 is an enlarged view of area E circumscribed in FIG. 6;

FIG. 14 is an enlarged view of area F circumscribed in FIGS. 7; and

FIG. 15 is an enlarged view of area G circumscribed in FIG. 8.

The reference numerals in the figures of the specification are in detail as follows:

Element Number Corresponding Description
100            Plane Intersection
110L           Connecting Left Turn Lane
110R           Connecting Right Turn Lane
120L           Connecting Left Turn Receiving Lane
120R           Connecting Right Turn Receiving Lane
130            Crosswalk
131            Diagonal Crosswalk
132            Another Diagonal Crosswalk
140            Traffic Light
140C           Control System
141            Traffic Light Indicating Allow-to-enter and Not-
               allow-to-enter
200            Accessible Highway
201            Straight Lane for Accessible Pass of Overpass
200X           Another Accessible Highway
210            Upstream Portion Lane
220            Downstream Portion Lane
230; 240       Straight Lanes in the Planning for Sustainable
               Development of Expansion
250            Extra Entry and Exit Lane outside the Upstream
               Reserved in the Planning
260            Extra Entry and Exit Lane outside the Downstream
               Reserved in the Planning
300            Group of Ramps
310A           Inner Exit Lane
310B           Inner Entry Lane
320A           Upstream Ring Road
320B           Downstream Ring Road
330A           Up-to-down U-turn Lane
330B           Down-to-up U-turn Lane
400            Urban Road
401            Urban Left Turn Lane
402            Urban Straight Lane
403            Far-end Pending-to-shift Right Turn Lane
404            Urban Right Turn Lane
405            Upstream Urban Lane
406            Downstream Urban Lane
407            Urban Receiving Lane
408            Urban Left Turn Receiving Lane
409            Urban Right Turn Receiving Lane
410            Far-end Intersection Area
420            Traffic Sign Indicating “Yield”
500            Urban Road with Non-motorized Bicycle Lanes
501            Upstream Bicycle Lane
502            Bicycle Receiving Lane
503            Downstream Bicycle Lane

DETAILED EMBODIMENTS

To facilitate the understanding of the present application, the element number corresponding sheet has been attached above for reference. Further in combination with the drawings and detailed embodiments, the present application will be described more specifically hereinafter. It should be noted that, when an element is referred to as being “fixed” to another element, it may be directly on another element or one or more intervening elements may be disposed therebetween. When an element is referred to as being “connected” to another element, it may be directly connected to another element or one or more intervening elements may be disposed therebetween. The terms used in the present specification are mainly “up”, “down”, “inner/inside”, “outer/outside”, “near-end”, “far-end”, or the English “East/E”, “South/S”, “West/W”, “North/N” placed before element numerals, or the English “Left/L”, “Right/R”, “flow direction/to →” and the like placed after element numerals, and the indicated orientation or position relationship is based on the orientation or position relationship shown in the drawings, which is merely for facilitate to describe the present application and simplify the description, and do not indicate or imply that the device or element is required to have a particular orientation, being constructed and operated in a particular orientation, thus, it should not be construed as limiting the present application. Moreover, the terms “first”, “second”, “third” and the like are merely used for descriptive purposes, and are not to be construed as indicating or implying relative importance.

Unless otherwise defined, all technical and scientific terms used in the present specification have the same definition as commonly understood by those skilled in the art of the present application. The terms used in the specification of the present application are merely for the purpose of describing detailed embodiments, and are not intended to limit the present application. The terms “and/or” used in the present specification include any and all combinations of one or more of the associated listed items.

Moreover, the below-described technical features involved in various embodiments of the present application may be combined with each other as long as not conflicting mutually.

In order to provide a concise and clear understanding of the phase activity at the intersection, the described elements are placed with the English letters “E”, “S”, “W”, “N” to identify the location of the element, and the arrow “→” is used to indicate the flow direction that where to go from that element, as simple and clear as formulas in math, physics and chemistry.

FIGS. 1 and 2 are schematic views of an interchange provided by the embodiments of the present application, accessible highways are in south-north direction, and other intersecting roads are in east-west direction. As shown in FIG. 1, the south-north roads of the interchange may be generally divided into three portions: plane intersection 100, accessible highway 200, and group of ramps 300, both sides of which are symmetrical; FIG. 2 is an enlarged view of FIG. 1.

Herein, the travel cases of vehicles from east-west and south-north directions are further divided into five activity states:

• • 1. Continuing to travel straight forward:
    • 200→N210→201 →S220→200,
    • 200→S210→201→N220→200
  • 2. Entering from the intersecting road of east-west direction:
    • 100→N120L/N120R→N320B→N310B→200,
    • 100→S120L/S120R→S320B→S310B→200
  • 3. Exiting from the accessible highway:
    • 200→N310A→N320A→N110L/N110R→100,
    • 200→S310A→S320A→S110L/S11OR→100
  • 4. Driving error of vehicles on the accessible highway, and adjustment required:
    • 200→N310A→N320A→N330A→N320B→N310B→200,
    • 200→S310A→S320A→S330A→S320B→S310B→200
  • 5. Driving error of vehicles entering from the intersecting road of east-west direction, and adjustment of directions required:
    • 100→N120L/N120R→N320B→N310B→N330B→N310A→N320A→N110L/N11OR→100,
    • 100→S120L/S120R→S320B→S310B→S330B→S310A→S320A→S110L/S110R→100

It can be understood by those skilled in the art that, the interchange shown in FIG. 1 may be further adjusted, continuously expanded or deformed in accordance with the needs of actual situations, and all such variations are within the scope of the present application.

In some embodiments, the group of ramps 300 may use any proper means, such as a sign or a guide line, to prevent vehicles from cycling from one half to another half of the group of ramps 300, and to avoid affecting the traffic flow on the upstream portion lane 210 and downstream portion lane 220 of the accessible highway.

FIGS. 3 and 4 are schematic views of an interchange provided by the embodiments of the present application, showing the case that two roads at the junction are the accessible highway 200 and the intersecting urban road 400; two portions in east-west direction and two portions in south-north direction are both symmetrical; herein, a portion of the road in west direction is not shown;

FIG. 3 shows the case that traffic lights 140 are in a first state; the first state describes that, when the diagonal crosswalk 131 of the intersection 100 is under the red-light mode of the traffic signal, the travel cases of vehicles and pedestrians from east-west and south-north directions under green-light mode are as follows:

Travel from east direction under green-light mode:

• • E404→N120L→N320B→N310B→200, E402→W407,
  • E407/E408→E406

Travel from west direction under green-light mode:

• • W404→S120L→S320B→S310B→200, W402→E407

Travel from south direction under green-light mode:

• • S110L→W409

Travel from north direction under green-light mode:

• • N110L→E409, and E409→E406 in the safe case of “Yield” sign
  • Vehicles from the remaining directions stop under red light
  • Diagonal crosswalk 131 is under red-light mode
  • The remaining crosswalks 130 with no vehicles entering or exiting are under green-light mode
  • The traffic light 141 indicating allow-to-enter and not-allow-to-enter is under red-light mode

FIG. 4 is a second state of FIG. 3; the second state describes that, when the diagonal crosswalk 131 of the intersection 100 is under the green-light mode of the traffic signal, the travel cases of vehicles from east-west and south-north directions under green-light mode are as follows:

Travel from east direction under green-light mode:

• • E401→S120R→S320B→S310B→200, E403→E404,
  • additionally, E409→E406 in the safe case of “Yield” sign

Travel from west direction under green-light mode:

• • W401→N120R→N320B→N310B→200

Travel from south direction under green-light mode:

• • S110R→E407/408

Travel from north direction under green-light mode:

• • N110R→W407/W408
  • Vehicles from the remaining directions stop under red light
  • Diagonal crosswalk 131 is under green-light mode
  • The remaining crosswalks 130 with no vehicles entering or exiting are under green-light mode
  • The traffic light 141 indicating allow-to-enter and not-allow-to-enter is under green-light mode

FIGS. 5 and 6 are schematic views of an interchange provided by the embodiments of the present application, showing the case that two roads at the junction are the accessible highway 200 and the intersecting urban road 500 with non-motorized bicycle lanes; two portions in east-west direction and two portions in south-north direction are both symmetrical; herein, a portion of the road in west direction is not shown;

FIG. 5 shows the case that traffic lights 140 are in a first state; the first state describes that, when the diagonal crosswalk 131 of the intersection 100 is under the red-light mode of the traffic signal, the travel cases of vehicles and pedestrians from east-west and south-north directions under green-light mode are as follows:

Travel from east direction under green-light mode:

• • E404→N120L→N320B→N310B→200,
  • E402→W407, E501→W502,

Travel from west direction under green-light mode:

• • W404→S120L→S320B→S310B→200,
  • W402→E407→E406, W501→E502→E503,

Travel from south direction under green-light mode:

• • S110L→W409

Travel from north direction under green-light mode:

• • N110L→E409
  • Vehicles from the remaining directions stop under red light
  • Diagonal crosswalk 131 is under red-light mode
  • The remaining crosswalks 130 with no vehicles entering or exiting are under green-light mode

FIG. 6 is a second state of FIG. 5; the second state describes that, when the diagonal crosswalk 131 of the intersection 100 is under the green-light mode of the traffic signal, the travel cases of vehicles from east-west and south-north directions under green-light mode are as follows:

Travel from east direction under green-light mode:

• • E401→S120R→S320B→S310B→200, E403→E404,
  • E409→E406

Travel from west direction under green-light mode:

• • W401→N120R→N320B→N310B→200

Travel from south direction under green-light mode:

• • S110R→E407

Travel from north direction under green-light mode:

• • N110R→W407
  • Vehicles from the remaining directions stop under red light
  • Diagonal crosswalk 131 is under green-light mode
  • The remaining crosswalks 130 with no vehicles entering or exiting are under green-light mode

FIGS. 7 and 8 are schematic views of an interchange provided by the embodiments of the present application, showing the case that two roads at the junction are a first accessible highway 200 and a second accessible highway 200X; two portions in east-west direction and two portions in south-north direction are both symmetrical; herein, a portion of the road in west direction is not shown;

FIG. 7 shows the case that traffic lights 140 are in a first state; the first state describes that, when the diagonal crosswalk 131 of the intersection 100 is under the red-light mode of the traffic signal, the travel cases of vehicles and pedestrians from east-west and south-north directions under green-light mode are as follows:

Travel from east direction under green-light mode:

• • E110R→N120L→N320B→N310B→200

Travel from west direction under green-light mode:

• • W110R→S120L→S320B→S310B→200

Travel from south direction under green-light mode:

• • S110L→W120R

Travel from north direction under green-light mode:

• • N110L→E120R→E320B→E310B→200X
  • Vehicles from the remaining directions stop under red light
  • A first diagonal crosswalk 131 is under red-light mode
  • A second diagonal crosswalk 132 is under green-light mode
  • The remaining crosswalks 130 with no vehicles entering or exiting are under green-light mode

FIG. 8 is a second state of FIG. 7; the second state describes that, when the diagonal crosswalk 131 of the intersection 100 is under the green-light mode of the traffic signal, the travel cases of vehicles from east-west and south-north directions under green-light mode are as follows:

Travel from east direction under green-light mode:

• • E110L→S120R→S320B→S310B→200

Travel from west direction under green-light mode:

• • W110L→N120R→N320B→N310B→200

Travel from south direction under green-light mode:

• • S110R→E120L→E320B→E310B→200X

Travel from east direction under green-light mode:

• • N110R→W120L
  • Vehicles from the remaining directions stop under red light
  • A first diagonal crosswalk 131 is under green-light mode
  • A second diagonal crosswalk 132 is under red-light mode
  • The remaining crosswalks 130 with no vehicles entering or exiting are under green-light mode

FIG. 9 is an enlarged view of area A circumscribed in FIG. 1;

FIG. 10 is an enlarged view of area B circumscribed in FIG. 3;

FIG. 11 is an enlarged view of area C circumscribed in FIG. 4;

FIG. 12 is an enlarged view of area D circumscribed in FIG. 5;

FIG. 13 is an enlarged view of area E circumscribed in FIG. 6;

FIG. 14 is an enlarged view of area F circumscribed in FIG. 7;

FIG. 15 is an enlarged view of area G circumscribed in FIG. 8.

In conclusion, the interchange of the embodiments of the present application creatively divides the accessible highway into two portions, respectively disposed on both sides of the junction, and disposes the group of ramps that enter and exit from the accessible highway between the two portions of the highway, which makes the structure of the junction point more compact, reducing the distance and time required to enter and exit from the accessible highway. Moreover, the structural design has great flexibility and expandability, which are able to be well matched to the development of the traffic junction.

Finally, it should be noted that: the above embodiments are merely used to illustrate the technical solutions of the present application, and not as a limitation thereof; Under the idea of the present application, the above embodiments or the technical features in different embodiments may further be combined, and the steps may be achieved in any order, and there are many other changes in different aspects of the above-described application, which are not provided in detail for the sake of brevity; although the present application has been described in detail with reference to the aforementioned embodiments, those skilled in the art should understand that: they may still modify the technical solutions recorded in the aforementioned embodiments, or make equivalent substitutions of some technical features thereof; however, these modifications or substitutions do not make the nature of the corresponding technical solutions depart from the scope of the technical solutions of the embodiments of the present application.

Claims

1. An interchange, the said interchange formed by two roads of intersecting travel directions, herein at least one of the said roads is an accessible highway; upstream portion lanes of the said accessible highway are disposed on one side of the said plane intersection, and downstream portion lanes of the said accessible highway are disposed on the other side of the said plane intersection; a group of ramps of the accessible highway and connecting roads formed thereof, inner entries and exits of ramps and ring roads are all disposed between the upstream and downstream portions of the highway; characterized in, comprising:

A. the said plane intersection is disposed with: i). traffic lights, the said plurality of traffic lights being controlled by a traffic light control system, to schedule the traffic at the said plane intersection in dual modes; ii). crosswalks, the said crosswalks comprise: a. each end of the said accessible highway, is configured with four sets of crosswalks segmented by red lights and green lights in staggered connections, for pedestrians to segmentally traverse the said accessible highways; b. each of the said accessible highways, is configured with a diagonal crosswalk at the said plane intersection, for pedestrians to diagonally traverse the said intersecting accessible highways or the said intersecting urban roads; iii). a group of ramps, vehicles driving off the said accessible highway via the said group of ramps of the said accessible highway; the said group of ramps of the said accessible highway comprise: a. connecting roads, the said connecting roads comprise: (1). at least two connecting left turn lanes controlled cooperatively by one set of traffic lights and crosswalks; (2). at least two connecting right turn lanes controlled cooperatively by one set of traffic lights and crosswalks; (3). at least two connecting left turn receiving lanes controlled cooperatively by one set of traffic lights and crosswalks; (4). at least two connecting right turn receiving lanes controlled cooperatively by one set of traffic lights and crosswalks; b. inner entries and exits of ramps, the said inner entries and exits of ramps of the said accessible highways comprise: (1). at least one inner exit lane; (2). at least one inner entry lane;

the said inner exit lanes of ramps and the said inner entry lanes of ramps are both disposed between the said upstream and downstream straight lanes; the other ends of the said inner exit lanes of ramps of the said accessible highway and the said inner entry lanes of ramps of the said accessible highway are connected to ring roads; c. ring roads, the said ring roads comprise: (1). at least two upstream ring roads connecting to the said inner exit lanes of ramps; the other ends of the said upstream ring roads are connected to the left turn and right turn lanes of the said connecting roads; an inner said upstream ring road is connected to an up-to-down U-turn lane; (2). at least two downstream ring roads connecting to the said inner entry lanes of ramps; one end of the said downstream ring roads is connected to the left turn and right turn receiving lanes of the said connecting roads; the other ends of the said downstream ring roads are connected to the said inner entry lanes of ramps; at least one inner said downstream ring road is connected to a down-to-up U-turn lane; (3). at least one up-to-down U-turn lane connecting to the inner upstream ring road; the other end of the said up-to-down U-turn lane is connected to the downstream ring road; (4). at least one down-to-up U-turn lane connecting to the inner downstream ring road; the other end of the said down-to-up U-turn lane is connected to the said accessible highway; iv). another intersecting road is not an accessible highway but an urban road; the said urban road comprises no non-motorized bicycle lanes, in addition to at least two left turn lanes, at least two straight lanes, at least two right turn lanes and at least two receiving lanes for basic functions, further comprises: a. a far-end intersection area; b. at least two far-end pending-to-shift right turn lanes; c. at least two right turn receiving lanes dedicated to receive vehicles from right turn; d. at least two left turn receiving lanes dedicated to additionally receive vehicles from left turn; e. a set of traffic lights specially indicating allow-to-enter and not-allow-to-enter at near end of the at least two additional left turn receiving lanes; f. a set of traffic signs indicating “Yield” at the far end of the at least two right turn receiving lanes; v). another intersecting road is not an accessible highway but an urban road; the said urban road comprises non-motorized bicycle lanes, in addition to a pair of bicycle lanes, at least two left turn lanes, at least two straight lanes, at least two right turn lanes and at least two receiving lanes for basic functions, further comprises: a. a far-end intersection area; b. at least two far-end pending-to-shift right turn lanes; c. at least two right turn receiving lanes dedicated to receive vehicles from right turn; d. a bicycle receiving lane for receiving bicycles that enter straight from another direction of the said plane intersection;

B. straight lanes of two upstream and downstream accessible cut-through portions of the said accessible highways are respectively disposed on both sides of the said plane intersection; the upstream lanes and downstream lanes of the said accessible highways respectively comprise: i). two upstream straight lanes crossing the said intersecting road by overpasses for accessible pass; ii). two downstream straight lanes crossing the said intersecting road by overpasses for accessible pass; iii). two upstream straight lanes reserved in the planning for sustainable development of expansion; iv). two downstream straight lanes reserved in the planning for sustainable development of expansion; v). extra entry and exit lanes outside the upstream reserved in the planning; vi). extra entry and exit lanes outside the downstream reserved in the planning. herein, the said plane intersection 100 is disposed on the ground, the accessible highway is disposed the leveled crossing structures of one level or multi-levels in the air.

2. The interchange according to claim 1, characterized in, the two said roads of intersecting travel directions are a first accessible highway and a second accessible highway.

3. The interchange according to claim 1, characterized in, each end of the said accessible highway connected to the said plane intersection is configured with four sets of crosswalks that are in segmented and staggered connections, for pedestrians to segmentally traverse the said accessible highways.

4. The interchange according to claim 1, characterized in, at least one said accessible highway comprises an upstream portion and a downstream portion of opposite travel directions; herein, the said upstream portion and the said downstream portion begin to separate from each other before passing through the said plane intersection, crossing over the other said intersecting road by overpasses respectively on both sides of the said plane intersection, and then rejoin at the other end of the said accessible highway.

5. The interchange according to claim 1, characterized in, the said ring road is disposed with an up-to-down U-turn lane and a down-to-up U-turn lane respectively, to allow vehicles to adjust directions by turning around.

6. The interchange according to claim 5, characterized in, the number of lanes of the said connecting road is at least twice of the number of the said ring roads, and the number of lanes of the said ring roads is at least twice of the number of entry and exit lanes of ramps of the said accessible highway.

7. The interchange according to claim 1, characterized in, the two said roads of intersecting travel directions are one accessible highway and the other urban road configured with a far-end pending-to-shift right turn lane and a far-end intersection area.

8. The interchange according to claim 7, characterized in, the said urban road configured with a far-end pending-to-shift right turn lane and a far-end intersection area comprises a bicycle lane for non-motor vehicles to travel.

9. The interchange according to claim 1, characterized in, each of the said accessible highways is configured with a diagonal crosswalk at the said plane intersection, for pedestrians to diagonally traverse the said intersecting accessible highways or the said intersecting urban roads.

10. The interchange according to claim 1, characterized in, the way of setting the mode of the said traffic light control system is dual modes.