CN111088737A - Method and system for single-horn intercommunicating grade separation linear design - Google Patents

Abstract

The invention provides a method and a system for single-horn type intercommunication type solid crossing line design, wherein the method comprises the following steps: the method comprises a data receiving step, a step of obtaining a ramp line shape of a ramp C, a step of obtaining a ramp line shape of a ramp A, a step of obtaining a ramp line shape of a ramp D, a step of obtaining a ramp line shape of a ramp E and a step of obtaining a ramp line shape of a ramp B. By adopting the scheme of the invention, the planar linear scheme can be automatically and quickly generated only by inputting the crossing position of the single-horn interchange with the main line, the crossing position of the single-horn interchange with the intersected road and the angle of the single-horn interchange with the intersected road by an operator, so that the design efficiency and the quality of the single-horn interchange are greatly improved.

Description

Method and system for single-horn intercommunicating grade separation linear design

Technical Field

The invention relates to the technical field of road plane linear design, in particular to a method and a system for single-horn type intercommunication type solid crossing linear design.

Background

The planar line shape of the interchange (full name: interchange type solid intersection) is composed of three basic line shapes of a straight line, a circular curve and a relaxation curve, and the relative relation between the line shape of the current interchange and other interchange ramps or main lines is determined through starting point wiring constraint and ending point wiring constraint. In the highway design industry, two methods, namely an intersection point method and a curve method, are mainly adopted for designing interchange planes, wherein the intersection point method is heavier than a highway main line design, such as a typical intersection point corner design, and the curve method is more suitable for designing the plane line position of interchange type solid intersection. Two methods are selected according to actual requirements. Specifically, the method comprises the following steps:

(1) intersection method

The intersection method is a basic combination of "a relaxation curve + a circular curve + a relaxation curve" as one intersection curve, and the front and rear relaxation curves may be the same or different, and may be present or absent. And manually adding the flat curve combination on each corner point of the given route control wire to generate a standard curve, and combining the standard curve into various curves such as an S-shaped curve, a convex curve, an egg-shaped curve, a C-shaped curve and the like to finish the plane design method.

(2) Curve method

The curve method is a method for finishing the planar linear design by taking a straight line, a circular curve and a gentle curve as basic units and manually placing and splicing the basic units as required according to the constraint conditions of terrain, ground objects and the like.

Obviously, the intersection method is suitable for the case of relatively simple terrain, and the curve method is suitable for the case of complex terrain. Although the two methods are flexible, the intersection point method and the curve method are only basic linear design methods, and for the planar linear layout of the single-horn interchange as shown in fig. 1, not only are the basic linear designs, but also the setting of relative spatial positions, the arrangement of acceleration and deceleration lanes, and the like are also considered, so that the planar linear layout for realizing the single-horn interchange by adopting the intersection point method or the curve method in the prior art is not easy to realize, more parts needing manual operation are needed, and the efficiency is low, and therefore a scheme capable of automatically generating the single-horn interchange type three-dimensional intersection linear is urgently needed.

Disclosure of Invention

The technical problems to be solved by the invention are that no scheme for designing a single-horn type intercommunicating type solid crossing line shape exists in the prior art, so that the technical problems of more manual participation and low efficiency are caused when the single-horn type intercommunicating type solid crossing line shape is designed

The invention provides a method for single-horn type intercommunication type solid crossing line shape design, which is suitable for A type single-horn intercommunication and comprises the following steps:

a data receiving step: acquiring input parameters, wherein the input parameters comprise the plane linearity of a main line and a crossed road, the design speeds of the main line, the crossed road and each ramp, the standard cross section of a roadbed, the position of a cross point of an A ramp and the main line and the position of a cross point of the A ramp and the crossed road;

the method comprises the following steps of obtaining a C-turn road line shape: determining the curvature change of the C-turn road according to the plane line shape of the C-turn road, the design speed of the main line and the C-turn road, the standard cross section of the roadbed and the plane line shape of the main line; determining the end point of the C-turn road according to the curvature change of the C-turn road and the wiring relation between the C-turn road and the main line by taking the butt joint position of the C-turn road and the A-turn road as the starting point of the C-turn road, and generating the line shape of the C-turn road;

the method comprises the following steps of A-turn road line shape acquisition: the starting point of the C-ramp is used as the starting point of the A-ramp, the intersection point of the A-ramp and the intersected ramp is used as the end point of the A-ramp, the linear combination of the A-ramp and the curvature change and the length of each section of curve in the linear combination of the A-ramp are determined according to the designed vehicle speed and the standard cross section of the roadbed of the A-ramp and the relative position relation of the starting point and the end point of the A-ramp, and the linear of the A-ramp is generated;

the method comprises the following steps of obtaining a D-turn road line shape: taking the starting point of a deceleration lane divided by the main line of the D-turn road as the starting point of the D-turn road, and determining the position of the deceleration lane in the D-turn road according to the design speed of the main line, the standard cross section of the main line and the roadbed of the D-turn road, the design speed, the position of the A-turn road and the linear combination; then determining a plane linear combination of the D-turn road, curvature change and length of each curve of the D-turn road and a wiring position of a terminal point of the D-turn road and the A-turn road to generate a linear shape of the D-turn road;

the method comprises the following steps of obtaining the line shape of the E-turn road: taking the final curvature along-line node of the E-ramp flowing into the main line acceleration lane as the end point of the E-ramp, determining the starting point of the E-ramp and the wiring position of the A-ramp according to the linear combination of the A-ramp to determine the starting point of the E-ramp, determining the curvature change and the length of each curve of the E-ramp according to the relative position of the starting point and the end point of the E-ramp, the design speed of the E-ramp and the standard cross section of the roadbed, and generating the linear shape of the E-ramp;

obtaining the line shape of the B-turn road: taking the starting point of a deceleration lane shunted by an automatic line of the B-turn lane as the starting point of the B-turn lane, and determining the end point of the B-turn lane according to the butt joint relation between the B-turn lane and the A-turn lane; and determining the curvature change and the length of each curve of the B-turn road according to the design speed of the main line, the plane linearity of the B-turn road, the standard cross section of the roadbed of the B-turn road and the design speed to generate the linearity of the B-turn road.

Optionally, in the method for designing a single-horn intercommunication type solid crossing line shape, the step of obtaining a C-ramp line shape includes:

if the main line is a straight line or a right-deviation curve relative to the C-ramp, the plane line shape of the C-ramp consists of a right-deviation curve, the right-deviation curve consists of a first right-deviation gentle curve, a right-deviation circular curve and a second right-deviation gentle curve, and the terminal point of the second right-deviation gentle curve is in butt joint with the main line acceleration lane; wherein the radius of the circular curve is within the range of 45-60 meters; the end point of the C-turn road is consistent with the curvature of the main line acceleration lane; if the main line is a left deviation curve relative to the C ramp, the C ramp is designed to be an S-shaped curve so that the end point of the C ramp is consistent with the curvature of the acceleration lane of the main line;

and if the position of the intersection point of the plane line shape of the A-ramp and the main line is consistent with the position of the intersection point of the A-ramp and the main line acquired in the data receiving step, taking the plane line shape of the C-ramp as the plane line shape of the C-ramp.

Optionally, in the method for designing a single-horn intercommunicating flyover alignment, the step of obtaining the planar alignment of the a-turn road according to the planar alignment of the C-turn road includes:

generating an initial flat curve of the A-ramp according to the starting point of a first right deflection gentle curve in the C-ramp, wherein the initial flat curve of the A-ramp is formed by connecting a left deflection curve with a left deflection gentle curve, and the curvature of the left deflection curve is in direct contact with the curvature of the starting point of the first right deflection gentle curve of the C-ramp; adjusting the length of a left partial circular curve of the A-turn road to enable the end point of an initial flat curve of the A-turn road to face the end point of the A-turn road;

if the connecting line of the end point of the initial flat curve of the A-turn road and the end point of the A-turn road inclines to one side of the D-turn road, and the included angle between the connecting line and the main line is in the range of 0-93 degrees, the A-turn road is crossed with the main line in a straight line mode; wherein:

when the included angle between the connecting line and the main line is in the range of 60-93 degrees, the end point of the initial flat curve of the A-turn road is directly connected with the end point of the A-turn road, and the A-turn road is crossed with the intersected road at the included angle in the range of 45-135 degrees;

when the included angle between the connecting line and the main line is less than 60 degrees, a first straight line section, a second curve and a second straight line section are sequentially arranged between the end point of the initial flat curve and the end point of the A-turn road, the first straight line section is crossed with the main line at the included angle ranging from 60 degrees to 93 degrees, and the second straight line section is crossed with the crossed road at the included angle ranging from 45 degrees to 135 degrees;

if the connecting line of the end point of the initial flat curve of the A-turn road and the end point of the A-turn road inclines to one side of the E-turn road, and the included angle between the connecting line and the main line is within the range of 93-180 degrees, determining that the A-turn road is crossed with the main line in a curve mode;

a second curve is arranged between the end point of the initial flat curve of the A-turn road and the end point of the A-turn road, and the second curve comprises a circular curve and a gentle curve; the second curve is obtained by: making a vertical line segment from the end point of the initial flat curve to the main line, and selecting a reference point on the vertical line segment, wherein the distance between the reference point and the intersection point of the vertical line segment and the main line is in the range of 60-180 meters; a connecting line of the reference point and the A-turn road terminal point is used as a tangent line of the second curve terminal point; and determining the radius of the circular curve to ensure that the crossing angle of the second curve and the main line meets 89-91 degrees, and the crossing angle between the tangent edge of the second curve at the end point of the A-turn road and the connecting line at the end point of the A-turn road and the crossed road is 45-135 degrees.

Optionally, in the method for designing a single-horn intercommunicating flyover crossing line shape, the step of obtaining a planar line shape of an a-turn road according to the planar line shape of the C-turn road further includes:

if the included angle between the A-turn road and the intersected road does not fall into the range of 45-135 degrees, setting a third curve, wherein the included angle between the third curve and the intersected road is 45-135 degrees; the third curve comprises a moderate curve and a circular curve, the length between the intersection point of the third curve and the terminal point of the A-turn is not less than 60 meters, and the radius of the circular curve in the third curve satisfies the following conditions: the end point of the circular curve coincides with the end point of the A-turn road.

Optionally, in the method for designing a single-horn intercommunication type solid crossing line shape, the step of obtaining a D-ramp line shape includes:

determining the positions of the branch points of the D-turn road and the main line and the linear combination of the D-turn road according to the crossing mode of the A-turn road and the main line and the planar linear combination of the A-turn road, wherein the confluence point of the D-turn road and the A-turn road meets the following requirements: the condition that the curvatures of the ramp D and the ramp A are consistent;

if the linear combination of the D-ramps comprises an S-shaped curve, the radius of the first section of the S-shaped curve is within the range of 355-400 meters.

Optionally, in the method for designing a single-horn intercommunication type solid crossing line shape, the step of obtaining an E-ramp line shape includes:

and determining the positions of the confluence points of the E ramps and the main line and the linear combination of the E ramps according to the crossing mode of the A ramps and the main line and the planar linear combination of the A ramps, wherein the starting point of the E ramps is consistent with the curvature of the A ramps, and the end point of the E ramps is consistent with the curvature of the main line.

Optionally, in the method for designing a single-horn intercommunication type solid crossing line shape, the step of obtaining a B-turn road line shape includes:

the line shape of the B-turn road consists of a deceleration lane, a right deviation curve and a left deviation curve; wherein, the right deflection curve is connected with the right deflection curve and the right deflection curve from the right deflection curve to the right deflection curve; the left deflection curve is connected with the left deflection curve from the left deflection gentle curve;

the radius of a left partial circle curve in the B-turn road is in direct contact with the curvature of the A-turn road, a deceleration lane of the B-turn road flows out from a main line, and a right partial curve is arranged to be connected with a right partial circle curve and a right partial curve to be connected with the deceleration lane and the left partial curve; and adjusting the radius of a right deflection curve in the B-turn road to enable the starting point of the right deflection curve in the B-turn road and the branch point of the B-turn road and the main line to be smaller than a set threshold value.

Optionally, the method for designing a single-horn intercommunication type solid crossing line further includes a line optimization step of adjusting any one or more of the input parameters and then returning to the data receiving step.

The invention also provides a computer readable storage medium, wherein the storage medium stores program information, and after the program information is read by a computer, the computer executes any one of the methods for the single-horn intercommunication type solid crossing linear design.

The invention also provides a system for single-horn intercommunication type solid crossing linear design, which comprises at least one processor and at least one memory, wherein program information is stored in the at least one memory, and the at least one processor reads the program information and then executes any one of the methods for single-horn intercommunication type solid crossing linear design.

Compared with the prior art, the technical scheme provided by the embodiment of the invention at least has the following beneficial effects:

according to the method and the system for designing the single-horn type interchange type grade crossing line, provided by the embodiment of the invention, the plane line scheme can be automatically and quickly generated only by inputting the crossing position of the single-horn type interchange with the main line, the crossing position of the single-horn type interchange with the intersected road and the angle of the single-horn type interchange with the intersected road by an operator, so that the design efficiency and the quality of the single-horn type interchange are greatly improved.

Drawings

FIG. 1 is a schematic view of a single horn intercommunicating solid crossover line;

FIG. 2 is a flow chart of a method for single horn intercommunicating fly-over alignment design according to an embodiment of the present invention;

FIGS. 3a and 3b are schematic diagrams of a C-ramp line according to an embodiment of the present invention;

FIG. 4 is a schematic diagram of different linear combinations of the A-ramps according to an embodiment of the present invention;

FIGS. 5a, 5b and 5c are schematic diagrams of different linear combinations of the D-ramps according to an embodiment of the present invention;

FIG. 6 is a schematic diagram of different linear combinations of E-ramps according to an embodiment of the present invention;

FIG. 7 is a schematic diagram of different linear combinations of the B-ramps according to an embodiment of the present invention;

fig. 8 is a schematic diagram of the connection relationship of the system hardware for the single-horn intercommunication grade-crossing line design according to an embodiment of the present invention.

Detailed Description

In order to make the aforementioned objects, features and advantages of the present invention comprehensible, embodiments accompanied with figures are described in detail below. In the description of the present invention, it should be noted that the terms "first", "second", and "third" are used for descriptive purposes only and are not to be construed as indicating or implying relative importance. Unless otherwise expressly stated or limited, the terms "mounted," "connected," and "connected" are to be construed broadly and to include specific meanings of the terms in the context of the invention as understood by those skilled in the art.

In the description of the present invention, it should be noted that, unless otherwise explicitly specified or limited, the terms "mounted," "connected," and "connected" are to be construed broadly, e.g., as meaning either a fixed connection, a removable connection, or an integral connection; can be mechanically or electrically connected; the two components can be directly connected or indirectly connected through an intermediate medium, and the two components can be communicated with each other. The specific meanings of the above terms in the present invention can be understood in specific cases to those skilled in the art.

The present embodiment provides a method for single-horn intercommunication type solid crossing line design, as shown in fig. 2, including the following steps:

s101: a data receiving step: acquiring input parameters, wherein the input parameters comprise the plane linearity of a main line and a crossed road, the design speeds of the main line, the crossed road and each ramp, the standard cross section of a roadbed, the maximum ultrahigh gradient rate, the ultrahigh and widening mode, the position of the intersection of an A ramp and the main line and the position of the intersection of the A ramp and the crossed road.

S102: determining the curvature change of the C-turn road according to the plane line shape of the C-turn road, the design speed of the main line and the C-turn road, the standard cross section of the roadbed and the plane line shape of the main line; determining the end point of the C-turn road according to the curvature change of the C-turn road and the wiring relation between the C-turn road and the main line by taking the butt joint position of the C-turn road and the A-turn road as the starting point of the C-turn road, and generating the line shape of the C-turn road;

s103: the method comprises the following steps of A-turn road line shape acquisition: the starting point of the C-ramp is used as the starting point of the A-ramp, the intersection point of the A-ramp and the intersected ramp is used as the end point of the A-ramp, the linear combination of the A-ramp and the curvature change and the length of each section of curve in the linear combination of the A-ramp are determined according to the designed vehicle speed and the standard cross section of the roadbed of the A-ramp and the relative position relation of the starting point and the end point of the A-ramp, and the linear of the A-ramp is generated;

s104: taking the starting point of a deceleration lane divided by the main line of the D-turn road as the starting point of the D-turn road, and determining the position of the deceleration lane in the D-turn road according to the design speed of the main line, the standard cross section of the main line and the roadbed of the D-turn road, the design speed, the position of the A-turn road and the linear combination; then determining a plane linear combination of the D-turn road, curvature change and length of each curve of the D-turn road and a wiring position of a terminal point of the D-turn road and the A-turn road to generate a linear shape of the D-turn road;

s105: taking the final curvature along-line node of the E-ramp flowing into the main line acceleration lane as the end point of the E-ramp, determining the starting point of the E-ramp and the wiring position of the A-ramp according to the linear combination of the A-ramp to determine the starting point of the E-ramp, determining the curvature change and the length of each curve of the E-ramp according to the relative position of the starting point and the end point of the E-ramp, the design speed of the E-ramp and the standard cross section of the roadbed, and generating the linear shape of the E-ramp;

s106: obtaining the line shape of the B-turn road: taking the starting point of a deceleration lane shunted by an automatic line of the B-turn lane as the starting point of the B-turn lane, and determining the end point of the B-turn lane according to the butt joint relation between the B-turn lane and the A-turn lane; and determining the curvature change and the length of each curve of the B-turn road according to the design speed of the main line, the plane linearity of the B-turn road, the standard cross section of the roadbed of the B-turn road and the design speed to generate the linearity of the B-turn road.

By adopting the scheme of the embodiment, the planar linear scheme can be automatically and quickly generated only by inputting design parameters such as the crossing position of the single-horn interchange with the main line, the crossing position of the single-horn interchange with the intersected road, the angle and the like by an operator, and the design efficiency and quality of the single-horn interchange are greatly improved. The following is a detailed description of the design of each ramp.

(1) C, designing a ramp:

the step of obtaining the C-ramp line shape comprises the following steps:

if the main line is a straight line or a right-deviation curve relative to the C-ramp, the plane line shape of the C-ramp consists of a right-deviation curve, the right-deviation curve consists of a first right-deviation gentle curve A1, a right-deviation curve R and a second right-deviation gentle curve A2, and the terminal point of the second right-deviation gentle curve A2 is in butt joint with the main line acceleration lane; wherein the radius of the right eccentric curve R is within the range of 45-60 meters; the end point of the C-ramp is consistent with the curvature of the main line; obtaining the plane line shape of the A-turn road according to the plane line shape of the C-turn road, and if the position of the intersection point of the plane line shape of the A-turn road and the main line is consistent with the position of the intersection point of the A-turn road and the main line obtained in the data receiving step, taking the plane line shape of the C-turn road as the plane line shape of the C-turn road; if the main line is a left deviation curve relative to the C-turn road, the C-turn road is designed to be an S-shaped curve so that the end point of the C-turn road is consistent with the curvature of the acceleration lane of the main line. For the end point of the C-ramp coinciding with the curvature of the main acceleration lane, reference may be made to fig. 3a and 3 b. Referring to the case shown in fig. 3a, the main line is a straight line, so the C-ramp is a right-offset curve combination, and as shown in fig. 3b, the main line is in a left-offset form with respect to the C-ramp, and a reverse curve a3 needs to be designed at the end point of the C-ramp to ensure that the C-ramp and the main line acceleration lane have the same curvature, so as to ensure the safety when the vehicles on the C-ramp and the vehicles on the main line merge. The S-shaped curve proposed in this solution refers to the situation shown in the C ramp in fig. 3 b: i.e. the bias of the curve changes.

The C-ramp is designed as an inner ring ramp, wherein the radius of the circular curve R is 60 meters by default (since the inner ring ramp is generally between 45 and 60 meters, and 60 meters can be selected as the radius of the circular curve R of the single-horn intercommunicating inner ring ramp according to empirical values). The curve a1, the curve a2 and the curve A3 are all gentle curves, the length of which should meet the requirement of the intercommunicating design specifications, and the length of the gentle curves in the ramp should meet the requirement of the ultra-high transition, and the specification requirements and the actual requirements can be referred to according to the prior publications, and are not described herein. When the C-ramp curve is generated, the design result of the a-ramp needs to be combined to judge whether the C-ramp curve is appropriate. Specifically, when the radius of the circular curve R of the C-ramp is adjusted, the line shape of the a-ramp may be generated simultaneously according to the generation method of the a-ramp, and if the line shape combination of the a-ramp can meet the requirement, it is indicated that the line shape of the C-ramp meets the requirement at this time. Therefore, referring to fig. 2, in the process, the C-ramp is connected with the main line at different positions through trial calculation until the intersection point of the a-ramp and the main line meets the initial set value when the subsequent a-ramp is laid, the C-ramp completes the linear design, if the a-ramp generated in the trial calculation process of the C-ramp meets the design requirement, the design process of the D-ramp can be directly entered, otherwise, the trial calculation process of the C-ramp is returned again.

(2) Designing an A ramp:

generating an A-turn initial flat curve according to a starting point of a first right deflection gentle curve A1 in a C-turn road, wherein the initial flat curve of the A-turn road is formed by connecting a left deflection curve with a left deflection gentle curve, and the curvature of the left deflection curve is sequentially connected with the curvature of the starting point of the first right deflection gentle curve of the C-turn road (because the A-turn road is in butt joint with the C-turn road and the B-turn road, the A-turn road is equivalent to be provided with two opposite lanes, one lane is in butt joint with a lane of the C-turn road, and the other lane is in butt joint with a lane of the B-turn road, therefore, a person skilled in the art can understand that the curvature of the left deflection curve of the A-turn road is sequentially connected with the curvature of the first right deflection gentle curve of the C-turn road in the step, which means that the A-turn road is sequentially connected with the lane of the C-turn road and; and adjusting the length of the left partial circular curve of the A-turn road to enable the end point of the initial flat curve of the A-turn road to face the end point of the A-turn road. Referring to fig. 4, the linear combination of the a-ramps can be classified into the following cases according to different wiring positions:

2.1A ramps crossing the main line in a straight line

If the connecting line between the end point of the initial flat curve of the A-turn road and the end point of the A-turn road inclines to one side of the D-turn road and the included angle between the connecting line and the main line is in the range of 0-93 degrees, the A-turn road is crossed with the main line in a linear mode; the reason for the division of 93 ° is that in the range of 0 ° to 93 °, if additional curves are to be provided, the direction of the curve is opposite to that of the initial flat curve. The middle must be provided with a long enough straight line segment to provide a vertical curve to cross the main line. And in the range of 93-180 degrees, if other curves are arranged, the curves are in the same direction as the first curve, 2 curves can be combined together to form a composite curve, and the arrangement of a straight line segment is not required to be considered in the middle. Therefore, the substantially linear combination of the two cases is not the same. Wherein can be divided into:

2.1.1 when the included angle between the connecting line and the main line is in the range of 60-93 degrees, the end point of the initial flat curve of the A-ramp is directly connected with the end point of the A-ramp, and the A-ramp is crossed with the crossed road at the included angle in the range of 45-135 degrees; referring to the a-ramp linear combination in the middle portion of fig. 4, the end point of the initial flat curve may directly extend to the preset a-ramp end point to be connected, i.e., to generate an a-ramp linear shape (as will be understood by those skilled in the art, the curves shown in the figure are only schematic, and only one linear combination is actually obtained as the final result when the a-ramp linear shape is generated).

2.1.2 when the included angle between the connection line and the main line is less than 60 degrees, a first straight line segment AA0, a second curve AA1 and a second straight line segment AA2 are sequentially arranged between the end point of the initial flat curve and the end point of the a-turn road (see the linear combination schematic diagram at the left part in fig. 4), wherein the first straight line segment crosses the main line at the included angle ranging from 60 degrees to 93 degrees, and the second straight line segment crosses the crossed road at the included angle ranging from 45 degrees to 135 degrees (the range of 45 degrees to 135 degrees is required by the intercommunication specification). That is, if the included angle between the crossing angle of the a-turn road and the main line in the trial calculation process does not meet the requirement of the range of 60 ° -93 ° (when the crossing angle between the connecting line and the main line is less than 60 °, the scale and the cost of the bridge crossing the main line are both increased significantly, so the angle less than 60 ° is generally not set to cross the main line), the first straight line segment AA0 is added in an auxiliary manner so that the first straight line segment AA0 can cross the main line branch and meet the requirement of 60 ° -93 ° (considering the convenience of setting the straight line segment crossing the main line, an angle of 70 ° can be selected here), and meanwhile, in order to make the trial calculation result of the a-turn road coincide with the actually required end point of the a-turn road, a second curve needs to. In the above scheme, the second curve needs to satisfy the following condition:

the curvature of the second curve of the A-turn road is determined by an empirical value, and parameters of the circular curve and the gentle curve are back-calculated according to the requirement that the length of the gentle curve and the length of the circular curve are not less than 60-70 meters. The main consideration of the length of the gentle curve and the length of the circular curve are the balance of indexes among the curves, convenience of connection between D, E ramps and A ramps and the like.

2.2A ramps intersect the main line in a curved manner

If the end point of the initial flat curve of the A-turn road and the connecting line of the end point of the A-turn road incline to one side of the E-turn road, and the included angle between the connecting line and the main line is in the range of 93-180 degrees (see the linear combination schematic diagram of the right part in FIG. 4), because the A-turn road cannot face the end point of the left deviation direction if the second curves in the same direction are added in the A-turn road, the second curves in the same direction need to be added after the initial flat curve of the A-turn road to cross the main line; thus determining that the A-ramp crosses the main line in a curved manner; a second curve is arranged between the end point of the initial flat curve of the A-turn road and the end point of the A-turn road, and the second curve comprises a circular curve and a gentle curve; the second curve is obtained by: making a vertical line segment from the end point of the initial flat curve to the main line, selecting a reference point on the vertical line segment, and determining the position of the reference point according to the included angle between the second straight line edge and the main line, preferably, the distance between the reference point and the intersection point of the vertical line segment and the main line is in the range of 60-180 meters, so that the range of 60-180 meters is selected, and the linear gradual change value is obtained by 60-180 meters according to the included angle between the tangent line edge of the end point of the second curve and the main line which is in the range of 93-180 degrees; a connecting line of the reference point and the A-turn road terminal point is used as a tangent line of the second curve terminal point; the radius of the circular curve is determined to enable the crossing angle of the second curve and the main line to meet 89-91 degrees (the crossing angle of the A ramp and the main line firstly influences the bridge layout at the crossing position of the A ramp and the main line, preferably 90 degrees, so as to save the bridge scale, in addition, the space layout of the DE ramp is also influenced, and further the whole intercommunication effect is influenced), and the crossing angle of a connecting line between the tangent edge of the second curve end point of the A ramp and the crossed road is 45-135 degrees.

2.3 case of additional third Curve

Referring to the schematic diagram of the left part of fig. 4, if the included angle between the a-turn road and the intersected road does not fall within the range of 45 ° -135 °, a third curve AA3 is set, and the included angle between the third curve AA3 and the intersected road is 45 ° or 135 °; the third curve AA3 may include a gentle curve and a circular curve, a length between an intersection point of the third curve and an end point of the a-turn is not less than 60 m, and a radius of the circular curve in the third curve satisfies: the end point of the circular curve coincides with the end point of the A-turn road.

In the above solution, when the worst intersection angle is satisfied, the third curve AA3 is set, the intersection condition of the third curve AA3 and the intersected road satisfies the requirement, and then the other curves of the a-turn road are adjusted. There may also be the following at this time: in the initial situation, a second curve is set after the initial flat curve of the A-turn road, but the crossing angle between the second curve and the intersected road does not meet the range of 45-135 degrees, a third curve is added according to the analysis of the step, the third curve can be set according to requirements, the second curve is not required to be set after the initial flat curve of the A-turn road, and the setting of the second curve can be cancelled. That is, in the process of generating the a-ramp curve, the result of the previously generated curve can be deduced after each generation of the subsequent curve, and the result of the previously generated curve can be adjusted if unreasonable.

(3) D ramp design

Determining the positions of a D-turn road and a main line shunting point and the linear combination of the D-turn road according to the crossing mode of the A-turn road and the main line and the planar linear combination of the A-turn road, wherein the confluence point of the D-turn road and the A-turn road meets the condition that the curvatures of the D-turn road and the A-turn road are consistent; if the linear combination of the D-ramps comprises an S-shaped curve, the radius of the first section of the S-shaped curve is within the range of 355-400 meters. It should be noted that the starting point of the D-turn deceleration lane is the starting point of the D-turn.

In particular, see the different cases of linear combinations of D-ramps given in fig. 5a, 5b and 5 c:

if the connection mode of the D ramp and the A ramp is the straight line connection or the right-hand curve connection with the A ramp, wherein the A ramp can be a left-hand curve crossing with the main line or a right-hand curve crossing with the main line, only the connection point of the D ramp and the A ramp is just positioned in the straight line section of the A ramp, and the line shape of the D ramp consists of a deceleration lane and a right-hand curve; if the connection mode of the D-ramp and the A-ramp is the connection with the left deviation curve of the A-ramp (in this case, the A-ramp must be the intersection of the left deviation curve and the main line), the line shape of the D-ramp consists of a deceleration lane, a right deviation curve and a left deviation curve; wherein, the right deflection curve comprises a right deflection gentle curve connected with a right deflection circular curve and connected with a right deflection gentle curve; the left deflection curve comprises a left deflection gentle curve and a left deflection circular curve. Specifically, the following different cases are classified:

3.1 the A-ring road crosses the main line in a right-side-to-straight line mode, and the line shape of the A-ring road does not include the curve of the middle section of the A-ring road

If the crossing angle of the A-turn road and the main line is within the range of 60-93 degrees, the line shape of the D-turn road consists of a deceleration lane and a right deviation curve, and the step of generating the line shape of the D-turn road comprises the following steps:

a D-ramp deceleration lane is arranged at a position where the distance between the nose end of the D-ramp and the intersection point of the A-ramp and the main line is L-230 meters (the arrangement mode of the deceleration lane is set according to relevant standards); wherein, the value of L satisfies: the length of a ramp of the longitudinal section of the D ramp is within a preset index range, and the connection point of the D ramp and the A ramp is matched with the longitudinal slope of the A ramp; wherein the value of L is selected based on the following principle: when the A-turn road crosses over or under the main line, the elevation is higher or lower than that of the main line due to the interchange type, and the A-turn road returns to the vicinity of the normal elevation after a certain distance and then is branched and converged with the D, E-turn road. Therefore, the whole body is relatively coordinated, and the situations of linear distortion and the like can not occur. Therefore, the junction between the D-ramp and the a-ramp should not be too close to the intersection of the a-ramp and the main line. Given an empirical distance, we derive "L230 m". Referring to fig. 5a, an a1+ R + a2 type flat curve is generated at the end point of the deceleration lane of the D-ramp and is connected with the a-ramp; wherein, A1 is a relaxation curve, and the length of the relaxation curve is determined according to the design vehicle speed; r is a circular curve, and the radius of the circular curve meets the condition that the distance between the starting point of the flat curve and the nose end of the D-turn road is smaller than a set threshold value; a2 is a transition curve, the length of which should meet the relevant requirements of the specification, and the length of the transition curve in the ramp should meet the requirements of the ultrahigh transition section; and obtaining the D-turn road line shape.

3.2A ramp is crossed with the main line in a straight line mode, and when the line shape of the A ramp comprises the curve of the middle section of the A ramp

If the crossing angle of the A-turn road and the main line is within the range of 60-93 degrees, the line shape of the D-turn road consists of a deceleration lane and a right deviation curve, and the step of generating the line shape of the D-turn road comprises the following steps:

and if the deflection angle of the curve at the middle section of the A-turn road is zero, a D-turn road deceleration lane is arranged at the position, at which the distance L between the nose end of the D-turn road and the intersection point of the A-turn road and the main line is 230 meters. When the tangent side of the large pile number of the intermediate section curve is parallel to the main line (generally, the curve deflection angle when the tangent side of the large pile number of the intermediate section curve is parallel to the main line is the maximum deflection angle of the intermediate section curve), and the crossing angle of the a-turn road and the main line is 60 degrees, L is 230 meters; when the tangent edge of the large pile number of the middle section curve is parallel to the main line and the crossing angle of the A-turn road and the main line is 93 degrees, L is 180 meters (the value mode of L can refer to the value mode of L in 3.1); when the tangent side of the large pile number of the middle section curve is parallel to the main line and the crossing angle of the A-turn road and the main line is 60-93 degrees, L is linearly transited to 180 meters from 230 meters. And according to the values of L when the curve deflection angle of the middle section of the A-ring road between the intersection angle of the A-ring road and the main line is 60-93 degrees and the tangent side of the large pile number is parallel to the main line, when the curve deflection angle of the middle section of the A-ring road is positioned at any deflection angle from zero degree to the tangent side of the large pile number which is parallel to the main line, linear interpolation calculation is carried out according to the boundary value of the L to obtain the linear interpolation. Referring to fig. 5b, a flat curve of a1+ R + a2 type is generated at the end of the D-ramp deceleration lane to meet the a-ramp; wherein, A1 is a relaxation curve, and the length of the relaxation curve is determined according to the design vehicle speed; r is a circular curve, and the radius of the circular curve meets the condition that the distance between the starting point of the flat curve and the nose end of the D-turn road is smaller than a set threshold value; a2 is a transition curve, the length of which should meet the relevant requirements of the specification, and the length of the transition curve in the ramp should meet the requirements of the ultrahigh transition section; and obtaining the D-turn road line shape.

3.3A ramp crosses the main line in a left-hand curve way, and when the crossing angle between the straight line side behind the second curve of the A ramp and the main line is 93-133 DEG

Referring to fig. 5c, the line shape of the D-ramp consists of the deceleration lane plus the right-offset curve plus a straight line (the length of the straight line may be 0). The step of generating the D-ramp line shape comprises the following steps:

and when the intersection angle of the straight line side behind the second curve of the A-turn road and the main line is 93 degrees, a deceleration lane is arranged at the position, at which the distance L between the nose end of the D-turn road and the intersection point of the A-turn road and the main line is 230 meters. When the intersection angle of the straight line side behind the second curve of the A-ramp and the main line is 133 degrees, the distance between the nose end of the D-ramp and the intersection point of the A-ramp and the main line is 306 meters (the value of L is the same as that in 3.1); a deceleration lane is arranged. And when the intersection angle of the straight line side behind the second curve of the A-turn road and the main line is in the range of 93-133 degrees, performing linear interpolation on the distance L between the nose end of the D-turn road and the intersection point of the A-turn road and the main line according to the distance. Generating an A1+ R + A2 type flat curve at the end point of a deceleration lane of the D ramp to be connected with the A ramp; wherein, A1 is a relaxation curve, and the length of the relaxation curve is determined according to the design vehicle speed; r is a circular curve, and the radius of the circular curve meets the condition that the distance between the starting point of the flat curve and the nose end of the D-turn road is smaller than a set threshold value; a2 is a transition curve, the length of which should meet the relevant requirements of the specification, and the length of the transition curve in the ramp should meet the requirements of the ultrahigh transition section; and obtaining the D-turn road line shape.

3.4 when the A-turn road crosses the main line in a left-hand curve mode and the intersection angle between the straight line side behind the second curve of the A-turn road and the main line is more than or equal to 133 DEG

Referring to fig. 5c, the line shape of the D-ramp is composed of a deceleration lane, a right-hand curve, and a left-hand curve. The step of generating the D-ramp line shape comprises the following steps: and a deceleration lane is arranged at the position where the distance L between the nose end of the D-turn road and the intersection point of the A-turn road and the main line is 306 meters. In a right deviation curve after the deceleration lane, A1 is a gentle curve, and the length of the curve is determined according to the design vehicle speed; r1 is a circular curve, the radius of the circular curve is 355-400 meters within 133-180 degrees according to the intersection angle of the straight line side behind the second curve of the A ramp and the main line (the numerical range is calculated according to the relative position of the A ramp and the main line, and mainly according to the factors of the occupation area of the D ramp, the linear index balance and the like). A2 is a relaxation curve, and the length thereof is not less than the required length specified by the specification; in the rear left-hand curve, A3 is a moderate curve, and the length of the moderate curve is not less than the required length specified by the specification; and R2 is a circular curve and is connected with the A-turn road through trial calculation, and the radius of the curve is the same as the curvature of the point of the accessed A-turn road, so that the line shape of the D-turn road is obtained.

(4) E-ramp line shape design

And determining the positions of the confluence points of the E ramps and the main line and the linear combination of the E ramps according to the crossing mode of the A ramps and the main line and the planar linear combination of the A ramps, wherein the starting point of the E ramps is consistent with the curvature of the A ramps, and the end point of the E ramps is consistent with the curvature of the main line. In summary, the method comprises the following steps: when the A-turn road is crossed with the main line in a left-hand curve mode or when the A-turn road is crossed with the main line in a right-hand straight line mode and the line shape of the A-turn road does not include the curve of the middle section of the A-turn road, the line shape of the E-turn road is composed of a right-hand curve; when the A-turn road is crossed with the main line in a right-side deflection straight line mode and the middle section curve of the A-turn road exists in the line shape of the A-turn road, the line shape of the E-turn road is formed by connecting a left deflection curve and a right deflection curve; wherein, the right deflection curve comprises a right deflection curve connected with a right deflection curve and a right deflection curve connected with a right deflection curve. Referring to fig. 6, the following situations may be specifically included:

4.1 when the a-ramp crosses the main line in a manner of right-side deviation straight line and the line shape of the a-ramp does not include the curve of the middle section of the a-ramp, if the crossing angle of the a-ramp and the main line is in the range of 60-93 degrees, the line shape of the E-ramp is composed of right-side deviation curves, and the step of generating the line shape of the E-ramp comprises the following steps:

when the intersection angle of the straight line side of the main line crossed by the A-ramp and the main line is 60 degrees and no middle curve exists, the nose end of the main line converged by the E-ramp is arranged at the position, where the distance between the E-ramp and the intersection point L of the A-ramp and the main line is 195 meters (the value-taking principle of L refers to the step 3.1). When the intersection angle between the straight line side of the main line crossed by the A-ramp and the main line is 93 degrees, the nose end of the main line converged by the E-ramp is arranged at the position, at the distance of the E-ramp, of an intersection point L between the A-ramp and the main line, which is 165 meters (the value-taking principle of L refers to step 3.1). When the intersection angle between the straight line side of the main line crossed by the A-turn road and the main line is any angle between 60 degrees and 93 degrees, the linear interpolation of the nose end of the main line converged by the E-turn road is determined at the interval of 195-165 meters away from the intersection point L of the A-turn road and the main line. In the flat curve, R is a circular curve, and the radius of the circular curve meets the condition that the distance between the end point of the flat curve and the nose end of the E-turn road converging into the main line is smaller than a set threshold value; a1 and A2 are relaxation curves, the lengths of the relaxation curves meet the relevant requirements of the specification, and the lengths of the relaxation curves in the ramps meet the requirements of ultrahigh transition sections; an E-ramp line shape (the left-most E-ramp line shape in the figure) is obtained.

4.2 when the A-turn road crosses the main line in a right-deviated straight line way and the line shape of the A-turn road comprises the curve of the middle section of the A-turn road, if the crossing angle of the A-turn road and the main line is in the range of 60-93 degrees,

and (4) trial calculation is carried out on the E-turn road according to a method of 4.1, and if the joint point of the E-turn road and the A-turn road is still positioned on the straight line section of the A-turn road, the E-turn road and the A-turn road are processed according to a method of 4.1. If the joint point of the E ramp and the A ramp is located at the curve section of the A ramp, the left deflection curve needs to be added to be connected with the curve section of the A ramp. The E-ramp line shape is composed of a left deflection curve and a right deflection curve, and the step of generating the E-ramp line shape comprises the following steps:

the end point of the E-ramp is converged into the main line nose end position and is determined by referring to the method 4.1 (see the middle E-ramp line shape schematic). Trial calculating the joint position of the starting point left deflection gentle curve A1 and the A-turn road, and setting the right deflection curve according to the rule, wherein the radius of the right deflection gentle curve meets the condition that the distance between the end point of the flat curve and the nose end of the E-turn road converging into the main line is smaller than a set threshold value; a1, A2 and A3 are relaxation curves, the lengths of the relaxation curves meet the relevant requirements of the specification, and the lengths of the relaxation curves in the ramps meet the requirements of ultrahigh transition sections; an E-ramp profile (see the intermediate E-ramp profile) is obtained.

4.3 the line shape of the E-ramp is composed of a right deflection curve, and the step of generating the line shape of the E-ramp comprises the following steps:

and arranging a nose end of the E ramp, which is converged into the main line, at a position 165 meters away from the intersection point of the A ramp and the main line (the value-taking principle of L refers to step 3.1). Adjusting the radius of the circular curve to ensure that the distance between the end point of the flat curve and the nose end of the E-turn road converging into the main line is less than a set threshold value; a1 and A2 are relaxation curves, the lengths of the relaxation curves meet the relevant requirements of the specification, and the lengths of the relaxation curves in the ramps meet the requirements of ultrahigh transition sections; an E-ramp line shape (the rightmost E-ramp line shape in the figure) is obtained.

The curvature of both ends of the E-ramp is respectively consistent with the curvatures of the A-ramp and the main line in the same manner as the linear principle of the ramp.

(5) B-ramp linear design

The line shape of the B-turn road consists of a deceleration lane, a right deviation curve and a left deviation curve; wherein, the right deflection curve comprises a right deflection gentle curve connected with a right deflection circular curve and connected with a right deflection gentle curve; the left deflection curve comprises a left deflection gentle curve and a left deflection circular curve. The step of generating the B-turn road line shape comprises the following steps: the radius of the left eccentric curve at the end point is in direct contact with the curvature of the A-turn road. Trial calculation is carried out on the deceleration lane which flows out from different positions of the main line, and a right eccentric curve is arranged to be connected with the deceleration lane and a terminal point left eccentric curve.

Referring to fig. 7, the radius of the circular curve is adjusted to meet the requirement that the distance between the starting point of the flat curve and the nose end of the deceleration lane is smaller than a set threshold; a1, A2 and A3 are relaxation curves, and the lengths of the relaxation curves meet the relevant requirements of the specification; and obtaining the B-turn road line shape.

Therefore, the linear combination design of the single-horn intercommunication is automatically generated after the user inputs corresponding parameters after the linear of each ramp in the single-horn intercommunication is generated, manual intervention is not needed, and the design efficiency of the single-horn intercommunication is greatly improved.

In addition, after the single-horn intercommunication is automatically generated, if the generated result needs to be optimized, a linear optimization step can be further included, and the data receiving step is returned after any one or more parameters in the input parameters are adjusted. The line shape optimization may include:

index optimization and position optimization. The position optimization refers to adjusting the positions of the start point and the end point of any ramp, the intersection points, the confluence points or the shunting points of different ramps and the like; index optimization means that the position of each ramp is not changed, but the curvature parameters and the like are adjusted. In the process of automatically generating the line shape, initial assignment is carried out on some parameters according to experience, for example, assignment of the radius of a circular curve in the process of C-ramp line shape design, assignment of the distance between a confluence point of a ramp and the ramp A and a crossing point of the ramp A and a main line in the process of D-ramp line shape design, and the like, no matter which optimization mode is adopted, the input parameters corresponding to the indexes to be optimized can be directly adjusted and then returned to the step S101, and then the adjusted line shape result can be quickly and automatically generated again. Therefore, through the scheme of the invention, a designer can finally generate the single-horn intercommunicated line shape meeting the requirement only by inputting the parameters and the parameters in the subsequent optimization process, and compared with the prior art that the line shape combination needs to be redrawn through manual operation in each optimization adjustment, the method greatly saves labor and time.

Example 2

The present embodiment provides a computer-readable storage medium, where program instructions are stored in the storage medium, and after the program instructions are read by a computer, the computer executes the method for single-horn intercommunication type solid intersection linear design according to any one of the above aspects.

Example 3

The present embodiment provides a system for single-horn interworking grade crossing line design, as shown in fig. 8, which includes at least one processor 801 and at least one memory 802, where at least one of the memories 802 stores instruction information, and after at least one of the processors 801 reads the program instructions, the method for single-horn interworking grade crossing line design according to any of the above aspects may be executed in the embodiment. The above apparatus may further include: an input device 803 and an output device 804. The processor 801, memory 802, input device 803, and output device 804 may be connected by a bus or other means. The product can execute the method provided by the embodiment of the application, and has the corresponding functional modules and beneficial effects of the execution method. For technical details that are not described in detail in this embodiment, reference may be made to the methods provided in the embodiments of the present application.

Finally, it should be noted that: the above examples are only intended to illustrate the technical solution of the present invention, but not to limit it; although the present invention has been described in detail with reference to the foregoing embodiments, it will be understood by those of ordinary skill in the art that: the technical solutions described in the foregoing embodiments may still be modified, or some technical features may be equivalently replaced; and such modifications or substitutions do not depart from the spirit and scope of the corresponding technical solutions of the embodiments of the present invention.

Claims (10)

1. A method for single-horn intercommunication type solid crossing line design is suitable for A-type single-horn intercommunication, and is characterized by comprising the following steps:

a data receiving step: acquiring input parameters, wherein the input parameters comprise the plane line shapes of a main line and a crossed road, the design speeds of the main line, the crossed road and each ramp, the standard cross section of a roadbed, the position of a cross point of an A ramp and the main line and the position of a cross point of the A ramp and the crossed road;

the method comprises the following steps of obtaining a C-turn road line shape: determining the curvature change of the C-turn road according to the plane line shape of the C-turn road, the design speed of the main line and the C-turn road, the standard cross section of the roadbed and the plane line shape of the main line; determining the end point of the C-turn road according to the curvature change of the C-turn road and the wiring relation between the C-turn road and the main line by taking the butt joint position of the C-turn road and the A-turn road as the starting point of the C-turn road, and generating the line shape of the C-turn road;

the method comprises the following steps of A-turn road line shape acquisition: the starting point of the C-ramp is used as the starting point of the A-ramp, the intersection point of the A-ramp and the intersected ramp is used as the end point of the A-ramp, the linear combination of the A-ramp and the curvature change and the length of each section of curve in the linear combination of the A-ramp are determined according to the designed vehicle speed and the standard cross section of the roadbed of the A-ramp and the relative position relation of the starting point and the end point of the A-ramp, and the linear of the A-ramp is generated;

the method comprises the following steps of obtaining a D-turn road line shape: taking the starting point of a deceleration lane divided by the main line of the D-turn road as the starting point of the D-turn road, and determining the position of the deceleration lane in the D-turn road according to the design speed of the main line, the standard cross section of the main line and the roadbed of the D-turn road, the design speed, the position of the A-turn road and the linear combination; then determining a plane linear combination of the D-turn road, curvature change and length of each curve of the D-turn road and a wiring position of a terminal point of the D-turn road and the A-turn road to generate a linear shape of the D-turn road;

the method comprises the following steps of obtaining the line shape of the E-turn road: taking the final curvature along-line node of the E-ramp flowing into the main line acceleration lane as the end point of the E-ramp, determining the starting point of the E-ramp and the wiring position of the A-ramp according to the linear combination of the A-ramp to determine the starting point of the E-ramp, determining the curvature change and the length of each curve of the E-ramp according to the relative position of the starting point and the end point of the E-ramp, the design speed of the E-ramp and the standard cross section of the roadbed, and generating the linear shape of the E-ramp;

obtaining the line shape of the B-turn road: taking the starting point of a deceleration lane shunted by an automatic line of the B-turn lane as the starting point of the B-turn lane, and determining the end point of the B-turn lane according to the butt joint relation between the B-turn lane and the A-turn lane; and determining the curvature change and the length of each curve of the B-turn road according to the design speed of the main line, the plane linearity of the B-turn road, the standard cross section of the roadbed of the B-turn road and the design speed to generate the linearity of the B-turn road.

2. The method of claim 1, wherein the step of obtaining the C-ramp lineshape comprises:

if the main line is a straight line or a right-deviation curve relative to the C-ramp, the plane line shape of the C-ramp consists of a right-deviation curve, the right-deviation curve consists of a first right-deviation gentle curve, a right-deviation circular curve and a second right-deviation gentle curve, and the terminal point of the second right-deviation gentle curve is in butt joint with the main line acceleration lane; wherein the radius of the circular curve is within the range of 45-60 meters; the end point of the C-turn road is consistent with the curvature of the main line acceleration lane;

if the main line is a left deviation curve relative to the C ramp, the C ramp is designed to be an S-shaped curve so that the end point of the C ramp is consistent with the curvature of the acceleration lane of the main line;

and if the position of the intersection point of the plane line shape of the A-ramp and the main line is consistent with the position of the intersection point of the A-ramp and the main line acquired in the data receiving step, taking the plane line shape of the C-ramp as the plane line shape of the C-ramp.

3. The method for single trumpet intercommunicating fly-over alignment design according to claim 2, wherein the step of obtaining the planar alignment of the a-ramps from the planar alignment of the C-ramps comprises:

generating an initial flat curve of the A-ramp according to the starting point of a first right deflection gentle curve in the C-ramp, wherein the initial flat curve of the A-ramp is formed by connecting a left deflection curve with a left deflection gentle curve, and the curvature of the left deflection curve is in direct contact with the curvature of the starting point of the first right deflection gentle curve of the C-ramp; adjusting the length of a left partial circular curve of the A-turn road to enable the end point of an initial flat curve of the A-turn road to face the end point of the A-turn road;

if the connecting line of the end point of the initial flat curve of the A-turn road and the end point of the A-turn road inclines to one side of the D-turn road, and the included angle between the connecting line and the main line is in the range of 0-93 degrees, the A-turn road is crossed with the main line in a straight line mode; wherein:

when the included angle between the connecting line and the main line is in the range of 60-93 degrees, the end point of the initial flat curve of the A-turn road is directly connected with the end point of the A-turn road, and the A-turn road is crossed with the intersected road at the included angle in the range of 45-135 degrees;

when the included angle between the connecting line and the main line is less than 60 degrees, a first straight line section, a second curve and a second straight line section are sequentially arranged between the end point of the initial flat curve and the end point of the A-turn road, the first straight line section is crossed with the main line at the included angle ranging from 60 degrees to 93 degrees, and the second straight line section is crossed with the crossed road at the included angle ranging from 45 degrees to 135 degrees;

if the connecting line of the end point of the initial flat curve of the A-turn road and the end point of the A-turn road inclines to one side of the E-turn road, and the included angle between the connecting line and the main line is within the range of 93-180 degrees, determining that the A-turn road is crossed with the main line in a curve mode;

a second curve is arranged between the end point of the initial flat curve of the A-turn road and the end point of the A-turn road, and the second curve comprises a circular curve and a gentle curve; the second curve is obtained by: making a vertical line segment from the end point of the initial flat curve to the main line, and selecting a reference point on the vertical line segment, wherein the distance between the reference point and the intersection point of the vertical line segment and the main line is in the range of 60-180 meters; a connecting line of the reference point and the A-turn road terminal point is used as a tangent line of the second curve terminal point; and determining the radius of the circular curve to ensure that the crossing angle of the second curve and the main line meets 89-91 degrees, and the crossing angle between the tangent edge of the second curve at the end point of the A-turn road and the connecting line at the end point of the A-turn road and the crossed road is 45-135 degrees.

4. The method for single trumpet intercommunicating fly-over alignment design according to claim 3, wherein the step of obtaining the planar alignment of the A-ramps from the above planar alignment of the C-ramps further comprises:

if the included angle between the A-turn road and the intersected road does not fall into the range of 45-135 degrees, setting a third curve, wherein the included angle between the third curve and the intersected road is 45-135 degrees; the third curve comprises a moderate curve and a circular curve, the length between the intersection point of the third curve and the terminal point of the A-turn is not less than 60 meters, and the radius of the circular curve in the third curve satisfies the following conditions: the end point of the circular curve coincides with the end point of the A-turn road.

5. The method for single-horn intercommunicating fly-over alignment design according to claim 4, wherein the step of obtaining D-ramp alignment comprises:

determining the positions of the branch points of the D-turn road and the main line and the linear combination of the D-turn road according to the crossing mode of the A-turn road and the main line and the planar linear combination of the A-turn road, wherein the confluence point of the D-turn road and the A-turn road meets the following requirements: the condition that the curvatures of the ramp D and the ramp A are consistent;

if the linear combination of the D-ramps comprises an S-shaped curve, the radius of the first section of the S-shaped curve is within the range of 355-400 meters.

6. The method for single horn intercommunicating fly-over alignment design according to claim 5, wherein the step of obtaining E-ramp alignment comprises:

and determining the positions of the confluence points of the E ramps and the main line and the linear combination of the E ramps according to the crossing mode of the A ramps and the main line and the planar linear combination of the A ramps, wherein the starting point of the E ramps is consistent with the curvature of the A ramps, and the end point of the E ramps is consistent with the curvature of the main line.

7. The method for single horn intercommunicating fly-over alignment design according to claim 6, wherein the step of obtaining B-ramp alignment comprises:

the line shape of the B-turn road consists of a deceleration lane, a right deviation curve and a left deviation curve; wherein, the right deflection curve is connected with the right deflection curve and the right deflection curve from the right deflection curve to the right deflection curve; the left deflection curve is connected with the left deflection curve from the left deflection gentle curve; the step of generating the B-turn road line shape comprises the following steps:

the radius of a left partial circle curve in the B-turn road is in direct contact with the curvature of the A-turn road, a deceleration lane of the B-turn road flows out from a main line, and a right partial curve is arranged to be connected with a right partial circle curve and a right partial curve to be connected with the deceleration lane and the left partial curve; and adjusting the radius of a right deflection curve in the B-turn road to enable the starting point of the right deflection curve in the B-turn road and the branch point of the B-turn road and the main line to be smaller than a set threshold value.

8. The method for single horn intercommunicating fly-over linear design according to any of claims 1-7, further comprising:

and a linear optimization step, namely adjusting any one or more parameters in the input parameters and returning to the data receiving step.

9. A computer-readable storage medium, wherein the storage medium stores program information, and the computer reads the program information and executes the method for single-horn intercommunicating fly-over alignment design according to any one of claims 1 to 8.

10. A system for single-horn intercommunicating fly-over lineshape design, comprising at least one processor and at least one memory, at least one of said memory storing program information, at least one of said processor reading said program information and executing the method for single-horn intercommunicating fly-over lineshape design according to any of claims 1-8.

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