WO2016008061A1

WO2016008061A1 - Stack interchange

Info

Publication number: WO2016008061A1
Application number: PCT/CN2014/000677
Authority: WO
Inventors: Yu-Lin Lo; Chia-Chun Lo; Chia-Jing Lo
Original assignee: Individual
Current assignee: Individual
Priority date: 2014-07-16
Filing date: 2014-07-16
Publication date: 2016-01-21
Anticipated expiration: 2017-01-16

Abstract

A stack interchange is provided with a first road (10), a second road (20), and a junction (30) of the first and second roads. At the junction (30) an underpass is built in which a vertical distance between the underpass and a non-elevated portion of the first road (10) connected to the underpass is about half of an automobile. The underpass has one end connected to a first flyover ramp (12) and the other end connected to a second flyover ramp (13). At the junction (30) an overpass in which a vertical distance between the overpass and a non-elevated portion of the second road (20) connected to the overpass is about half of an automobile. The overpass has one end connected to a third flyover ramp (22) and the other end connected to a fourth flyover ramp (23). A driver tends to concentrate on driving without being tired while running on a road with alternate overpass and underpass.

Description

STACK INTERCHANGE

FIELD OF THE INVENTION

The invention relates to stack interchanges and more particularly to a stack interchange having shorter flyover ramps with less construction work.

BACKGROUND OF THE INVENTION

The problem of urban traffic congestion is a well-known phenomenon. The root of the problem is grounded in the nature of surface travel along predetermined routes. For example, at a point of intersection two routes must cross each other and only one traffic flow along one route can proceed at any given time.

The common solution for maintaining an orderly flow of traffic has been the traffic light. Such a traffic light alternately signals the traffic along a route to proceed for a preset time and then to halt, at which time the traffic along the other route is allowed to proceed. However, traffic lights do not solve the problem of traffic congestion. It is often that many drivers may lose their temper due to long time waiting on congested roads.

The conventional solution to the problem posed by the crossing of two traffic routes is to elevate one route and to allow the other route to pass underneath. This arrangement is an improvement because it solves the problem of two crossing flows of traffic by allowing both to proceed simultaneously instead of alternately. Thus, more time is allotted for the flow along each route, thereby allowing an increased volume of traffic along each route.

However, one problem associated with the stack interchange is that a flyover ramp from the ground route to top of the overpass is long due to the height of the overpass. Further, the flyover ramp may cross several routes of different direction and thus adversely affect the traffic flow in a congested area. Furthermore, the flyover ramp is required to elevate in order to pass the other roads. However, the flyover is also required to elevate and this requires considerable and expensive construction work for the flyover ramps. Stack interchanges are also widely considered to be an eyesore among residents of homes near existing interchanges. Thus, few roads of most metropolitan cities are converted into stack interchanges.

Underpasses have the same drawbacks including long flyover ramp and considerable and expensive construction work as the overpasses discussed above.

Thus, the need for improvement still exists.

SUMMARY OF THE INVENTION

It is therefore one object of the invention to provide a stack interchange wherein one of two intersected roads has a section built as an underpass having a height about half of an automobile and the other road has a section built as an overpass having a height about half of an automobile. Thus, length of each flyover ramp is significantly shorter than that of conventional flyover ramp connecting to an underpass or an overpass. Vehicles running on the stack interchange can move freely without being interrupted by traffic lights. Further, less and inexpensive construction work is required for the flyover ramps. Furthermore, it may be not considered as an eyesore among residents of homes near existing interchanges. In addition, construction cost is greatly decreased.

It is another object of the invention to provide a stack interchange wherein the stack interchange is constructed at each of junctions of the first road and the second road. Along each of the first and second roads, underpasses and overpasses are built in alternate fashion. A driver tends to concentrate on driving without being tired while running on a road with alternate overpass and underpass. Thus, the risk of accidents is decreased significantly.

For achieving above and other objects, the invention provides a stack interchange comprising a first road; a second road; and a junction of the first and second roads; wherein at the junction a section of the first road runs underneath the second road to form an underpass having at least one traffic lane in which a vertical distance between the underpass and a non-elevated portion of the first road connected to the underpass is about half of an automobile, and the underpass has one end connected to a first flyover ramp and the other end connected to a second flyover ramp; and wherein at the junction a section of the second road crosses over the first road to form an overpass having at least one traffic lane in which a vertical distance between the overpass and a non-elevated portion of the second road connected to the overpass is about half of an automobile, and the overpass has one end connected to a third flyover ramp and the other end connected to a fourth flyover ramp.

Preferably, further comprising at least one curved shoulder between the first road and the second road so that a vehicle runs either from the first road to the second road via the curved shoulder or from the second road to the first road via the curved shoulder without passing the underpass or the overpass.

Preferably, the at least one curved shoulder comprises four curved shoulders with two of the curved shoulders are provided on both sides of the first road respectively, and the other two curved shoulders are provided on both sides of the second road respectively.

Preferably, the stack interchange is constructed at each of the junctions of the first road and the second road and certain road.

Preferably, along the first road, underpasses and overpasses are built in alternate fashion.

Preferably, along the second road, overpasses and underpasses are built in alternate fashion.

BRIEF DESCRIPTION OF THE DRAWINGS

The invention, as well as its many advantages, may be further understood by the following detailed description and drawings in which:

FIG. 1 is a perspective view of a stack interchange according to the invention;

FIG. 2 is a perspective of the stack interchanges constructed on a number of intersecting roads; and

FIG. 3 is a view similar to FIG. 2 with arrows showing traffic flows of left turn. DETAILED DESCRIPTION OF THE INVENTION

Referring to FIG. 1 , a stack interchange in accordance with the invention comprises the following components as discussed in detail below.

A first road 10, a second road 20, and a junction 30 are provided. At the junction 30 a section of the first road 10 runs underneath the second road 20 to form an underpass 11 having at least one lane in which a vertical distance between the underpass 11 and a non-elevated portion of the first road 10 connected to the underpass is about half of an automobile. The underpass 11 has one end connected to a first flyover ramp 12 and the other end connected to a second flyover ramp 13. At the junction 30 a section of the second road 20 crosses over the first road 10 to form an overpass 21 having at least one lane in which a vertical distance between the overpass 21 and a non-elevated portion of the second road 20 connected to the overpass is about half of an automobile. The overpass 21 has one end connected to a third flyover ramp 22 and the other end connected to a fourth flyover ramp 23.

Each of the underpass 11 and the overpass 21 can be used by vehicles. At least one curved shoulder is built between the first road 10 and the second road 20 so that a vehicle runs either from the first road 10 to the second road 20 via the curved shoulder or from the second road 20 to the first road 10 via the curved shoulder without passing the underpass 11 or the overpass 21. As shown in FIG. 1, two curved shoulders 14, 15 are provided on both sides of the first road 10 respectively, and two curved shoulders 24, 25 are provided on both sides of the second road 20 respectively so that a vehicle may run from, for example, the curved shoulder 24 to the curved shoulder 14 without passing through the underpass 11 or the overpass 21 when making a turn.

The characteristics of the invention are that the under pass 11 is lowered by a height of about half of an automobile relative to non-elevated sections of the first road 10, and the overpass 21 is raised by a height of about half of an automobile relative to non-elevated sections of the second road 20. Thus, length of each of the first, second, third, and fourth flyover ramps 12, 13, 22, and 23 is significantly less than that of a flyover ramp of a conventional flyover or tunnel. Further, less and inexpensive construction work is required for the first, second, third, and fourth flyover ramps 12, 13, 22 and 23. Thus, it is suitable for mass construction on roads of crowded metropolitan cities. No traffic lights are involved. Therefore, the problem of traffic congestion of metropolitan cities can be solved.

Referring to FIG. 2, a road network of a metropolitan city comprised of main roads, secondary roads, streets, and intersections thereof is constructed with many stack interchanges of the invention with the length of each flyover ramp being significantly decreased.

As shown, a stack interchange of the invention is constructed at each of junctions of the first road 10 and the second road 20 and certain road. Along the first road 10, underpasses and overpasses are built in alternate fashion and along the second road 20, overpasses and underpasses are built in alternate fashion. Similarly, along other roads, an underpass and an overpass are built in alternate fashion. A driver tends to concentrate on driving without being tired while running on a road with alternate overpass and underpass. Thus, the risk of accidents is decreased significantly.

Referring to FIG. 3, in a road network roads are built with the stack interchanges of the invention. A vehicle can quickly run through the underpass 11 or the overpass 21 without being interrupted by traffic lights. For vehicles making turns, the curved shoulders 14, 15, 25, and 25 can be used for one-section turn, three-section turn, or six-section turn. For example, in countries (e.g., US) where one drives on the left, vehicles are required to drive to the right side of the road. For a vehicle driving to the right of the road desires to make a right turn, the driver may make a one-section right turn. For a vehicle driving to the right of the road desires to make a left turn, the driver may make a three-section right turn. As shown, a vehicle running on the first road 10 desires to run on the second road 20, the driver may drive the vehicle underneath the second road 20 on a direction indicated by a path 40 and arrows 41. In detail, the vehicle first runs underneath the second road 20 by passing the underpass 11. Next, the vehicle runs to an intersection of the first road 10 and a third road 50 prior to turning to a curved shoulder 14a to the right. Next, the vehicle right turns to a curved shoulder 55 of the third road 50. Next, the vehicle runs from the curved shoulder 55 to an intersection of the third road 50 and a fourth road 60. Next, the vehicle right turns to a curved shoulder 65 of the fourth road 60. Next, the vehicle runs from the curved shoulder 65 to an intersection of the fourth road 60 and the second road 20. Next, the vehicle right turns to a curved shoulder 24 of the second road 20. Next, the vehicle changes lane to an inner lane, runs on the overpass 21, and passes over the first road 10. This completes a three-section left turn. For a vehicle desires to make a U-turn, the driver may perform above three-section left turn two times, i.e., six-section left turn.

It is envisaged by the invention that in the stack interchange one of two intersected roads has a section built as an underpass having a height about half of an automobile and the other road has a section built as an overpass having a height about half of an automobile. Thus, length of each flyover ramp is significantly shorter than that of conventional flyover ramp connecting to an underpass or an overpass. Vehicles running on the stack interchange can move freely without being interrupted by traffic lights. Further, less and inexpensive construction work is required for the flyover ramps. Furthermore, it may be not considered as an eyesore among residents of homes near existing interchanges. In addition, construction cost is greatly decreased.

While the invention has been described in terms of preferred embodiments, those skilled in the art will recognize that the invention can be practiced with modifications within the spirit and scope of the appended claims.

Claims

1. A stack interchange comprising:

a first road;

a second road; and

a junction of the first and second roads;

wherein at the junction a section of the first road runs underneath the second road to form an underpass having at least one traffic lane in which a vertical distance between the underpass and a non-elevated portion of the first road connected to the underpass is about half of an automobile, and the underpass has one end connected to a first flyover ramp and the other end connected to a second flyover ramp; and

wherein at the junction a section of the second road crosses over the first road to form an overpass having at least one traffic lane in which a vertical distance between the overpass and a non-elevated portion of the second road connected to the overpass is about half of an automobile, and the overpass has one end connected to a third flyover ramp and the other end connected to a fourth flyover ramp.

2. The stack interchange of claim 1, further comprising at least one curved shoulder between the first road and the second road so that a vehicle runs either from the first road to the second road via the curved shoulder or from the second road to the first road via the curved shoulder without passing the underpass or the overpass.

3. The stack interchange of claim 2, wherein the at least one curved shoulder comprises four curved shoulders with two of the curved shoulders are provided on both sides of the first road respectively, and the other two curved shoulders are provided on both sides of the second road respectively.

4. The stack interchange of claim 1, wherein the stack interchange is constructed at each of the junctions of the first road and the second road and certain road.

5. The stack interchange of claim 4, wherein along the first road, underpasses and overpasses are built in alternate fashion.

6. The stack interchange of claim 4, wherein along the second road, overpasses and underpasses are built in alternate fashion.