JP2000172892A - Vehicle charge calculating system - Google Patents

Abstract

PROBLEM TO BE SOLVED: To automate the charging to a vehicle in accordance with the presence /absence of exhaust gas or the amount of the exhaust gas. SOLUTION: A vehicle charge calculating system is provided with a vehicle detector 3, an exhaust gas detector 4, a vehicle type discriminating device 21, and an arithmetic processing section 6 so as to achieve such an accounting adjustment that favorable treatment (a cost merit) is given to a vehicle contributing to the prevention of air pollution (reduction in exhaust gas) depending upon the degree of contribution to the prevention of the air polution by deciding the discount rate of the vehicle in accordance with the amount of the exhaust gas Vd of the vehicle when the exhaust gas Vd detected by means of the exhaust gas detector 4 does not reach a prescribed threshold Vref or in accordance with the type and size of the vehicle discriminated by means of the vehicle type discriminating device 21.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a vehicle fee calculation system constructed at a toll gate of a vehicle and adjusting a fee to be charged in accordance with the status of exhaust gas emitted from the vehicle. It relates to technology that pursues the spread of low-emission vehicles (non-emission vehicles) that contribute to emission reduction.

[0002]

2. Description of the Related Art In recent years, traffic volume has increased and the pollution problem due to exhaust gas emitted from vehicles has become more serious. Currently, most vehicles are driven by an internal combustion engine (engine). Both gasoline engines and diesel engines emit exhaust gas that causes large air pollution. Especially in urban areas, the total amount of exhaust gas generated due to the high rate of traffic congestion is large, which is deteriorating the air environment of residents along the railway line. Such a phenomenon also occurs on a suburban highway or a motorway.

[0003] Conventionally, there has been proposed a system in which a special fee is collected from vehicles flowing into a city with the intention of suppressing an increase in the amount of traffic in a city. It is implemented as a system.

[0004]

Recently, low-emission vehicles (non-emission vehicles) such as electric vehicles and natural gas vehicles have been developed and put into practical use. There are also non-polluting vehicles such as hydrogen cars and solar cars, and low-pollution vehicles such as methanol cars. These low-pollution vehicles (no-pollution vehicles) still have a small production volume, high initial costs and high running costs, and have not been widely used. Driving low-pollution vehicles (non-polluting vehicles) does not reduce traffic congestion, but is effective for environmental protection because it does not pollute the air.

[0005] However, in the above-mentioned conventional system for imposing a special charge on a vehicle flowing into a city, the emission of exhaust gas is reduced even for a normal vehicle running while discharging exhaust gas with a gasoline engine or a diesel engine. Even low-emission vehicles (emission-free vehicles) such as electric vehicles and natural gas vehicles that emit little or no emissions are charged without any distinction. This is because there is no means for distinguishing a normal vehicle from a low-emission vehicle (non-emission vehicle).

[0006] Therefore, in the conventional vehicle charging system,
Incentives (cost merit) cannot be given to the driver of low-emission vehicles (non-emission vehicles) on the system. This has the aspect that it is one of the factors hindering the spread of low-emission vehicles (non-emission vehicles).

SUMMARY OF THE INVENTION In view of such circumstances, it is an object of the present invention to automatically adjust charging according to the presence or absence of exhaust gas or the amount of exhaust gas.
It is indirectly and secondarily low-emission vehicles (no-emission vehicles)
The aim is to contribute to environmental protection, such as air pollution prevention, by promoting the spread of air pollution.

[0008]

According to a first aspect of the present invention, there is provided a vehicle charge calculating system for detecting an amount of exhaust gas of a vehicle, and calculating a charging fee in accordance with the detected amount of exhaust gas. A charge calculating means and means for outputting the calculated billing charge are provided. According to this configuration, appropriate adjustment of the charging fee can be automatically performed according to the presence or absence of exhaust gas emission or the amount of exhaust gas. It is indirect
As a side effect, it promotes the spread of low-emission vehicles (non-emission vehicles) and contributes to environmental protection, such as air pollution prevention.

According to a second aspect of the present invention, in the vehicle fee calculating system according to the first aspect, the fee calculating means reduces the predetermined fee from the standard fee when the detected exhaust gas amount is equal to or less than a predetermined threshold value. It is supposed to. According to this configuration, a preferential measure (cost merit) of reducing the charging fee is provided to the owner or driver of a vehicle that does not emit exhaust gas or a vehicle that emits a small amount of exhaust gas.

According to a third aspect of the present invention, there is provided a vehicle fee calculating system for detecting an exhaust gas amount of a vehicle, a vehicle type determining unit for determining a type of the vehicle, and detecting and detecting the detected exhaust gas amount. The system includes a charge calculating unit that calculates a charging fee according to a vehicle type, and a unit that outputs the calculated charging fee. According to this configuration, it is possible to automatically adjust the charging fee in accordance with the presence or absence of exhaust gas or the amount of exhaust gas and the size of the vehicle model. It indirectly and secondarily promotes the spread of low-emission vehicles (non-emission vehicles) and contributes to environmental protection, such as air pollution prevention.

According to a fourth aspect of the present invention, in the vehicle fee calculating system according to the third aspect, the fee calculating means calculates the standard fee higher as the determined vehicle type size is larger.
In addition, when the detected exhaust gas amount is equal to or less than a predetermined threshold, a fee lower than the standard fee is output. In general, the larger the vehicle type size is, the larger the total exhaust gas amount is, so it is appropriate in principle to have more burden. In addition, if the amount of exhaust gas is equal to or less than the threshold value, a preferential measure (cost merit) of reducing the charging fee is provided.

According to a fifth aspect of the present invention, in the vehicle fee calculation system according to the first to fourth aspects, when the detected exhaust gas amount is equal to or smaller than a predetermined threshold value, the fee calculating means is inversely proportional to the detected exhaust gas amount. A typical discount fee is reduced from a predetermined fee. Here, the term inversely proportional does not mean only inversely proportional in a mathematically strict sense, but is broader such that the smaller the amount of exhaust gas, the higher the discount fee, and the higher the amount of exhaust gas, the lower the discount fee. It is a concept. Vehicles that contribute to the prevention of air pollution (reduction of exhaust gas) will be given a higher priority. This also promotes the spread of low-emission vehicles (non-emission vehicles).

According to a sixth aspect of the present invention, there is provided a vehicle fee calculating system according to the third aspect, wherein the toll calculating means is configured such that when the detected exhaust gas amount is equal to or less than a predetermined threshold value, the exhaust gas amount is the same. The larger the model size, the more discount fees are set. When the exhaust gas amount is equal to or less than the threshold value, the vehicle can be regarded as a low-emission vehicle (no-emission vehicle). In such low pollution vehicles (no pollution vehicles),
Even if the amount of exhaust gas is the same under the condition below the threshold,
Vehicles with a larger vehicle size contribute more to the prevention of air pollution (reduction of exhaust gas). Finer preferential measures will be taken to increase the discount fee for larger vehicle sizes. This is effective in promoting the spread of low-emission vehicles (non-emission vehicles).

According to a seventh aspect of the present invention, in the vehicle fee calculating system according to the third to sixth aspects, when the detected exhaust gas amount is substantially zero, the predetermined amount of the exhaust gas amount is significant. A discount fee larger than the discount fee when the value is equal to or less than the threshold value is set. Since such vehicles are non-polluting vehicles such as electric vehicles, they provide sufficient incentives.

In a vehicle fee calculation system according to an eighth aspect of the present invention, in the first to seventh aspects, the fee calculation means determines a standard fare according to a traffic distance or a parking time. It is appropriate that the longer the distance traveled and the longer the parking time, the greater the burden on the beneficiary. On top of that, various preferential treatments as described above are given.

It should be noted that the charge may be calculated in accordance with the concentration of a specific component in the exhaust gas instead of the amount of the exhaust gas.

Further, instead of the charge calculating means for calculating the charge, the value (including the score) may be calculated according to the detected exhaust gas amount.

The vehicle toll calculation system according to the present invention has a means for detecting the rear end of the vehicle, and the exhaust gas detecting means detects the amount of exhaust gas at the timing of detecting the rear end of the vehicle. It is configured to be. Exhaust gas can be detected at the most appropriate timing at which exhaust gas exhausted from the exhaust pipe can be captured most accurately, regardless of the type of vehicle, such as a small vehicle or a large vehicle, and the detection accuracy is improved.

[0019]

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a block diagram showing an embodiment of a vehicle toll calculation system according to the present invention.

[Embodiment 1] The vehicle fee calculation system according to Embodiment 1 is configured without considering the difference in vehicle type. In the current situation and the near future, it is assumed that the toll system for each vehicle type will be maintained, but in the distant future or depending on the area or toll section, the toll fee may be determined independently of the vehicle type. The present embodiment is applied to such a situation. Needless to say, the present embodiment may be interpreted as a basic technique in which elements for facilitating the understanding of the present invention are the simplest. An embodiment of the vehicle fee calculation system in consideration of the difference of the vehicle type will be described later.

FIG. 1 is a system configuration diagram for explaining the vehicle fee calculation system according to the first embodiment. The first embodiment is applied to a tollgate on a toll road as an example of a gate through which a vehicle passes. FIG. 1 conceptually shows a state of the tollgate and its vicinity. A booth 2 is provided beside each lane 1 at a tollgate on a toll road, in which a toll collector m enters. A vehicle detector 3 for detecting the entry of the vehicle A is provided beside the lane 1 on the upstream side where the vehicle A enters the booth 2. Any known vehicle detector can be applied as the vehicle detector 3.
Since the specific configuration is not directly related to the gist of the present invention, the description is omitted. An exhaust gas detector 4 is provided on the side of the lane 1 in the vicinity of the vehicle detector 3 on the slightly upstream side. As the exhaust gas detector 4, for example, there is an exhaust gas detector utilizing infrared spectroscopy. This is because an infrared ray having a certain frequency characteristic is radiated toward the exhaust gas 100 exhausted from the exhaust pipe (exhaust pipe) 91 of the vehicle A, the transmitted light or the reflected light is received, and the light is transmitted through the optical path through the analysis of the frequency component. It detects the concentration of various harmful substances including carbon monoxide, carbon dioxide and soot. However, this is also not directly related to the gist of the present invention, and any known exhaust gas detector 4 can be applied, and the description of the specific configuration will be omitted. The exhaust gas detector 4 corresponds to the “exhaust gas detecting means” described in the claims (the same applies hereinafter). In the following, the type of toll collection in booth 2 will be referred to as “booth type”.

The positional relationship of the exhaust gas detector 4 with respect to the vehicle detector 3 is as follows. FIG. 2 is a schematic diagram for explaining the positional relationship. A1 represents a small vehicle, A
2 represents a large vehicle. Each is divided into three states and displayed. This is to show the movement of the vehicle movement, and FIG. 2 must be interpreted as such. As in the case of both the small vehicle A1 and the large vehicle A2, the head 92 is at the detection line D of the vehicle detector 3.
When the vehicle reaches L1, the vehicle detector 3 detects the approach. As long as the vehicle body crosses the detection line DL1 as in the state of, the detection state continues. Finally, when the rear end 93 of the small vehicle A1 and the large vehicle A2 finally passes the detection line DL1 of the vehicle detector 3, the vehicle detector 3 is inverted to the non-detection state. . This timing does not distinguish between small vehicles and large vehicles,
This is the timing when the exhaust pipe 91 is about to pass the detection line DL1 of the vehicle detector 3. Therefore, the exhaust pipe 91 at that position
Detection line DL2 of the exhaust gas detector 4 at the most appropriate position where the exhaust gas 100 discharged from the
What is necessary is just to arrange | position the exhaust gas detector 4 so that it may come.

As shown in FIG. 1, a charging management device 5 is installed in the booth 2. The billing management device 5 includes at least an arithmetic processing unit 6 mainly including a microcomputer.
And a display unit 7. The arithmetic processing unit 6 includes an MPU (micro processing unit) and an arithmetic unit
A ROM (read only memory) storing a program for control and the like and a RAM (random access memory) for storing data while assisting calculation and control and the like are provided. In addition, the charging management device 5 of the booth 2 is provided with a toll collection device, a receipt issuing device, and the like. The vehicle detector 3 and the exhaust gas detector 4 are each operated by a processing unit 6 via a cable and a required interface.
It is connected to the. The charge management device 5 corresponds to the “charge calculation means” described in the claims (the same applies hereinafter). The specific contents of the fee calculating means should be clearer in the flowchart relating to the operation described below.

Next, the operation of the vehicle fee calculation system according to the first embodiment configured as described above will be described with reference to the flowchart of FIG. The MPU in the arithmetic processing unit 6 executes the following arithmetic processing according to a program stored in the ROM. When the vehicle A enters the booth 2 of the tollgate, the vehicle detector 3 detects the entry. The MPU waits for the operation of turning on the vehicle detection by the vehicle detector 3 in step S1 and proceeds to step S2 to start driving the exhaust gas detector 4, and detects the moment when the vehicle A passes the vehicle detector 3 in step S3, The operation of turning off the vehicle detection by the vehicle detector 3 is waited. When the vehicle detection OFF operation is performed, the process proceeds to step S4 and the MPU
Inputs the exhaust gas data from the exhaust gas detector 4 and stores the detected exhaust gas amount Vd in the RAM. The exhaust gas amount Vd is substantially the exhaust gas concentration, and is defined here as the total concentration of all harmful substances contained in the exhaust gas. When the input of the data of the exhaust gas amount Vd is completed, the driving of the exhaust gas detector 4 is stopped in step S5. Next, in step S6, it is determined whether or not the detected exhaust gas amount Vd is equal to or less than a predetermined threshold value Vref (Vd ≦ Vref) registered in advance in the ROM. That is, it is determined whether the current vehicle is a low-pollution vehicle or a non-polluting vehicle whose exhaust gas amount is less than a certain value or a normal vehicle whose exhaust gas amount is more than a certain value. Vd
If> Vref, the flow advances to step S7 to set the standard charge Ys in the charging buffer Y set on the RAM (Y ←
Ys). This standard fee Ys is registered in the ROM in advance, and here, it is assumed that the standard fee Ys is uniform regardless of the type of vehicle as described above. Conversely, when it is determined in step S6 that Vd ≦ Vref, that is, when the amount of exhaust gas of the current vehicle is smaller than a certain value, the process proceeds to step S8, in which a predetermined discount rate α is subtracted from the standard rate Ys. Set the value in the charging buffer Y (Y ← Ys−
α). In this way, the amount of exhaust gas is slightly increased (Vd> Vref).
Or Vd ≦ Vref), the process proceeds to step S9, and the arithmetic processing unit 6 controls the display unit 7 to display the charging fee data on the display unit 7. Looking at this display, the toll collection member m performs toll collection work. Arithmetic processing unit 6
Then, in accordance with the operation of the toll collection member m, the toll collection process is executed in step S10, and after the toll collection process is completed in step S11, the process proceeds to step S12 and the display unit 7
Is turned off, and the process returns to step S1.
In step S8, zero may be uniformly set in the charging buffer Y (Y ← 0). In other words, the toll is free for low-emission vehicles (no-emission vehicles).

Note that all calculated charges are stored in the memory in advance, and when the charges are output, data corresponding to the exhaust gas amount and the vehicle type may be read from the memory and output.

As described above, a standard fee is collected for a normal vehicle that travels while discharging exhaust gas at a certain amount or more when the vehicle travels on a toll road (highway), and the amount of exhaust gas emission is small or not. Low-emission vehicles (non-emission vehicles) such as automobiles and natural gas vehicles are collected after deducting a discount for environmental protection. That is, it is possible to automatically adjust the toll according to the amount of the exhaust gas (Vd> Vref or Vd ≦ Vref).

The above-described vehicle toll calculation system is applied to a toll gate on a toll road (highway). It may be applied to a gate.

The first embodiment corresponds to claims 1 and 2.

As described above, the amount of exhaust gas is slightly increased (Vd> V
ref or Vd ≤ Vref), as an indirect and side effect of automatic adjustment of vehicle charging, low-emission vehicles (such as electric vehicles and natural gas vehicles) that offer lower prices due to preferential treatment (cost merit). This will contribute to the promotion of the spread of pollution vehicles. In addition, it will contribute to environmental protection such as air pollution prevention. On the other hand, it is expected that owners of ordinary vehicles without such incentives are encouraged to switch to low-emission vehicles (non-emission vehicles) in search of such incentives.

[Second Embodiment] A vehicle fee calculation system according to a second embodiment relates to an automatic toll collection system. This automatic toll collection system is ETC (Electronic T
oll Collection) system, also called non-stop fee collection system. This system charges nonstop vehicles for vehicles passing through tollgates, and aims to reduce traffic congestion, reduce air pollution, and improve driver convenience.

FIG. 4 is a system configuration diagram for explaining an ETC system vehicle fee calculation system according to the second embodiment. Applies to toll gates on toll roads. Lane 1
, A vehicle detector 3 is provided, and an exhaust gas detector 4 by infrared spectroscopy is provided beside the lane 1 near the slightly upstream side thereof. The positional relationship between the vehicle detector 3 and the exhaust gas detector 4 is the same as in the first embodiment. An antenna 8 for the ETC system on a gantry (portable arm) or roof crossing the lane ahead of the vehicle detector 3
And an automatic toll management device 9 is installed beside the lane 1. The automatic toll management device 9 includes at least an arithmetic processing unit 1 mainly including a microcomputer.
0 and a wireless transmission / reception unit 11. The arithmetic processing unit 10 includes an MPU, a ROM, and a RAM as described above.
The vehicle detector 3 and the exhaust gas detector 4 are respectively connected to the arithmetic processing unit 10 via a cable and a required interface, the antenna 8 is connected to a wireless transmitting / receiving unit 11 via a cable, and the wireless transmitting / receiving unit 11 is connected to the cable. It is bidirectionally connected to the arithmetic processing unit 10 via a required interface. As the automatic toll management device 9 including the antenna 8, any known device can be applied, and its specific configuration is not directly related to the gist of the present invention, and therefore the description thereof is omitted. This automatic fee accounting management device 9 corresponds to the “charge calculating means” described in the claims (the same applies hereinafter). The specific contents of the fee calculating means should be clearer in the flowchart relating to the operation described below. Since the on-vehicle device 12 is not directly related to the gist of the present invention, the description of the specific configuration is omitted.

It is assumed that the vehicle A has a vehicle-mounted device 12 for an ETC system. An IC card for each driver is detachable from the on-vehicle device 12. The in-vehicle device 12 also includes an arithmetic processing unit and a wireless transmission / reception unit, and the wireless transmission / reception unit is connected to an antenna provided on the vehicle via a cable.
When a vehicle approaches an unillustrated entrance gate of a toll road (highway), data is exchanged between the on-board unit (automatic toll management device 9) and the on-board unit 12 by an active method. It should be noted that the vehicle fee calculation system of FIG. 4 is constructed not at the entrance gate but at the exit gate. The following processing is performed at the entrance gate. When a vehicle that has entered the entrance gate is detected by the vehicle detector, the on-road unit starts polling via the antenna. When the onboard unit 12 detects the polling,
The onboard unit 12 uploads the onboard unit ID data to the road unit by wireless communication. The roadside machine downloads an IC card installation confirmation signal. In response to this, the in-vehicle device 1
2 uploads the user ID data of the mounted IC card to the roadside device. Next, the roadside machine downloads entrance information such as tollgate ID data and passing time data to the onboard unit 12. The vehicle unit 12 stores the received entrance information. After this, the vehicle will drive on the toll road towards the destination and exit from the desired exit gate. When exiting from the exit gate, the vehicle fee calculation system shown in FIG. 4 functions. In the following, the type of charging a toll by the ETC system
C type ".

Next, the operation of the vehicle fee calculation system according to the second embodiment will be described with reference to FIG. The MPU in the arithmetic processing unit 10 executes the following arithmetic processing according to a program stored in the ROM. When the vehicle A enters the toll gate, the vehicle detector 3 detects the entry. The MPU waits for the operation of turning on the vehicle detection by the vehicle detector 3 in step T1 and then in step T2
To drive the wireless transmission / reception unit 11 to drive the on-board unit (automatic toll management device 9) and the on-board unit
A link process is performed with the second. In this link processing, polling by the on-road unit is performed, and entrance information such as on-board unit ID data, IC card user ID data, and tollgate ID data and passing time data stored at the entrance gate is transmitted from the on-board unit 12. Uploaded to roadside aircraft. Next, in step T3, the driving of the exhaust gas detector 4 is started, and in step T4, charging is performed based on the tollgate ID of the exit gate and the tollgate ID of the entrance gate received from the vehicle-mounted device 12 by wireless transmission / reception. Is calculated for the standard fee Ys. The basic data for calculating the standard charge Ys is R
It is registered in the OM, and it is assumed here that the difference between the vehicle types is uniform as described above. That is, it is assumed that the standard fare Ys depends only on the traffic distance L from the entrance gate to the exit gate. In step T5, detection of the moment when the vehicle A has passed the vehicle detector 3, that is, the operation of turning off the vehicle detection by the vehicle detector 3, is awaited. When the vehicle detection OFF operation is performed, the process proceeds to step T6 and the MPU
Inputs the exhaust gas data from the exhaust gas detector 4 and stores the detected exhaust gas amount Vd in the RAM. The exhaust gas amount Vd is substantially the exhaust gas concentration, and is defined here as the total concentration of all harmful substances contained in the exhaust gas. When the input of the data of the exhaust gas amount Vd is completed, the driving of the exhaust gas detector 4 is stopped in step T7. Next, at step T8, it is determined whether or not the detected exhaust gas amount Vd is equal to or less than a predetermined threshold value Vref for determining the exhaust gas amount registered in advance in the ROM (if the current vehicle has an exhaust gas amount equal to or less than a predetermined value). It is determined whether the vehicle is a low-pollution vehicle or a low-pollution vehicle or a normal vehicle having a large amount of exhaust gas exceeding a certain value. If Vd> Vref, the process proceeds to step T9, and the process proceeds to step T9 in the charging buffer Y set on the RAM.
The standard charge Ys obtained in step 4 is set (Y ← Ys). In the judgment of step T8, Vd ≦ Vref
If it is determined that the current vehicle exhaust gas amount is less than a certain value, the process proceeds to step T10, and a value obtained by subtracting a predetermined discount rate α from the standard rate Ys is set in the charging buffer Y (Y ← Ys− α). After the charging fee is determined in accordance with the amount of the exhaust gas (Vd> Vref or Vd ≦ Vref), the process proceeds to step T11, where the arithmetic processing unit 6 executes the final charging process. Return to T1.

The accounting process at this time is roughly classified into two methods. One is a case where the user IC card to be set in the in-vehicle device 12 is a prepaid card. The other is the case where the user IC card is a postpaid card, and the user ID and billing fee data are notified to the center. Send billing charge data. In the case of a postpaid card, charging fee data may be downloaded to the vehicle-mounted device 12 in real time. In any case, there is no need to collect fees by the toll collector. Since this billing process has little relation to the essence of the present invention, a detailed description is omitted. In step T10, zero may be uniformly set in the charging buffer Y (Y ← 0) so that the toll is free.

The vehicle toll calculation system described above is applied to a toll gate on a toll road (highway). In addition, a toll gate at an entrance to a city or a toll gate at a toll parking lot is also applicable. It may be applied to a gate.

The second embodiment corresponds to claims 1, 2 and 8.

As described above, in the ETC system (automatic toll collection system), as in the first embodiment,
For low-emission vehicles with low exhaust gas volume (no-emission vehicles), a discount fee for contribution to environmental protection will be deducted and collected. Such a small amount of exhaust gas (Vd> Vref or Vd
≤ Vref) As an indirect and side effect of automatic adjustment of vehicle billing according to (Vref), low-emission vehicles (non-emission vehicles) such as electric vehicles and natural gas vehicles whose prices are lower due to preferential treatment (cost merit) This will contribute to promoting the spread of In addition, it will contribute to environmental protection such as air pollution prevention. On the other hand, it is expected that owners of ordinary vehicles without such incentives are encouraged to switch to low-emission vehicles (non-emission vehicles) in search of such incentives.

[Third Embodiment] The vehicle fee calculation system according to the third embodiment is based on the system according to the first embodiment (FIGS. 1 to 3) and further has a function of a billing process according to the vehicle type. . Embodiment 3 is a booth type + vehicle type. FIG. 6 is a system configuration diagram for explaining the vehicle fee calculation system according to the third embodiment. The same reference numerals as those in FIG. 1 in the case of the first embodiment denote the same elements in FIG. 6 of the third embodiment. Briefly, 1 indicates a lane, 2 indicates a booth, and 3 indicates a vehicle detection. , 4 is an exhaust gas detector, 5 is a billing management device, 6
Denotes an arithmetic processing unit, 7 denotes a display unit, m denotes a toll collector, A denotes a vehicle, 91 denotes an exhaust pipe, and 100 denotes exhaust gas. The configuration specific to the third embodiment is as follows. A vehicle type discrimination device 21 is provided on the side of the lane 1 near the vehicle detector 3 slightly downstream (upstream from the booth 2). The vehicle type discriminating device 21 is connected to the arithmetic processing unit 6 via a cable and a required interface together with the vehicle detector 3 and the exhaust gas detector 4. Vehicle type identification device 2
As 1, a known arbitrary one can be applied, and its specific configuration is not directly related to the gist of the present invention, and therefore the description thereof is omitted. The vehicle type discriminating device 21 corresponds to the "vehicle type discriminating means" described in the claims (the same applies hereinafter).

Next, the operation of the vehicle fee calculation system according to the third embodiment configured as described above will be described with reference to the flowchart of FIG. The MPU in the arithmetic processing unit 6 detects the vehicle O by the vehicle detector 3 in step S21.
After waiting for the operation of N, the process proceeds to step S22, in which a flag F indicating that the detected exhaust gas amount is less than a predetermined value is initialized, that is, cleared to zero (F ← 0). Next, the exhaust gas detection process and the vehicle type determination process are performed in parallel. First, the exhaust gas detection processing will be described. That is, the driving of the exhaust gas detector 4 is started in step S30, and the detection at the moment when the vehicle A passes the vehicle detector 3 in step S31, that is, the vehicle detection by the vehicle detector 3 is turned off.
Wait for action. When the vehicle detection OFF operation is performed, the process proceeds to step S32, where the MPU inputs the exhaust gas data from the exhaust gas detector 4, and stores the detected exhaust gas amount Vd in the RAM. When the input is completed, step S
At 33, the driving of the exhaust gas detector 4 is stopped. Next, in step S34, the detected exhaust gas amount V
It is determined whether or not d is equal to or less than a predetermined threshold value Vref for determining an exhaust gas amount registered in the ROM in advance. That is, it is determined whether or not the current vehicle is a low-pollution vehicle or a non-polluting vehicle whose exhaust gas amount is less than a certain value or a normal vehicle whose exhaust gas amount is more than a certain value. If it is determined that Vd ≦ Vref, that is, if the amount of exhaust gas of the current vehicle is smaller than a certain value, step S35
To set a flag F indicating that the detected exhaust gas amount is less than a certain value (F ← 1), and then proceed to step S36. If Vd> Vref, nothing is performed and step S36 is performed.
Proceed to. In step S36, the process waits for the vehicle type determination process, which is the other of the parallel processes, to end, and then proceeds to step S61.

Next, a description will be given of a vehicle type determination process which is performed in parallel with the above exhaust gas detection process. That is, the vehicle type determination basic data is input from the vehicle type determination device 21 in step S40, and the vehicle type is determined based on the vehicle type determination basic data in steps S41 to S45. That is,
In step S41, it is determined whether the vehicle type is an oversized vehicle,
In a step S42, it is determined whether or not the vehicle is a large vehicle. In a step S43, it is determined whether or not the vehicle is a medium vehicle.
In step S4, it is determined whether the vehicle is a normal vehicle. In step S45, it is determined whether the vehicle is a light vehicle, and the process proceeds to the next step in accordance with each determination result. Step S51 for an oversized vehicle
Proceed to set the standard fee Ys ₁ of oversized vehicle to the charging buffer Y to be set on the RAM (Y ← Ys _1). When the large vehicle to set a standard fee Ys ₂ of the large vehicle to the charge buffer Y proceeds to step S52 (Y ← Ys _2).
When the medium-sized vehicle to set a standard fee Ys ₃ of medium-sized vehicle to the billing buffer Y proceeds to step S53 (Y ← Ys
₃ ). Normally when the vehicle sets the standard rates Ys ₄ ordinary vehicle to the charging buffer Y proceeds to step S54 (Y
← Ys ₄ ). To set a standard fee Ys ₅ of light vehicles in the charging buffer Y proceeds to step S55 when the light vehicle (Y ← Ys _5). Standard rates Ys for each of these models
_{1 ~Ys 5} is registered in advance in the ROM. Ys
_{1> Ys 2> Ys 3>} Ys 4> is Ys _5. In step S56, the process proceeds to step S61 after waiting for the end of the exhaust gas detection process which is the other of the parallel processes.

In step S61, it is determined whether or not a flag F indicating that the detected exhaust gas amount is less than a predetermined value is set (F = 1). Advance, charging buffer Y
The value obtained by subtracting the predetermined discount fee α from the contents of the above is newly set in the charging buffer Y (Y ← Y−α). Then, in step S63, the flag F is cleared to zero, and in step S64
Proceed to. If F = 0 in step S61, steps S62 and S63 are skipped and the process proceeds to step S64. Thus, the vehicle type and the amount of exhaust gas (Vd
> Vref or Vd ≦ Vref), the process proceeds to step S64, and the processing unit 6 controls the display unit 7 to display the charging fee data on the display unit 7. Looking at this display, the toll collection member m performs toll collection work. The arithmetic processing unit 6 then executes a toll collection process in step S65 according to the operation of the toll collection member m, and executes step S66.
Waits for the end of the toll collection process, proceeds to step S67, turns off the display of the charging fee on the display unit 7, and proceeds to step S67.
Return to 21. In step S62, zero may be uniformly set in the charging buffer Y (Y ← 0). In other words, the toll is free.

As described above, the third embodiment takes into account toll billing according to the type of vehicle. Assuming that a standard fee is charged according to the vehicle type, the standard fee is collected as it is for ordinary vehicles that run while emitting exhaust gas, and the amount of exhaust gas emission is less than a certain value or not emitted Low-emission vehicles (non-emission vehicles) such as electric vehicles and natural gas vehicles are collected after deducting discounts for environmental protection. That is, the amount of exhaust gas is slightly larger (Vd>
Vref or Vd ≦ Vref) can automatically adjust the toll.

The above-described vehicle toll calculation system is applied to a toll gate on a toll road (highway). It may be applied to a gate.

The third embodiment corresponds to claims 1, 2, 3, and 4.

In the third embodiment, on the assumption that a standard fee corresponding to the type of vehicle is charged, the amount of exhaust gas is slightly increased (Vd> Vref or Vd) as in the first embodiment.
<Vref?] The following can be mentioned as indirect and secondary effects of the automatic adjustment of vehicle billing according to? The preferential treatment will contribute to promoting the spread of low-emission vehicles (emission-free vehicles) such as electric vehicles and natural gas vehicles, which will be cheaper. In addition, it will contribute to environmental protection such as air pollution prevention. On the other hand, it is expected that owners of ordinary vehicles without such preferential measures (cost merit) will be encouraged to switch to low-pollution vehicles (non-pollution vehicles) in search of such preferential measures.

[Fourth Embodiment] The vehicle fee calculation system according to the fourth embodiment relates to an automatic toll collection system (ETC system). The fourth embodiment corresponds to the third embodiment in the same manner as the second embodiment corresponds to the first embodiment. That is, the second embodiment is different from the first embodiment.
The fourth embodiment is an ETC version of the third embodiment, similarly to the ETC version of the third embodiment. Embodiment 4
Is an ETC type + vehicle type. FIG. 8 is a system configuration diagram for describing a vehicle fee calculation system according to the fourth embodiment. The same reference numerals as those in FIG. 4 according to the second embodiment denote the same elements in FIG. 8 of the fourth embodiment. Gas detector, 8 is an antenna, 9 is an automatic billing management device, 10 is an arithmetic processing unit,
11 is a wireless transmission / reception unit, 12 is an on-vehicle device, A is a vehicle, 91 is an exhaust pipe, and 100 is exhaust gas. The configuration specific to the fourth embodiment is as follows. Vehicle detector 3
On the other hand, a vehicle type discriminating device 21 is provided on the side of the lane 1 near the downstream side. The vehicle type discriminating device 21 is connected to the arithmetic processing unit 10 via a cable and a required interface together with the vehicle detector 3 and the exhaust gas detector 4.

Next, the operation of the vehicle fee calculation system according to the fourth embodiment configured as described above will be described with reference to the flowchart of FIG. MPU in arithmetic processing unit 10
Waits for the vehicle detector 3 to be turned on by the vehicle detector 3 in step T21, and proceeds to step T22, in which the flag F indicating that the detected exhaust gas amount is less than a predetermined value is initialized, that is, cleared to zero (F ← 0). In step T23, the wireless transmission / reception unit 11 is driven to execute a link process between the on-board unit (automatic toll management device 9) and the on-board unit 12 of the vehicle A via the antenna 8. In this link processing, polling by the on-road unit is performed, and entrance information such as on-board unit ID data, IC card user ID data, and tollgate ID data and passing time data stored at the entrance gate is transmitted from the on-board unit 12. Uploaded to roadside aircraft. Next, the exhaust gas detection process and the vehicle type determination process are performed in parallel. First, the exhaust gas detection processing will be described. That is, in step T30, the driving of the exhaust gas detector 4 is started, and in step T31
At the tollgate I at the entrance gate received from the vehicle-mounted device 12 by wireless transmission and reception with the tollgate ID of the exit gate.
D is calculated based on D. Step T32
, The detection at the moment when the vehicle A has passed the vehicle detector 3, that is, the operation of turning off the vehicle detection by the vehicle detector 3 is awaited. If this vehicle detection OFF operation is performed, the operation proceeds to step T33.
The MPU inputs exhaust gas data from the exhaust gas detector 4 and stores the detected exhaust gas amount Vd in the RAM. When the input is completed, the driving of the exhaust gas detector 4 is stopped in step T34. Next, in step T35, the detected exhaust gas amount Vd is stored in the ROM
It is determined whether or not it is equal to or less than a predetermined threshold value Vref for exhaust gas amount judgment registered in advance. That is, it is determined whether or not the current vehicle is a low-pollution vehicle or a non-polluting vehicle whose exhaust gas amount is less than a certain value or a normal vehicle whose exhaust gas amount is more than a certain value. V
When it is determined that d.ltoreq.Vref, that is, when the amount of exhaust gas of the current vehicle is less than a predetermined value, the process proceeds to step T36, and a flag F indicating that the detected exhaust gas amount is less than a predetermined value is set.
(F ← 1), and then proceeds to step T37. Vd
If> Vref, the process goes to step T37 without doing anything. In step T37, the process proceeds to step T61 after waiting for the end of the vehicle type determination process which is the other of the parallel processes.

Next, a description will be given of a vehicle type discriminating process which is performed in parallel with the above exhaust gas detecting process. That is, in step T40, the vehicle type determination basic data is input from the vehicle type determination device 21, and in steps T41 to T45, the vehicle type is determined based on the vehicle type determination basic data. That is,
In step T41, it is determined whether the vehicle type is an oversized vehicle,
In a step T42, it is determined whether or not the vehicle is a large vehicle. In a step T43, it is determined whether or not the vehicle is a medium vehicle.
In step 4, it is determined whether or not the vehicle is a normal vehicle. In step T45, whether or not the vehicle is a light vehicle is determined, and the process proceeds to the next step according to each determination result. Step T51 for an oversized vehicle
Then, "1" indicating an extra-large vehicle is set in the vehicle type buffer G set on the RAM (G ← 1). If it is a large vehicle, the process proceeds to step T52, where "2" indicating a large vehicle is set in the vehicle type buffer G (G ← 2). If the vehicle is a medium-sized vehicle, the process proceeds to step T53, where "3" indicating a medium-sized vehicle is set in the vehicle type buffer G (G ← 3). If it is a normal vehicle, the process proceeds to step T54 to set "4" indicating the normal vehicle in the vehicle type buffer G (G ← 4). If the vehicle is a light vehicle, the process proceeds to step T55, where "5" indicating the light vehicle is displayed in the vehicle type buffer G.
Is set (G ← 5). In step T56, the process proceeds to step T61 after waiting for the end of the exhaust gas detection process which is the other of the parallel processes.

In step T61, a standard fee Zs at the traffic distance L corresponding to each vehicle type is calculated according to the traffic distance L already obtained in the exhaust gas detection process and the contents of the vehicle type buffer G obtained in the vehicle type determination process. This standard charge Zs
The data used as the basis for the calculation is preliminarily registered in the ROM. Here, as described above, the data depends on the vehicle type and also depends on the traffic distance from the entrance gate to the exit gate. The larger the model size, the more the standard fee Z
s is high, and the longer the traffic distance, the higher the standard fare Zs.

In step T62, it is determined whether a flag F indicating that the detected exhaust gas amount is less than a predetermined value is set (F = 1), and the flag F is not set (the exhaust gas of the current vehicle is fixed). If the value exceeds the value, the process proceeds to step T63, where the standard charge Zs obtained in step T61 is set in the charging buffer Y set on the RAM (Y ← Zs), and the process proceeds to step T66. Note that this step T63 is different from FIG. 7 in the case of the third embodiment. The reason is that in FIG. 7, since some standard charges have already been set in the charging buffer Y in steps S51 to S55, there is no need to set them again.
In FIG. 9, the standard charge is set in the charging buffer Y for the first time in step T63. When the flag F is set (the exhaust gas amount of the current vehicle is smaller than a certain value), the process proceeds to step T64 for preferential charging.
, A value obtained by subtracting a predetermined discount rate α from the standard rate Zs is set in the charging buffer Y (Y ← Zs−α), the flag F is cleared to zero in step T65, and step T6 is performed.
Proceed to 6. After the charging fee is determined in accordance with the vehicle type, the traveling distance, and the amount of exhaust gas (Vd> Vref or Vd ≦ Vref), the process proceeds to step T66, where the arithmetic processing unit 6 performs the final charging process. Is executed, and step T2 is executed.
Return to 1. In step T64, zero may be uniformly set in the charging buffer Y (Y ← 0) so that the toll is free.

As described above, in the ETC system (automatic toll collection system), as in the third embodiment,
Assuming that a standard fee is charged according to the vehicle type, the standard fee is collected as it is for ordinary vehicles that run while emitting exhaust gas, and the amount of exhaust gas emission is less than a certain value or not emitted Low-emission vehicles (non-emission vehicles) such as electric vehicles and natural gas vehicles are collected after deducting discounts for environmental protection. That is, it is possible to automatically adjust the toll according to the amount of the exhaust gas (Vd> Vref or Vd ≦ Vref).

The above-described vehicle toll calculation system is applied to a toll gate on a toll road (highway). It may be applied to a gate.

The fourth embodiment corresponds to claim 1, claim 2, claim 3, claim 4, and claim 8.

In the fourth embodiment, assuming that a standard fee corresponding to the type of vehicle is charged, the amount of exhaust gas is slightly increased (Vd> Vref or Vd) as in the third embodiment.
<Vref?] The following can be mentioned as indirect and secondary effects of the automatic adjustment of vehicle billing according to? Incentive measures (cost merit) will contribute to promoting the spread of low-emission vehicles (non-emission vehicles) such as electric vehicles and natural gas vehicles, which will be cheaper. Also,
This will contribute to environmental protection, such as air pollution prevention. On the other hand, it is expected that owners of ordinary vehicles without such incentives are encouraged to switch to low-emission vehicles (non-emission vehicles) in search of such incentives.

[Fifth Embodiment] In the fifth embodiment, based on the first embodiment (FIGS. 1 to 3), the discount charge α is adjusted in inverse proportion to the exhaust gas amount Vd. That is, the discount rate α increases as the exhaust gas amount Vd decreases, and the discount rate α decreases as the exhaust gas amount Vd increases. Embodiment 5 is a booth type + discount type by exhaust gas amount.

The configuration of the vehicle fee calculation system of the fifth embodiment is the same as that of FIG. The main part of the software of the vehicle fee calculation system according to the fifth embodiment will be described with reference to the partial flowchart of FIG. This is because step S6 is performed between step S6 and step S8 in FIG.
8a to S8d are added. Vo to Vref
The value is set to a value smaller than and sufficiently close to zero. This comparison reference value Vo is for determining that the exhaust gas is substantially zero. When the determination of Vd ≦ Vref is affirmative in step S6, the process proceeds to step S8a, where Vd
make decisions of d ≦ Vo, which sets the discount fee variable alpha to set the RAM proceeds to step S8b to alpha ₀ when That exhaust gas amount Vd when affirmative is substantially zero (alpha ← α ₀ ). This α ₀ is the maximum discount fee. Next, the process proceeds to step S8. When the determination of Vd ≦ Vo is negative, that is, when Vo <Vd ≦ Vref, and the exhaust gas amount Vd is lower than the predetermined threshold value Vref, it is determined that the exhaust gas is exhausted quantitatively. At step S8c, a variable k to be set in the RAM indicating the ratio of the detected exhaust gas amount Vd to the predetermined threshold value Vref is calculated (k ← Vd / Vref). (Α ← (1-
k) α ₀ ). This discount charge variable α can be rewritten as α ←
(1−Vd / Vref) · α ₀ .
The discount charge variable α is inversely proportional to the exhaust gas amount Vd. Then, the process proceeds to step S8, in which the value obtained by subtracting the value of the discount charge variable α from the standard charge Ys is set in the charging buffer Y (Y ← Ys−α). This algorithm is similarly applicable to the second embodiment (FIG. 5).

FIG. 11 shows the relationship between the exhaust gas amount Vd and the discount charge variable α. When Vd = Vref, k = 1 and α
= 0. When Vd = (1/2) Vref, k = 1
/ 2, and α = (１ ／) α ₀ . Vd = (3 /
4) When Vref, k = 3/4 and α = (1/1)
4) It becomes α ₀ . When Vd = (1/4) Vref, k
= 1/4, and α = (3/4) α _0. In addition, Vo of the comparison reference may be set to zero.

The fifth embodiment corresponds to claims 1, 2, 5 and 7.

As described above, when the exhaust gas amount Vd is substantially zero, the maximum discount rate α ₀ is returned to the user. The discount fee α is increased accordingly.
That is, the discount charge α inversely proportional to the exhaust gas amount Vd is reduced from the standard charge Ys. Such vehicles that contribute to the reduction of the amount of exhaust gas can be provided with detailed preferential treatment. As an indirect and secondary effect, it is expected that the promotion of the spread of low-emission vehicles (non-emission vehicles) such as electric vehicles and natural gas vehicles and further prevention of air pollution will be further promoted.

[Sixth Embodiment] In the sixth embodiment, based on the third embodiment (FIGS. 6 and 7), as described above, the smaller the exhaust gas amount Vd, the greater the discount rate α, and the larger the exhaust gas amount Vd.
, The discount rate α is reduced, that is, the exhaust gas amount V
The discount fee α is adjusted in inverse proportion to d.

The configuration of the vehicle fee calculation system of the sixth embodiment is the same as that of FIG. The main part of the software of the vehicle fare calculation system according to the sixth embodiment will be described with reference to the partial flowchart of FIG. This is described in a state in which a routine corresponding to steps S34 to S64 of FIG. 7 in the case of the third embodiment is extracted. Step S
Steps S35a to 35c are added after step S34, and step S61 is added after step S36 (step S56).
a to S61e are added. The comparison reference value Vo is for determining that the exhaust gas is substantially zero, and is smaller than Vref and sufficiently close to zero. When the determination of Vd ≦ Vref is affirmative in step S34, the process proceeds to step S35a, where the determination of Vd ≦ Vo is performed.
When d is substantially zero, the process proceeds to step S35b, and a flag F1 indicating that the detected exhaust gas amount is substantially zero is set (F1 ← 1). When the determination of Vd ≦ Vo is negative, that is, when Vo <Vd ≦ Vref, and the exhaust gas amount Vd is lower than the threshold value Vref, but quantitatively, it is determined that the exhaust gas is discharged. S3
Proceeding to 5c, a flag F2 indicating that the detected exhaust gas amount is smaller than the reference is set (F2 ← 1). Then, the process proceeds to step S61a through step S36, it is determined whether the flag F1 has been set (F1 = 1), the discounts variable alpha to alpha ₀ is set to RAM proceeds to step S61b when standing Set (α ← α ₀ ). This α ₀ is the maximum discount fee. Next, the process proceeds to step S62. If it is determined in step S61a that the flag F1 is not set, the process proceeds to step S61c to determine whether another flag F2 is set (F2 = 1). If the flag F2 is set, the process proceeds to step S61d. A variable k indicating the ratio of the exhaust gas amount Vd to the value Vref is calculated (k ← Vd
/ Vref), a discount charge variable α is calculated in step S61e (α ← (1-k) · α ₀ ). This is to make the discount charge variable α inversely proportional to the exhaust gas amount Vd. Then, the process proceeds to step S62, and a value obtained by subtracting the content of the discount charge variable α from the content of the charging buffer Y is newly set in the charging buffer Y (Y ← Y−α). Next, step S6
In step 3, the flag F1 and the flag F2 are cleared to zero, and the flow proceeds to step S64 for displaying billing charge data. If the flag F2 is not set in step S61c, the process skips to step S64.

The sixth embodiment corresponds to claim 1, claim 2, claim 3, claim 4, claim 5, and claim 7.

As described above, when the exhaust gas amount Vd is substantially zero, the maximum discount rate α ₀ is returned to the user. The discount fee α is increased accordingly.
Such vehicles that contribute to the reduction of the amount of exhaust gas can be provided with detailed preferential treatment. As an indirect and secondary effect, it is expected that the promotion of the spread of low-emission vehicles (non-emission vehicles) such as electric vehicles and natural gas vehicles and further prevention of air pollution will be further promoted.

[Seventh Embodiment] In the seventh embodiment, on the premise of the fourth embodiment (FIGS. 8 and 9), as described above, the smaller the exhaust gas amount Vd, the greater the discount rate α, and the more the exhaust gas amount Vd
, The discount rate α is reduced, that is, the exhaust gas amount V
The discount fee α is adjusted in inverse proportion to d. Embodiment 7 is a booth type + discount type by exhaust gas amount.

The configuration of the vehicle fee calculation system according to the seventh embodiment is the same as that of FIG. The main part of the software of the vehicle fee calculation system according to the seventh embodiment will be described with reference to the partial flowchart of FIG. This is described in a state where a routine corresponding to steps T35 to T66 in FIG. 9 in the case of the fourth embodiment is extracted. Step T
Steps T36a to 36c are added after 35, and steps T62a to T62e are added after step T61. This is substantially the same as the case of FIG. 12 (Embodiment 6). Standard charge Z at step T61
Since s is calculated, only the expression “Y ← Zs−α” is different from the expression “Y ← Zs−α” instead of “Y ← Y−α” in step S62 in the case of FIG. 12 in step T64. In step T63, the standard charge Zs obtained in step T61 is set in the charging buffer Y (Y ← Z
s) It is necessary.

The seventh embodiment corresponds to claim 1, claim 2, claim 3, claim 4, claim 5, claim 7, and claim 8.

In the case of the seventh embodiment, the fifth and sixth embodiments are also used.
It has the same effect as.

[Eighth Embodiment] In the eighth embodiment, based on the third embodiment (FIGS. 6 and 7), as described above, the smaller the exhaust gas amount Vd, the larger the discount charge α, and the larger the exhaust gas amount Vd.
The more the number, the lower the discount fee α, but in addition,
Under the condition that the exhaust gas amount Vd is equal to or less than a predetermined threshold value Vref, the discount rate α is adjusted so that the discount rate α increases as the vehicle size increases. The exhaust gas amount Vd detected by the exhaust gas detector 4 is considered to be the concentration per unit volume per unit time. Therefore, even if the exhaust gas amount Vd is the same, the contribution to air pollution prevention (exhaust gas reduction) due to the exhaust gas amount Vd of the large vehicle being equal to or less than the threshold value Vref is the exhaust gas amount Vd of the light vehicle. Is considered to be larger than the contribution to air pollution prevention due to being equal to or less than the threshold value Vref. The eighth embodiment takes this fact into account. Embodiment 8 is a booth type + discount type by exhaust gas amount + discount type by vehicle type.

The configuration of the vehicle fee calculation system according to the eighth embodiment is the same as that shown in FIG. The main part of the software of the vehicle fee calculation system according to the eighth embodiment will be described with reference to the partial flowchart of FIG. This is a state in which a routine corresponding to steps S30 to S36 and steps S40 to S64 of FIG. 7 in the third embodiment is extracted. Steps S30 to S36 are the same as those in FIG. Step S51, S5
Steps S51a, S52a, S53a, S54a, and S55a are added after 2, S53, S54, and S55, respectively. The contribution variable d for air pollution prevention is set according to the vehicle type. With the contribution of light vehicles as the standard of 1,
The contribution of an extra-large vehicle is d ₁ , the contribution of a large vehicle is d ₂ , the contribution of a medium-sized vehicle is d ₃ , and the contribution of an ordinary vehicle is d ₄ ,
Each is set in a contribution variable d set in the RAM. Here, d ₁ > d ₂ > d ₃ > d ₄ > 1. It is determined in step S61 whether or not the flag F is set (F = 1). If so, the process proceeds to step S61A to calculate a variable k indicating the ratio of the exhaust gas amount Vd to the threshold value Vref. (K ← Vd / Vref). In the next step S61B, a vehicle-specific discount charge variable β is calculated (β ← d · α ₀ ). At this time, d is the previous step S5
These are the contribution degree variables set in 1a, S52a, S53a, S54a, and S55a. Then, step S
In 61C, the actual discount variable α is calculated (α ←
(1-k) · β). This can be rewritten as α ← (1-
k) · d · α ₀ . This is obtained by making the discount charge variable α inversely proportional to the exhaust gas amount Vd and taking into account the degree of contribution of each vehicle type to air pollution prevention. Then, the process proceeds to step S62, and a value obtained by subtracting the content of the discount charge variable α from the content of the charging buffer Y is newly set in the charging buffer Y (Y ← Y−α). Next, in step S63, the flag F is cleared to zero, and the flow proceeds to the processing of displaying the charging fee data in step S64.

FIG. 15 shows the relationship between the exhaust gas amount Vd and the actual discount rate variable α. When Vd = Vref, α = 0 for all vehicle types. The discount fee variable α for oversized vehicles is the largest, large vehicles are next largest, medium-sized vehicles, ordinary vehicles,
The discount charge variable α decreases in the order of light vehicles.

The above-described vehicle toll calculation system is applied to a toll gate on a toll road (highway). It may be applied to a gate.

The eighth embodiment corresponds to claims 1, 2, 3, 4, 5 and 6.

As described above, when the exhaust gas amount Vd is equal to or less than the predetermined threshold value Vref, for any vehicle type,
The discount rate α increases as the exhaust gas amount Vd decreases, and the discount rate α decreases as the exhaust gas amount Vd increases.
In addition, even if the exhaust gas amount Vd, which is the concentration per unit time per unit volume, is the same, the discount fee α increases as the size of a large vehicle contributes to the prevention of air pollution (reduction of exhaust gas). Can be adjusted in such a manner. Such vehicles that contribute to the reduction of the amount of exhaust gas can be provided with detailed preferential treatment. As an indirect and secondary effect, it is expected that the promotion of the spread of low-emission vehicles (non-emission vehicles) such as electric vehicles and natural gas vehicles and further prevention of air pollution will be further promoted.

Ninth Embodiment A ninth embodiment is a modification of the eighth embodiment (FIGS. 14 and 15). The configuration of the vehicle fee calculation system of the ninth embodiment is the same as that of FIG. Embodiment 9 is a booth type + discount type by exhaust gas amount + discount type by vehicle type.

The main part of the software of the vehicle fee calculation system according to the ninth embodiment will be described with reference to the partial flowchart of FIG. This is a state in which a routine corresponding to steps S30 to S36 and steps S40 to S64 of FIG. 7 in the third embodiment is extracted. Steps S51, S52, S53,
Step S5 added after S54 and S55 respectively
In 1a, S52a, S53a, S54a, and S55a, a discount rate variable e for each vehicle type is set according to the vehicle type.
Discounted rates of light vehicles is set to zero criteria, e ₁ discounted rates of oversized vehicle, e ₂ discounted rates of large-sized vehicle, the discount price of medium-sized vehicle e _3, the discount price of an ordinary vehicle and e _4, respectively It is set in a discount charge variable e set in the RAM. Here, e ₁ > e ₂ > e ₃ > e ₄ . e _{1 to} e ₄ are not ratios but absolute amounts. It is determined in step S61 whether or not the flag F is set (F = 1). If the flag F is set, the process proceeds to step S61D, and the threshold value Vre
A variable k indicating the ratio of the exhaust gas amount Vd to f is calculated (k ← Vd / Vref). In the next step S61E, a discount charge variable α is calculated (α ← (1-k) · α ₀ ).
This step is different from the eighth embodiment (FIG. 14). Next, in step S62, a value obtained by subtracting the content of the result obtained by adding the discount charge variable α and the discount charge variable e from the content of the charging buffer Y is newly set in the charging buffer Y (Y ← Y− (α + e)). . This step is also different from the eighth embodiment (FIG. 14). At this time, e is the same as steps S51a, S52a, S53a, S54a,
This is the discount charge variable set in S55a. This is because the discount rate has an element to be determined in inverse proportion to the exhaust gas amount Vd, and also takes into account a discount rate for each type of vehicle for preventing air pollution. Then, the process proceeds to step S63, where the flag F is cleared to zero, and step S6 is performed.
The process proceeds to the processing of displaying the charge fee data of No. 4. Exhaust gas volume V
FIG. 17 shows the relationship between d and the actual discounted charge (α + e).
The discount pattern is different from that in FIG. Larger vehicles have higher discount rates.

The ninth embodiment corresponds to claims 1, 2, 3, 4, 5 and 6.

The effect of the ninth embodiment is the same as that of the eighth embodiment.

[Embodiment 10] The embodiment 10 is based on the embodiment 3 (FIGS. 6 and 7). As described above, as the exhaust gas amount Vd is smaller, the discount rate α is increased, and the exhaust gas amount Vd The discount rate α decreases as the number of vehicles increases, and in addition, when the vehicle is a low-pollution vehicle (non-polluting vehicle) such as an electric vehicle or a natural gas vehicle, the discount fee α increases as the vehicle size increases. The discount fee α is adjusted as described above. Even with the same electric vehicle, it is considered that the degree to which the electric vehicle of a large vehicle contributes to the prevention of air pollution is greater than the degree to which the light electric vehicle contributes to the prevention of air pollution (reduction of exhaust gas). The tenth embodiment takes this into account. The configuration of the vehicle fee calculation system of the tenth embodiment is the same as that of FIG. Embodiment 10 is a booth type + discount type by exhaust gas amount + discount type by vehicle type.

Before describing the operation, two types of discount charge variables α will be described with reference to FIGS. 20 (a) and 20 (b). FIG.
0 (a) indicates a discount charge variable α based on the fact that the vehicle is a low-emission vehicle (emission-free vehicle) such as an electric vehicle or a natural gas vehicle. Contribution variable f to air pollution prevention based on low-emission vehicles (no-emission vehicles) shall be set according to the vehicle type, the contribution of light vehicles shall be set to 1, and the contribution of extra-large vehicles degree of f _1, contribution to f ₂ of heavy vehicles, medium sized vehicle contribution to f _3, there contribution ordinary vehicle as f _4. Here, f ₁ > f ₂ > f ₃ > f ₄ > 1
It is. FIG. 20B shows that the vehicle is not a low-pollution vehicle (non-polluting vehicle), but the exhaust gas amount Vd has a predetermined threshold value Vref.
Here is a discount charge variable α based on: At this time, the contribution variable d for air pollution prevention is set according to the vehicle type, and the contribution of the light vehicle is set to 1 as a reference.
The contribution of an extra-large vehicle is d ₁ , the contribution of a large vehicle is d ₂ , the contribution of a medium-sized vehicle is d ₃ , and the contribution of an ordinary vehicle is d ₄ . Here, d ₁ > d ₂ > d ₃ > d ₄ > 1. The latter FIG. 20 (b) is the same as FIG. 15 in the case of the eighth embodiment. The vehicle-specific contribution degrees f _{1 to} f ₄ based on being low-pollution vehicles (non-polluting vehicles) are the vehicle-specific contribution degrees d ₁ to d ₄ based on the fact that the exhaust gas amount is equal to or less than the threshold value.
And f ₁ > d ₁ , f ₂
> D ₂ , f ₃ > d ₃ , f ₄ > d ₄ . In other words, this is to further promote the spread of electric vehicles and natural gas vehicles.

The main part of the software of the vehicle toll calculation system according to the tenth embodiment will be described with reference to the partial flowcharts of FIGS. This is a state in which a routine corresponding to steps S30 to S36 and steps S40 to S64 of FIG. 7 in the third embodiment is extracted. Steps S35a to 35c are added after step S34. The comparison reference value Vo is for determining that the exhaust gas is substantially zero, and is smaller than Vref and sufficiently close to zero. When the determination of Vd ≦ Vref is affirmative in step S34, the process proceeds to step S35a, and Vd ≦ Vref.
When the result is affirmative, that is, when the exhaust gas amount Vd is substantially zero, step S35b
To set a flag F1 indicating that the detected exhaust gas amount is substantially zero (F1 ← 1). When the determination of Vd ≦ Vo is negative, that is, when Vo <Vd ≦ Vref and the exhaust gas amount Vd is lower than the threshold value Vref, but it is quantitatively determined that the exhaust gas is discharged, the step is performed. Proceeding to S35c, a flag F2 indicating that the detected exhaust gas amount is smaller than the reference is set (F2 ← 1). And
The process proceeds to step S61-1 via step S36.

On the other hand, after step S51, step S
51a and S51b are added, steps S52a and S52b are added after step S52, steps S53a and S53b are added after step S53, and steps S54a and S54b are added after step S54.
Steps S55a and S55b are added after step S55. A contribution variable d for air pollution prevention based on the fact that the amount of exhaust gas is smaller than the threshold value is set according to the type of vehicle, and a low-emission vehicle (no-emission vehicle)
Is set in accordance with the vehicle type.

In step S61-1, it is determined whether or not the flag F1 is set (F1 = 1). In the case of a low-pollution vehicle (non-polluting vehicle) such as an electric vehicle or a natural gas vehicle, F1 = 1. When the flag F1 is set, the process proceeds to step S61-2 to calculate a variable k indicating a ratio of the exhaust gas amount Vd to the threshold value Vref (k ← V
d / Vref). In the next step S61-3, a vehicle-specific discount charge variable γ is calculated (γ ← f · α ₀ ). At this time, f is equal to steps S51b, S52b, S53b, S
54b and the contribution degree variables set in S55b. Next, in step S61-4, the actual discount variable α is calculated (α ← (1-k) · γ). Rewriting this results in α ← (1−k) · f · α ₀ . this is,
The discount rate variable α is inversely proportional to the exhaust gas amount Vd, and the degree of contribution of each vehicle type to air pollution prevention based on the fact that the vehicle is a low-emission vehicle such as an electric vehicle or a natural gas vehicle is added. Things. After step S61-4, the process proceeds to step S62.

If it is determined in step S61-1 that the flag F1 is not set, the flow advances to step S61-5 to determine whether the flag F2 is set (F2 = 1). If the vehicle is not a low-emission vehicle (no-emission vehicle) but the exhaust gas amount Vd is equal to or less than a predetermined threshold value Vref, F2 = 1. When the flag F2 is set, the process proceeds to step S61-6 to calculate a variable k indicating the ratio of the exhaust gas amount Vd to the threshold value Vref (k ← Vd / Vref). Next step S
In step 61-7, a vehicle-specific discount variable β is calculated in the same manner as in the eighth embodiment (β ← d · α ₀ ). D at this time
Steps S51a, S52a, S53a, S5
4a and the contribution degree variable set in S55a. Next, in step S61-8, the actual discount variable α is calculated (α ← (1-k) · β). If this is rewritten, α ← (1−k) · d · α ₀ . this is,
The discount rate variable α is inversely proportional to the exhaust gas amount Vd while taking into account the contribution of each vehicle type to air pollution prevention based on the fact that the exhaust gas amount Vd is equal to or less than a predetermined threshold value Vref. Following step S61-8 is step S6.
Proceed to 2.

In step S62, a value obtained by subtracting the content of the discount charge variable α from the content of the charging buffer Y is newly set in the charging buffer Y (Y ← Y−α). Next, in step S63, the two flags F1 and F2 are cleared to zero, and the flow proceeds to the display processing of billing charge data in step S64.

The above-described vehicle toll calculation system is applied to a toll gate on a toll road (highway). In addition, a toll gate at an entrance to a city or a toll gate at a toll parking lot is also applicable. It may be applied to a gate.

The tenth embodiment corresponds to claim 1, claim 2, claim 3, claim 4, claim 5, claim 6, and claim 7.

In the tenth embodiment, when the amount of exhaust gas Vd is equal to or less than the threshold value Vref, the discount rate α is increased as the amount of exhaust gas Vd is smaller, and the amount of exhaust gas Vd is reduced. The discount rate α decreases as the number increases, but in addition, the same electric vehicle (natural gas vehicle)
However, light vehicles (natural gas vehicles) contribute more to air pollution prevention (reduction of exhaust gas) than large vehicles (natural gas vehicles) contribute to air pollution prevention. In consideration of the above, even in the same electric vehicle (natural gas vehicle), the discount rate α can be adjusted so that the discount rate α increases as the size of the vehicle that contributes to the prevention of air pollution increases. Such vehicles that contribute to the reduction of the amount of exhaust gas can be provided with detailed preferential treatment. As an indirect and secondary effect, it is expected that the promotion of the spread of low-emission vehicles (non-emission vehicles) such as electric vehicles and natural gas vehicles and further prevention of air pollution will be further promoted.

In the tenth embodiment, the method of the ninth embodiment (FIGS. 16 and 17) may be diverted. In this case, it may be diverted only to FIG.
It may be diverted only to FIG. 20 (b) or may be diverted to both.

[Embodiment 11] Embodiment 11 is based on Embodiment 4 (FIGS. 14 and 15).
This corresponds to the one applied to the ETC system of FIGS. 8 and 9. It utilizes the relationship of FIG. The configuration of the vehicle fee calculation system of the eleventh embodiment is the same as that of FIG. The eleventh embodiment is an ETC type + discount type by exhaust gas amount + discount type by vehicle type.

The software of the vehicle fee calculation system according to the eleventh embodiment will be described with reference to the flowchart in FIG. In step T61, a standard fee Zs at the traffic distance L corresponding to each vehicle type is calculated according to the traffic distance L already obtained in the exhaust gas detection process and the contents of the vehicle type buffer G obtained in the vehicle type determination process. This standard fare Zs depends not only on the type of vehicle but also on the distance traveled from the entrance gate to the exit gate. In step T62, a flag F indicating that the detected exhaust gas amount is small below a certain value
Is determined (F = 1), and if the flag F is not raised (exhaust gas of the current vehicle exceeds a certain value and is large), the process proceeds to step T63 where the charging buffer Y set on the RAM is stored in the charging buffer Y. The standard fee Zs obtained in the previous step T61 is set (Y ← Zs), and the process proceeds to step T66.
Conversely, when the flag F is set (the exhaust gas amount of the current vehicle is smaller than a certain value), the process proceeds to step T62-1, and a variable k indicating the ratio of the exhaust gas amount Vd to the threshold value Vref is set. It is calculated (k ← Vd / Vref). In step T62-2, the value of the contribution degree variable d is obtained according to the contents of the vehicle type buffer G. As described above, the contribution of light vehicles and 1 reference, d ₁ contribution oversized vehicle, contribution to d ₂ of a heavy vehicle, contribution to d ₃ of medium-sized vehicle, d ₄ the contribution of the common vehicle And d ₁ > d ₂ > d ₃ > d ₄ > 1. These values of the contribution of variable d _i have been registered in advance in the RAM. In the next step T62-3, a vehicle-specific discount charge variable β is calculated (β ← d · α ₀ ). In step T62-4, the actual discount variable α is calculated (α ← (1-k) · β). That is, α ← (1-k) · d
・ It becomes α ₀ . This is because the discount rate variable α is
And the contribution of each vehicle type to air pollution control. Then, step T64
And a new value is set in the charging buffer Y by subtracting the content of the discount charge variable α from the vehicle-specific standard charge Zs already obtained in step T61 (Y ← Zs−α).
At step T65, the flag F is cleared to zero,
Proceed to 66. After the charging fee is determined according to the vehicle type, the traffic distance, and the amount of exhaust gas (Vd> Vref or Vd ≦ Vref), the process proceeds to step T66.
The arithmetic processing unit 6 executes a final billing process, and proceeds to step T
Return to 21.

The above-described vehicle toll calculation system is applied to a toll gate on a toll road (highway). It may be applied to a gate.

The eleventh embodiment corresponds to claim 1, claim 2, claim 3, claim 4, claim 5, claim 6, and claim 8.

In the eleventh embodiment, the ETC system (automatic toll collection system) is also used in the eighth embodiment.
As in the case of the above, the exhaust gas amount Vd is reduced to a predetermined threshold value Vre.
f In the following cases, the discount rate α increases as the exhaust gas amount Vd decreases and the discount rate α decreases as the exhaust gas amount Vd increases. Even if the exhaust gas amount Vd, which is the concentration per unit time, is the same, prevention of air pollution (reduction of exhaust gas)
The discount rate α can be adjusted so that the larger the size of the vehicle that contributes to the larger the larger the discount rate α. Such vehicles that contribute to the reduction of the amount of exhaust gas can be provided with detailed preferential treatment. As an indirect and secondary effect, it is expected that the promotion of the spread of low-emission vehicles (non-emission vehicles) such as electric vehicles and natural gas vehicles and further prevention of air pollution will be further promoted.

[Twelfth Embodiment] In a twelfth embodiment, the concept of the ninth embodiment (FIGS. 16 and 17) is applied to a fourth embodiment.
This corresponds to the one applied to the ETC system of (FIG. 8). It utilizes the relationship of FIG. The configuration of the vehicle fee calculation system according to the twelfth embodiment is the same as that of FIG. The twelfth embodiment is of the ETC type + discount type by exhaust gas amount + discount type by vehicle type.

The software of the vehicle fee calculation system according to the twelfth embodiment will be described with reference to the flowchart of FIG. In step T61, a standard fee Zs at the traffic distance L corresponding to each vehicle type is calculated according to the traffic distance L already obtained in the exhaust gas detection process and the contents of the vehicle type buffer G obtained in the vehicle type determination process. In step T62, it is determined whether a flag F indicating that the detected exhaust gas amount is less than a certain value is set (F = 1), and the flag F is not set (the exhaust gas of the current vehicle exceeds a certain value). If so, the process proceeds to step T63, where the standard charge Zs obtained in step T61 is set in the charging buffer Y (Y ← Z).
s) The process proceeds to Step T66. Conversely, when the flag F is set (the exhaust gas amount of the current vehicle is smaller than a certain value), the process proceeds to step T62-11, and the threshold value Vre is set.
A variable k indicating the ratio of the exhaust gas amount Vd to f is calculated (k ← Vd / Vref). In step T62-12, a discount charge variable α is calculated (α ← (1-k) · α ₀ ).
In step T62-13, the value of the discount charge variable e is obtained according to the contents of the vehicle type buffer G. As described above, the discount rate variable for light vehicles is set to zero, the discount rate for extra-large vehicles is e ₁ , the discount rate for large vehicles is e ₂ , the discount price for medium-sized vehicles is e ₃ , and the discount fee for ordinary vehicles is e. ₄ and e ₁ >
It has become a _{e 2> e 3> e 4} . The values of these discount charge variables e _i are registered in the RAM in advance. Proceeding to step T64, a value obtained by subtracting the content of the result obtained by adding the discount charge variable α and the discount charge variable e from the vehicle-specific standard charge Zs already obtained in step T61 is set in the charging buffer Y (Y ← Zs- (α + e)).

The above-described vehicle toll calculation system is applied to a tollgate on a toll road (highway). It may be applied to a gate.

The twelfth embodiment corresponds to claim 1, claim 2, claim 3, claim 4, claim 5, claim 6, and claim 8.

According to the twelfth embodiment, the eleventh embodiment
The same effect as in the case of is obtained.

[Thirteenth Embodiment] The thirteenth embodiment corresponds to the concept of the tenth embodiment (FIGS. 18, 19, and 20) applied to the ETC system of the fourth embodiment (FIG. 8). It utilizes the relationship of FIG.
The configuration of the vehicle fee calculation system of the thirteenth embodiment is the same as that of FIG. The thirteenth embodiment is an ETC type + discount type by exhaust gas amount + discount type by vehicle type.

The software of the vehicle fee calculation system according to the thirteenth embodiment will be described with reference to the flowcharts of FIGS. When the determination of Vd ≦ Vref is affirmative in step T35, the process proceeds to step T36-1, where the determination of Vd ≦ Vo is performed. Proceeds to step T36-2, and sets a flag F1 indicating that the detected exhaust gas amount is substantially zero (F1 ← 1). Vd
When the determination of ≤ Vo is negative, that is, Vo <Vd ≤
Vref and the exhaust gas amount Vd is equal to the threshold Vref
If it is determined that the amount of exhaust gas is lower but the amount of exhaust gas is discharged, the process proceeds to step T36-3, and a flag F2 indicating that the detected amount of exhaust gas is smaller than the reference is set (F2 ←
1). Then, the process proceeds to step T61 via step T37.

The flag F1 is determined in step T62-21.
Is determined (F1 = 1). Low-emission vehicles such as electric vehicles and natural gas vehicles (no-emission vehicles)
In the case of F1, F1 = 1. When the flag F1 is set, the process proceeds to step T62-22 to calculate a variable k indicating the ratio of the exhaust gas amount Vd to the threshold value Vref (k
← Vd / Vref). In step T62-23, the value of the contribution degree f to air pollution prevention based on the low-emission vehicle (no-emission vehicle) is determined according to the contents of the vehicle type buffer G. In the next step T62-24, a vehicle-specific discount charge variable γ is calculated (γ ← f · α ₀ ). Next, in step T62-25, the actual discount variable α
Is calculated (α ← (1-k) · γ). This is because the discount rate variable α is inversely proportional to the amount of exhaust gas Vd, and the degree of contribution of each vehicle type to air pollution prevention based on the fact that the vehicle is a low-emission vehicle such as an electric vehicle or a natural gas vehicle. Is added. Next is step T64
Proceed to.

The flag F1 is determined in step T62-21.
If is not set, the process proceeds to step T62-26 to determine whether or not the flag F2 is set (F2 = 1). Although it is not a low-emission vehicle (no-emission vehicle), the exhaust gas volume V
When d is equal to or less than the predetermined threshold value Vref, F2 = 1. If the flag F2 is on, step T62-2.
The process proceeds to step 7 to calculate a variable k indicating the ratio of the exhaust gas amount Vd to the threshold value Vref (k ← Vd / Vref). In the next step T62-28, the value of the contribution degree d to air pollution prevention based on the fact that the exhaust gas amount is equal to or less than the threshold value is determined according to the contents of the vehicle type buffer G.
In step T62-29, a vehicle-specific discount charge variable β is calculated (β ← d · α ₀ ). Next, Step T62-3
0, the actual discount variable α is calculated (α ← (1-
k) · β). This is obtained by making the discount rate variable α inversely proportional to the exhaust gas amount Vd while taking into account the contribution of each vehicle type to air pollution prevention based on the fact that the exhaust gas amount Vd is equal to or less than a predetermined threshold value Vref. It is. Next is step T6
Proceed to 4. Proceeding to step T64, already in step T6
A value obtained by subtracting the content of the discount charge variable α from the vehicle-specific standard charge Zs obtained in 1 is newly set in the charging buffer Y (Y ← Zs−α).

The above-mentioned vehicle toll calculation system is applied to a toll gate on a toll road (highway). It may be applied to a gate.

The thirteenth embodiment corresponds to claim 1, claim 2, claim 3, claim 4, claim 5, claim 6, claim 7, and claim 8.

In the thirteenth embodiment, the first embodiment is also applied to an ETC system (automatic toll collection system).
As in the case of 0, the exhaust gas amount Vd
ref or less, the discount rate α increases as the exhaust gas amount Vd decreases, and the exhaust gas amount Vd
The more the number, the lower the discount fee α, but in addition,
Even if the exhaust gas amount Vd, which is the concentration per unit time per unit volume, is the same, a discount is made so that the larger the vehicle that contributes to the prevention of air pollution (reduction of exhaust gas), the larger the discount rate α. Can be adjusted. Such vehicles that contribute to the reduction of the amount of exhaust gas can be provided with detailed preferential treatment. As an indirect and secondary effect, it is expected that the promotion of the spread of low-emission vehicles (non-emission vehicles) such as electric vehicles and natural gas vehicles and further prevention of air pollution will be further promoted.

[Embodiment 14] Exhaust gas detecting means for detecting the amount of exhaust gas of a vehicle, and exhaust gas analyzing means for analyzing a component of the exhaust gas when the amount of exhaust gas exceeds a predetermined threshold value. And means for adjusting the price and value or score given to the driver according to the detected amount of exhaust gas and the content of harmful substances as a result of the analysis. The exhaust gas detecting means and the exhaust gas analyzing means may be shared by the same device. According to this configuration, the vehicle type (for example, electric vehicle, natural gas vehicle, gasoline vehicle, diesel vehicle) is changed according to the presence or absence of the exhaust gas or the amount of the exhaust gas, and the content ratio of the harmful substance contained in the exhaust gas. Determine,
According to this, the charging fee, the value given to the driver and the score can be automatically adjusted and determined. It indirectly and secondarily promotes the spread of low-emission vehicles (non-emission vehicles), and contributes to environmental protection such as air pollution prevention.

As for the analysis of the amount and components of the exhaust gas, for example, an infrared ray having a certain frequency characteristic is radiated toward the exhaust gas, the transmitted light or the reflected light is received, and carbon dioxide, The concentrations and ratios of various harmful substances such as carbon monoxide, nitrogen oxides, and sulfur oxides will be measured. The vehicle type is determined, for example, in the case of an electric vehicle that does not emit exhaust gas, by determining that the content of all harmful substances is equal to or less than a certain threshold, and in the case of a natural gas vehicle, Although carbon dioxide is emitted, it is determined based on the fact that the content of sulfur oxide is smaller than that of a gasoline-powered vehicle. Any known means can be applied to these detection means and analysis means, and the description of the specific configuration is omitted.

Although some embodiments have been described above, the present invention is not limited to these embodiments. For example, in the above description, the standard fare is determined according to the traffic distance. However, this is the case for a toll road (highway). Good. Further, instead of detecting the total amount of exhaust gas in detecting the amount of exhaust gas, a finer charging adjustment may be performed by setting a weighting coefficient for each component of the exhaust gas. Further, when the detected exhaust gas amount Vd exceeds a predetermined threshold value Vref,
The billing fee may be increased. As an aspect thereof, a fixed amount may be increased uniformly, or may be increased in proportion to the exhaust gas amount. In addition to the calculation of the reduction, a look-up table for the charge table may be provided in the ROM, and the corresponding value may be read out by searching the table in addition to the mathematical calculation.

[0109]

According to the present invention regarding the vehicle fee calculation system, it is possible to automatically adjust the charging fee in accordance with the presence or absence of exhaust gas emission or the amount of exhaust gas. There are various modes as the appropriate adjustment. That is, the predetermined fee may be reduced from the standard fee for low-emission vehicles and non-emission vehicles whose exhaust gas amount is equal to or less than the threshold value. Alternatively, in principle, a standard fare is set higher for large-sized vehicles with large total exhaust gas volume, and a higher standard fare is set for vehicles with long travel distance or long parking time in accordance with the principle of beneficiary burden. Alternatively, the amount may be reduced when the amount of exhaust gas is equal to or less than the threshold value. Alternatively, when the exhaust gas amount is equal to or less than the threshold value, a discount fee that is inversely proportional to the exhaust gas amount may be reduced. Even if the amount of exhaust gas is the same under the condition below the threshold value in low-emission vehicles,
The larger the vehicle type, the greater the contribution to air pollution prevention (reduction of exhaust gas), so the larger the vehicle type, the greater the discount rate, the finer the preferential treatment. When the amount of exhaust gas is substantially zero, it is better to reduce the amount more. Since the vehicle is a non-polluting vehicle such as an electric vehicle, it provides sufficient preferential treatment. As a result of such a contrivance, as an indirect and secondary effect, a preferential measure (cost merit) of reducing the charging fee is given to the owner or driver of a vehicle that does not emit exhaust gas or a vehicle that emits a small amount of exhaust gas. Will be. Therefore, the spread of low-pollution vehicles (non-polluting vehicles) such as electric vehicles and natural gas vehicles will be promoted, and it is expected that prevention of air pollution (reduction of exhaust gas) will be promoted.

[Brief description of the drawings]

FIG. 1 is a configuration diagram of a vehicle fee calculation system according to a first embodiment of the present invention.

FIG. 2 is a positional relationship diagram of the exhaust gas detector with respect to the vehicle detector according to the first embodiment.

FIG. 3 is a flowchart according to the first embodiment;

FIG. 4 is a configuration diagram of a vehicle fee calculation system according to a second embodiment;

FIG. 5 is a flowchart of a second embodiment.

FIG. 6 is a configuration diagram of a vehicle fee calculation system according to a third embodiment.

FIG. 7 is a flowchart of a third embodiment.

FIG. 8 is a configuration diagram of a vehicle fee calculation system according to a fourth embodiment.

FIG. 9 is a flowchart of a fourth embodiment.

FIG. 10 is a partial flowchart of the fifth embodiment.

FIG. 11 is a diagram illustrating a relationship between an exhaust gas amount and a discount rate variable according to the fifth embodiment.

FIG. 12 is a partial flowchart of the sixth embodiment.

FIG. 13 is a partial flowchart of a seventh embodiment.

FIG. 14 is a partial flowchart of the eighth embodiment.

FIG. 15 is a relationship diagram between an exhaust gas amount and a discount rate variable according to the eighth embodiment.

FIG. 16 is a partial flowchart of a ninth embodiment;

FIG. 17 is a diagram showing a relationship between an exhaust gas amount and a discount variable according to the ninth embodiment;

FIG. 18 is a flowchart of a tenth embodiment.

FIG. 19 is a flowchart of the tenth embodiment (FIG. 18)
Continued)

FIG. 20 is a diagram showing a relationship between an exhaust gas amount and a discount rate variable according to the tenth embodiment.

FIG. 21 is a flowchart of an eleventh embodiment.

FIG. 22 is a flowchart of a twelfth embodiment.

FIG. 23 is a flowchart of a thirteenth embodiment.

FIG. 24 is a flowchart of Embodiment 13 (FIG. 23)
Continued)

[Explanation of symbols]

1 ... lane 2 ... booth 3 ... vehicle detector 4 ...
Exhaust gas detector, 5 ... Charge management device, 6 ... Calculation processing unit, 7 ... Display unit, 8 ... Antenna, 9 ... Automatic charge charging management device, 10 ... Calculation processing unit, 11 ... Wireless Transmitter / receiver unit 12 On-board unit 21 Vehicle type discriminating device 91
Exhaust pipe, 92: Head of vehicle, 93: Rear end of vehicle, 100: Exhaust gas, A: Vehicle, m: Toll collector, DL1: Detection line of vehicle detector, DL2
…… Detection line of exhaust gas detector

Claims (11)

[Claims] An exhaust gas detecting means for detecting an exhaust gas amount of a vehicle, a charge calculating means for calculating a charging fee in accordance with the detected exhaust gas amount, and a means for outputting the calculated charging fee. Vehicle fee calculation system. 2. The vehicle charge calculation system according to claim 1, wherein the charge calculation means outputs a charge lower than the standard charge when the detected exhaust gas amount is equal to or less than a predetermined threshold value. 3. An exhaust gas detecting means for detecting an exhaust gas amount of a vehicle, a vehicle type determining means for determining a type of the vehicle, and a charge calculating means for calculating a charging fee according to the detected exhaust gas amount and the determined vehicle type. And a means for outputting the calculated charging fee. 4. The charge calculating means calculates the standard charge higher as the determined vehicle type size is larger, and outputs a charge lower than the standard charge when the detected exhaust gas amount is equal to or less than a predetermined threshold value. 4. The vehicle fee calculation system according to claim 3, wherein the vehicle fee is calculated. 5. The charge calculating means for reducing a discount rate in inverse proportion to the exhaust gas amount from the predetermined charge when the detected exhaust gas amount is equal to or less than a predetermined threshold value. The vehicle fee calculation system according to any of the above. 6. The method according to claim 3, wherein when the detected exhaust gas amount is equal to or less than a predetermined threshold value, the discount charge is set to be larger as the vehicle type size is larger even if the detected exhaust gas amount is the same. 5. The vehicle fee calculation system according to any one of up to 5. 7. The charge calculating means sets a discount rate larger than a discount rate when the detected exhaust gas amount is substantially zero and the exhaust gas amount is equal to or less than a significant predetermined threshold value. The vehicle fee calculation system according to any one of claims 3 to 6. 8. The vehicle fee calculation system according to claim 1, wherein the fee calculation means determines a standard fee according to a traffic distance or a parking time. 9. The vehicle charge calculation system according to claim 1, wherein the charge is calculated according to the concentration of a specific component in the exhaust gas instead of the amount of the exhaust gas. 10. A value (including a score) according to a detected exhaust gas amount, instead of a charge calculating means for calculating a charging charge.
The vehicle fee calculation system according to claim 1, wherein the system is configured to calculate the vehicle fee. 11. The vehicle according to claim 1, further comprising: means for detecting a rear end of the vehicle, wherein the exhaust gas detecting means is configured to detect the amount of exhaust gas at the timing of detecting the rear end of the vehicle. Vehicle price calculation system.