JP4847818B2 - Bicycle parking device - Google Patents

Description

  The present invention relates to an individual lock type bicycle parking apparatus suitable for use in a bicycle parking lot.

  In recent years, the problem of abandoned bicycles in urban areas and suburban stations has been serious, but the construction of bicycle parking facilities has gradually been promoted along with redevelopment in front of the station, and large bicycle parking lots have been developed by local governments and private companies. It has been maintained. However, with the increase in size, personnel expenses have been incurred for deploying a large number of bicycle parking lot personnel to monitor unauthorized use and to guide inappropriate use. Also, often during rush hours in the morning, rushing users force their bicycles into the bicycle parking device, so breakdowns and damage to the bicycle parking device occur constantly, increasing maintenance costs. Is also true.

  In addition, even though recent bicycles are used for commuting and attending school, not only regular 26-inch and 28-inch utility vehicles with large wheel sizes but also folding bicycles with wheel sizes of 20 inches or less The bicycle parking apparatus is required to be able to park properly and securely lock these various types of wheel tires.

Therefore, as described in, for example, Patent Document 1, a pair of saddle-shaped members that can be closed with a part of a bicycle wheel being sandwiched are determined in advance from a horizontal direction at a predetermined height. A bicycle parking device has been proposed that can be adapted to various sizes of wheel tires by tilting upward at an elevated angle and fixing.
JP 2006-56396 A

  However, the bicycle parking device described in Patent Document 1 has the following problems.

(1) In the bicycle parking device as in Patent Document 1, it is possible to leave the bicycle in the bicycle parking device without operating the wheel detector (wheel detection slider), and unauthorized parking is easy. I can do it.
(2) Even if the wheel tire is pushed into the parking device, the frictional force between the surface of the wheel detector and the outer periphery of the tire acts to stop the operation of the wheel detector. Unauthorized parking can be easily done.
(3) When the bicycle is vigorously inserted or the bicycle is moved into the locking device while the brake is applied, the tire tread and the wheel detector are pressed while being caught, so the wheel detector and the support shaft are deformed.・ It may be damaged.
(4) Since the size of the wheel tire is small especially in a bicycle having a small-diameter wheel, even if the wheel rail (guide member) is installed with a descending slope downward in the traveling direction, the wheel tire is held by its own weight and the wheel of the lock device is retained. Therefore, it is easy to perform illegal parking without pushing the wheel detector.

  Next, each of the above problems will be described in more detail with reference to the drawings.

<Unauthorized bicycle parking>
In FIG. 9, the normal bicycle BS1 is inserted with the front tire 110 in the wheel holding portion 101 of the bicycle parking device 100, but the bicycle is detected without allowing the wheel detection slider 102 to press the outer periphery of the front tire 110. It shows a ring state.
Although FIG. 9 shows a state where there is a gap between the outer periphery of the front wheel tire 110 and the wheel detection slider 102, the outer periphery of the front wheel tire 110 is not pressed only by contacting the detection surface of the wheel detection slider 102. It is also possible for fraud to be left alone.
In FIG. 9, the front wheel tire 110 is placed on the wheel rail 120 and inserted into the wheel guide 130 or the wheel holding portion 101 of the lock device 100, so that the bicycle BS1 does not fall even if left in the state shown in the figure. At first glance, it may be mistaken for a properly parked bicycle.

  In order to detect such illegality, a staff member always checks the locked state of the lock device while visiting the bicycle parking lot. If an illegal bicycle parking as shown in FIG. 9 is found, the bicycle BS1 is connected to the lock device 100. Is pushed into the wheel detection slider 102 to turn the wheel detection ON state, and the saddle type arm body 103 of the lock device 100 is shifted to the locked state to hold the bicycle BS1 in an unremovable state.

  The bicycle BS1 locked in this manner is subjected to an appropriate unlocking process (usually, the locked state is released by adjusting the parking fee by specifying the number of the corresponding lock device 100 using a centralized adjustment machine). It becomes possible to leave. Further, in order to immediately identify that the wheel detection slider 102 of the lock device 100 is not in the wheel detection ON state, the lock device 100 is provided with display means such as an LED, and the lock device 100 is parked even though the bicycle BS1 is parked. LED is lit when is not locked (usually lit. It is also lit even when the vehicle is empty, so if the bicycle is inserted and lit, you know that it is not locked) This may make it easier for the staff to identify.

<Normal fraud prevention measures, inclined rail>
Among the means for preventing such illegal parking, as a means already realized, the wheel rail 120 has a downward slope 121 downward with respect to the approach direction of the front tire 110 and is locked by the weight of the front tire 110. A technique for giving a tendency to roll into the wheel holding unit 101 of the apparatus 100 is generally employed.

FIG. 10 and FIG. 11 show a bicycle parking apparatus in which a descending slope 121 is provided on such a wheel rail 120.
That is, FIG. 10 shows a parking state of a large-diameter bicycle BS1 (28 inches), and FIG. 11 shows a parking state of a small-diameter bicycle BS2 (16 inches). In the large-diameter wheel bicycle BS1, the component force WLsin β in the direction parallel to the descending slope 121 of the weight WL of the front wheel tire 110 becomes a force for pressing the wheel detection slider 102, and the wheel detection slider at the position shown in FIG. Even if the bicycle BS1 is left without pressing 102, the front wheel tire 110 tries to roll in the direction of the arrow WLsin β and presses the tire contact surface of the wheel detection slider 102, and the wheel detection slider 102 shifts to the detection state. Then, the internal switch is turned on, and the saddle type arm body 103 locks and holds the front wheel tire 110 in a state in which it cannot be withdrawn.

<Problem of small wheel bicycle>
However, in the case of the small-diameter bicycle BS2 shown in FIG. 11, since the weight WS of the front tire 111 is light, the component force WSsinβ in the direction parallel to the descending slope 121 is also reduced, and the front tire 111 rolls in the WSsinβ direction. Since the force becomes small, there is a problem that the force for pressing the tire contact surface of the wheel detection slider 102 becomes weak and it is difficult to shift to the wheel detection state.

<Problem of frictional force>
As shown in FIG. 12, due to the friction generated at the contact portion between the tire contact surface of the wheel detection slider 102 and the tire outer peripheral portion 115 of the bicycle, the force that presses the wheel detection slider 102 in the arrow N direction while the tire rolls and rotates. Proportionally, a frictional force μN is generated at the contact portion, and this frictional force μN is generated as a load on the sliding portion of the wheel detection slider 102 so that the operation of the wheel detection slider 102 is hindered. There is. In addition, there is a problem that the friction coefficient based on the structure of the lock device 100 hinders the operation of the wheel detection slider 102.

FIG. 13 and FIG. 14 show a configuration example of the conventional lock device 100.
FIG. 13 is a plan sectional view, and FIG. 14 is a sectional view taken along the line BB. In FIG. When the wheel detection slider 102 is moved in the left direction in the drawing by being pushed by the front wheel tire 110 or 111 (see FIGS. 10 and 11) of the bicycle fitted in the wheel holding portion 101 (fitting groove), the left and right saddle type The arm bodies 103 and 103 are configured to rotate and close in the state indicated by the phantom line in FIG. 13 to lock the front tires 110 or 111 in a state in which they cannot be withdrawn.

  In FIG. 13, reference numeral 104 denotes an internal switch that is turned on by one saddle-shaped arm body 103 that rotates and closes as described above, and in FIG. 14, 105 denotes a solenoid that is operated in accordance with the switch ON of the internal switch 104. . The solenoid 105 rotates the locking lever 106 to the position indicated by the phantom line in FIG. 14 to maintain the left and right saddle-shaped arm bodies 103, 103 in the closed state (locked state), or the locking lever 106 14 is rotated to the position indicated by the solid line in FIG. 14, and the left and right saddle-shaped arm bodies 103, 103 are rotated to the open state shown in FIG. It has a mechanism to make it possible.

  In the conventional locking device 100 configured as described above, as shown in FIG. 12, the load obtained by multiplying the friction coefficient μ ′ between the bottom surface of the wheel detection slider 102 and the bottom surface of the housing of the locking device 100 by the previous frictional force μN, There is a problem that acts to hinder the smooth operation of the wheel detection slider 102.

  In the worst case, when the friction coefficient between the tire outer periphery and the contact portion of the wheel detection slider 102 is large (when the tread of the tire is caught by the contact), μN becomes excessive, and the bottom surface of the wheel detection slider 102 and the lock device 100 The sliding force on the bottom surface of the casing of the housing further increases the sliding friction, and even if a person pushes the bicycle later to assist, the wheel detection slider 102 may not work due to the biting state. In some cases, this could interfere with bicycle parking.

  The present invention has been made in order to solve the above-described problems, that is, the problem of illegal parking and the problem of frictional force. It is to provide a bicycle parking device that is devised so that when a tire is entered, the wheel detector is always pushed and rotated by the front wheel tire so that the saddle-type arm body securely locks the front tire. .

(1) In order to solve the above technical problem, according to the present invention, as described in claim 1, when a front wheel tire of a bicycle is pushed into a predetermined position of a locking device and a wheel detector is pushed, A bicycle bicycle parking apparatus configured to lock the front wheel tire by operating the mold arm body in a closed state, and the front wheel tire provided on the lock apparatus is fitted into the rotation support shaft of the wheel detection body. Provided on the inner wall surface of the fitting groove and above the operating surface of the saddle type arm body, the contact portion of the wheel detection body that the front wheel tire hits when detecting the front wheel tire When the front wheel tire pushes the contact portion and the wheel detector is pressed and rotated, the pair of saddle-type arm members are pushed by the wheel detector and closed. It is configured to operate in a state .

(2) Further, according to the present invention, as described in the second aspect of the present invention, when the entire wheel detector is in a standby state before detecting the front wheel tire, the front wheel tire is positioned more than the rotating support shaft. It is characterized by being resiliently supported in an upwardly inclined state protruding toward the direction of being pushed in.

( 3 ) Further, according to the present invention, as described in the third aspect of the present invention, the installation posture of the entire locking device in which the fitting groove of the front wheel tire is recessed in the front surface portion indicates the traveling direction of the front wheel tire during parking. With respect to the guide member to be guided, the front surface portion side in which the fitting groove is recessed is set to an upward elevation angle higher than the back side of the fitting groove, and the above guide member is set in the direction in which the front wheel tire enters. And has a downward slope slope.

  According to the means according to claim 1 described in the above (1), the rotation support shaft of the wheel detection body is located above the operating surface of the saddle-type arm body and the contact portion against which the front wheel tire abuts. The frictional force between the wheel contact portion of the wheel detection body and the tire outer peripheral portion acts in the direction in which the wheel detection body is operated to close the saddle arm body. Even when the friction coefficient is high, the wheel detection body operates appropriately, and the saddle type arm body can be closed.

  According to the means according to claim 2 described in the above (2), the wheel detector is elastically supported in an upwardly inclined state at the time of standby. For example, in the case of a small-diameter bicycle, the tire outer peripheral portion Since the difference in the tangential direction between the rotation direction of the front wheel tire and the direction in which the wheel detector is pressed and rotated becomes smaller when the wheel contacts the contact portion of the wheel detector, the frictional force becomes closer to the rolling operation. Acting in a direction that assists the rotation of the wheel detection body, the wheel detection body can appropriately detect the front tire.

According to the measures according to claim 3 mentioned above (3), the I unit coupled with that described in (2), the frictional force helps the rotation of the appropriate wheel sensing element, the slope of downward inclination Accordingly, the front wheel tire is inevitably entered into the fitting groove of the lock device, and the wheel detector can be reliably pressed and rotated. Therefore, since the wheel detector is always pushed and the saddle arm locks the front wheel tire only by making the front tire enter (advance) along the guide member, it is illegal to park the front wheel tire in an unlocked state. It is possible to prevent parking.

  As described above, according to the bicycle parking apparatus according to the present invention, the above-mentioned problem of illegal parking, the problem of parking by a small-diameter bicycle, and the problem of frictional force between the front tire and the wheel detector. It is possible to reduce the labor and labor cost of constant monitoring by the staff, reduce the cost of damage and failure, and reduce the maintenance cost. An advantage of providing a bicycle parking apparatus having an excellent structure with functionality capable of reliably parking a bicycle can be exhibited.

  The embodiment of the bicycle parking apparatus according to the present invention will be described below with reference to the drawings. FIG. 1 is an external view of the bicycle parking apparatus 1 according to the embodiment of the present invention, and FIG. In general, in consideration of space efficiency, the bicycle parking device 1 is configured in two heights as shown in the figure, and used in combination with a number of them in the horizontal direction. However, what is illustrated is an example of implementation, and a plurality of bicycle parking apparatuses 1 made at the same height may be arranged in the horizontal direction, and the selection thereof is arbitrary.

  In each of the above drawings, reference numeral 10 indicates the whole ascending slope portion 10A inclined obliquely upward from the lowermost inlet 10H and the descending slope inclined obliquely downward from the apex of the upward slope portion 10A. The guide rail portions 10B are integrally formed with the portion 10B so as to have a generally U-shape, and each of the guide rail portions 10 is a bicycle bicycle to be parked as described in the above drawings. In order to be able to guide the front wheel tire, metal tire guide plates 13 and 14 are constructed and welded between metal guide rails 11 and 12 that are arranged in parallel at a left and right parallel interval. In addition, as a material of the guide rails 11 and 12, a round bar, a square bar, a hexagon bar, or those hollow pipe materials are used.

  2 and 3 are base materials laid on the road surface of the bicycle parking space at the front and rear, and 4 and 5 are high and low two-stage support stands provided on the base material 3 on the rear side. The guide rail portions 10 are fixed to the front base member 2 at the entrance 10H of the ascending slope portion 10A, and the rear end portion side tire guide plate 14 is attached to the descending slope portion 10B. By fixing to the rear side base material 3 side via the members 15A and 15B, it is configured so that the substantially square shape and each interval are maintained.

  Further, in the figure, reference numeral 10C denotes a connecting portion formed by bending the left and right guide rails 11 and 12 constituting each of the guide rail portions 10 obliquely upward from the middle of the descending slope portion 10B. As shown in FIG. 7 and FIG. 8, the front lower portion of the front tire of the bicycle is fitted into the interval between the connecting portions 10C in the bottomed state where the side tire guide plate 14 is not installed. It is made up.

  In FIG. 7, BS1 is a large-diameter bicycle having a normal wheel size of 26 inches or 28 inches, S1A indicates the front tire (front wheel), S1B indicates a rim, and S1C indicates the front of the bicycle BS1. A fork S1N is a nut for fastening a hub shaft (not shown) for attaching the front tire S1A to the front fork S1C.

  In FIG. 8, BS2 is a small-diameter bicycle having a wheel size of, for example, 16 inches, S2A is a front tire (front wheel), S2B is a rim, S2C is a front fork of the bicycle BS2, and S2N is this This is a nut for tightening a hub axle (not shown) for attaching the front tire S2A to the front fork S2C.

  Further, in FIGS. 1 and 2 and FIGS. 7 and 8, 10D extends the upper ends of the left and right guide rails 11 and 12 constituting the connecting portion 10C in the vertical direction further upward while maintaining a gap. The overrun restricting guide portion 10E is formed by bending the left and right guide rails 11 and 12 extending in the vertical direction into an inverted U shape and continuously formed. An interval distance (length dimension) from the upper end folding portion 10E in 10D to a locking device 20 (specifically, an upper end portion of the wheel detection body 25 of the locking device 20) described later is at least a parking object. It is made shorter than the standard size (26 inch or 28 inch) of the front tire of the bicycle, and the 26 inch or 28 inch tire of the bicycle passes through such a distance. Is configured to overrun) was not.

  The distance between the left and right guide rails 11 and 12 constituting the overrun restricting guide portion 10D is such that the large and small diameter front wheel tires S1A and S2A can be inserted, but at least the hub shaft of the small diameter front wheel tire S2A. The front tire S2A having a small diameter cannot pass (overrun) through the gap between the guide rails 11 and 12 including the tightening nuts S2N and S2N attached to both ends of the tire. It is configured as follows.

  Next, a reference numeral 20 indicates a lock device provided at the upper end portions of the support bases 4 and 5 and on the lower portion of the overrun restricting guide portion 10D so as to be inclined upward. As is apparent from the description of the cross-sectional view of the locking device 20 with the upper lid case body removed shown in FIG. 3 and the cross-sectional view taken along the line AA of FIG. 3 shown in FIG. The case body 21 having a recessed groove 22 into which a front wheel tire of a bicycle to be fitted is recessed, and the front wheel tire fitted into the insertion groove 22 from the left and right inside the case body 21 are locked in a sandwiched state. A pair of saddle-shaped arm bodies 23, 23 attached as possible, and a wheel detector 25 that is pushed by the front tire fitted in the fitting groove 22 and rotates leftward in the drawing.

  As shown in FIGS. 3 and 4, the wheel detection body 25 is configured such that the pivot support shaft 25 </ b> T provided on the upper side of the back surface is disposed on the rear wall of the fitting groove 22 and the saddle-shaped arm bodies 23 and 23. The wheel abutment portion 25X with the outer periphery of the tire provided on the front surface is provided below the rotation support shaft 25T. . The rotation support shaft 25T is constituted by a hinge portion 25S provided between the back wall of the fitting groove 22 and the rear surface of the wheel detection body 25. The wheel detection body 25 is a pair of later-described wheels. The projections 23B and 23B of the saddle-shaped arm bodies 23 and 23 are energized and stand by in a substantially upward inclined state.

  The pair of saddle-shaped arm bodies 23, 23 are provided with detection projections 23B, 23B on the inner side of the central portion, and pushed by the front tire S1A or S2A entering the wheel detection body 25. When it is pushed leftward in the drawing (clockwise direction in FIG. 4) with the moving support shaft 25T as a fulcrum, the projections 23B and 23B are pushed by the wheel detector 25, and the saddle type arm bodies 23 and 23 are pushed. 3 is closed and rotated around the support shafts 24, 24 while extending the spring 26 to the position indicated by a two-dot chain line in FIG. 3, and the saddle-shaped lock portions 23A, 23A at the front ends insert the front tires S1A or S2A into the fitting grooves 22. In addition to being locked in, the switch 28 is pushed by the root end portion of one saddle-shaped arm body 23 to be turned on. Then, the solenoid 29 attached in the case body 21 is de-energized (OFF), and the locking lever 27 is rotated to the position shown by the two-dot chain line in FIG. Since it is interposed between the parts, it is configured such that the opening and closing of the saddle-shaped arm bodies 23 and 23 thereafter is restricted and the locked state is maintained.

  In order to unlock the above-mentioned locked state, a coin is inserted into a bicycle parking fee adjustment machine (not shown) provided in the bicycle parking lot, and the number of the bicycle parking device 1 is input to excite the solenoid 29 ( ON) and the locking lever 27 is rotated to the position indicated by the solid line in FIG. 4, so that the both-arm type arm bodies 23, 23 are opened and rotated to the position indicated by the solid line in FIG. When the front wheel tire S1A or S2A, which can be unlocked from the front tire S1A or S2A, is pulled out of the fitting groove 22, the pair of saddle-type arms in which the wheel detector 25 is biased by the spring 26 By the elastic force received from the protrusions 23B and 23B of the bodies 23 and 23, it is returned to the original inclined state (standby state) shown in FIG.

  The solenoid 29 of the present embodiment is a latch solenoid that can selectively operate in the released state and the attracted state of the plunger portion. However, the solenoid and the spring that are attracted by normal energization and opened in the non-energized state are assumed. It is also possible to use a rotary solenoid.

  Next, FIG. 5 is a block diagram explaining the positional relationship of each member constituting the present invention. In the figure, the assumed small wheel radius is RS, the large wheel radius is RL, and RS = 16 inch wheels respectively. Assuming about 200 mm, RL = 26 inches wheels, about 330 mm. Moreover, 355 mm is assumed as RMax = 28 inches as the assumed maximum wheel radius. Further, in FIG. 5, the positional relationship of the locking device 20 provided at a high position is described, but also in the locking device 20 at a low position, from the descending slope portion 10 </ b> B to the saddle type lock portion 23 </ b> A at the tip of the saddle type arm body 23. The height H, the elevation angle α formed by the descending slope portion 10B and the locking device 20, the inclination angle β of the descending slope portion 10B, etc. are all the same.

  Further, in the present invention, unlike the bicycle parking device 100 described in Patent Document 1 described above, the height H from the descending slope portion 10B described above to the saddle type lock portion 23A at the tip of the saddle type arm body 23 is set as follows: It is set larger than the small wheel radius RS. Specifically, the above H is 240 mm, preferably 230 to 250 mm.

  FIG. 6 shows the relationship of the force exerted by the front wheel tire S2A of the small wheel bicycle BS2 (see FIG. 8) by the wheel detector 25 in the embodiment of the present invention. S2A contacts the wheel contact portion 25X of the wheel detector 25 while rotating in the rolling rotation direction (counterclockwise rotation direction) indicated by the arrow, and the frictional force μN is on the tire circumferential tangent as shown in the drawing. Occurs diagonally downward.

  Unlike the above-described conventional example (see FIGS. 13 and 14), in the embodiment of the present invention, the wheel detector 25 is provided with a hinge portion 25S composed of a rotation support shaft 25T at a position above the wheel contact portion 25X. Therefore, a pressing force is applied to rotate in the clockwise direction in FIG. 6 by the contact of the front tire S2A. Similarly, the friction force μN is also applied to the wheel detector 25 in the clockwise direction around the rotation support shaft 25T. Therefore, the friction force μN at the wheel contact portion 25X is changed to the wheel detector 25. Even if the tread of the front tire S2A is considerably uneven, the wheel detector 25 can be appropriately rotated to the sensing state.

  Further, as shown in FIG. 4, the posture of the wheel detector 25 in the standby state is upwardly biased by the projections 23 </ b> B and 23 </ b> B of the pair of saddle-shaped arm bodies 23 and 23 due to the elastic force of the spring 26. As shown in FIG. 6, the front portion of the case body 21 that is elastically supported in an inclined state and the fitting groove 22 is recessed as shown in FIG. 6 is used as the descending slope portion 10 </ b> B of the guide rail portion 10. Is attached in a state that is further inclined by α more than the inclination angle β, even in the case of the small-diameter front wheel tire S2A, the direction of the frictional force μN applied to the wheel contact portion 25X is determined by the wheel detector 25. Therefore, the front wheel tire S2A can be detected smoothly and reliably by the wheel detector 25.

  Further, in the present invention, the wheel contact portion 25X of the wheel detector 25 is at a height position HO substantially equal to the axle height of the front tire S2A in the small-diameter bicycle BS2, or is lower than the axle height. Therefore, when the front wheel tire S1A or S2A is vigorously entered into the fitting groove 22 of the lock device 20, or the front wheel tire S1A or S2A is not rotated while the brake is applied, the fitting groove 22 is not rotated. Even if it is made to approach, wheel detector 25 can detect front wheel tire S1A or S2A appropriately, and can lock these front wheel tires certainly.

  If the wheel contact portion 25X is at a position higher than the axle height HO of the front tire, the front wheel tire S1A or S2A presses the wheel contact portion 25X without rotating. An excessive load is applied to the shaft 25T (hinge portion 25S), and in the worst case, the wheel detector 25 may be deformed or damaged, or the rotating support shaft 25T may be damaged.

The perspective view explaining the whole bicycle parking device concerning the present invention. The side view of the bicycle parking apparatus shown in FIG. The plane sectional view of the lock device which removed the upper cover. Sectional drawing along the AA line of FIG. Explanatory drawing explaining the positional relationship of each member which comprises this invention. The figure which showed the relationship between the bicycle parking apparatus in the Example of this invention, and the front-wheel tire of a bicycle. The side view which showed the parking state of the large diameter bicycle. The side view which showed the parking state of the small diameter bicycle. The side view explaining the state of normal parking of the conventional large-diameter bicycle. The side view explaining the state of the normal parking which concerns on the other Example of the conventional large diameter bicycle. The side view explaining the state of normal parking of the conventional small wheel bicycle. The figure which showed the relationship between the bicycle parking apparatus and bicycle front wheel in a prior art example. The plane sectional view of the conventional locking device. Sectional drawing of the prior art example along the BB line of FIG.

DESCRIPTION OF SYMBOLS 1 Bicycle parking device 10 Guide rail part 10A Ascending slope part 10B Decreasing slope part 10C Linking part 10H Inlet part 10D Overrun control guide part 10E Upper end folding | returning part 11,12 Guide rail 13,14 Tire guide board 20 Locking device 21 Case body 22 Insertion groove 23 Vertical arm body 25 Wheel detector 25X Wheel contact part 25T Rotating support shaft 26 Spring BS1 Large wheel bicycle S1A Front wheel tire BS2 Small wheel bicycle S2A Front wheel tire S2B Rim S2C Front fork S2N Nut

Claims (3)

This bicycle parking apparatus is configured such that when a front wheel tire of a bicycle is pushed into a predetermined position of a locking device and a wheel detection body is pressed, a pair of saddle-type arm bodies are operated in a closed state to lock the front wheel tire. And
The rotation support shaft of the wheel detection body is provided on the inner back wall surface of the fitting groove into which the front wheel tire provided in the lock device is fitted, and on the upper side of the operation surface of the saddle type arm body, The contact portion of the wheel detection body that the front wheel tire hits when detecting the front wheel tire is set below the rotation support shaft, and the front tire presses the contact portion and the wheel detection body presses and rotates. A bicycle bicycle parking apparatus, wherein the pair of saddle-shaped arm bodies are pushed by the wheel detectors to operate in a closed state when moved.   When the entire wheel detector is in a standby state before detecting the front wheel tire, the contact portion is elastically supported in an upward inclined state in which the front wheel tire protrudes in a direction in which the front wheel tire is pushed in from the rotating support shaft. The bicycle parking device according to claim 1, wherein the bicycle parking device is provided. The front portion of the locking device in which the fitting groove of the front wheel tire is recessed in the front portion, and the fitting groove is recessed with respect to the guide member that guides the traveling direction of the front wheel tire during parking. The guide member has an inclined slope that is downward with respect to the approach direction of the front tire, the side of which is set to an upward elevation angle higher than the back side of the fitting groove. The bicycle parking device according to 1 or 2 .

Images