A curb lock

Abstract

The utility model provides a kind of curbstone lock for roadside parking space toll management, including lock body, two-dimensional code plaque being equipped in lock body, electrical box being equipped in the middle of lock body and being built-in with main controller and power module, parking detection sensor being equipped in electrical box, light component being equipped in lock body, one for being used to lock the chassis of the vehicle that stops and parks on each lock body on the both sides of electrical box, each blocking arm is driven by one blocking arm drive mechanism and is driven by one blocking arm connecting mechanism, the distance between two blocking arms is when one blocking arm is blocked by wheel and cannot be stretched out, another blocking arm can be smoothly stretched out and open to the vehicle that stops and parks on locking.The blocking arm is innovatively provided with up-down unloading component and anti-twist component in addition to shell, telescopic support, blocking frame, blocking frame drive mechanism.The utility model can effectively solve the related technical problems of the commonality of existing similar curbstone parking lock through the improvement design of overall structure.

Description

Technical Field

[0001] This utility model relates to the field of building technology for special purposes, specifically to a curb lock for parking space fee management. Background Technology

[0002] With the explosive growth in car ownership, parking difficulties, especially in cities, have become a pressing issue. To alleviate this problem, it is common practice in cities to mark parking spaces on the side of some roads. The payment for roadside parking has largely transitioned from traditional manual collection to using parking management devices. Among these, parking locks installed near or on the curb are the most widely used due to their ease of installation, small footprint, and lack of obstruction to traffic. For example, patent documents CN 208136773U disclose a side-mounted intelligent curb lock device, and CN220868053U discloses a track-mounted curb lock, both typical curb parking locks. Their common feature is the use of extendable and retractable blocking arms to limit the tires of parked vehicles, forcing or reminding drivers to pay by scanning a code. However, in actual use, the current curb parking locks have the following common shortcomings: First, when a driver intentionally blocks the existing curb lock's arm with their wheels to evade payment, the arm cannot extend and lock. Second, when a driver forcibly drives over the existing curb lock's arm to evade payment, the arm is easily damaged, requiring frequent disassembly and replacement of the arm or the lock itself. Third, there is a lack of corresponding lighting indicators, making it difficult for drivers to notice the locks at night and thus hinder proper parking and payment. Fourth, in the existing technology, the extended arm of the curb lock can be easily pushed back into the lock body by those attempting to evade payment, and this also easily damages the arm's components. Utility Model Content

[0003] The purpose of this utility model is to provide a curb lock that solves the above four common technical problems existing in existing curb locks.

[0004] The technical solution of this utility model is as follows: The curb lock of this utility model includes a lock body, a QR code nameplate on the lock body for scanning payment, a parking detection sensor on the lock body for detecting parking information in the parking space, an electrical box on the lock body containing a main controller and a power module, a car-stopping arm for locking the parked vehicle in the parking space for payment, a car-stopping arm drive mechanism on the lock body for driving the movement of the car-stopping arm, and a car-stopping arm connection mechanism for transmission connection between the car-stopping arm drive mechanism and the car-stopping arm. Its structural feature is that there are two of the above-mentioned car-stopping arms, car-stopping arm drive mechanism and car-stopping arm connection mechanism. Each car-stopping arm is driven by one car-stopping arm drive mechanism and one car-stopping arm connection mechanism to achieve the extension and retraction movement relative to the lock body. The distance between the two car-stopping arms is such that when one car-stopping arm is blocked by the wheel and cannot extend, the other car-stopping arm can extend smoothly to unlock the parked vehicle.

[0005] A further solution is as follows: The lock body is a long strip-shaped structural component. When the lock body is installed, a car-stopping arm receiving groove is provided on the side facing the parking space. The electrical box is fixedly installed in the car-stopping arm receiving groove at the middle of the lock body length direction. The parking detection sensor is fixedly installed on the electrical box. The two car-stopping arms are located in the car-stopping arm receiving groove and are located on both sides of the electrical box along the lock body length direction. The distance between the two car-stopping arms is determined according to the design.

[0006] A further solution is to provide mounting feet on both sides of the lower part of the lock body. When in use, the mounting feet are buried in the ground to fix the curb lock in place, so that the lock body of the curb lock is aligned with the curb on both sides along the length direction and the upper end face of the lock body is flush with the upper end face of the curb, so that the curb lock becomes a section of the curb.

[0007] A further solution is as follows: the aforementioned vehicle blocking arm includes a housing, a telescopic bracket disposed on the housing, a vehicle blocking frame connected to the telescopic bracket, a vehicle blocking frame drive mechanism disposed within the housing for raising and retracting the vehicle blocking frame through the transmission of the telescopic bracket, an up-down force relief component for relieving force when the vehicle blocking frame is subjected to force above it, and an anti-torsion component for preventing the vehicle blocking arm from deforming and being damaged due to the wheel forcibly passing through.

[0008] A further solution is as follows: the above-mentioned vertical unloading assembly includes two unloading springs, a first connecting rod fixedly mounted on the vehicle blocking frame drive mechanism, and a second connecting rod fixedly mounted inside the housing; one end of each of the two unloading springs is connected to the first connecting rod, and the other end of each of the two unloading springs is connected to the second connecting rod.

[0009] A further embodiment is as follows: The aforementioned anti-torsion assembly includes two anti-torsion springs, a first connecting shaft, a second connecting shaft, two steel wire ropes, a movable slider, a fixed slider, and a connector; one side of the movable slider has a protrusion and two rope-passing holes; the side of the fixed slider opposite to the movable slider has a recessed portion whose shape matches the protrusion of the movable slider, and both the fixed slider and the connector have two rope-passing holes; the fixed slider is fixedly connected to the vehicle-stopping arm connecting mechanism through the connector; the first connecting shaft is fixedly located in the middle of the housing; one end of each of the two anti-torsion springs is connected to the first connecting shaft; the other end of each of the two anti-torsion springs is fixedly connected to one end of a steel wire rope; the other end of each of the two steel wire ropes passes through the rope-passing holes of the movable slider, the fixed slider, and the connector, and is then fixedly connected to the second connecting shaft; the second connecting shaft is close to the connector; and one end of the housing is fixedly connected to the movable slider.

[0010] A further solution is as follows: the aforementioned housing is an integral square tube-shaped structural component, with corresponding first and second sliding grooves respectively provided on the two side plates along the length direction of the housing; the vehicle blocking frame is a frame structure with an inverted U-shaped cross-section, with a sliding groove on each side of the vehicle blocking frame, and a rubber strip on the top of the vehicle blocking frame; the telescopic bracket includes four support arms, two sliding shafts, two fixed shafts, and two intermediate connecting pins; two of the four support arms are arranged in an X-shape on the outer side of each side plate along the length direction of the housing, and are connected at the intersection by an intermediate connecting pin; the upper and lower ends of each support arm on both sides are movably connected to one end of each sliding shaft in the sliding groove of the vehicle blocking frame and the first sliding groove of the housing, respectively; the upper and lower ends of the other support arm on both sides are movably connected to one end of a fixed shaft fixed on the vehicle blocking frame and the housing, respectively; the vehicle blocking frame drive mechanism is movably disposed in the housing, and the vehicle blocking frame drive mechanism is drivenly connected to the sliding shaft disposed in the housing.

[0011] A further embodiment is as follows: The aforementioned vehicle-stopping arm connecting mechanism includes a rotating bracket, a rotating shaft rotatably mounted on the rotating bracket, a push rod connecting pin fixedly mounted on the rotating bracket, and an anti-tilt bracket fixedly mounted on the rotating bracket and sleeved with the vehicle-stopping arm; the aforementioned anti-tilt bracket includes a frame body, one protruding arm on each of the upper two sides of the frame body, and two connecting ears on the frame body; the anti-tilt bracket is fixedly connected to the rotating bracket by its two connecting ears, the frame body of the anti-tilt bracket is sleeved with one end of the vehicle-stopping arm, and the two protruding arms of the anti-tilt bracket limit the upper sides of one end of the vehicle-stopping arm on both sides; the vehicle-stopping arm connecting mechanism is fixedly connected to the vehicle-stopping arm by its rotating bracket, and the vehicle-stopping arm connecting mechanism is fixedly connected to the vehicle-stopping arm driving mechanism by its push rod connecting pin; the vehicle-stopping arm connecting mechanism is dynamically connected to the vehicle-stopping arm driving mechanism by its rotating shaft and the mounting connecting frame provided with the vehicle-stopping arm driving mechanism; the vehicle-stopping arm driving mechanism is fixedly mounted in the lock body by the provided mounting connecting frame.

[0012] A further solution is to make the aforementioned anti-tilt brackets from spring steel.

[0013] A further solution is that the aforementioned curb lock also includes a lighting assembly, which includes a solar panel fixed on the lock body, a colored light strip on the lock body, and a light strip controller that matches the solar panel and is located inside the lock body. When in operation, the solar panel provides power to the colored light strip through the light strip controller, and the light strip controller controls the colored light strip to light up and turn off according to a set time.

[0014] This utility model has the following positive effects: (1) By setting two independently moving wheel-stopping arms and reasonably designing the distance between the two wheel-stopping arms, when one wheel-stopping arm is blocked by the wheel of a maliciously parked vehicle and cannot extend, the other wheel-stopping arm cannot be blocked by the wheel, thus ensuring that it can extend and lock. This effectively solves the technical problem in the prior art where the wheel is deliberately used to block the wheel-stopping arm of the existing curb lock when maliciously evading parking fees, preventing it from extending and locking; (2) By setting anti-torsion components on its wheel-stopping arms, this utility model effectively solves the technical problem in the prior art where the wheel forcibly drives over the wheel-stopping arm of the curb lock when maliciously evading parking fees, causing damage to the wheel-stopping arm and requiring frequent disassembly and replacement of the wheel-stopping arm or curb lock; (3) This utility model The innovative lighting components can significantly remind drivers that there are parking locks on the side of the road, so that drivers can notice the parking locks and park and pay in a standardized manner. This effectively solves the common technical problem of the curb locks in the prior art, which is that the lack of corresponding lighting prompts makes it difficult for drivers to notice the parking locks at night and park and pay in a standardized manner. At the same time, the colored light strips of each parking lock on the side of the road also serve as landscape lights to beautify the road. (4) The innovative design of this utility model is to set a spring steel anti-tilt bracket at the connection between the curb arm and the curb arm connection mechanism, which can effectively solve the technical problem that the curb arm of the curb lock is easily pushed back into the lock body by malicious evaders after it is opened, and the curb arm is easily damaged. (5) This utility model innovatively sets up an up-and-down unloading component in its vehicle blocking arm, which can effectively avoid damage to the chassis of the parked vehicle while ensuring reliable locking of the vehicle. At the same time, it can effectively avoid damage to related components, including the vehicle blocking frame drive mechanism, caused by external pressure. (6) Through the optimized structural design, this utility model can be integrated with the curb when installed in the roadside parking space, thus minimizing its installation area and saving road resources. Attached Figure Description

[0015] Figure 1 This is a schematic diagram of the overall structure of this utility model. To illustrate the connection between the anti-tipping arm connecting mechanism and the anti-tipping arm, the anti-tipping bracket of the anti-tipping arm connecting mechanism is omitted in the figure.

[0016] Figure 2 This is a partial structural diagram showing the connection between the vehicle blocking arm and the vehicle blocking arm drive mechanism via the vehicle blocking arm connecting mechanism.

[0017] Figure 3 This is a schematic diagram of the vehicle blocking arm. To facilitate observation of the internal structure, the front cover plate of the housing and the two support rods located on the front side have been removed from the diagram.

[0018] Figure 4 To and Figure 3 A schematic diagram showing the structure when treated in the same way but viewed from the opposite angle;

[0019] Figure 5 for Figure 4 A schematic diagram of the exploded structure of the moving and stationary sliders that cooperate with each other;

[0020] Figure 6 To and Figure 5 Schematic diagrams of the structure when viewed from different angles;

[0021] Figure 7 for Figure 2 Schematic diagram of the anti-tilt bracket;

[0022] Figure 8 This is a schematic diagram of the structure of this utility model after installation in a roadside parking space;

[0023] Figure 9 This is a schematic diagram of the structure of this utility model, showing a vehicle-stopping arm extending to unlock the device during use.

[0024] The reference numerals in the above figures are as follows:

[0025] 1. Lock body; 11. Vehicle stop arm storage slot; 12. Mounting feet; 2. QR code nameplate; 3. Electrical box; 4. Parking detection sensor

[0026] Vehicle blocking arm 5, housing 51, first slide groove 51-1, second slide groove 51-2, vehicle blocking frame 52, slide groove 52-1, rubber strip 52-2, telescopic bracket 53, support arm 53-1, sliding shaft 53-2, support reinforcement 53-2-1, fixed shaft 53-3, intermediate connecting pin 53-4, vehicle blocking frame drive mechanism 54, up and down unloading assembly 55, unloading spring 55-1, first connecting rod 55-2, second connecting rod 55-3, anti-torsion assembly 56, anti-torsion spring 56-1, first connecting shaft 56-2, second connecting shaft 56-3, wire rope 56-4, movable slider 56-5, protrusion 56-5-1, rope hole 56-5-2, fixed slider 56-6, recess 56-6-1, rope hole 56-6-2, connector 56-7;

[0027] 6; mounting bracket 61;

[0028] Vehicle braking arm connecting mechanism 7, rotating bracket 71, rotating shaft 72, push rod connecting pin 73, anti-tilt bracket 74, frame body 74-1, protruding arm 74-2, connecting ear 74-3;

[0029] 8 solar panels;

[0030] 100 curb spaces, 101 roadside parking spaces. Detailed Implementation

[0031] The present invention will now be described in further detail with reference to the accompanying drawings and specific embodiments.

[0032] Example 1

[0033] See Figures 1 to 7 The curb lock in this embodiment mainly consists of a lock body 1, a QR code nameplate 2, an electrical box 3, a parking detection sensor 4, a vehicle blocking arm 5, a vehicle blocking arm drive mechanism 6, a vehicle blocking arm connecting mechanism 7, and a lighting assembly.

[0034] The lock body 1 is a long strip-shaped structure. A car-stop arm receiving groove 11 is provided on the lower outer side of the lock body 1 (the side facing the parking space during installation). In this embodiment, the curb lock utilizes its lock body 1 to be installed beside the roadside parking space 101 or on the curb 100 in the same manner as existing technologies. As a preferred embodiment, such as... Figure 8 As shown, in order to facilitate the installation of the curb lock in this embodiment as part of the curb 100 next to the roadside parking space 101 to save road resources to the greatest extent, mounting feet 12 are provided on both sides of the lower part of the lock body 1. When installing the curb lock in this embodiment, the mounting feet 12 are used to bury it in the ground for fixation, so that the lock body 1 is aligned with the curbs 100 on both sides along the length direction and the upper end face is flush with the upper end face of the curb 100.

[0035] The QR code nameplate 2 is fixedly installed on one side of the upper end of the lock body 1. It is used by the car owner to scan the code to pay when leaving the parking space. This is a mature existing technology and will not be described in detail.

[0036] The electrical box 3 is located inside the lock body 1. The electrical box 3 contains a main controller, which serves as the overall control unit for the curb lock in this embodiment, and a power module for providing power to the curb lock. Both the main controller and the power module are mature existing technologies and will not be described in detail. A parking detection sensor 4 is located on the lock body 1 and is used to detect whether a vehicle is parked in the parking space and the duration of parking. This is also mature existing technology and will not be described in detail. As a preferred embodiment, in this embodiment, the electrical box 3 is located within the wheel-stopping arm receiving groove 11 of the lock body 1 and is positioned at the middle of the length of the lock body 1. Correspondingly, the parking detection sensor 4 is located on the electrical box 3 and is electrically connected to the main controller inside the electrical box 3.

[0037] The parking arm 5 is used to lock the vehicle and collect payment by approaching the chassis of the vehicle parked in the roadside parking space 101. Two parking arms 5 are provided in the parking arm receiving groove 11 of the lock body 1, extending and retracting. Preferably, one parking arm 5 is provided on each side of the electrical box 3 at a set distance. The two parking arms 5 open independently, unlike the prior art where both parking arms open simultaneously under the same drive mechanism. The reasonable spacing between the two parking arms 5 ensures that if one parking arm 5 is blocked by the wheel of a maliciously parked vehicle and cannot extend, the other parking arm 5 cannot be blocked by the wheel of that vehicle, thus ensuring that the other parking arm 5 can extend and lock. Therefore, this effectively solves the technical problem in the prior art where malicious evasion of payment is caused by vehicles deliberately using their wheels to block the parking arms of existing curb locks, preventing them from extending and locking.

[0038] The vehicle blocking arm 5 includes a housing 51, a vehicle blocking frame 52 for locking the chassis of a parked vehicle, a telescopic bracket 53 mounted on the housing 51 and movably connected to the vehicle blocking frame 52, a vehicle blocking frame drive mechanism 54 for raising and retracting the vehicle blocking frame 52 through the transmission of the telescopic bracket 53, an up-down force relief component 55 for relieving force when the vehicle blocking frame 52 is subjected to force, and an anti-torsion component 56 for preventing the vehicle blocking arm 5 from deforming and being damaged by the wheels forcibly passing through.

[0039] In this embodiment, the housing 51 of the vehicle blocking arm 5 is a square tube-shaped structural component. The two side plates along the length direction of the housing 51 are respectively provided with corresponding first grooves 51-1 and second grooves 51-2. The vehicle blocking frame 52 is a frame structure with an inverted U-shaped cross section. Each side of the vehicle blocking frame 52 is provided with a groove 52-1. As a preferred embodiment, a rubber strip 52-2 is provided on the top of the vehicle blocking frame 52 to achieve soft contact between the vehicle blocking frame 52 and the vehicle chassis when locking the vehicle, so as to avoid damage to the vehicle. The telescopic bracket 53 includes four support arms 53-1, two sliding shafts 53-2, two fixed shafts 53-3, and two intermediate connecting pins 53-4. Two of the four support arms 53-1 are arranged in an X-shape on the outer side of each of the two side plates along the length of the housing 51, and each intersection is connected by an intermediate connecting pin 54-4. The upper and lower ends of each of the two support arms 53-1 are dynamically connected to one end of each of the sliding shafts 53-2 located in the slide groove 52-1 of the vehicle stop frame 52 and the first slide groove 51-1 of the housing 51. The upper and lower ends of the other support arm 53-1 located on each of the two sides are dynamically connected to one end of each of the fixed shafts 53-3 fixed on the vehicle stop frame 52 and the housing 51. The so-called dynamic connection means that the support arm 53-1 can rotate relative to the sliding shaft 53-2 or the fixed shaft 53-3 to which it is connected. As a preferred embodiment, the telescopic bracket 53 further includes a support reinforcement 53-2-1 fixedly disposed within the housing 51 to assist in supporting the movement of the sliding shaft 53-2 disposed on the housing 51. The support reinforcement 53-2-1 is an integral U-shaped plate. The vehicle blocking frame drive mechanism 54 is movably disposed within the housing 51. The vehicle blocking frame drive mechanism 54 is connected to the sliding shaft 53-2 disposed within the housing 51. During operation, the vehicle blocking frame drive mechanism 54 performs telescopic movement, which, through the transmission of the telescopic bracket 53, causes the vehicle blocking frame 52 to rise and fall back to its original position.

[0040] The vertical pressure relief assembly 55 is disposed within the housing 51 and is used to relieve pressure from above the vehicle stop frame 52 to prevent damage to the vehicle stop frame drive mechanism 54 due to pressure and to prevent damage to the vehicle due to the vehicle stop frame 52 pressing too tightly against the vehicle chassis. As a specific implementation, in this embodiment, the vertical pressure relief assembly 55 includes two pressure relief springs 55-1, a first connecting rod 55-2 fixedly disposed on the vehicle stop frame drive mechanism 54, and a second connecting rod 55-3 fixedly disposed within the housing 51; one end of each of the two pressure relief springs 55-1 is connected to the first connecting rod 55-2, and the other end of each of the two pressure relief springs 55-1 is connected to the second connecting rod 55-3. The working principle and process of the vertical unloading component 55 are as follows: When the vehicle blocking frame 52 is subjected to force, the two ends of the four support arms 53-1 can rotate relative to the shafts they are connected to. At the same time, through the transmission of the telescopic bracket 53, the sliding shaft 53-2 located in the housing 51 slides along the first sliding groove 51-1 of the housing 51, driving the vehicle blocking frame drive mechanism 54 to move. The first connecting rod 55-2 fixed on the vehicle blocking frame drive mechanism 54 drives the two unloading springs 55-1 to stretch, thereby achieving force unloading. When the pressure above the vehicle blocking frame 52 is eliminated, the two unloading springs 55-1 elastically reset, causing the vehicle blocking frame drive mechanism 54 to reset.

[0041] The anti-torsion component 56 is used to prevent vehicles that maliciously evade tolls from leaving the parking space from driving over the parking barrier arm 5 and damaging it. In one specific implementation, this embodiment, the anti-torsion component 56 includes two anti-torsion springs 56-1, a first connecting shaft 56-2, a second connecting shaft 56-3, two steel wire ropes 56-4, a movable slider 56-5, a fixed slider 56-6, and a connector 56-7. The movable slider 56-5 has a protrusion 56-5-1 on one side and two rope holes 56-5-2 on its side. The fixed slider 56-6 has a recess 56-6-1 on its side opposite to the movable slider 56-5, the shape of which matches the protrusion 55-5-1 of the movable slider 56-5. The fixed slider 56-6 also has two rope holes 56-6-2. The connector 56-7 is a U-shaped structure and also has two rope holes. The fixed slider 56-6 is fixedly connected to the connector 56-7, and the connector 56-7 is fixedly connected to the vehicle blocking arm connecting mechanism 7. The first connecting shaft 56-2 is fixedly located in the middle of the housing 51. One end of each of the two anti-torsion springs 56-1 is connected to the first connecting shaft 56-2, and the other end of each of the two anti-torsion springs 56-1 is fixedly connected to one end of a steel wire rope 56-4. The other end of each of the two steel wire ropes 56-4 passes through the rope hole 56-5-2 of the movable slider 56-5, the rope hole 56-6-2 of the fixed slider 56-6, and the rope hole of the connector 56-7, and is then fixedly connected to the second connecting shaft 56-3. The second connecting shaft 56-3 is close to the connector 56-7, and one end of the housing 51 is fixedly connected to the movable slider 56-5. The working principle and process of the anti-torsion component 56 are as follows: When the vehicle blocking arm 5 is in the extended blocking state, if a vehicle maliciously evading tolls directly impacts the vehicle blocking arm 5 and drives out, when the wheel impacts the housing 51 of the vehicle blocking arm 5, the movable slider 56-5, which is fixedly connected to the housing 51, rotates relative to the fixed slider 56-6, or even is pulled out of the fixed slider 56-6 and then rotates. At this time, the two anti-torsion springs 56-1 stretch to compensate for the distance difference of the displacement deformation of the housing 51, thereby causing the vehicle blocking arm 5 to fall in the direction of the wheel's movement, minimizing the damage to the vehicle blocking arm 5 caused by the wheel passing over it. After the wheel passes, the external force disappears, and under the action of the elastic restoring force of the two anti-torsion springs 56-1, the vehicle blocking arm 5 automatically returns to its original position. The two anti-torsion springs 56-1 are connected to the second connecting shaft 56-3 by two steel wire ropes 56-4. This utilizes the properties of steel wire ropes that can be twisted and bent, so that together with the two anti-torsion springs 56-1, the braking arm 5 can resist the impact of the wheel passing by and self-reset.

[0042] Two wheel chock drive mechanisms 6 are fixedly installed inside the lock body 1 via an attached mounting bracket 61. Each of the two wheel chock drive mechanisms 6 drives one wheel chock arm 5 to extend or retract from the wheel chock arm receiving slot 11 of the lock body 1. Both the wheel chock drive mechanism 6 and the aforementioned wheel chock arm 5 wheel chock frame drive mechanism 54 are commercially available parts.

[0043] The wheel stop arm connecting mechanism 7 is used for the transmission connection between the wheel stop arm 5 and the wheel stop arm driving mechanism 6, so as to realize the wheel stop arm 5 extending outward and retracting inward from the wheel stop arm storage slot 11 of the lock body 1, and adapting to the two wheel stop arm driving mechanisms 6. Two sets of wheel stop arm connecting mechanisms 7 are provided, and one wheel stop arm connecting mechanism 7 is provided for each wheel stop arm driving mechanism 6. As a specific implementation, in this embodiment, the wheel stop arm connecting mechanism 7 includes a rotating bracket 71, a rotating shaft 72 rotatably mounted on the rotating bracket 71, and a push rod connecting pin 73 fixedly mounted on the rotating bracket 71; the rotating bracket 71 is dynamically connected to the mounting connection frame 61 of the wheel stop arm driving mechanism 6 through the rotating shaft 72, and the push rod connecting pin 73 is transmissionally connected to the wheel stop arm driving mechanism 6; the aforementioned wheel stop arm 5 is fixedly connected to the rotating bracket 71 of the wheel stop arm connecting mechanism 7 by the connecting piece 56-7 of its anti-torsion component 56. During operation, the extension and retraction movement of the brake arm drive mechanism 6 allows the rotating bracket 71 to rotate relative to the mounting bracket 61 via the rotating shaft 72, thereby causing the brake arm 5 to extend and retract from the brake arm storage slot 11 of the lock body 1. Preferably, in this embodiment, the brake arm connecting mechanism 7 further includes an anti-tilting bracket 74 fixedly mounted on the rotating bracket 71 and sleeved with the brake arm 5, such as... Figure 7 As shown, the anti-tilt bracket 74 includes a frame body 74-1, a protruding arm 74-2 on each side of the upper part of the frame body 74-1, and two connecting ears 74-3 on the frame body 74-1; Figure 2 As shown, the anti-tilt bracket 74 is fixedly connected to the rotating bracket 71 by its two connecting ears 74-3. The frame body 74-1 of the anti-tilt bracket 74 is sleeved with one end of the wheel stop arm 5, and the two protruding arms 74-2 of the anti-tilt bracket 74 limit the upper sides of one end of the wheel stop arm 5. The anti-tilt bracket 74 is made of spring steel. The purpose of setting the anti-tilt bracket 74 is to solve the technical problem in the prior art that the wheel stop arm of similar curb locks is easily pushed back into the lock body by malicious toll evaders after it is opened, and the related components of the wheel stop arm are easily damaged. In this embodiment, after the anti-tilt bracket 74 is set, due to the rigid obstruction of the anti-tilt bracket 74, it is basically impossible to push the wheel stop arm 5 back into the wheel stop arm storage slot 11 of the lock body 1 by manpower. The anti-tilt bracket 74 is made of spring steel, which utilizes its characteristics of having both considerable rigidity and self-recovery ability after deformation.

[0044] The aforementioned two vehicle blocking arm drive mechanisms 6 and the two vehicle blocking arm 5 vehicle blocking frame drive mechanisms 54 are all electrically connected to the main controller in the electrical box 3, and their corresponding actions are controlled by the main controller.

[0045] The aforementioned car-blocking arm driving mechanism 6 and the car-blocking frame driving mechanism 54 of the car-blocking arm 5 can adopt power mechanisms capable of realizing linear driving, including but not limited to electric push rods, motor-driven worm gears, motor-driven lead screws, etc. In this embodiment, both the car-blocking arm driving mechanism 6 and the car-blocking frame driving mechanism 54 of the car-blocking arm 5 preferably adopt electric push rods.

[0046] The lighting component includes a solar panel 8 fixedly arranged on the lock body 1, a color light strip (not shown in the figure) arranged in the lock body 1 and above the car-blocking arm receiving groove 11, and a light strip controller (not shown in the figure) arranged in the lock body 1 and supporting the solar panel 8. During operation, the solar panel 8 provides power for the color light strip through the light strip controller and controls the lighting and extinguishing of the color light strip. The time for the light strip controller to control the lighting and extinguishing of the color light strip can be set according to specific situations (a mature prior art, not elaborated here). In this embodiment, the time for the light strip controller to control the lighting and extinguishing of the color light strip 71 is from 18:00 to 6:00 the next day. In this embodiment, by setting the lighting component, on the one hand, when the color light strip is lit at night, it can significantly prompt the vehicle driver that there is a parking lock on the roadside of the parking space, which is conducive to the vehicle driver noticing the parking lock to standardize parking and payment. At the same time, the color light strips of each parking lock arranged on the roadside also serve as landscape lights for road lighting and beautification. The lighting component set in this embodiment is generally not available in current similar curb locks and is one of the innovative points of the curb lock in this embodiment, and is set as a preferred method.

[0047] See Figure 8 and Figure 9In this embodiment, the curb lock is fixedly installed as part of the curb 100 next to each roadside parking space 101 during installation and use. During operation, similar to existing technology, the parking detection sensor 4 detects whether a vehicle is parked in the roadside parking space 101 and the parking duration, and sends a signal to the main controller. The main controller, according to a set sequence, first controls one blocking arm 5 to extend and unlock. When the vehicle needs to leave, the blocking arm 5 retracts after the owner scans the code to pay, allowing the vehicle to leave. If a car owner intentionally blocks the blocking arm 5 with their wheels to prevent it from extending and unlocking properly, the solution in this embodiment is: when the main controller of the smart curb lock detects the blocking arm driver... When the drive current of the actuator 6 reaches the set threshold, the main controller determines that the blocking arm 5 is blocked. At this time, the main controller controls the other blocking arm 5 to lock the parked vehicle. Since the set position of the two blocking arms 5 determines that when a vehicle that maliciously evades parking uses its wheels to block one blocking arm 5 so that it cannot open, the other blocking arm 5 will definitely be able to open and lock smoothly and reliably. Therefore, the curb lock of this embodiment can effectively solve the technical problem of existing curb locks in the prior art that the blocking arm of the existing curb lock is blocked by the wheels when parking in order to maliciously evade parking, so that it cannot extend and lock.

[0048] In this embodiment, the reliable locking process of the curb lock is as follows: The main controller controls the movement of the wheel-stopping arm drive mechanism 6, which, through the transmission of the wheel-stopping arm connecting mechanism 7, drives the corresponding wheel-stopping arm 5 to extend outward from the wheel-stopping arm receiving groove 11 of the lock body 1 to the underside of the parked vehicle's chassis. Then, the controller controls the movement of the wheel-stopping frame drive mechanism 54 of the wheel-stopping arm 5, which, through the transmission of the telescopic bracket 53, causes the wheel-stopping frame 52 to rise upward and make soft contact with the chassis of the parked vehicle, thus locking the vehicle. In this embodiment, the so-called wheel-stopping frame 52 rising upward and making soft contact with the chassis of the parked vehicle... To prevent the curb lock 52 from excessively rising and causing damage to the vehicle chassis and the curb lock arm 5 itself, the main controller monitors the drive current of the curb lock drive mechanism 54. When the drive current of the curb lock drive mechanism 54 reaches a set threshold, the main controller determines that the vehicle has been reliably locked. The upper and lower unloading components 55 and the rubber strip 52-2 on the curb lock 52 work together to achieve soft contact between the curb lock 52 and the vehicle chassis, thereby achieving reliable locking of the parked vehicle.

[0049] The above embodiments are descriptions of specific implementations of this utility model, and not limitations thereof. Those skilled in the art can make various changes and modifications to obtain corresponding equivalent technical solutions without departing from the spirit and scope of this utility model. Therefore, all equivalent technical solutions should be included in the patent protection scope of this utility model.

Claims

1. A curb lock, comprising a lock body, a QR code nameplate on the lock body for scanning and paying, a parking detection sensor on the lock body for detecting parking information in the parking space, an electrical box on the lock body containing a main controller and a power module, a parking arm for locking the parked vehicle in the parking space for payment, a parking arm drive mechanism on the lock body for driving the movement of the parking arm, and a parking arm connection mechanism for transmission between the parking arm drive mechanism and the parking arm, characterized in that: The vehicle blocking arm, the vehicle blocking arm drive mechanism, and the vehicle blocking arm connection mechanism are provided in two. Each vehicle blocking arm is driven by a vehicle blocking arm drive mechanism and a vehicle blocking arm connection mechanism to achieve the extension and retraction movement relative to the lock body. The distance between the two vehicle blocking arms is set so that when one vehicle blocking arm is blocked by the wheel and cannot extend, the other vehicle blocking arm can extend smoothly to unlock the parked vehicle.

2. The curb lock according to claim 1, characterized in that: The lock body is a long strip-shaped structure. When the lock body is installed, a car-stopping arm receiving groove is provided on the side facing the parking space. The electrical box is fixedly installed in the car-stopping arm receiving groove at the middle of the lock body length direction. The parking detection sensor is fixedly installed on the electrical box. Two car-stopping arms are located in the car-stopping arm receiving groove and are located on both sides of the electrical box along the lock body length direction. The distance between the two car-stopping arms is determined by the design.

3. The curb lock according to claim 1, characterized in that: The lock body is provided with mounting feet on both sides below. When in use, the mounting feet are buried in the ground to fix the curb lock in place, so that the lock body of the curb lock is aligned with the curb on both sides along the length direction and the upper end face of the lock body is flush with the upper end face of the curb, so that the curb lock becomes a section of the curb.

4. The curb lock according to claim 1, characterized in that: The vehicle blocking arm includes a housing, a telescopic bracket mounted on the housing, a vehicle blocking frame connected to the telescopic bracket, a vehicle blocking frame drive mechanism located inside the housing for raising and retracting the vehicle blocking frame via the transmission of the telescopic bracket, an up-down force relief component for relieving force when the vehicle blocking frame is subjected to force above it, and an anti-torsion component for preventing the vehicle blocking arm from deforming and being damaged due to the wheel forcibly passing over it; both the vehicle blocking frame drive mechanism and the vehicle blocking arm drive mechanism are electric push rods.

5. The curb lock according to claim 4, characterized in that: The up-down unloading assembly includes two unloading springs, a first connecting rod fixedly mounted on the vehicle stop frame drive mechanism, and a second connecting rod fixedly mounted inside the housing; one end of each of the two unloading springs is connected to the first connecting rod, and the other end of each of the two unloading springs is connected to the second connecting rod.

6. The curb lock according to claim 4, characterized in that: The anti-torsion assembly includes two anti-torsion springs, a first connecting shaft, a second connecting shaft, two steel wire ropes, a movable slider, a fixed slider, and a connector. The movable slider has a protrusion on one side and two rope-passing holes. The fixed slider has a recessed portion on the side opposite to the movable slider, the shape of which matches the protrusion of the movable slider. Both the fixed slider and the connector have two rope-passing holes. The fixed slider is fixedly connected to the vehicle-stopping arm connecting mechanism via the connector. The first connecting shaft is fixedly located in the middle of the housing. One end of each of the two anti-torsion springs is connected to the first connecting shaft, and the other end of each of the two anti-torsion springs is fixedly connected to one end of a steel wire rope. The other ends of each of the two steel wire ropes pass through the rope-passing holes of the movable slider, the fixed slider, and the connector, and are then fixedly connected to the second connecting shaft. The second connecting shaft is close to the connector, and one end of the housing is fixedly connected to the movable slider.

7. The curb lock according to claim 4, characterized in that: The housing is an integral square tube structure. Corresponding first and second sliding grooves are provided on the two side plates along the length of the housing. The vehicle blocking frame is a frame structure with an inverted U-shaped cross-section. Each side of the vehicle blocking frame has a sliding groove, and a rubber strip is provided above the vehicle blocking frame. The telescopic support includes four support arms, two sliding shafts, two fixed shafts, and two intermediate connecting pins. Two of the four support arms are arranged in an X-shape on the outer sides of the two side plates along the length of the housing, and each intersection is connected by an intermediate connecting pin. The upper and lower ends of one support arm on each side are movably connected to one end of a sliding shaft located in the sliding groove of the vehicle blocking frame and the first sliding groove of the housing, respectively. The upper and lower ends of the other support arm on each side are movably connected to one end of a fixed shaft fixed to the vehicle blocking frame and the housing, respectively. The vehicle blocking frame drive mechanism is movably located within the housing and is connected to the sliding shaft located within the housing via a transmission connection.

8. The curb lock according to claim 1, characterized in that: The vehicle-stopping arm connecting mechanism includes a rotating bracket, a rotating shaft rotatably mounted on the rotating bracket, a push rod connecting pin fixedly mounted on the rotating bracket, and an anti-tilt bracket fixedly mounted on the rotating bracket and sleeved with the vehicle-stopping arm. The anti-tilt bracket includes a frame body, one protruding arm on each side of the upper part of the frame body, and two connecting ears on the frame body. The anti-tilt bracket is fixedly connected to the rotating bracket by its two connecting ears. The frame body of the anti-tilt bracket is sleeved with one end of the vehicle-stopping arm, and the two protruding arms of the anti-tilt bracket limit the upper sides of one end of the vehicle-stopping arm. The vehicle-stopping arm connecting mechanism is fixedly connected to the vehicle-stopping arm by its rotating bracket, and is fixedly connected to the vehicle-stopping arm driving mechanism by its push rod connecting pin. The vehicle-stopping arm connecting mechanism is dynamically connected to the mounting connecting frame of the vehicle-stopping arm driving mechanism by its rotating shaft. The vehicle-stopping arm driving mechanism is fixedly mounted in the lock body by the mounting connecting frame.

9. The curb lock according to claim 8, characterized in that: The anti-tilt bracket is made of spring steel.

10. The curb lock according to claim 1, characterized in that: It also includes a lighting assembly, which includes a solar panel fixed on the lock body, a colored light strip on the lock body, and a light strip controller that matches the solar panel inside the lock body. When working, the solar panel provides power to the colored light strip through the light strip controller, and the light strip controller controls the colored light strip to light up and turn off according to a set time.

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