JP2009530517A - Hexagonal road system and traffic management system of this system - Google Patents

Abstract

【Task】
The present invention relates to an urban road system that provides efficient use of a congested area in a congested urban area, and an associated subway system, and vehicle movement through the road. The present invention relates to a system for controlling traffic flow that can be effectively controlled. In all or some areas of the city, the road network is built and connected with a honeycomb net structure. Compared to a regular square city, the hexagonal city of the present invention reduces the traffic flow by reducing 22% road coverage, 63% road area, and 30% total building area. Can greatly improve. The present invention also allows a hexagonal road system to move a vehicle on average 75% of the time without encountering a stop signal with a synchronized signal system for managing traffic flow.
[Selection] Figure 1

Description

  The present invention relates to an urban road system that provides efficient use of a congested area in a congested city and an associated subway system, and also effectively reduces the movement of vehicles passing the road. The present invention relates to a system for controlling a controllable traffic flow.

  By using tools and machines, humans customarily created things from straight lines and squares. Furthermore, for thousands of years, humans have filled the surrounding area with rectangular artifacts, with the exception of incidental ornaments. In a densely populated city, roads that directly connect the main areas of the region are built, and there are many intersections. All traffic problems arising from the expanded supply of cars are considered an inevitable product of modern civilization. As far as all the intersections of traditional road systems are concerned, it is a problem to build a system that fully controls the traffic flow that combines 12 traffic lines and 4 bidirectional pedestrian crossings, even with highly advanced computer systems. There is.

  On the other hand, nature pursues a circle (two-dimensional plane) and a sphere (three-dimensional space). However, perfect circles and spheres do not exist due to external forces. In such a natural world, the structure of a snowflake or beehive comprises many hexagonal cells. It is a hexagonal net structure like a honeycomb that makes the same circle bond on the plane most efficiently. This is the result of a deformation in which the gap between the circumscribed circles is pressed and contracted by the main external force applied.

  Creating a more efficient city space by means of applying the hexagonal net structure discovered from one of the natural phenomena to the normal society of humans since the beginning of civilization is the technical secret of the present invention. It is.

  When a human moves in space using an intersection line on an artificial polygonal plane, there is always an inefficient part of time and space that reduces the efficiency of movement. In this regard, the necessary evil time and space required for manipulating vehicle means, which are not optimal means for human physical movement, are "inefficient time" and "inefficient space, respectively." Is defined.

  The heart of the present invention is to find a technical solution by quantitatively analyzing these inefficient time and space for the identification of the two types of urban road systems proposed below. That is.

  A normal road network configured and connected as a square net structure is defined as a square road system or the like, and the other is defined as a hexagonal road system. When two different types of cities are defined here, which are defined as a square city and a hexagonal city and correspond to the individual road systems described above, the present invention solves the following three main problems.

  First: Obtaining a way to reduce inefficient space in urban areas by renovating the structure of the road network.

  Second: To obtain a way to reduce inefficient time in urban areas by renewing the structure of the road network.

  Third: Establish technical standards in road renewal to capture the economic and political effectiveness and fairness of the government's city plans for renewing the entire city, including ground and underground public facilities To do.

  In all or some areas of the city where the present invention is utilized, the road network is constructed and connected with a hexagonal mesh net structure, such as a honeycomb cross section. Within each hexagonal unit block (herein abbreviated as a block) surrounded by roads between the blocks constituting the road network, roads between the blocks and other building facilities are installed. The orthogonal road, the circular road, and other local roads constitute a road group between the blocks described above.

  The area divided by the road between the blocks is assigned to a building or facility and is suitable for the geographical or geographical identification of the block, the roads on these sides being connected to individual ring roads. The central area of the block is set up by a plaza, park, school, library, or other public facility.

  As shown in FIG. 1, each orthogonal road (104) connects the center of a block (106) and the center of another adjacent block and crosses the road (102) between corresponding blocks. Annular roads of blocks (not shown) are aligned with each other at appropriate intervals and traverse each orthogonal road of the same block.

  Each pedestrian crossing in a hexagonal city on the road between blocks can provide an intermediate safety zone for the time lag of pedestrians crossing.

  The subway (108) is installed under an orthogonal road, with the possible entrances of the two different lines of the railway being on the parallel lines of the station platform. The subway station is built under a central square or intersection at the center of an intersection road (see FIG. 1).

  A square city divides a road lane in three directions, left, forward and right, while a hexagonal city divides in two directions, left and right. Therefore, the number of lanes required in the two cities is a ratio of 3: 2, and the lane ratio is simply 3/2. The rational allocation of road lanes is the key to the traditional quadrilateral urban traffic policy.

  According to the rules (decree 414 of the Republic of Korea, Ministry of Construction and Ministry of Transport) regarding the determination, construction and installation of city planning equipment, the provisions concerning roads are as follows (extracted and summarized).

Article 9-2. Road type by width a. Wide road: 40 meters or more, 12 lanes or more b. Large road: 25 meters or more, 8 lanes or more c. Middle road: 12 meters or more, 4 lanes or more d. Small road: other

Article 9-3. Types of roads by functionality Main trunk roads, auxiliary trunk roads, collector roads, local roads, etc.

Article 10. Road installation distance by grade Decreases by grade: 1000, 500, 250, 125, 60, 25 (meters)

Article 11. Road ratio by area adjustable on demand Residential areas: 20% to 30%, including 10% to 15% of major highways. Commercial areas: 25% to 35%, including 10% to 15% of major highways

  Road ratio is widely understood to change traffic flow for land use. However, the fundamental concern about the road ratio of a square city is that it cannot escape from the structural limitations that require a 3: 2 lane compared to a hexagonal city.

  Therefore, the upper limit of each road ratio mentioned above, which minimizes the degree of traffic congestion in a square city, is quoted here to analyze the road ratio of two different cities.

  The standard for the road ratio of a square city is estimated to be 32.5%, which is the arithmetic average value of the two upper limit road ratios in the most congested area, both of which are the main objects to which the present invention is applied. . The road ratio allocated to the main highway, auxiliary highway, and road between blocks is 12%, 8%, and 12.5%, respectively (total is 32.5%).

  The above values were determined for a square road system by a simple analysis of the relevant regulations of the current legislation (the total road ratio of highways is calculated as 20.28% and rounded down to 20%) )

  The road ratio plan for a square city is based on the assumption that a uniform expansion of four sides of a square block with a road width of 0 (no road area) will create an outer area that is comparable to the road ratio portion. equal. Hereinafter, in all mathematical expressions, √N is defined as the square root of N, and √ {expression} is defined as the square root of the expression.

  √ {100 / 100-32.5} × 100% = 11.7%

  If the side length ratio is defined as the ratio of the side lengths of two different regular polygon blocks with the same effective area, the side length of the square city relative to the hexagonal city is √3 (about 1.732). A side length of 540 meters in a square city corresponds to about 312 meters in a hexagonal city. In this example, the diameter of the inscribed circle of each block is the same 540 meters (see FIGS. 3 and 4).

  Further, assuming that the width of the road is proportional to the installation distance of the road quoted in Article 10, the number of lanes suitable for the grade of each road is set as follows.

  Installation distance (m): 1000, 500, 250, 60, 25 (decrease by half for each stage)

  Grade index (lane): 12, 10, 8, 6, 4, 2 (2 lanes decreased per stage)

The road ratio of the main highway is proportional to the width of the road and the perimeter of the block, and the width of the road is proportional to the number of lanes and the grade index by the side length of the block. Therefore, the road ratio of major arterial roads between a hexagonal city and a square city can be expressed as follows.
Hexagon city road ratio x road width ratio (L / R lane ratio x G / R grade index ratio) x P / R perimeter length ratio,
20% × (2/3) × ((8 + ((10−8) × (289−250) / (500−250))) / 10) × (6 × (1 / √3) / 4) = 9 .6% L / R G / RP / R

Due to the advantageous structure of the hexagonal city, the road lanes between each block are simply assigned two of the three lanes except the left lane, forward or right. Therefore, the road between hexagonal city blocks can be expressed as:
Road ratio between hexagonal city blocks x lane ratio x circumference length ratio, ie
12.5% × (2/3) × (6 × (1 / √3) / 4) = 7.2%

In conclusion, the side expansion ratio determined by the total 16.8% of the road ratio in the hexagonal city can be expressed as:
{100 / (100-16.8)} × 100% = 109.6%

The above assumptions apply to Proposition 1 below.
Proposal 1. Each range of two (arbitrary units) circumscribed circles, i.e. both regular hexagonal and square diameter circles, is approximately 3.14 (= π × 1 × 1), 3.46 (= 2√3) and 4.

Therefore, the following is derived.
Proportional area of square city including road: 4 × (1.217 × 1.217) = 5.92
Proportional area of hexagonal city including road: 3.46 × (1.096 × 1.096) = 4.16
Ratio of square city to hexagonal city: 5.92 / 4.16 = 1.42
Invalid area of square city: (5.92-3.14) /3.14×100%=89%
Invalid area of square city: (4.16-3.14) /3.14×100%=32%
Ratio of invalid area between square city and hexagonal city: 89/32 = 2.78
Proportional road area of square city: 5.92-4 = 1.92
The proportional road area of a square city: 4.16-3.46 = 0.70
Ratio of road area between square city and hexagonal city: 1.92 / 0.70 = 2.74

  In conclusion, the square city contains invalid area, construction area and road area compared to hexagonal city, the ratio of each being 2.78 (36.0%, conversely), 1.43 (70.0%, conversely) 2.74 (36.4%, conversely).

  Square city vehicles and pedestrians always circle around square corners, causing unpredictable vehicle-pedestrian contact. The bigger problem is that the invalid area becomes a dark backyard, accelerating the increase in slums.

Next, proposal 2 is derived by comparing the average range (length) of the roads of the two cities.
Proposal 2. The perimeters of two (arbitrary units) circumscribed circles, i.e. both regular hexagonal and square diameter circles, are approximately 6.28 (= 2π), 6.93 (= 12 / √3) and 8. is there.

Moreover, the following is acquired.
Square city road coverage ratio: 8 × 1.217 = 9.74
Road coverage ratio of hexagonal city: 6.93 x 1.096 = 7.60

  Thus, a square city vehicle goes around a highway with a ratio of about 1.28 (78.1%, conversely) to a hexagonal city.

  At a four-way intersection in a square city, the traffic management system processes 12 lanes in a single cycle, ie, 3 lanes per direction (left turn / forward / right turn). At a three-way intersection in a hexagonal city, the traffic management system processes six lanes in a single cycle, ie, two lanes (left / right turn) per direction.

  As is often the case when lanes for right turn are ignored, if the lane ratio is 12: 6 and the required lane ratio for each road is about 2: 1, the square city is 4 than the square city. Requires a signal cycle that is twice as long.

  The optimal solution for a traffic management system is defined as a system in which a group of vehicles can pass through consecutive intersections without stopping under unified traffic management, regardless of distance traveled or direction on the road network.

  There is no optimal solution for a square city traffic management system, but there exists a hexagonal city solution with an equally symmetric road network.

  Under the following requirements, the present invention proves the existence of an optimal solution for a single hexagonal road network (hereinafter referred to as road net) with a unified traffic management system of hexagonal city To do. A section is defined as the road portion between blocks between two adjacent three-way intersections.

  Condition 1. The road between all blocks of the road net includes at least two lanes per direction (or road edge), and each intersection includes roads between three different blocks.

  Condition 2. Each intersection other than the periphery or boundary of the road net is connected to a certain type of three adjacent intersections via the road between the blocks described above.

  Condition 3. A vehicle course to a far destination is completed by repeating left and right turns at each intersection.

  Condition 4. An exceptional turn can be selected for condition 3 to change or modify the course direction described above.

  Condition 5. The signal period on all intersections of the road net is the same, and one signal period is composed of three signal units.

  Condition 6. The acceptable speed of the vehicle and the length of the signal period are adjusted to cover two sections per signal period.

  Condition 7. Each pedestrian crossing (or pedestrian crossing) is provided in an intermediate safety zone for pedestrian crossing time lag.

  Under the condition of 7 described above, the vehicle repeats the same traffic condition by passing through 2 sections with 1 signal period. Passing two sections with one signal period is the same as passing 2/3 sections with one signal unit.

  The order of the left turn of the lane that opens at the intersection is counterclockwise according to the number of lanes (see FIG. 5). Each intersection includes three different roads, but a pair of lanes running on one side of the road have the same lane number (see FIG. 6).

  The hexagonal road network differs from the square road network in that one of the six lanes occupies the lane exclusively at the intersection (see FIG. 6).

  The following are unique ways to manage the optimal traffic flow. With a sequence of 1 and 1 of 3 pairs of lanes, each pair of vehicles in the lane passes through all intersections of a single road network simultaneously during a cycle by turning left (see FIG. 7).

  For a central intersection occupied by a left turn lane, three adjacent intersections are occupied by the same pair of opposite lanes. Conversely, other pairs of vehicles in the lane travel on other roads or pass the intersection by turning right (see FIG. 7).

  The signal synchronization system on a single road network described above allows a group of vehicles to pass through an intersection without stopping within the signal period.

  The constant road expansion in a traditional square city stems from the fact that it assumes the road's ability to accommodate cars when the intersection is congested. The increase in lane forces the driver to select one lane. However, drivers tend to unconsciously select the center lane. For this reason, assigning more central lanes results in a shortage of left or right lanes, which creates another traffic problem. When a traffic light comes on at an intersection, a lane change occurs between vehicles in other directions, which leads to a vicious circle of cumulative congestion.

  The three-way intersection of a hexagonal city does not remove all the dangerous elements of a square city, but it reduces traffic by reducing the signal period length from 3 minutes to approximately 1 minute from the traditional intersection. Increase efficiency. The driver can select a lane uniquely with a wide field of view when passing an intersection, can smoothly track a rotation angle of about 60 degrees, and provides a substantially constant traveling speed without reducing the speed by cornering. On the other hand, the pedestrian can safely cross the road within a sufficient time of half or more of the signal period without being obstructed by the vehicle.

  The road between the 6 sided, 6 bent blocks configured symmetrically scatters the vehicle naturally, and assigns the most congested public facilities to the central area, so that the congestion is absorbed by each block. Since the vehicle must stop or park on the road between the blocks, the distribution of the vehicle is greatly reduced. The two remote spots of the hexagonal road network are connected at least a geographically equal distance compared to other road networks, and vehicles on the road meet the stop signal by means of a traffic synchronization system of signal synchronization Can pass through continuous intersections.

  Thus, hexagonal cities do not need detour highways that create new traffic problems with frequent traffic jams around interchanges and junctions.

  Two different lines of the subway constructed along the orthogonal roads are parallel on the floor of the station, so passengers can transfer on the same platform.

  The smooth curvature of roads and railways reduces friction loss and engine waste due to vehicle deceleration / acceleration. By reducing the travel time of vehicles and the frequency of stops, the efficiency of traffic is improved and, in proportion, the life of vehicles and roads is extended, resulting in a significant reduction in urban pollution.

  All hexagonal blocks in a hexagonal city have six penetrating orthogonal roads that allow better atmospheric circulation. Hexagonal blocks and roads can be easily applied to non-rectangular curved city boundaries, thus making ideal development in an environmentally friendly manner by significantly reducing the amount of straight road construction work.

  Hexagonal cities will reinvent the vacant attempt of conventional city planning to eliminate traffic congestion by increasing road ratio by expanding roads. The hexagonal city significantly reduces the inefficient time and land resources wasted on the land of a square city. In particular, the present invention changes the human activities of human exchange from the outward distribution by wide roads to the inner concentration by the central square, and thus human modern civilization continues forever into the era of culture. .

  The average size of the hexagonal city block can be determined according to the size of the city area and the congestion of the city. Assuming each section of 450 meters length and a 50-70 km / h vehicle on the road between the blocks, it takes about 60 seconds to cover two 900 meters blocks. Thus, the signal unit is divided into three, ie 20 seconds.

  When a group of vehicles pass through a three-way intersection between one signal unit at an average speed of 60 kilometers per hour without encountering a traffic stop, it constitutes a range of approximately 300 meters, and each hexagonal intersection Traffic volume is calculated. On the other hand, two lane vehicles comparable to road lanes are always more than 1/2 signal unit away, and lane vehicles occupy all lanes because of the distance before and after passing the intersection. A hexagonal urban traffic management system should be built on this inference (see Figure 7).

  During the left turn of each lane on the road, the advance signal of the two adjacent pedestrian crossings outside the road lights up, and the pedestrian is in the middle of safety in two consecutive signal units within one cycle with sufficient time You can cross the road halfway through the zone. The waiting time for pedestrians in the middle safety zone is 0 or 0.5 signal units depending on the direction of crossing. A vehicle waiting for a U-turn or coming out of a block can follow its path for about 1.5 signal units.

  The location and size of the U-turn zone can be identified by the fact that a vehicle traveling on the road between blocks gradually disappears from the center to one of the sides of the section during one signal unit.

  On the other hand, a vehicle on an orthogonal road waiting to cross the road between the blocks is similar to a pedestrian moving across the road to the opposite block for 1.5 signal units. Follow that road.

  The foregoing description is an exemplary illustration of the technical principles of the present invention, and various embodiments are possible within the substantial characteristics of the invention. For this reason, the examples developed by the present invention are for explanation of technical principles, not for limitation. The protection scope of the present invention should be construed based on the following claims, and the present invention should be construed to include all equivalent technical concepts.

  By improving the efficiency of land use, a hexagonal city can save approximately 30% land area compared to a square city of the same real area. Hexagonal cities can be realized in newly constructed cities, and similarly, existing rectangular cities can be realized by long-term partial redevelopment or partial rebuilding of existing road networks. Like square cities, hexagonal cities also include straight roads such as orthogonal roads that intersect the roads between blocks and connect the central portions of adjacent blocks (see FIG. 1). A plan to change to a hexagonal city with minimal construction costs by searching the city map for an area that can be changed to a three-way intersection by a parallel road in a rectangular city and a road with corresponding directions orthogonal to each other Can be planned.

  With such changes, the following innovations in urban planning and development can be expected.

  1: The city planning allows rezoning to change existing wide roads into newly developed continuous urban areas.

  Second: Upward averaging in urban development is possible by increasing the backside area under development relative to the central position in the three directions at the intersection.

  Third: It is possible to change the extra area generated by reducing the inefficient area into an environmental and economic value.

FIG. 1 illustrates the basic concept of the present invention. This figure shows each hexagonal block divided and surrounded by a road between blocks, an orthogonal road drawn in practice, and a subway drawn with (shaded) double lines. Ring road and building configurations have been omitted for simplicity. Orthogonal roads do not actually intersect at the center of each block, but are drawn as such to help understand the concept. FIG. 2 illustrates an exemplary year structure according to one embodiment of the present invention. This figure shows that the width of the road and the size of the blocks have been enlarged, reduced or modified as necessary. FIG. 3 shows a state in which each side of the polygonal block is uniformly enlarged in the outer peripheral portion as much as the road ratio portion of the block. FIG. 4 shows a state in which each side of the polygonal block is uniformly expanded in the outer peripheral portion as much as the road ratio portion of the block. FIG. 5 shows three-way intersections between blocks and the order of left turns between the three lanes (represented by numerals 1, 2, and 3, respectively). FIG. 6 shows the rotational position of the road fixed and exclusively occupied by three pairs of lanes before passing through each intersection. FIG. 7 shows the state of the road when 3/4 of one signal unit has elapsed after the left turn of lane number 1 is performed.

Explanation of symbols

The legend of the figure is as follows.
102: Road between blocks 104: Road orthogonal to each other 106: Unit block 108: Subway 500: Intersection 502: Crosswalk 504: Safety zone in the middle of the crosswalk 506: Signal

Claims (8)

A method of building a road,
Constructing roads between blocks formed by means of connecting all or part of the road network in the city in a hexagonal mesh net structure, such as a beehive cross section;
Building a road between blocks within each hexagonal block divided by a road between the blocks of the road network;
Placing a building or facility suitable for the terrain or geographical characteristics of the blocks in the area divided by the road between the blocks;
Connecting a road near a building or facility to a road between said blocks. The method for constructing a road according to claim 1, wherein the road between the group of blocks comprises an orthogonal road, a ring road, and other local roads,
Each of the orthogonal roads connects the central portion of the block to the other adjacent block, intersects the road between the corresponding blocks,
The method wherein the ring roads of the blocks are configured with appropriate mutual spacing and intersect each orthogonal road of the same block.   3. A method for constructing a road according to claim 1 or 2, characterized in that a central square, public facilities, or other public buildings are installed in the central part of each block. 4. A method of constructing a road as claimed in claim 3, wherein the subway is a road between the orthogonal road and the block, with possible entrances of two different lines of the subway being on parallel lines of the station platform. Built under
The method wherein the subway station is built under a central square or a specific intersection between the orthogonal road and the block. A method of constructing a traffic management system comprising the steps of connecting a road network of a specific urban area within a hexagonal mesh net structure, such as a beehive cross section,
Each road between blocks of the road network comprises at least two lanes;
Each intersection has a road between 3 different blocks,
All intersections other than the periphery or boundary of the road network are connected to 3 adjacent intersections via the road between the blocks,
A method, characterized in that the signal light at each intersection is set for a corresponding turn of six traffic lines. In the method of constructing the traffic management system according to claim 5,
The signal period of all the intersections is composed of 3 signal units of the same interval to allow a left turn in a predetermined order of the traffic lines on the 3 roads of each intersection;
A method characterized in that the possible speed of the vehicle and the length of said signal period can be adjusted to cover two sections in one signal period.   7. The method of constructing a traffic management system according to claim 6, wherein traffic that runs simultaneously on one side of the road by setting the counterclockwise turn order by one or a series of three pairs of the traffic lines. A method characterized in that each pair of lines of vehicles passes through all intersections of a single road network with a left turn with a signal period of one. 8. The method of constructing a traffic management system according to claim 7, wherein a signal for advancing two adjacent pedestrian crossings on the other side of the road is lit along with the left turn, and a pedestrian passes through an intermediate safety zone. The method can cross the pedestrian crossing in half.

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