WO2014089787A1 - Multi-layered toll station - Google Patents

Multi-layered toll station Download PDF

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Publication number
WO2014089787A1
WO2014089787A1 PCT/CN2012/086469 CN2012086469W WO2014089787A1 WO 2014089787 A1 WO2014089787 A1 WO 2014089787A1 CN 2012086469 W CN2012086469 W CN 2012086469W WO 2014089787 A1 WO2014089787 A1 WO 2014089787A1
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WO
WIPO (PCT)
Prior art keywords
toll
cluster
booth
layered
toll station
Prior art date
Application number
PCT/CN2012/086469
Other languages
French (fr)
Inventor
Jun Xu
Ruzheng MA
Lulu MAXU
Original Assignee
Jun Xu
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Jun Xu filed Critical Jun Xu
Priority to PCT/CN2012/086469 priority Critical patent/WO2014089787A1/en
Priority to CN201280073961.4A priority patent/CN104769185A/en
Priority to CN201380031351.2A priority patent/CN104641041B/en
Priority to PCT/IB2013/060886 priority patent/WO2014091451A2/en
Priority to PCT/IB2013/060849 priority patent/WO2014091440A1/en
Priority to CN201380031352.7A priority patent/CN104603362B/en
Publication of WO2014089787A1 publication Critical patent/WO2014089787A1/en
Priority to GBGB1506162.5A priority patent/GB201506162D0/en
Priority to GBGB1511081.0A priority patent/GB201511081D0/en
Priority to GBGB1511083.6A priority patent/GB201511083D0/en

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Classifications

    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01C—CONSTRUCTION OF, OR SURFACES FOR, ROADS, SPORTS GROUNDS, OR THE LIKE; MACHINES OR AUXILIARY TOOLS FOR CONSTRUCTION OR REPAIR
    • E01C1/00—Design or layout of roads, e.g. for noise abatement, for gas absorption
    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01C—CONSTRUCTION OF, OR SURFACES FOR, ROADS, SPORTS GROUNDS, OR THE LIKE; MACHINES OR AUXILIARY TOOLS FOR CONSTRUCTION OR REPAIR
    • E01C1/00—Design or layout of roads, e.g. for noise abatement, for gas absorption
    • E01C1/002—Design or lay-out of roads, e.g. street systems, cross-sections ; Design for noise abatement, e.g. sunken road
    • G—PHYSICS
    • G07—CHECKING-DEVICES
    • G07B—TICKET-ISSUING APPARATUS; FARE-REGISTERING APPARATUS; FRANKING APPARATUS
    • G07B15/00—Arrangements or apparatus for collecting fares, tolls or entrance fees at one or more control points
    • G07B15/06—Arrangements for road pricing or congestion charging of vehicles or vehicle users, e.g. automatic toll systems

Definitions

  • EP 0282892A3 describes a related effort.
  • a series of consecutive mobile toll kiosks are positioned along each toll corridor.
  • the parallel processing mechanism, combined with multiplied number of kiosks, is clearly expected to increase the processing capacity of each toll corridor.
  • the real capacity of C 2 is determined not by all vehicles passing through C 2 , but by those slower vehicles, or specifically, by factor T s .
  • applying parallel mechanism does not necessarily multiply the capacity of a toll station. In some cases, it may even lower the capacity, as the factor T s may become so significant as to completely offset any positive effects brought by parallel processing.
  • the major purpose of the invention is to accommodate enough toll booths to increase the total capacity of a toll station, while taking advantage of limited space available.
  • Another purpose of the invention is to provide a flexible, adjustable structure of toll station to deal with sudden surge of vehicle traffic.
  • the first step of the solution is to use a multi-layered structure.
  • FIG.4 The basic structure is depicted in FIG.4 and FIG.5, and further depicted in FIG.6 with more details.
  • the multi-layered toll station is characterized in that all toll booths in one direction is grouped by at least two layers; a layer or a cluster of toll booths share same entrance passage and same exit passage. I n this document, such a cluster of toll booths is defined as a booth cluster. Booth clusters in the same direction are linked at opposite ends by straight or S-shaped barriers, which also link the entrance passage of one cluster to the exit passage of another cluster.
  • a multi-layered toll station typically has 2, 3, 4, 5, 6, 7, 8, 9 or 10 layers of booth clusters in each direction, and said booth clusters in the same direction are connected by straight or S-shaped barriers; each said booth cluster has at least one entrance passage connecting to the entrance of the same said direction of said toll station, and at least one exit passage leading to the exit of the same said direction of said toll station. I n most cases, there is only one entrance passage and one exit passage for each booth cluster.
  • FIG.l is an illustration of a typical, conventional single-layered toll station.
  • FIG.2 compares a one-booth toll corridor with a two-booth toll corridor.
  • FIG.3 is an illustration of several curves denoting the distributions of a large sample of vehicles passing through Ci and C 2 , respectively, shown in FIG.2.
  • FIG.4 is an illustration of a basic two-layered toll station.
  • FIG.5 illustrates an alternative structure of the two-layered toll station shown in FIG.4.
  • FIG.10 illustrates how to transform a booth cluster from one direction to another by adjusting barriers.
  • FIG.11 illustrates an alternative structure of the three-layered toll station shown in FIG.8.
  • FIG.12 illustrates how to deal with unexpected blocks by adjusting barriers.
  • FIG.13 illustrates an alternative embodiment of three-layered toll station.
  • FIG.14 further illustrates how to balance in two directions the capacity of the three-layered toll station by adjusting barriers.
  • FIG.15 further illustrates how to transform the midd le booth cluster from
  • FIG.16 illustrates an additional improvement, which shifts a booth cluster by the shift angle ⁇ p.
  • FIG.4, FIG.5 and FIG.6 illustrate the structure of a simple embodiment of the invention.
  • FIG.6 is a replication of FIG.4 with additional information.
  • FIG.6 there are four booth clusters 11, 12, 21 and 22.
  • Each booth cluster has its own entrance passage and exit passage.
  • S-shaped barrier 5112 links one end of cluster 11 and the opposite end of cluster 12; on the left, S-shaped barrier 5212 links one end of cluster 21 and the opposite end of cluster 22.
  • To the right of cluster 12 is the exit passage of cluster 11; to the left of cluster 22 is the exit passage of cluster 21.
  • the width of these passages should be significantly greater than that of a standard or normal toll corridor. Ideally, the width of passage 210 will be 1.5 to 2 times of the width of corridor 121.
  • the central barriers 5100 and 5200 should be adjustable in order to deal with changing capacity demands.
  • FIG.7 illustrates how to adjust barriers. Both barriers 5100 and 5200 become S-shaped; booth cluster 22 divides into two sub-clusters 22-1 and 22-2, and the original barrier 5212 transforms into two barriers 5212-1 and 5212-2.
  • the passage 220 becomes the exit passage of sub-cluster 22-2, while the passage 120 remains as the entrance passage of cluster 12.
  • clusters 11, 12 and sub-cluster 22-2 are running in one direction, while cluster 21 and sub-cluster 22-1 are running in the opposite direction.
  • a signal board installed in front of each entrance of the toll station is needed to direct the traffic. Illustrated at the bottom of FIG.7 is such an example.
  • a clear signal of 'ETC will lead ETC-equipped vehicles to a proper cluster.
  • Information about 'borrowed' clusters or sub-clusters should be included in such signal boards.
  • FIG.8 is an illustration of a three-layered toll station containing slanting booth clusters.
  • the central barriers 5000, 5100 and 5200 divide the whole toll station into two directional parts; clusters 11, 12, 13 are located consecutively on the right, and linked by S-shaped barriers 5112 and 5123.
  • the entrance passage 130 of cluster 13 is adjacent to central barriers 5100 and 5000, and also adjacent to the entrance passage 120.
  • the entrance passages 120 and 130 should be wide enough.
  • Cluster 13 is parallel to central barrier 5000, while cluster 12 has a sloping angle of ⁇ , which is depicted in FIG.9.
  • Such a sloping angle is intended to adjust the angle of toll corridors according to the positions of related entrances and exits. A smoother, straighter, path from entrance to exit is desired.
  • ⁇ should be determined by the positions of the entrance and exit.
  • booth corridors 131, 132 and 133 which are ETC corridors. Allocating ETC corridors near the central barriers will facilitate ETC-equipped vehicles in that the paths leading to ETC corridors are more likely to be straight.
  • FIG.10 illustrates how to transform a booth cluster from one direction to another by adjusting barriers. After adjusting central barriers 5100 and 5200, the cluster 23 changes its direction. Accordingly, the entrance passage 230 becomes the exit passage of cluster 23; while the functions of other passages 220, 120, and 130 remain.
  • FIG.11 illustrates an alternative structure of the three-layered toll station shown in FIG.8. Such an alternative is preferred, because the long entrance passage 130 of cluster 13 will accommodate a long queue of large, slow, and heavy vehicles; while faster, smaller vehicles can pass through clusters 11 and 12 efficiently.
  • a temporary passage can be established conveniently by adjusting nearby barriers.
  • a temporary passage 130' can be quickly established by slightly adjusting barrier 5123. Hence, cluster 13 will continue running shortly after this adjustment; and vehicles remaining in passage 130 will not have to wait until the accident is processed.
  • FIG.13 illustrates an additional embodiment of three-layered toll station.
  • both clusters 11 and 13 are slanting, and notably, barrier 5113 does not connect adjacent clusters 12 and 13, rather, it connects cluster 13 to cluster 11.
  • the middle clusters 12 and 22 are closely connected as a whole.
  • the long entrance passage 130 functions the same as that in FIG.11.
  • barriers 5100 and 5200 By adjusting barriers 5100 and 5200, some of the toll corridors in cluster 12 or 22 can change their directions. Such a balancing mechanism is further illustrated in FIG.14.
  • the capacity of the three-layered toll station in one direction can be gradually strengthened by adjusting barriers.
  • cluster 12 can "borrow" some of the toll corridors from cluster 22, or vice versa.
  • a complete 'borrowing' will lead to a new structure shown in FIG.15, where, clusters 12 and 22 have already merged into one single cluster 20.
  • Two entrance passages 120 and 120' and two exit passages are needed to serve such a 'big' cluster 20 with as many as 20 toll booths.
  • ETC corridors are also an important factor influencing the efficiency of a toll station. It would be ideal that an ETC corridor is bi-directional and can be easily changed to a manual toll corridor.
  • ETC corridors should be positioned close to the central barriers to better take advantage of ETC technology.
  • the number of toll booths in a booth cluster should be optimized according to the capacity of each toll booth. Understandably, a full ETC booth cluster with only one entrance passage is not likely to have more than 5 toll corridors. On the contrary, 10 corridors reserved for large, slow, heavy vehicles might perfectly fit.
  • Toll corridors in a booth cluster are gradually shifted by a shift angle ⁇ p .
  • Such a shifting is different from a slanting, it is intended that more available space in front of a booth cluster will accommodate a longer queue of waiting vehicles.

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  • Engineering & Computer Science (AREA)
  • Architecture (AREA)
  • Civil Engineering (AREA)
  • Structural Engineering (AREA)
  • Devices For Checking Fares Or Tickets At Control Points (AREA)
  • Traffic Control Systems (AREA)

Abstract

Conventional freeway toll stations are usually single-layered, and cannot allocate too many toll booths in a row. This invention is intended to accommodate enough toll booths within limited space in order to increase the capacity of a toll station. The solution is a multi-layered toll station, wherein 2, 3, 4, 5, 6, 7, 8, 9 or 10 booth clusters are included in each direction, and these booth clusters are connected by straight or S-shaped barriers at the opposite ends. Toll booths in each booth cluster share same entrance passage and same exit passage. The barriers are adjustable, so that the direction of a part of or a whole cluster can be reversed.

Description

MULTI-LAYERED TOLL STATION
FIELD OF THE INVENTION
The present invention is related to freeway toll stations or toll gates, and more particularly to the structure of multi-layered toll stations. A multi-layered structure can accommodate enough toll booths or kiosks to meet the demand of high freeway capacity.
BACKGROUND OF THE INVENTION
Conventionally, toll stations are usually designed as one array of toll booths facing approaching vehicles. FIG.l illustrates such a normal toll station.
The capacity of a toll station depends on several factors, including toll collecting speed, and the number of toll booths. ETC (electronic toll collection) is often used to speed up toll collection process, but many private vehicles are not equipped with ETC technology. On the other side, engineers are trying to increase the number of toll booths. Unfortunately, the width of a toll station is limited; it is usually not possible to place more than 20 toll booths in one row, per direction.
A European patent application, EP 0282892A3, describes a related effort. In this European patent application, a series of consecutive mobile toll kiosks are positioned along each toll corridor. The parallel processing mechanism, combined with multiplied number of kiosks, is clearly expected to increase the processing capacity of each toll corridor.
However, the processing capacity of a toll corridor is not the average processing capacity of all the kiosks residing in that corridor; rather, it is almost completely determined by the slowest of all kiosks. FIG.2 and FIG.3 illustrate a simplified comparison.
To accommodate two or more toll booths in a toll corridor, more distances are needed. In FIG.2, a two-booth corridor, C2, is longer than a one-booth corridor, Ci, by the distance of dx. A vehicle passing through C2 has to move this extra distance to finish its toll collection process.
In FIG.3, there are several curves denoting the distributions of a large sample of vehicles passing through Ci and C2, respectively, shown in FIG.2. The vehicles passing through Ci are described as Vn, where n = 1, 2, 3 ...; the vehicle after Vn is denoted as Vn+1.
For a two-booth corridor, C2, the same sample of vehicles are reorganized as two-vehicle pairs: (Vh V2), (V3, V4), (V5, V6) ...
Alternatively, the pairs can be denoted as (V2n-i, V2n), where n = 1, 2, 3
The definitions of symbols in FIG.3 symbol Definition or meaning note
Lo distribution of vehicles passing through Ci
To average time of vehicles passing through Ci
Ls distribution of slower* vehicles passing through C2
Ts average time of slower* vehicles passing through C2
distribution of faster** vehicles passing through C2
discounting the
Tf average time of faster** vehicles passing through C2
time wasted by a
Lx distribution of all vehicles passing through C2 faster vehicle to wait for its slower
Τχ average time of all vehicles passing through C2
counterpart.
average time needed for all vehicles to pass the
tx
distance dx shown in FIG.2
*a slower vehicle is defined as the relatively slower one in a pair of vehicles (V2n-i, V2n), where n = 1, 2, 3 ...
**a faster vehicle is defined as the relatively faster one in a pair of vehicles {V2n-i, V2n) , where n = 1, 2, 3 ...
Notably, the real capacity of C2 is determined not by all vehicles passing through C2, but by those slower vehicles, or specifically, by factor Ts.
It is also clear in FIG.3 that
To < Tf < Tx < Ts
To = Tx tx
Therefore, applying parallel mechanism does not necessarily multiply the capacity of a toll station. In some cases, it may even lower the capacity, as the factor Ts may become so significant as to completely offset any positive effects brought by parallel processing.
SUMMARY OF THE INVENTION
The invention is set forth and characterized in the main claim, while the dependent claims describe other characteristics of the invention.
The major purpose of the invention is to accommodate enough toll booths to increase the total capacity of a toll station, while taking advantage of limited space available.
Another purpose of the invention is to provide a flexible, adjustable structure of toll station to deal with sudden surge of vehicle traffic.
Additionally, the structure of a toll station is further optimized to deal with unexpected accidents or blocks.
The first step of the solution is to use a multi-layered structure.
The basic structure is depicted in FIG.4 and FIG.5, and further depicted in FIG.6 with more details.
The multi-layered toll station is characterized in that all toll booths in one direction is grouped by at least two layers; a layer or a cluster of toll booths share same entrance passage and same exit passage. I n this document, such a cluster of toll booths is defined as a booth cluster. Booth clusters in the same direction are linked at opposite ends by straight or S-shaped barriers, which also link the entrance passage of one cluster to the exit passage of another cluster.
A multi-layered toll station, typically has 2, 3, 4, 5, 6, 7, 8, 9 or 10 layers of booth clusters in each direction, and said booth clusters in the same direction are connected by straight or S-shaped barriers; each said booth cluster has at least one entrance passage connecting to the entrance of the same said direction of said toll station, and at least one exit passage leading to the exit of the same said direction of said toll station. I n most cases, there is only one entrance passage and one exit passage for each booth cluster. BRIEF DESCRIPTION OF DRAWINGS
FIG.l is an illustration of a typical, conventional single-layered toll station.
FIG.2 compares a one-booth toll corridor with a two-booth toll corridor.
FIG.3 is an illustration of several curves denoting the distributions of a large sample of vehicles passing through Ci and C2, respectively, shown in FIG.2.
FIG.4 is an illustration of a basic two-layered toll station.
FIG.5 illustrates an alternative structure of the two-layered toll station shown in FIG.4.
FIG.6 is a replication of FIG.4 with additional information. FIG.7 illustrates how to reorganize the toll booths by adjusting S-shaped barriers. FIG.8 is an illustration of a three-layered toll station with slanting booth clusters. FIG.9 illustrates a booth cluster with a slanting angle of Θ.
FIG.10 illustrates how to transform a booth cluster from one direction to another by adjusting barriers.
FIG.11 illustrates an alternative structure of the three-layered toll station shown in FIG.8.
FIG.12 illustrates how to deal with unexpected blocks by adjusting barriers.
FIG.13 illustrates an alternative embodiment of three-layered toll station.
FIG.14 further illustrates how to balance in two directions the capacity of the three-layered toll station by adjusting barriers.
FIG.15 further illustrates how to transform the midd le booth cluster from
bi-directional to single directional.
FIG.16 illustrates an additional improvement, which shifts a booth cluster by the shift angle <p. DISCLOSURE OF THE INVENTION
There are numerous ways to implement the invention. The design of multi-layered toll station could take numerous forms. Disclosed in this document are just some of the embodiments of the invention. There is no intent to limit the invention by such disclosure, but rather, it is intended to cover all modifications and alternate constructions falling within the spirit and scope of the invention, as defined in the claims.
Numbering method used in this document:
Figure imgf000007_0001
FIG.4, FIG.5 and FIG.6 illustrate the structure of a simple embodiment of the invention.
FIG.6 is a replication of FIG.4 with additional information. In FIG.6, there are four booth clusters 11, 12, 21 and 22. Each booth cluster has its own entrance passage and exit passage. On the right, S-shaped barrier 5112 links one end of cluster 11 and the opposite end of cluster 12; on the left, S-shaped barrier 5212 links one end of cluster 21 and the opposite end of cluster 22. Between cluster 11 and cluster 22, there is a wide passage 110, which serves as the entrance passage of cluster 12; similarly, the passage 210 between clusters 12 and 21 serves as the entrance passage of cluster 22. To the right of cluster 12 is the exit passage of cluster 11; to the left of cluster 22 is the exit passage of cluster 21.
The width of these passages should be significantly greater than that of a standard or normal toll corridor. Ideally, the width of passage 210 will be 1.5 to 2 times of the width of corridor 121.
The central barriers 5100 and 5200 should be adjustable in order to deal with changing capacity demands. FIG.7 illustrates how to adjust barriers. Both barriers 5100 and 5200 become S-shaped; booth cluster 22 divides into two sub-clusters 22-1 and 22-2, and the original barrier 5212 transforms into two barriers 5212-1 and 5212-2. The passage 220 becomes the exit passage of sub-cluster 22-2, while the passage 120 remains as the entrance passage of cluster 12.
After this adjustment, clusters 11, 12 and sub-cluster 22-2 are running in one direction, while cluster 21 and sub-cluster 22-1 are running in the opposite direction.
A signal board installed in front of each entrance of the toll station is needed to direct the traffic. Illustrated at the bottom of FIG.7 is such an example. A clear signal of 'ETC will lead ETC-equipped vehicles to a proper cluster. Information about 'borrowed' clusters or sub-clusters should be included in such signal boards.
Three-layered toll station
FIG.8 is an illustration of a three-layered toll station containing slanting booth clusters. The central barriers 5000, 5100 and 5200 divide the whole toll station into two directional parts; clusters 11, 12, 13 are located consecutively on the right, and linked by S-shaped barriers 5112 and 5123. The entrance passage 130 of cluster 13 is adjacent to central barriers 5100 and 5000, and also adjacent to the entrance passage 120.
As explained above, the entrance passages 120 and 130 should be wide enough.
Cluster 13 is parallel to central barrier 5000, while cluster 12 has a sloping angle of Θ, which is depicted in FIG.9.
Such a sloping angle is intended to adjust the angle of toll corridors according to the positions of related entrances and exits. A smoother, straighter, path from entrance to exit is desired.
The value of Θ should be determined by the positions of the entrance and exit.
Usually, a value of 10° to 20° is preferred, but a larger range of 5 ° to 30° is also possible.
In certain circumstances, it is also possible that 60° < Θ < 85° .
Also detailed in FIG.9 are booth corridors 131, 132 and 133, which are ETC corridors. Allocating ETC corridors near the central barriers will facilitate ETC-equipped vehicles in that the paths leading to ETC corridors are more likely to be straight. FIG.10 illustrates how to transform a booth cluster from one direction to another by adjusting barriers. After adjusting central barriers 5100 and 5200, the cluster 23 changes its direction. Accordingly, the entrance passage 230 becomes the exit passage of cluster 23; while the functions of other passages 220, 120, and 130 remain.
FIG.11 illustrates an alternative structure of the three-layered toll station shown in FIG.8. Such an alternative is preferred, because the long entrance passage 130 of cluster 13 will accommodate a long queue of large, slow, and heavy vehicles; while faster, smaller vehicles can pass through clusters 11 and 12 efficiently.
When something unexpected happens in one of the passages, such as a collision or an accident, a temporary passage can be established conveniently by adjusting nearby barriers. In FIG.12, when an unexpected collision happens at spot 999, a temporary passage 130' can be quickly established by slightly adjusting barrier 5123. Hence, cluster 13 will continue running shortly after this adjustment; and vehicles remaining in passage 130 will not have to wait until the accident is processed.
FIG.13 illustrates an additional embodiment of three-layered toll station. In this plan, both clusters 11 and 13 are slanting, and notably, barrier 5113 does not connect adjacent clusters 12 and 13, rather, it connects cluster 13 to cluster 11. The middle clusters 12 and 22 are closely connected as a whole. The long entrance passage 130 functions the same as that in FIG.11.
By adjusting barriers 5100 and 5200, some of the toll corridors in cluster 12 or 22 can change their directions. Such a balancing mechanism is further illustrated in FIG.14.
In FIG.14, the capacity of the three-layered toll station in one direction can be gradually strengthened by adjusting barriers. In this way, cluster 12 can "borrow" some of the toll corridors from cluster 22, or vice versa.
A complete 'borrowing' will lead to a new structure shown in FIG.15, where, clusters 12 and 22 have already merged into one single cluster 20. Two entrance passages 120 and 120' and two exit passages are needed to serve such a 'big' cluster 20 with as many as 20 toll booths.
Such a complete 'borrowing' is especially useful in dealing with sudden surges of traffic in one direction.
The number and positioning of ETC corridors is also an important factor influencing the efficiency of a toll station. It would be ideal that an ETC corridor is bi-directional and can be easily changed to a manual toll corridor.
ETC corridors should be positioned close to the central barriers to better take advantage of ETC technology.
The number of toll booths in a booth cluster should be optimized according to the capacity of each toll booth. Understandably, a full ETC booth cluster with only one entrance passage is not likely to have more than 5 toll corridors. On the contrary, 10 corridors reserved for large, slow, heavy vehicles might perfectly fit.
Another improvement is illustrated in FIG.16. Toll corridors in a booth cluster are gradually shifted by a shift angle <p . Such a shifting is different from a slanting, it is intended that more available space in front of a booth cluster will accommodate a longer queue of waiting vehicles.
The value of a shift angle φ will be: 0° < φ < 30 °
CONCLUSION
Disclosure has been provided for the effective implementation of multi-layered toll station. While various preferred embodiments have been shown and described, it should be understood that there is no intent to limit the invention by such disclosure. For example, the present invention should not be limited by the number of layers, size and materia ls of toll booths or barriers, or specific building techniques.

Claims

1. Multi-layered toll station, including 2, 3, 4, 5, 6, 7, 8, 9 or 10 layers of booth
clusters in each direction, wherein said booth clusters in the same direction are connected by straight or S-shaped barriers; each said booth cluster has at least one entrance passage connecting to the entrance of the same said direction of said toll station, and at least one exit passage leading to the exit of the same said direction of said toll station.
2. Multi-layered toll station according to claim 1, wherein adjacent two clusters of said booth clusters in the same direction are connected by one said S-shaped barrier at the opposite ends of the said two clusters.
3. Multi-layered toll station according to claim 1, wherein the width of said entrance passage and the width of said exit passage are 1.5 to 2 times of the width of a standard toll corridor.
4. Multi-layered toll station according to claim 1, wherein the positions of said
barriers are adjustable.
5. Multi-layered toll station according to claim 1, wherein at least one said booth cluster has a sloping angle Θ.
6. Multi-layered toll station according to claim 5, wherein 5° < Θ < 30° , or 60° < Θ < 85 ° .
7. Multi-layered toll station according to claim 1, wherein at least one said booth cluster is shifted by a shift angle φ.
8. Multi-layered toll station according to claim 7, wherein 0° < φ < 30°
9. Multi-layered toll station according to any preceding claim, wherein the number of toll booths in a said booth cluster with one entrance passage is less than 10; the number of toll booths in a said booth cluster with two entrance passages is greater than 10 and less than 20.
10. Multi-layered toll station according to claim 9, wherein signal boards are installed at each end of said toll station.
11. Method to increase in one direction the capacity of a multi-layered toll station according to any preceding claim, wherein said method is to borrow a part of or a whole booth cluster from the opposite direction, by adjusting at least one said barrier.
12. Method to increase the capacity of a multi-layered toll station according to any of claims 1 to 10, wherein said method is to slant at least one said booth cluster, or to shift at least one said booth cluster.
PCT/CN2012/086469 2012-12-12 2012-12-12 Multi-layered toll station WO2014089787A1 (en)

Priority Applications (9)

Application Number Priority Date Filing Date Title
PCT/CN2012/086469 WO2014089787A1 (en) 2012-12-12 2012-12-12 Multi-layered toll station
CN201280073961.4A CN104769185A (en) 2012-12-12 2012-12-12 Multi-layered highway toll station
CN201380031351.2A CN104641041B (en) 2012-12-12 2013-12-12 Spaces compact type multilamellar toll station
PCT/IB2013/060886 WO2014091451A2 (en) 2012-12-12 2013-12-12 Situation-adaptive multi-layered highway toll station
PCT/IB2013/060849 WO2014091440A1 (en) 2012-12-12 2013-12-12 Multi-layer compact highway toll station
CN201380031352.7A CN104603362B (en) 2012-12-12 2013-12-12 Error-tolerance type multilamellar toll station
GBGB1506162.5A GB201506162D0 (en) 2012-12-12 2015-04-13 Multi-layered toll station
GBGB1511081.0A GB201511081D0 (en) 2012-12-12 2015-06-24 Multi-layer compact highway toll station
GBGB1511083.6A GB201511083D0 (en) 2012-12-12 2015-06-24 Situation-adaptive multi-layered highway toll station

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PCT/IB2013/060886 WO2014091451A2 (en) 2012-12-12 2013-12-12 Situation-adaptive multi-layered highway toll station

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CN104769185A (en) 2015-07-08
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