Patent Abstract:
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.

Full Description:
FIELD OF THE INVENTION 
       [0001]    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 
       [0002]    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. 
         [0003]    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. 
         [0004]    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. 
         [0005]    There is a need to create a road and freeway interchange that is intuitive to users. 
         [0006]    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. 
         [0007]    There is also a need to eliminates hot spot emissions associated with signalized urban interchanges. 
         [0008]    There is also a for an interchange that reduces chances of wrong-way entry onto freeways. 
         [0009]    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. 
         [0010]    There is also a need for an interchange that is very effective at depressed freeway locations. 
         [0011]    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       
 
         [0022]    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.       
 
         [0027]    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 
         [0028]    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 
       [0029]    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 ). 
         [0030]    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 ). 
         [0031]    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 
         [0032]      FIG. 1  is a top view of one embodiment of the road to freeway interchange of the present invention; 
           [0033]      FIG. 2  is a side view of one embodiment of a road to freeway interchange of the present invention; 
           [0034]      FIG. 3  is a side view of another embodiment of a road freeway interchange of the present invention; 
           [0035]      FIG. 4  is a top view of one embodiment of the freeway to freeway interchange of the present invention; 
           [0036]      FIG. 5  is a side view of one embodiment of  FIG. 4 ; 
           [0037]      FIG. 6  is a side view of another embodiment of  FIG. 4 ; 
           [0038]      FIG. 7  is a top view of a third embodiment of the present invention; 
           [0039]      FIG. 8  is a side view of  FIG. 7 ; and 
           [0040]      FIG. 9  is another side view of  FIG. 7 . 
       
    
    
     DETAILED DESCRIPTION 
     Reference Numerals 
       [0000]    
       
           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 
       
     
         [0075]    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. 
         [0076]    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.” 
         [0077]    The directional terms, east, west, north, and south are for descriptive purposes, and any configuration may be rotated or realigned. 
         [0078]    Circular, oval, teardrop and a combination thereof can be used for counter clock movement. 
         [0079]    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 . 
         [0080]    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 . 
         [0081]    One circular road  40  may be straddling the freeway  20  and connecting the freeway ramps  50  to the road merge lanes  60 . 
         [0082]    Two road merge lanes  60  for each road leg—shown, on and off merge lanes per road leg. 
         [0083]    Subject to capacity analysis, the two bridges  90  must have the proper number of lanes. Most locations will require single lane bridges  90 . 
         [0084]    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 . 
         [0085]    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 . 
         [0086]    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 . 
         [0087]    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 . 
         [0088]    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. 
         [0089]    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 ). 
         [0090]    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 . 
         [0091]      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 . 
         [0092]    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. 
         [0093]      FIG. 4  illustrates a freeway interchange  10  having a freeway  20  crossing over, or under a second freeway  280 . 
         [0094]    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 . 
         [0095]    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 . 
         [0096]    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 . 
         [0097]    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 . 
         [0098]    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 . 
         [0099]    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 . 
         [0100]    As illustrated in  FIG. 4 , the bypasses  310 ,  320 ,  330 ,  340  may be located inwardly with respect to the circular road  40 . 
         [0101]    As illustrated in  FIG. 7 , the bypasses  310 ,  320 ,  330 ,  340  may be located outside of the circular road  40 . 
         [0102]    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 . 
         [0000]    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 ). 
         [0103]    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 . 
         [0104]      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. 
         [0105]      FIG. 6  illustrates the second freeway  280  supported by a bridge  350  and disposed above the freeway  20  and above the circular road  40 . 
         [0106]    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 . 
         [0107]    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 . 
         [0108]    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. 
         [0109]    The present invention may also provides redundant ramp system to facilitate future ramp repairs and alternate routes in case of accidents on a ramp 
         [0110]    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.

Technology Classification (CPC): 4