CN104641041A - Multi-layer compact highway toll station - Google Patents
Multi-layer compact highway toll station Download PDFInfo
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- CN104641041A CN104641041A CN201380031351.2A CN201380031351A CN104641041A CN 104641041 A CN104641041 A CN 104641041A CN 201380031351 A CN201380031351 A CN 201380031351A CN 104641041 A CN104641041 A CN 104641041A
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- 230000006872 improvement Effects 0.000 description 2
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- E—FIXED CONSTRUCTIONS
- E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
- E01C—CONSTRUCTION OF, OR SURFACES FOR, ROADS, SPORTS GROUNDS, OR THE LIKE; MACHINES OR AUXILIARY TOOLS FOR CONSTRUCTION OR REPAIR
- E01C1/00—Design or layout of roads, e.g. for noise abatement, for gas absorption
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Abstract
A multi-layer compact highway toll station containing 3 to 5 layers of toll areas in a single travel direction, among which one is a 'D'shaped toll area (12, 22), and the rest are double-'S' shaped toll areas (11, 13, 21, 23); toll areas of different layers are separated by 'S' shaped fences; each toll area has an independent entry passage (130) and an independent exit passage (230). Each toll area contains 3 to 10 parallel toll passages, and the toll passages of the double-'S' shaped toll areas (11, 13, 21, 23) are arranged in a staggering manner along the inclination direction of the toll area boundaries.
Description
Space compact type multilayer highway toll station
The invention relates to the technical field of design of a multi-layer type highway toll station. In particular, the invention relates to layout optimization of charging channels of each layer of a multi-layer highway toll station. By adjusting the position layout of the charging channels in the double S-shaped charging area, the occupied area required by the double S-shaped charging area can be obviously reduced.
Background of the inventionconventionally known road toll stations are generally designed with a plurality of toll tunnels oriented substantially perpendicular to the course of the road, in a line facing the vehicle. There is only one billing window per toll channel.
The capacity of a toll station is generally determined by several factors: the charging efficiency of each charging window, the number of charging channels and charging windows, and the interference factors among the charging channels.
The adoption of the ETC (Electronic Toll Collection) system can obviously improve the charging speed of a single charging window.
For increasing the number of charging channels and charging windows, the traditional charging station design method only increases the floor space width of the charging station; another way to increase the toll window is to use a multiple or multi-tiered toll gate layout. Prior art 1
A european patent application, EP 0282892A3, discloses a composite toll gate. With this configuration, it is expected to increase the processing capacity of one toll gate by a plurality of toll gates arranged in parallel in tandem.
However, the processing capacity of a toll tunnel with a composite toll gate does not simply increase proportionally with the increase in toll gates. In fact, the slowest toll gate will drag the rear leg.
FIG. 1 showsSingle charging port charging channel (and multiple charging port charging channel C)2The comparison between them. Wherein, C2Is a distance ώ greater than the length of d (i.e., meaning that the vehicle passes through C)2More than this distance.
Fig. 2 shows a plurality of vehicles respectively passing through the toll lanes (^ and (:2profile of time used. Here, the passing vehicle is indicated as ` based `nWhere n =1, 2, 3 correspondingly, \\ „ is followed by the car immediately behind it to/onn+1And (4) showing.
For multiple toll gates C2Through C2The vehicle of (a) may be divided into a pair of consist groups: (V)2), ( V3, V4), ( V5, V6) ... accordingly, each consist may be characterized as (\\ or @)2„—, \/2„), wherein η =1, 2, 3.. the meaning of each marker in fig. 2 is as follows
Remarks on meaning of Biaoji
Lo pass (^) vehicle profile
To average time of vehicle passing
LsBy (:2slow vehicle distribution curve
TsPassing through C2Average time of
LfBy (:2express train distribution curve
TfExpress passing c2Not including that required for an express train waiting for a slow train of the same group
LxThrough c2All vehicle profiles of
Time of day
Passing c of all vehicles2Average time tx of all vehicles passing distance in figure 1 (^ average time required here, slow vehicle means one vehicle in a consist that is relatively slow, fast vehicle is another vehicle that is relatively fast2Is determined by those relatively slow cars, i.e.Is dependent on this time factor. The following relationships exist in fig. 2:
To < Tf < Tx < Tstime factor TsThe drag may counteract the positive effect of the parallel mechanism; therefore, the efficiency of the toll tunnel cannot be improved significantly, at least by doubling it as expected, by adopting the method of the complex toll tunnel. Prior art 2
Patent document CN 101492903a discloses another composite charging channel. When the vehicle passes through the output road and the composite road, the efficiency of the toll gate is not improved substantially; conversely, the efficiency of the two toll roads is likely to be reduced due to congestion at the exit; the vehicles entering the main lane face the diversion of the plurality of composite toll gates, and benefit from the efficiency improvement brought by the parallel mechanism. However, since all the vehicles are queued on the main lane in a single line before entering the composite tollgate, there are obvious opportunities for each composite tollgate to be uneven: the farther a toll gate is from the entrance of the main lane, the more likely it is that there is an empty space or the like.
Obviously, the adoption of the multiple charging mode must consider whether the interference condition exists before and after the vehicle enters and exits the charging ports. A double-deck toll station as shown in figure 3 overcomes the drawbacks of the above-described solutions. Two toll collection channel groups are arranged in the same driving direction and are positioned in two mutually isolated toll collection areas in tandem. The two charging areas are respectively provided with an independent inlet channel and an independent outlet channel; the two inlet channels are parallel to each other, and have no competition conflict; the two outlet channels are also in parallel with each other without contention conflicts.
The median between the two toll zones is a sigmoid curve. One of the charging areas is in the shape of a bow close to the capital letter D, and the other charging area is surrounded by two approximately parallel S-shaped curves, which are called double S-shaped areas in the invention.
Summary of the inventionit is first necessary to clarify the basic factor that the size of the area required for a toll area should be considered.
The area size of the toll collection area needs to take the basic length L necessary for each toll collection channel into consideration, and the waiting space before the vehicle enters the toll collection channel and the safety space after the vehicle leaves the toll collection channel are reserved.
In case of parallel arrangement of a group of toll roads, the toll area must be able to accommodate an approximate rectangle with the basic length L of a single toll road as one side and the width of the toll group as the other side, and the two sides are narrowed in arc shape, called as a basic area A. only if the basic length L is guaranteed, it can be ensured that a vehicle enters and leaves a certain toll road, in principle, without being influenced by vehicles entering and leaving other toll roads. In fig. 3, the floor space of the multi-tiered toll station consists of two "bow" shaped toll collection areas, two "double S" shaped toll collection areas, and the corresponding areas occupied by the fast entrance and exit channels.
The requirement of the basic area A is satisfied, and the site length of the whole toll station is necessarily required to be adapted to the layer number of the toll station.
In order to reduce the area of the charging area reasonably, the invention makes the following improvement.
The charging groups in the double-S-shaped charging area are arranged in a staggered mode in sequence according to the inclined direction of the S-shaped boundary. The offset is such that each toll gate forms an inclination of angle phi with the perpendicular to the central axis of the toll station.
The improved multilayer highway toll station comprises 3-5 layers of toll areas in a single driving direction, wherein the toll areas comprise a bow-shaped toll area, and the rest are double-S-shaped toll areas; the charging areas of different layers are separated by an S-shaped fence, each charging area comprises 3 to 10 charging channels which are arranged in parallel, and each charging area is connected to an independent quick inlet channel and an independent quick outlet channel; the charging channels in the double-S-shaped charging area are arranged in a staggered mode in sequence according to the inclined direction of the boundary of the charging area.
In order to take account of a plurality of factors such as space requirements of a waiting area in front of a toll gate and difficulty of turning of a vehicle, the preferred range of the angle phi is 10 degrees < phi < 45 degrees; with the most preferred embodiment being 30. It should be noted that the number of toll stations is selected to be 3 to 5 layers, which is optimized based on actual conventional requirements. Because each toll area entrance and exit needs to be provided with an independent quick channel, the number of layers is too large, and the precious field width is consumed too much.
In addition, 3 to 10 toll gates are arranged in each toll area, and the matching of the total processing capacity of each toll gate and the passing capacity of the rapid entrance gate and the exit gate is comprehensively considered. When rapid charging means such as ETC and the like are adopted, the number of the charging openings can be 3-4.
For "bow" shaped toll areas, the use of the above-described tilting measures does not significantly reduce the area requirements of the toll area. But the area of the waiting area in front of the toll gate can be increased, and positive significance is still achieved.
Fig. 4 shows a basic area a of basic length L required for a conventional toll group, which after being displaced, has changed to the shape of fig. 5, the basic area a being deformed to a'.
The beneficial effects of this offset arrangement are clearly seen from a comparison of fig. 6 and 7.
The double-S-shaped charging area in figure 6 must contain a basic area A, and the double-S-shaped charging area in figure 7 must contain a basic area A 'after dislocation change';Thus, the double S-shaped region of fig. 7 can use less area, where the portion shown by Ax is reduced relative to fig. 6.
Figure 8 further shows the relationship between this offset angle phi and the perpendicular to the central axis of the toll booth. The invention also claims a method for establishing a temporary fast channel in a multi-layer highway toll station, which is used for quickly establishing a temporary channel when a certain fast entrance channel or a fast exit channel is blocked due to an accident; the method comprises the following steps: a) B) if the situation is next to another fast channel, moving the middle fence separating the two fast channels to the other side of the other fast channel, and changing the channel on the other side of the other fast channel into a temporary channel; if the channel on the other side is still a fast channel, repeating the step b); c) If the situation is close to another charging area, the close boundary charging channel in the charging area is changed into a temporary fast channel, and the boundary fence of the charging area is correspondingly retracted and adjusted.
Brief description of the drawingsfigure 1 shows a single toll gate toll tunnel d and a multiple toll gate toll tunnel c2The comparison between them. Fig. 2 shows a plurality of vehicles respectively passing through the toll lanes (^ and (:2profile of time used. Figure 3 shows a two-level toll booth configuration.
Fig. 4 shows a basic area a, of basic length L, required for a group of conventional toll channels.
Fig. 5 shows the corresponding change of the basic area after the change of the charging channel by dislocation: from A to A 'in FIG. 4';The basic length is unchanged.
Figure 6 shows a schematic view of the "bow" shaped charging area and the design of the "double S" shaped charging area, both of which must contain one basic area a.
Fig. 7 shows the situation where the floor space is reduced Ax after the basic area in the "double S" shaped charging area is changed from a to a'.
Figure 8 shows the relationship between the misalignment angle phi and the perpendicular to the central axis 5000 of the toll booth.
Fig. 9 is a schematic layout of a three-level toll booth employing misalignment variation.
Fig. 10 is a schematic diagram showing that the toll gate next to the fast gate is changed to the temporary fast gate after the fast gate is accidentally generated.
Fig. 11 is an example of establishing a temporary passage in the event of an accident in a three-tiered tollgate.
Detailed description of the embodiments fig. 8 shows an example of a double-tiered toll booth employing offset variation.
Only one side of the toll booth is shown. The toll groups in the "double S" shaped toll area are staggered by an angle phi. The angle is an included angle formed by the oblique line formed by the staggered arrangement of the toll gates and the vertical line of the central axis 5000 of the toll station. The selection of the size of the angle needs to take into account the inclination of the S-shaped barrier, the difficulty of turning the vehicle, and the necessary area of the waiting area. According to our calculation, the angle range is preferably 10-45 degrees; a preferred angle is around 30 °.
Fig. 9 is an embodiment of a complete three-tiered toll booth.
The three-layer of toll station left side according to the driving direction, divides into three charging area in proper order: a "double S" shaped charging area 21; a bow-shaped charging area 22 and a double S-shaped charging area 23.
The three-layer of toll station right side according to the driving direction, divides into three charging area in proper order: a double S-shaped charging area 11, a bow-shaped charging area 12 and a double S-shaped charging area 13.
The entrance lane to the charging area 12 is a fast lane 120 and the entrance lane to the charging area 13 is a fast lane 130. So called fast channel, is based on two features: firstly, the channel is not interfered by the running conditions of vehicles entering and exiting other toll areas; secondly, this channel is at least 30% wider than a conventional roadway. These two points ensure that the vehicle can rapidly enter or leave the fast passage.
Ensuring the unobstructed passage of the express way (including the entrance way and the exit way) is a key point for exerting the parallel effectiveness of the multi-layer toll station.
However, there is no guarantee in reality that these critical nodes will not be unexpected. When an accident occurs, a new temporary passage must be established as soon as possible to prevent the whole charging area from stopping operation.
Fig. 10 shows an unexpected situation. Two vehicles entering the fast track end up at the entrance 999, causing the entrance track 120 to be impassable. At this time, by changing the toll tunnel adjacent to the entrance tunnel to the temporary entrance tunnel 120', it is possible to allow the following vehicle to enter the upper toll collection area without waiting until the accident is dealt with and the trouble point is cleared.
It is clear that such temporary changes require temporary adjustment of the barrier separating the two tollbooths.
In order that this temporary passage does not seriously affect the speed of passage of the vehicle because it is too narrow, it is necessary to widen the width of the toll tunnel adjacent to the express passage to a degree close to the express passage.
Figure 11 shows an embodiment of a three-tiered toll booth.
The charging areas 11, 13 are located before and after the charging area 12, respectively. Two vehicles entering the fast entry channel 130 of the toll area 13 collide, causing the channels in the fast channel 130 that are located before and after the collision point 999 to be unusable.
Since the left side of the fast tunnel 130 is the fast exit tunnel 230 of the toll area 11, two adjustments have to be made to establish the temporary tunnel:
adjusting the barrier 5113 at the left side of the express way 130 to become the left barrier of the express way 230, so that the express exit way 230 of the original toll area 11 becomes the temporary entrance way 130' of the toll area 13;
the border toll gate adjacent to the express way 230 in the toll area 12 is changed to a temporary exit gate 230 'of the toll area 11 and accordingly, a fence 5112 separating the toll areas 11 and 12 needs to be adjusted to be connected to the left side of the temporary gate 230'.
For n layers of toll stations with more than 3 layers, because only one arch-shaped toll collection area can be arranged in one direction, the number of double S-shaped toll collection areas is n-1, and at the moment, the staggered arrangement measures are adopted in the double S-shaped toll collection areas, so that the saving of the whole length of the toll station is considerable. Under the condition of unchanged width, the occupied area can be obviously saved.
Claims (1)
- Claims1. A multilayer highway toll station comprises 3-5 layers of toll areas in a single driving direction, wherein the toll areas comprise a bow-shaped toll area, the rest are double-S-shaped toll areas, the toll areas on different layers are separated by an S-shaped fence, each toll area comprises 3-10 toll channels which are arranged in parallel, each toll area is connected to an independent quick entrance channel and an independent quick exit channel, and the toll stations are characterized in that the toll channels in the double-S-shaped toll areas are sequentially arranged in a staggered mode according to the inclined direction of the boundary of the toll areas.2. The multi-layer highway toll station according to claim 1, wherein the oblique lines formed by the oblique lines of the toll channels in the double S-shaped toll collection area due to the staggered arrangement form an included angle phi with the vertical line of the central axis of the toll station.3. The multi-level highway toll station according to claim 2, wherein said angle phi has a value range of: 10 ° < Φ < 45 °; preferably, Φ = 30 °.4. The multi-level highway toll station according to any one of claims 1 to 3 wherein the boundary toll tunnel in each "double S" shaped toll area immediately adjacent to a certain fast entrance tunnel or a certain fast exit tunnel is widened.5. The multi-level highway toll station according to any one of claims 1 to 3 comprising two toll collection directions arranged in two directions, wherein toll gates located in said arch-shaped toll collection areas in both toll collection directions are adjoined to form a straight line.6. The multi-level highway toll station according to claim 5 wherein said straight line is perpendicular to a central axis of the toll station.7. The multi-level highway toll station according to claim 6 wherein said toll lanes within said "bow" shaped toll area are all bidirectional toll lanes.8. The multi-level highway toll station according to claim 7 wherein a boundary toll tunnel adjacent to the two side rapid exit tunnels in the toll tunnel in the arch-shaped toll collection area is widened.9. Method for establishing a temporary express way in a multi-level highway toll station according to any of the preceding claims, for establishing a temporary way rapidly in the event of a blockage of a fast entrance way or a fast exit way due to an accident; the method comprises the following steps: a) B) if the situation is next to another fast channel, moving the middle fence separating the two fast channels to the other side of the other fast channel, and changing the channel on the other side of the other fast channel into a temporary channel; if the channel on the other side is still a fast channel, repeating the step b); c) If the situation is close to another charging area, the close boundary charging channel in the charging area is changed into a temporary fast channel, and the boundary fence of the charging area is correspondingly retracted and adjusted.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201380031351.2A CN104641041B (en) | 2012-12-12 | 2013-12-12 | Spaces compact type multilamellar toll station |
Applications Claiming Priority (4)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CNPCT/CN2012/086469 | 2012-12-12 | ||
| PCT/CN2012/086469 WO2014089787A1 (en) | 2012-12-12 | 2012-12-12 | Multi-layered toll station |
| PCT/IB2013/060849 WO2014091440A1 (en) | 2012-12-12 | 2013-12-12 | Multi-layer compact highway toll station |
| CN201380031351.2A CN104641041B (en) | 2012-12-12 | 2013-12-12 | Spaces compact type multilamellar toll station |
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| CN104641041A true CN104641041A (en) | 2015-05-20 |
| CN104641041B CN104641041B (en) | 2016-11-23 |
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| CN201380031351.2A Active CN104641041B (en) | 2012-12-12 | 2013-12-12 | Spaces compact type multilamellar toll station |
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Citations (7)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US4258502A (en) * | 1979-04-16 | 1981-03-31 | St Cyr Napoleon | Moving automated toll collectors |
| JPH07292630A (en) * | 1994-04-19 | 1995-11-07 | Koji Nishimori | Tollhose structure of motoring road |
| CN1178960A (en) * | 1996-07-17 | 1998-04-15 | 朱守晨 | Road toll gate |
| KR100783019B1 (en) * | 2007-03-02 | 2007-12-07 | (주)경동기술공사 | Establishment of a tollgate for expressway |
| JP2008031779A (en) * | 2006-07-31 | 2008-02-14 | Atsunobu Sakamoto | Congestion prevention of motorway |
| CN101492903A (en) * | 2008-11-18 | 2009-07-29 | 马国锦 | Composite fast access way for entrance and exit of highway |
| CN202033807U (en) * | 2011-05-17 | 2011-11-09 | 王铁中 | Multifunctional control management system of toll lane for toll road |
-
2013
- 2013-12-12 CN CN201380031351.2A patent/CN104641041B/en active Active
Patent Citations (7)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US4258502A (en) * | 1979-04-16 | 1981-03-31 | St Cyr Napoleon | Moving automated toll collectors |
| JPH07292630A (en) * | 1994-04-19 | 1995-11-07 | Koji Nishimori | Tollhose structure of motoring road |
| CN1178960A (en) * | 1996-07-17 | 1998-04-15 | 朱守晨 | Road toll gate |
| JP2008031779A (en) * | 2006-07-31 | 2008-02-14 | Atsunobu Sakamoto | Congestion prevention of motorway |
| KR100783019B1 (en) * | 2007-03-02 | 2007-12-07 | (주)경동기술공사 | Establishment of a tollgate for expressway |
| CN101492903A (en) * | 2008-11-18 | 2009-07-29 | 马国锦 | Composite fast access way for entrance and exit of highway |
| CN202033807U (en) * | 2011-05-17 | 2011-11-09 | 王铁中 | Multifunctional control management system of toll lane for toll road |
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| CN104641041B (en) | 2016-11-23 |
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Effective date of registration: 20161018 Address after: 530022 No. 15, Hunan Road, Nanning, the Guangxi Zhuang Autonomous Region Applicant after: Xu Jun Address before: China the Guangxi Zhuang Autonomous Region Nanning economic and Technological Development Zone Baisha Avenue, No. 109 Applicant before: MAXU TECHNOLOGY Inc. Applicant before: Xu Jun |
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Effective date of registration: 20221021 Address after: 350200 Haichuanghui, Big Data Industrial Park, Changle District, Fuzhou City, Fujian Province Patentee after: Tianji Technology (Fuzhou) Co.,Ltd. Address before: No. 15, Yuanhunan Road, Nanning City, Guangxi Zhuang Autonomous Region 530022 Patentee before: Xu Jun |
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