BRPI0709311A2 - hexagonal road system and traffic control system - Google Patents

Abstract

HEXAGONAL ROAD SYSTEM AND TRAFFIC CONTROL SYSTEM. The present invention relates to the urban road system and the accompanying underground rail system, which provide efficient use of limited buildable areas in congested cities, and also refers to the traffic flow control system that can effectively control movements vehicles across the highways. In the entire or partial areas of a city, the road network is built and connected to the honeycomb network structure. Compared to a typical tetragonal city, the hexagonal city of the present invention can reduce 22% of the road length, 63% of the road area and 30% of the total buildable area, and the traffic flow can be greatly improved. The present invention also proves that the hexagonal road system allows vehicles to move on average 75% less time without encountering stop signals by the synchronized signal system for traffic flow controls.

Description

HEXAGON ROAD SYSTEM AND TRAFFIC CONTROL SYSTEM

DESCRIPTION

TECHNICAL FIELD

The present invention relates to the urban road system and the accompanying underground rail system which provide for the efficient use of constructible areas limited to congested cities, and also to the traffic flow control system which can effectively control vehicle movements through highways.

BACKGROUND OF THE INVENTION

Using tools and machines, humans usually make things out of lines and tetragons.

And, moreover, for thousands of years they have filled their surrounding space with artifacts in the shape of rectangles except in the case of incidental ornaments. Densely populated ascents were then built with the highway interconnecting the main places of their neighborhoods directly to form many road crossings.

All traffic problems caused by the expanded supply of automobiles have been regarded as the inevitable products of modern civilization. To date, as far as each intersection of a conventional road system is concerned, it has been problematic even for a highly advanced computer system to establish a complex traffic flow control system that must combine two traffic junctions plus four two-way pedestrian intersections.

Meanwhile, nature follows circles (in two-dimensional planes) and spheres (in three-dimensional spaces). But there is no perfect circle and sphere because of the effect of external forces. In such a kingdom of nature, the structure of a snowflake or beehive comprises many hexagonal cells. The most efficient formation of the formation of identical circles in a plane is exactly the hexagonal lattice structure like a beehive. This is the result of a transformation that the mutually circumscribed inter-circle spacings were pushed and shrunk by the applied dominant external forces.

Through the application of the hexagonal network structure found from one of the phenomena of nature to the usual societies of humanity since the dawn of civilization, the creation of more efficient urban spaces must be the technological secret of the present invention.

DESCRIPTION OF THE INVENTION

TECHNICAL PROBLEM

When human beings move in intersecting line spaces on artificial polygon planes, there are always ineffective parts of time and space that diminish the efficiency of movement. From this point of view, times and spaces that constitute a necessary evil, both of which are required to operate vehicular means which are not the best means for the physical movements of human beings, are defined as ineffective times and ineffective spaces respectively.

The heart of the present invention is to find technical solutions by analyzing these times and spaces ineffective quantitatively with respect to the fingerprint properties of different urban road systems proposed as follows.

A typical road network configured and connected to the tetragonal network structure is defined to be the tetragonal road system, and likewise the other is defined to be the hexagonal road system. Assuming two different types of cities, here defined as the four-city and hexacity, which correspond to the respective above-mentioned road systems, the present invention provides solutions to the following three main problems.

First: Derive the method to reduce ineffective spaces of urban areas by renovating the road network structure.

Secondly: Derive the method to reduce ineffective times in urban areas by renewing the road network structure.

Third: Establish the technical basis for economic and political validity and integrity in governmental city planning with regard to the total renewal of urban spaces including surface and underground public facilities, according to the renewal of the highways.

TECHNICAL SOLUTION

In whole or partial areas of the city to which the present invention is applied, the road network is constructed and connected to the hexagonal mesh structure such as the cross section of a hive. Within each hexagonal block (abbreviated as a block hereinafter) surrounded by inter-block highways that make up the aforementioned motorway, highways are placed within blocks and other architectural installations. And the northern highways, circular highways and other local highways constitute the group of highways within the above mentioned blocks.

Areas divided by highways within blocks are allocated to buildings or facilities, which are appropriate for the topographic or geographical properties of the block, and the highways next to them are connected to the respective circular highways. The central space of the block may be provided for a plaza, park, school site, library, or other public facilities.

As shown in FIGURE 1, each main road (104) connects the central part of a block (106) with those of other adjacent blocks, and intersects the corresponding inter-block highways (102). The (not described) circular highways of a block are arranged at the appropriate intervals between them, and intersect the respective orthogonal highways of the same block.

Each hexa-city pedestrian crossing (or pedestrian crossing), being on inter-block highways, may be provided with a safety island for the timed pedestrian crossing (see FIGURE 5).

Underground railways (108) are installed under orthogonal highways with the possible entry of two different railway lines into parallel lines of a platform at a station. And the stations for them are built under a central square or a certain intersection of highway intersections (see FIGURE 1).

The tetra-city divides the lanes of a highway in three directions such as left, front, and right, whereas hexa-city divides them into two, such as left and right. Consequently, the number of lanes required between the two cities is in the ratio of 3: 2, ie simply the ratio of the lanes is 3/2. Reasonable lane allocation has become a key to the traditional tetra-city traffic policy.

Based on the regulations of the ordinances, the structures, and the installation standards for urban planning facilities (Decree # 414 of the Ministry of Transport and Construction, Republic of Korea), the articles for asphalt are as follows (extracted and abstracted).

Article 9-2 Road types by width. Wide road: 40 meters or more, twelve lanes or more

B. Large road: 25 meters or more, 8 lanes or more

ç. Average road: 12 meters or more, four lanes or more

d. Small road: Other

Article 9-3 Road types by functional class

Major arteries, auxiliary arteries, collectors, local highways, etc.

Article 10. Laying distance to highways of a grade

Staggered down by degree respectively: 1,000, 500, 250, 125, 60, 25 (meters).

Article 11. Ozone-compliant highway ratio, adjustable as required.

1. Residential zone: 20% to 30%, including 10% to 15% of main arteries.

2. Commercial zone: 25% to 35%, including 10% to 15% of main arteries.

It has been widely recognized that the road-to-road relationship changes the flow of traffic to land use. But the radical problem about the tetra-city highway ratio is not getting out of the structural boundary, any clues in the 3: 2 ratio, though simply compared2 with a hexa-city.

Therefore, the upper limit values of the above mentioned road relations, which should minimize the degree of congestion of tetra-city traffic, are cited here to analyze the road relations of the two different cities.

The criterion of the city-to-city road ratio is assumed to be 32.5%, which is the arithmetic mean value of the two upper boundary road relations of the most congested zones, both of which are the main targets for the application of the present invention. The derodovine ratios attributed to major arteries, auxiliary arteries and highways within blocks are 12%, 8% and 12.5%, respectively (out of the sum of 32.5%).

The above-mentioned values were determined through thorough analysis of the relevant regulations of the current tetragonal road system guidelines. (The sum of artery road relations was rounded to 20%, although calculated as 20.28%).

The adjustment of the tetra-city highway ratio is equivalent to the assumption that the uniform expansion of the four-axis tetragon block with highway 0 (no road area) assumes both the outer area and the part of the highway relationship. In each of the following numerical expressions, Vn is defined as the square root of N, and V {expression} as the square root of the expression.

V {100 / (100 - 32.5)} x 100% = 121.7%

When the lateral length ratio is defined as the ratio between the lateral lengths of two different regular polygon blocks of the equal effective area, the lateral length relationship between a tetra-city and a high-city is V 3 (approximately 1.732). 0 length2. The 540-meter side of the tetra-city corresponds to that of approximately 312 meters of the hexa-city. The inscribed circle diameter of each block is identical to 540 meters in this example (see FIGURE 3 and FIGURE 4).

In addition, under the assumption that the road width is proportional to the road laying distance as mentioned in Article 10, the appropriate traffic numbers for the respective road grades are adjusted as below. Laying distance (m): 1,000, 500, 250, 125.60, 25 (reduced by 1/2 per step).

degree index (lanes): 12, 10, 8, 6, 4, 2 (reduced by 2 lanes / step)

The road ratio of the main arteries is proportional to the road width and block perimeter, and the road width is proportional to the number of lanes and degree index according to the lateral length of the block. Therefore, the road relationship between the arteries main cities of hexa-city and tetra-city can be written as:

Highway ratio of main tetra-city arteries χ highway length ratio (L / R degree index χ G / Degree index ratio) χ P / R perimeter ratio, ie,

20% x (2/3) X ((8 + ((10-8) X (289-250) / (500 250))) / 10) x (6x (1 / V3 road ratio) / 4) = 9 , 6% L / RG / RP / R

Due to the profitable structure of the hexa-city, aspects of each road within the block can be attributed simply to two, front or right, of three types of traffic, except the left lanes. thehexa-city block can be written as below.

Highway relationship within tetra-city block χ relationship2. of track χ perimeter ratio, ie 12.5% x (2/3) X (6 X (l / V3) / 4) = 7.2%

Conclusively, the lateral expansion ratio, determined by the sum 16.8% of the dahexa-city highway ratio can be calculated as follows.> / {100 / (100-16.8)} x 100% = 109.6 %

The above assumptions apply to the following proposition 1. Proposition 1. The respective areas of a circle with a diameter of 2 (in any units), both regular hexagon and regular tetragon, which circumscribe the circle, are approximately 3.14 (= π χ 1 χ 1) .3.46 (= 2λ / 3) and 4.

So the following are derived.

Proportional tetra-city area including roads: 4 χ (1.217 χ 1.217) = 5.92

Proportional hexadecity area including roads: 3.46 χ (1.096 χ 1.096) = 4.16

Area ratio between tetra-city and hexa-city: 5.92 / 4.16 = 1.42

Ineffective tetra-city area ratio: (5.92 -3.14) / 3.14 χ 100% = 89%

Ineffective hexa-city area ratio: (4.16 -3.14) / 3.14 χ 100% = 32%

Ineffective area ratio between tetra-city and hexa-city: 89/32 = 2.78

Tetra-City Proportional Highway Area: 5.92-A = 1.92

Hexa city proportional highway area: 4.16 -3.46 = 0.70

Ratio of highway area between tetra-city and hexa-city: 1.92 / 0.70 = 2.74

In conclusion, the tetra-city contains ineffective spaces, buildable areas, and highway areas with the respective ratios of 2.78 (36.0%, on the other hand), 1.43 (70.0%, on the other hand) and 2.74 ( 36.4%, conversely) compared to hexa-city.

Tetra-city vehicles and pedestrians often deviate off-road from tetragonal corners, causing unpredictable vehicle contacts and pedestrian contacts. The biggest problem is that ineffective spaces are transmitted to the negative side in order to accelerate the growth of slums.

And then, to compare the average length (length) of the highways between the two cities, proposition 2 is introduced.

Proposition 2. The respective perimeters of a circle with a diameter of 2 (in any units), both the regular hexagon and the regular tetragon, which surround the circle, are approximately 6.28 (= 2π) .6.93 (= 12 / π3) and 8 .

In addition, the following is obtained.

Ratio of tetra-city highway extension: 8 χ 1,217 = 9.74

Hexa-city highway extension ratio: 6.93 χ 1.096 = 7.60

Therefore, tetra-city vehicles take long road diversions from the ratio of approximately 1.28 (78.1%, in reverse) to those in hexa-city.

At a four-way intersection of tetra-city, the traffic control system processes twelve traffic lines, three lines (left contour / follow contour / right contour) per lane in a signal cycle. At a three-way intersection of the hex-city, it processes two traffic lines, two lines (left contour / right contour) per lane in a signal cycle.

Since the ratio of traffic lines is 12: 6 and the ratio of required lanes per highway is approximately 2: 1, as is often the case where right-handers are overlooked, tetra-city requires a cycle of traffic. Signals four times longer than hexa-city.

The best solution for the traffic control system is defined as the system that allows a group of vehicles to pass consecutive intersections without stopping regardless of the travel distance and direction on the road network under unified traffic controls.

Although there is no ideal solution for the traffic control system for tetra-city, there is a solution for hexa-city which has the equivalent symmetrical road network.

Under the following prerequisite conditions, the present invention proves the existence of the ideal solution for unitary hexagonal road network (abbreviated as redirect road, hereinafter) under the hexa-city unified traffic control system. A section is defined as an inter-block road segment between the two adjacent three-way intersections.

Condition 1. Each highway inter-block road contains at least two lanes per lane (or the side of a highway), and each intersection contains three different inter-block highways.

Condition 2. Each intersection, except at the edges or boundaries of the road network, is connected to the three adjacent intersections of inter-block highways of aforementioned type.

Condition 3. The course of a vehicle to a distant destination is completed by alternating left and right contours at each intersection.

Condition 4. In order to change or amend the aforementioned course direction, exceptional contours against condition 3 may be selected.

Condition 5. The signal cycle at each road intersection is identical, and a signal cycle consists of three signal units.

Condition 6. Permissible speed for vehicle and signal cycle length are adjustable to cover two sections per signal cycle.

Condition 7. Each pedestrian crossing (or pedestrian crossing) may be equipped with a safety island for the timed pedestrian crossing.

Under the above seven conditions, passing two sections in a signal cycle causes vehicles to repeat the identical traffic condition. The passage of two sections in one signal cycle is equivalent to the passage of 2/3 of sections in one signal unit.

The left boundary order for each traffic line at an intersection is compatible with the traffic numbers in the counterclockwise direction (see Figure 5). Although each intersection contains three different highways, a pair of traffic lines running on either side of a highway have the same number of traffic lines (see FIGURE 6).

The hexagonal road network differs from the tetragonal road network, and each of the six traffic lines occupies its own lane (or lanes) exclusively at an intersection (see FIGURE 6).

The unique method for optimal traffic flow controls is as follows. In a one-to-one sequence for the three pairs of traffic lines, the vehicles on each pair of traffic lines simultaneously pass the intersections of the unitary road network with a left-hand traffic circle (see FIGURE 7).

The three intersections adjacent to a given intersection, which is occupied by the left-hand traffic line, are occupied by the reverse traffic line of the same pair. At the same time, vehicles from other pairs of traffic lines are running on other highways or are passing right-hand intersections (see FIGURE 7). With the above-mentioned desynchronization system on the unit road network, it is possible for a group of vehicles to pass alternately intersections in a signal loop without stopping.

ADVANTABLE EFFECTS

The incessant widening of highways in conventional tetra-cities comes from the fact that it supposes the ability of the highway to drive in during an intersection congestion. Increased traffic lanes force motorists to choose one of the lanes. However, motorists are used to unintentionally choose middle aspists. For this reason, the assignment of more lanes leads to a lack of left or right lanes, resulting in another traffic problem. When the signal lights are turned on at an intersection, lane shifts occur between vehicles from other directions, and lead to the vicious circle of cumulative congestion.

Hexa-city three-way intersections not only eliminate all hazardous elements of tetra-city, but also increase traffic efficiency by reducing the length of a signal cycle from approximately one minute to three minutes of conventional highway intersections. Drivers can choose lanes very simply and, with wider fields of view while crossing intersections, make smoother traces of the turning angle of approximately 60 degrees, which provides near constant rolling speed without slowing down at corners. On the other hand, pedestrians can safely cross roads for a sufficient length of time longer than one half of the signal cycle without the embarrassment of vehicles.

Six-corner, six-symmetrically arranged inter-block highways induce vehicles to spontaneously seduce, and congestion can be absorbed within each block by assigning the most crowded public facilities to the central area.

Because vehicles have to stop and park somewhere on highways within blocks, disruptions between the vehicles are markedly diminished. Two remote points on a hexagonal road network can be interconnected at the shortest distance from geometry when compared to any other road network, and vehicles on the highway can pass consecutive intersections without encountering any stop signals via the signal synchronization traffic control system.

Therefore, hexa-cities eliminate the need to avoid high-speed lanes that cause a new problem with frequent traffic jams around roundabouts or junctions.

Since two different underground railway lines installed along orthogonal highways can be parallel to one floor of a station, passengers can transfer on the same platform.

Fluent curvatures of highways and railroads reduce friction losses and energy consumption due to vehicle deceleration. Reducing travel time and stopping frequency of vehicles increase traffic efficiency, and proportionally the life span of vehicles and highways can also be extended, and urban pollution can be greatly reduced as a result.

All hexagonal blocks of the hexa-cities have penetrating orthogonal highways, allowing for better atmospheric circulation. Hexagonal blocks and highways can easily adapt to the non-rectangular curved edge of a city, thereby making them ideal for environmentally friendly development, significantly reducing the amount of work on building straight roads.

Hexa-city innovates the conventional urban planning of the vain attempt to resolve traffic congestion by increasing the highway relationship through the widening of the highways. Hexa-city significantly reduces wasted land resources at times and ineffective tetra-city spaces. Above all, the present invention will convert human activities for personal events from the broad highway-oriented outer dispersion into the centrally-oriented inner concentration, and thus the modern civilization of humanity will continue forever in the age of culture.

BRIEF DESCRIPTION OF DRAWINGS

FIGURE 1 shows the basic concept of the present invention. It shows each divided hexagonal block surrounded by interblock highways, orthogonal highways drawn as continuous lines, and subways drawn with double (shaded) lines. Circular highways and building arrays are omitted for simplification purposes. Orthogonal highways do not intersect at the center of each block in reality, but they are designed to help understand the concept.

FIGURE 2 shows a constitution of an example city according to an embodiment of the present invention. It illustrates that road widths and block sizes can be enlarged, reduced, or modified, as required.

FIGURE 3 and FIGURE 4 show that each side of a polygonal block is expanded evenly as well as the outer area of the road relationship portion of the block.

FIGURE 5 shows a three-way intersection of inter-block roads and the left turn order between three traffic lines (denoted with numbers 1, 2 and 3, respectively).

FIGURE 6 shows the conversion positions on the fixedly occupied highways exclusively by the three pairs of traffic lines prior to the passage of each intersection.

FIGURE 7 shows the situation of the highways immediately when 3/4 of a signal unit elapsed after the left conversion of traffic line number 1 proceeds. Each triangle represents a three-way intersection, and a small circle represents the pedestrian crossing with the proceed signal activated.

The captions of the figures are as follows.

102: inter-block highway104: orthogonal highway106: unit block108: underground railway500: intersection502: pedestrian crossing504: safety island from a pedestrian crossing506: signal light

BEST WAY TO PRACTICE THE INVENTION

The average block size of a hexa-city can be determined according to the scale of urban areas and the city's traffic jams. Assuming each common section length of 450 meters and a vehicle speed of 50 to 70 kilometers per hour on inter-block highways, it takes about sixty seconds to cover two sections of 900 meters. Therefore, the signal unit is divided by three, that is, twenty seconds.

As a group of vehicles, passing a three-way intersection during a signal unit at an average speed of 60 kilometers per hour without encountering stop signs, covers the length of nearly 300 meters, the volume of traffic through the hexa-city intersection can be estimated. On the other hand, since two-lane traffic vehicles on a road's racing lanes are more than 1/2 prepared signal units, one-lane vehicles can occupy all lanes for an interval before and after passing the intersection. . The hexa-city traffic control system should be established based on these inferences (see FIGURE 7).

During the left turn of each traffic line on a highway, the proceeding signals from the two adjacent pedestrian crossings on the other side of the highway are activated and pedestrians may cross the metadata road halfway through the safety island for a sufficient time of two signal units. continuous in a desinal cycle. The waiting time for pedestrians on the safety island is 0 or 0.5 signal units, depending on the crossroads direction. Vehicles awaiting U-turn or block exit may continue their path for almost 1.5 signal units.

The location and scale of the conversion zone at Ur can be specified according to the fact that vehicles driving on the inter-block road gradually fade to either end on either side of a section during a signal cycle.

Meanwhile, vehicles on the orthogonal highway, waiting to cross the inter-block highway, continue their paths, and pedestrians can also cross the highway to move to the opposite block for 1.5 signal units.

BEST MODE FOR INVENTION

The description so far is only an exemplary explanation for the technological principles of the present invention, and various modifications are possible within the substantial properties of the present invention.

Consequently, the examples presented by the present invention are for the explanation of technological principles, not for limitation. The protection limit of the present invention shall be construed in accordance with the following claims, and the present invention shall be interpreted as including all equivalent technical concepts.

INDUSTRIAL APPLICABILITY

As land use efficiency increases, the city may obtain approximately 30% of the land area saved compared to the tetra-city of an effective area. Hexa-city can be practiced in newly built cities as well as in existing tetra-cities through long-term divisional redevelopment or partial restructuring of existing road networks.

Just like a tetra-city, the hexa-city also contains straight roads such as orthogonal highways that intersect inter-block roads and interconnect the central parts of adjacent blocks (see FIGURE 1). By designing for the search for convertible areas at three-way intersections in the city map by overlapping the tetra-city parallel highways and the corresponding orthogonal highways of one direction, the plan for conversion to hexa-city with minimal overheads can be established.

Through such a conversion, the following urban planning and development innovations can be expected.

Firstly: Rezoning to convert existing wide roads into newly developed urban areas according to urban planning is possible.

Secondly: Upward equalization in urban development is possible because of the elevation of the underdeveloped back areas to the central places of the three-way intersections.

Thirdly: The conversion of extrascreated areas by reducing ineffective areas into environmental and economic value is possible.

Claims (3)

HEXAGONAL ROAD SYSTEM, of urban areas of a city, characterized by the fact that it comprises: a plurality of intersections, each of which is normally connected with three adjacent intersections of identical type in their respective intersections of surface inter-block roads. , single-sided and double-sided and divide urban areas into a plurality of unit blocks, a plurality of orthogonal highways which are formed by connecting the respective central parts of adjacent unit blocks to each other and intercepting the corresponding sections of said inter-block highways; a plurality of circular highways which are mutually arranged at appropriate intervals and intersect said orthogonal highway within each said block; It is a traffic control system with centralized control capability over said inter-block highways. HEXAGONAL ROAD SYSTEM according to claim 1, characterized in that it includes: underground railways are installed under said orthogonal railways and are arranged in parallel between a plurality of different lines at the identical level of a station platform. 3. TRAFFIC CONTROL SYSTEM, for the hexagonal road system as claimed in 1, characterized in that it includes: a signal cycle which is defined as approximately twice the amount of time required for a vehicle to drive through a section of said highway. Interlocking between said two intersections adjacent to a specific speed is applied identically to each said intersection, a signal unit which is defined as a segment of a third of said signal cycle, three pairs of traffic lines, each of which is defined as the roundabout of vehicles between the terminals of a said inter-block road which is completed by alternating left turn and right turn at each intersection and having an identical number of traffic lines between topologically parallel traffic lines. or never intercept one another; is a left conversion signal for the pairs of traffic lines of an identical traffic line number that is simultaneously generated at each intersection during said signal unit.