Anti-collision structure of parking lock
By using an angle sensor and a parallel swing arm mechanism to control the tilting angle of the barrier in the parking lock, and combining this with a multi-mode sensor to detect abnormal conditions, the problem of easy damage to barrier-type parking locks has been solved, thus reducing maintenance costs.
Patent Information
- Application Number
- CN202423043762.8
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- Filing Date
- 2024-12-10
- Publication Date
- 2025-10-31
- Estimated Expiration
- 2034-12-10
AI Technical Summary
Existing barrier-type parking locks are easily damaged in cases of unintentional ramming to evade payment or human interference, leading to increased maintenance costs.
An angle sensor is used in conjunction with a parallel swing arm mechanism to control the baffle to flip up to less than 80°, so as to prevent the baffle from hitting the vehicle chassis. An abnormal state is detected by a multi-mode sensor to avoid repeated lifting and lowering and motor damage.
It reduces the likelihood of damage to parking locks, decreases maintenance costs, and avoids problems such as the barrier scratching the vehicle chassis and getting stuck.
Smart Images
Figure CN223497073U_ABST
Abstract
Description
Technical Field
[0001] This utility model relates to the field of parking lock technology, specifically to an anti-collision structure for a parking lock. Background Technology
[0002] Parking locks are typically installed in public parking spaces such as roadside parking areas for parking fee collection. One type, the barrier-type parking lock, has a flip-up barrier. When a vehicle enters the parking space, the barrier flips up, with its bottom facing the wheels of the vehicle, preventing it from leaving. After payment is completed by scanning a code, the barrier can be lowered. In existing common barrier-type parking lock structures, the barrier is controlled by a motor via a transmission mechanism consisting of a lead screw and a slider, which rotates around an axis to flip up. When the vehicle chassis is high, the flip angle of the barrier is adjusted by the slider moving to the end of the lead screw, which then abuts against the bearing seat. The mechanism stops when the motor operating current exceeds a set value. Conversely, when the vehicle chassis is low, the barrier stops when it abuts against the vehicle chassis and the motor operating current exceeds a set value. Both methods have drawbacks. When the slider stops at the end of the lead screw, the baffle tilts at an angle close to or greater than 90°. When the baffle is hit by a wheel entering the parking space lock, the impact force is transmitted in the opposite direction from the baffle's rotation shaft to the slider and lead screw, easily damaging the baffle and the transmission structure. When stopping by pressing against the vehicle chassis, the baffle is not only easily jammed by the chassis and unable to lower properly, but it is also easy to scratch the chassis when the vehicle moves accidentally. In addition, when there are foreign objects or other abnormalities at the bottom or top of the baffle, the baffle will repeatedly rise and fall until the battery is exhausted or even the motor burns out because it is impossible to determine the specific situation of the baffle's raising and lowering. In summary, existing baffle-type parking space locks are prone to damage in cases of unintentional collisions to evade payment or human interference, especially when used in large quantities on municipal roads, this damage greatly increases maintenance costs. Utility Model Content
[0003] The purpose of this invention is to provide an anti-collision structure for parking space locks to reduce the probability of damage to the parking space locks, thereby reducing maintenance costs.
[0004] To achieve the above objectives, the technical solution adopted by this utility model is as follows:
[0005] An anti-collision structure for a parking lock includes a main unit housing a motor, a baffle located outside the main unit housing and driven to flip by the motor, and a multi-mode sensor assembly for detecting vehicle entry and exit. A lead screw is coaxially mounted on the shaft end of the motor, and a slider is fitted on the lead screw. The slider extends rotating shafts to both sides perpendicular to the direction of the lead screw. The structure also includes an integral parallel swing arm mechanism. The fulcrum end of the parallel swing arm mechanism is synchronously rotated with the rotation axis of the baffle. The free end of the parallel swing arm mechanism has an inner mounting groove for movably mounting the rotating shafts, allowing the slider to drive the baffle to rotate via the parallel swing arm mechanism. An angle sensor is mounted on the parallel swing arm mechanism to assist in controlling the flip angle of the baffle. The maximum flip angle of the baffle is less than 80°, and the baffle does not touch the vehicle chassis after flipping.
[0006] In a preferred embodiment, the angle sensor is an inertial angle sensor, and the angle sensor is mounted on one of the outer sides of the free end of the parallel swing arm mechanism.
[0007] In a preferred embodiment, both ends of the lead screw are fixed to the main unit housing via bearing seats. The main unit housing includes a die-cast housing and a metal cover locked to the top surface of the housing. The inner bottom surface of the cover extends out to form several first limiting blocks that abut against the top surfaces of each bearing seat.
[0008] In a preferred embodiment, the motor is secured to the main unit housing by a metal pressure block, and a second limiting block extends downward from the inner bottom surface of the cover to abut against the top surface of the pressure block.
[0009] In a preferred embodiment, the baffle is an aluminum alloy die-cast component, comprising two die-cast plates connected along its length, with an overlapping edge extending from an adjacent end of each of the two die-cast plates, and the overlapping edge of the die-cast plate furthest from the main chassis located on one side of the top surface of the baffle.
[0010] In a preferred embodiment, a plurality of interlocking posts and interlocking holes are formed vertically between the overlapping edges of the two die-cast plates, and the two overlapping edges are locked together by a plurality of screws.
[0011] The beneficial effects of this utility model are as follows: The angle sensor is set on the parallel swing arm mechanism, which can realize synchronous rotation around the axis with the baffle, thereby accurately measuring the real-time lifting angle of the baffle. This not only facilitates the control of the baffle angle, but also allows for accurate judgment of abnormal status of the parking lock through the real-time information of the baffle flipping angle, avoiding repeated flipping that consumes power or damages the motor. In addition, the angle sensor is set inside the main unit, which facilitates electrical connection and ensures strong sealing. After the baffle is flipped up, it does not hit the vehicle chassis, which not only avoids scratching the vehicle chassis or the baffle getting stuck and unable to lower, but also prevents the vehicle chassis from colliding with the baffle and causing damage to the parking lock. The maximum flipping angle of the baffle is less than 80°, and the bottom surface of the baffle forms an acute angle with the ground. Even if the baffle is hit by a wheel, part of the force will be offset by the bottom plate of the parking lock, and only part of the force will be transmitted in reverse to the transmission mechanism, which can greatly reduce the probability of damage to the parking lock and thus reduce maintenance costs. Attached Figure Description
[0012] The present invention will now be described in further detail with reference to the accompanying drawings and specific embodiments.
[0013] Figure 1 This is a schematic diagram of the parking lock installation structure in the embodiment;
[0014] Figure 2 This is a schematic diagram of the structure of the transmission device such as the motor in the embodiment;
[0015] Figure 3 This is an exploded view of the main unit chassis components in the embodiment;
[0016] Figure 4 This is a schematic diagram of the cover structure in the embodiment;
[0017] Figure 5 This is a schematic diagram of the baffle structure in the embodiment. Detailed Implementation
[0018] The present invention will be further described below with reference to the accompanying drawings:
[0019] The embodiments described with reference to the accompanying drawings are exemplary and intended to explain this application, and should not be construed as limiting this application. In the description of this application, it should be understood that the orientations or positional relationships indicated in the terminology are only for the convenience of describing this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Furthermore, unless otherwise expressly specified and limited, terms such as "installation," "connection," "linking," and "fixing" should be interpreted broadly, and those skilled in the art can understand the specific meaning of the above terms in this application according to the specific circumstances.
[0020] refer to Figures 1 to 5As shown, an anti-collision structure for a parking space lock in this embodiment includes a main unit housing 1 with a motor 11 inside, a baffle 2 located outside the main unit housing 1 and driven to rotate by the motor 11, and a multi-mode sensor assembly 3 for detecting vehicle entry and exit; a lead screw 12 is coaxially mounted on the shaft end of the motor 11, and a slider 13 is fitted on the lead screw 12, with the slider 13 extending rotating shafts 131 to both sides perpendicular to the direction of the lead screw 12; it also includes an integral parallel swing arm mechanism 14, the parallel swing arm... The fulcrum end 141 of the mechanism 14 is synchronously rotated and installed with the rotation axis of the baffle 2. The free end 142 of the parallel swing arm mechanism 14 has an inner mounting groove 143 for movably mounting the rotating shaft 131, so that the slider 13 drives the baffle 2 to rotate through the parallel swing arm mechanism 14. An angle sensor 15 for assisting in controlling the flip angle of the baffle 2 is installed on the parallel swing arm mechanism 14. The maximum flip angle of the baffle 2 is less than 80°, and the baffle 2 does not touch the vehicle chassis after flipping. In this embodiment, the flip angle of the baffle 2 is usually set at 75°, at which point the top edge of the baffle 2 will not touch most of the vehicle chassis. When the vehicle chassis is low, it can be set that when the baffle 2 flips up to touch the vehicle chassis, the baffle 2 is controlled to return to a certain angle by detecting the increase in the working current signal of the motor 11, or the flip angle of the baffle 2 can be controlled by the vehicle chassis height signal detected by the multi-mode sensor assembly 3. The multimode sensor assembly 3 includes a geomagnetic sensor, a radar sensor, and an infrared sensor.
[0021] Angle sensor 15 is mounted on the parallel swing arm mechanism 14, enabling synchronous rotation around the axis with the baffle 2. This allows for precise measurement of the real-time lifting angle of the baffle 2, facilitating angle control and accurately identifying any abnormalities in the parking lock. This prevents repeated lifting that could consume power or damage the motor 11. Furthermore, the angle sensor 15 is housed within the main unit housing 1, facilitating electrical connection and ensuring a strong seal. The baffle 2 does not press against the vehicle chassis after being lifted, preventing scratches or jamming. It also prevents the vehicle chassis from colliding with the baffle 2 and damaging the parking lock. Since the maximum lifting angle of the baffle 2 is less than 80°, and the bottom surface of the baffle 2 forms an acute angle with the ground, even if the baffle 2 is struck by a wheel, some of the force is offset by the parking lock base plate, with only a portion of the force being transmitted in the opposite direction to the transmission mechanism. This significantly reduces the likelihood of damage to the parking lock, thereby lowering maintenance costs.
[0022] In a preferred embodiment, the angle sensor 15 is an inertial angle sensor 15, and the angle sensor 15 is mounted on one outer side of the free end 142 of the parallel swing arm mechanism 14. This angle sensor 15 can swing with the parallel swing arm mechanism 14 to perform angle measurement. By positioning it on one outer side of the free end 142 of the parallel swing arm mechanism 14, it can achieve the maximum swing amplitude to improve measurement accuracy, and it can also prevent the angle sensor 15 from colliding with the bottom structure of the main unit housing 1 when swinging with the parallel swing arm mechanism 14, without increasing the height of the main unit housing 1.
[0023] In a preferred embodiment, both ends of the lead screw 12 are fixed to the main housing 1 via bearing seats (161, 162). The main housing 1 includes a die-cast housing 1a and a metal housing 1a locked to the top surface of the housing 1a. Several first limiting blocks (171, 172) extend from the inner bottom surface of the housing 1a and abut against the top surfaces of each bearing seat (161, 162). When the lead screw 12 and slider 13 are subjected to the impact force transmitted in the opposite direction by the baffle 2, the bearing seats (161, 162) of the lead screw 12 are the most easily damaged parts. By having the housing 1a and the first limiting blocks (171, 172) abut against the bearing seats (161, 162) from top to bottom, the probability of damage to the bearing seats (161, 162) can be greatly reduced, thereby reducing maintenance costs.
[0024] In a preferred embodiment, the motor 11 is secured to the main unit housing 1 by a metal pressure block 163, and a second limiting block 173 extends downward from the inner bottom surface of the housing 1a, abutting against the top surface of the pressure block 163. Similarly, the second limiting block 173 presses downward against the motor 11, further reducing the impact force on the parking lock.
[0025] In a preferred embodiment, the baffle 2 is an aluminum alloy die-cast component, comprising two die-cast plates (2a, 2b) connected along its length. Each adjacent end of the two die-cast plates (2a, 2b) extends with an overlapping edge 200, and the overlapping edge 200 of the die-cast plate 2b furthest from the main housing 1 is located on the top surface of the baffle 2. The aluminum alloy die-cast component is lightweight, making the flipping process more energy-efficient. The two die-cast plates, with the one furthest from the main housing 1, are more likely to be impacted by vehicle wheels. When impacted, the overlapping edge 200 of the two die-cast plates (2a, 2b) will preferentially separate, reducing the impact on the transmission mechanism inside the main housing 1. Furthermore, even if the baffle 2 is damaged, typically only one die-cast plate needs to be replaced, significantly reducing maintenance costs.
[0026] In a preferred embodiment, the two die-cast plates (2a, 2b) in this embodiment have a plurality of interlocking posts and holes formed vertically between their overlapping edges 200, and the two overlapping edges 200 are secured together by a plurality of screws. The two die-cast plates (2a, 2b) are primarily fixed together by screws; under a large impact force, the screws are more likely to break, thereby protecting the die-cast plates (2a, 2b) from damage and further reducing maintenance costs.
[0027] Furthermore, it should be understood that although this specification describes embodiments, not every embodiment contains only one independent technical solution. This narrative style is merely for clarity. Those skilled in the art should consider the specification as a whole, and the technical solutions in each embodiment can also be appropriately combined to form other embodiments that can be understood by those skilled in the art.
Claims
1. An anti-collision structure for a parking space lock, comprising a main unit housing with an internal motor, a baffle disposed outside the main unit housing and driven to rotate by the motor, and a multi-mode sensor assembly for detecting vehicle entry and exit; characterized in that: A lead screw is coaxially mounted on the shaft end of the motor, and a slider is fitted on the lead screw. The slider extends a rotating shaft to both sides perpendicular to the direction of the lead screw. It also includes an integral parallel swing arm mechanism. The fulcrum end of the parallel swing arm mechanism is synchronously rotated and mounted with the rotation axis of the baffle. The free end of the parallel swing arm mechanism has a mounting groove for movably mounting the rotating shaft, so that the slider drives the baffle to rotate through the parallel swing arm mechanism. An angle sensor for assisting in controlling the flip angle of the baffle is mounted on the parallel swing arm mechanism. The maximum flip angle of the baffle is less than 80°, and the baffle does not hit the vehicle chassis after flipping.
2. The anti-collision structure of a parking space lock according to claim 1, characterized in that: The angle sensor is an inertial angle sensor, and the angle sensor is installed on one of the outer sides of the free end of the parallel swing arm mechanism.
3. The anti-collision structure of a parking space lock according to claim 1, characterized in that: Both ends of the lead screw are fixed inside the main unit housing via bearing seats. The main unit housing includes a die-cast housing and a metal cover locked to the top surface of the housing. Several first limiting blocks extend from the inner bottom surface of the cover and abut against the top surface of each bearing seat.
4. The anti-collision structure of a parking space lock according to claim 3, characterized in that: The motor is secured to the main unit housing by a metal pressure block, and a second limiting block extends downward from the inner bottom surface of the cover to abut against the top surface of the pressure block.
5. The anti-collision structure of a parking space lock according to claim 1, characterized in that: The baffle is an aluminum alloy die-cast component, comprising two die-cast plates connected along its length. Each of the two die-cast plates extends an overlapping edge at an adjacent end, and the overlapping edge of the die-cast plate away from the main chassis is located on one side of the top surface of the baffle.
6. The anti-collision structure of a parking space lock according to claim 5, characterized in that: The two die-cast plates have a plurality of interlocking posts and holes formed vertically between their overlapping edges, and the two overlapping edges are secured together by a plurality of screws.