WO2016186340A1

WO2016186340A1 - Bike having energy recovery device

Info

Publication number: WO2016186340A1
Application number: PCT/KR2016/004531
Authority: WO
Inventors: 여태순
Original assignee: 여태순
Priority date: 2015-05-19
Filing date: 2016-04-29
Publication date: 2016-11-24

Abstract

The present invention relates to a bike having an energy recovery device, comprising: a driving wheel coupled to a rear wheel driving shaft pulley of the bike such that, when the rear wheel of the bike rotates, the same rotates together; a wire configured such that, when the bike driver operates a wire pulling means, the same is pulled to the front; a compressor support portion coupled to the rear end of the wire such that, when the wire is pulled, the same makes a hinge movement about a hinge shaft; a rotating wheel rotatably coupled to the compressor support portion and configured such that, when the compressor support portion is pulled to the end by the wire, the outer peripheral surface of the rotating wheel contacts the outer peripheral surface of the driving wheel by means of the hinge movement of the compressor support portion and rotates together by means of friction with the driving wheel and, when the wire pulling force is released, contact with the driving wheel is released; a compressor comprising a cylinder, which is coupled to the compressor support portion, a piston, which moves in the forward/backward direction inside the cylinder, and a connecting rod, the rear end of which is coupled to the piston such that the same penetrates a front hole of the cylinder and protrudes to the front; and a connecting cam configured to rotate about a rotating wheel shaft, which is coupled to the rotating wheel, and rotatably coupled to the front end of the connecting rod at a distance from the rotating wheel shaft such that, when rotating together with the rotating wheel, the part coupled to the connecting rod makes a circular movement, thereby making the connecting rod reciprocate in the forward/backward direction, wherein air that has flown in through an intake opening, which is formed on the rear portion of the cylinder, and which is provided with a check valve, is compressed by the movement of the piston, exits through an exhaust opening formed on the rear portion of the cylinder, and is stored in an air tank through an air hose.

Description

Bikes with energy recovery

The present invention relates to a bike, and more particularly, to a bike provided with an energy recovery device.

While driving on a mountain or descent, the driver uses engine brakes primarily to prevent bursting from brake pad bubbles. It is not economical as it consumes energy while decelerating. Therefore, if the waste of energy when decelerating the bike is partially recovered and used as the energy of various devices provided in the bike, the energy efficiency can be increased. However, there is a problem that the bike is not provided with such a device.

The auxiliary wheel device for a motorcycle disclosed in Korean Patent Laid-Open Publication No. 10-2014-0030005 can prevent falls and improve driving stability. The auxiliary wheel connects an auxiliary wheel, a vehicle body of the two-wheeled vehicle, and an auxiliary wheel. It includes a damping unit for providing a damping force for buffering the shock transmitted to the vehicle body and a blocking unit for selectively blocking the operation of the damping unit by an external operation of the user, the user selectively through the external operation according to the driving conditions It is characterized in that the operation is adjustable.

However, the auxiliary wheel device for a two-wheeled vehicle is a limited technology that does not show a significantly improved technical effect in comparison with a stand supporting a bike when stopped, and there is a problem in centering out of the center of gravity, even if this technology is applied. Due to the strong force of the ground and the left and right of the bike, there is a problem that it cannot be maintained vertically or bike riders are more uncomfortable, and they are reluctant to use it because it is far beyond the convenience of mounting. When a collision is applied or a relatively large obstacle collides, there is a problem that the motorcycle is overturned by an impact applied to the auxiliary wheel.

The automatic motor drive stand device having auxiliary wheels for the safety driving assistance of the two-wheeled vehicle disclosed in Korean Patent Laid-Open Publication No. 10-2010-0134988 has a secondary wheel when the two-wheeled vehicle enters a low-speed driving state in which it is difficult to maintain the center of the vehicle body. To provide an automatic motor drive stand with auxiliary wheels to help the vehicle stay safe while standing up, and to increase the stability of maintaining the center of the body when driving on slopes left and right. It is to provide a stand device. To this end, in a stand device installed to support two points on both sides of a wheel of a two-wheeled vehicle, the means for supporting the two points are left and right auxiliary wheels rotatably mounted, and the left and right auxiliary wheels are automatically set below the set vehicle speed. It is operated to support the vehicle body in the standing state in contact with the ground, characterized in that the operation is controlled to be automatically folded to the horizontal position above the set vehicle speed.

However, even with this technology, it is unwilling to use it because it is unable to maintain verticality or bike riders are more uncomfortable because of the unbalanced force and unbalanced force of the left and right of the bike. In particular, when an unexpected strong shock is applied to the left and right side auxiliary wheels or a relatively large obstacle collides, there is a problem that the two-wheeled vehicle is overturned by the impact applied to the auxiliary wheels. Both auxiliary wheels have to correspond to the ground individually, but there is a limitation that the two wheels depend on the spring while simultaneously driving both the auxiliary wheels at the same height and forward and reverse by using the wire feeder. Even if the auxiliary wheels are operated while driving, the left and right center of the bike is unstable due to the imbalance of the left and right ground. In other words, this technique does not solve the problem of left and right unbalance, and this will require the control of the spring tension, but the design to change the spring tension is complicated to correspond mechanically, and if the tilt is not suitable for the technical literature, It is said that only the wheels are raised, but this raises the disadvantage that the motorcycle can be overturned immediately.

The auxiliary wheel device for a motorcycle disclosed in Korean Patent Publication No. 10-2013-0127718 can effectively absorb impact force to provide a stable ride and improve driving stability, and is rotatably connected to a vehicle body of a motorcycle. An auxiliary wheel portion, a buffer portion for cushioning shock transmitted to the vehicle body of the motorcycle through the auxiliary wheel portion, and a stopper portion for temporarily restraining the rotation of the auxiliary wheel portion relative to the vehicle body of the motorcycle, wherein the shock absorbing portion is larger than the shock that can be accommodated. When applied to the auxiliary wheel part, the restraint by the stopper part is released and the auxiliary wheel part rotates with respect to the vehicle body of the two-wheeled vehicle.

However, it is used in this technique to mechanically support a large change of load to center the bike without breaking away from the length of the product of the small conveyor belt, the simple compact device used for the counter sense or the height check for detecting the height of the product. However, it is necessary to improve a lot of improvements in the application of the vehicle that passes through the bumps and uneven parts from the ground during driving, and to return again. It is not suitable for bikes, and there is a problem in that it is not possible to secure stability against changes in the ground without compromising the open autonomy of riders.

Despite the fact that two-wheeled bikes are more open to autonomy and maneuverability than four-wheeled vehicles, they are exposed to many dangers to riders. While many of the technologies required to achieve the unique purpose of mounting the wheels have been developed from the existing stand-assisted support mechanism, which greatly limits the autonomy of the bike driver or prevents the vehicle from falling while standing. There is a lack of technology that can be adjusted in response to the change of the left and right independent angle even with some improved technology, and there are many obstacles to activation because bike riders do not use the above techniques.

The present invention has been made to solve the problems of the prior art, the present invention can recover some of the energy wasted when decelerating the bike can be used as a power source of various devices provided on the bike to increase energy efficiency To provide the vehicle's unique maneuverability and flexibility, while allowing the bike to stay vertical without falling over while driving or stationary, ensuring four-wheel vehicle safety and preventing slipping on icy and snowy roads. It improves the straightness and improves the riding comfort and stability by effectively buffering even on irregular grounds, and provides an interior like a four-wheeled vehicle to eliminate the inconvenience of wearing a helmet and to secure safety in a crash accident. The purpose is to provide a bike.

Bikes equipped with an energy recovery device according to the present invention for achieving the above object is coupled to the rear wheel drive shaft pulley of the bike drive wheel is rotated together when the rear wheel of the bike is rotated, the bike driver operates the wire pulling means The wire is pulled forward, the compressor support is hinged about a hinge axis when the wire is pulled in conjunction with the rear end of the wire, the compressor support is rotatably coupled to the compressor support, and the compressor support is fully extended by the wire. When pulled out, the outer circumferential surface is contacted with the outer circumferential surface of the drive wheel by the hinge movement of the compressor support to rotate together by friction with the drive wheel, and when the force of pulling the wire is released, the contact with the drive wheel is configured to be released. Rotating wheel, combined with the compressor support Rotor wheel coupled to the compressor and the compressor comprising a cylinder and a piston moving in the front and rear direction inside the cylinder and the rear end is coupled to the piston and a connecting rod protruding forward through the front hole of the cylinder Rotating about an axis and rotatably coupled to the front end of the connecting rod at intervals from the rotating wheel shaft, when rotating together with the rotating wheel, the portion coupled with the connecting rod performs the circular motion while moving the connecting rod in the front-rear direction. It includes a connecting cam for reciprocating movement, the air introduced through the intake port having a check valve formed in the rear portion of the cylinder is compressed by the movement of the piston and then exits through the exhaust formed in the rear portion of the cylinder Configured to be stored in the air tank through the air hose do.

In addition, it is preferable that a generator combined motor for converting and storing the rotational force of the connecting cam into electricity and then rotating the connecting cam if necessary is combined with a housing surrounding the connecting cam.

In addition, the wire pulling means is a foot deceleration pedal, a brake is installed under the foot deceleration pedal, depressing the foot deceleration pedal so as not to press the brake decelerates with energy recovery, the foot deceleration pedal to operate the brake It is preferable to be configured to abruptly brake when stepped on.

In addition, the left landing wheel arm is provided on the left side of the bike, the left landing wheel is coupled to the lower end to move the left landing wheel up and down, and is provided on the right side of the bike, the lower landing wheel is provided on the right side The left landing wheel arm which is rotatably coupled to move the right landing wheel up and down, the left driving unit for elevating the left landing wheel by driving the left landing wheel arm, and the right landing wheel arm The speed detected by the speed sensing unit connected to the right driving unit for lifting the right landing wheel, the speed sensing unit for detecting the speed of the bike and the speed sensing unit, the left driving unit and the right driving unit If it exceeds, the left landing wheel and the right landing wheel are raised or both, and the speed sensing unit When the detected speed is less than the set speed, it is preferable to include a control unit for lowering either or both of the left landing wheel and the right landing wheel.

In addition, the left landing wheel arm is installed so that the upper end portion can be rotated in the vertical direction about the axis in the horizontal direction on the left side of the bike, the right landing wheel arm is the upper end portion in the vertical direction about the axis in the horizontal direction on the right side of the bike It is preferably rotatably installed, wherein the left driving unit is configured to rotate the left landing wheel arm in the forward and reverse directions, and the right driving unit is configured to rotate the right landing wheel arm in the forward and reverse directions.

The driving unit may be connected to the air tank to supply air according to an electrical signal to raise or lower the piston rod, and when the piston rod descends to push the landing wheel arm, the landing wheel arm descends. It is preferably configured to include an air cylinder device, and a pulling spring to pull the landing wheel arm to raise the landing wheel arm when the piston rod is raised.

In addition, the landing wheel arm is bent between the upper end and the lower end has a "L" or "C" shaped bent portion, the cushioning means is installed in the inner portion of the bent portion so that the buffer means is in contact with the piston rod It is preferred to be configured.

In addition, the buffer means, the upper end is hinged to the upper end of the landing wheel arm and the leaf spring having a shape bent along the curvature of the landing wheel arm, the upper end is coupled to the lower end of the leaf spring and the lower end of the landing wheel It is preferably configured to include a coil spring coupled to the arm and coalesced between the leaf spring and the landing wheel arm.

As described above, according to the bike provided with the energy recovery device according to the present invention, a portion of the energy wasted when the bike is decelerated is recovered in the form of compressed air and stored in an air tank, and then various devices provided in the bike, In particular, if the energy used by the automatic landing wheel device for the safe driving of the bike has the advantage that it can increase the energy efficiency.

The canopy is installed to protect the driver from rain, snow, cold, heat, etc., and to operate the vehicle automatically or manually without the labor to maintain the vehicle perpendicular to the driver's body when driving. It is possible to prevent the safety accident by maintaining the, can be performed by the automatic landing wheel in the trunk of the canopy can perform the above functions in the most inexpensive manner, while reducing the air resistance in a streamlined.

In addition, according to the present invention, the left and right landing wheels 25 are supported by the same force in a normal road driving condition, but the landing wheel 25 is raised at a speed higher than a certain speed, thereby making it efficient at high speeds and impairing the characteristics of the bike. If the landing wheel arm (7) is to be operated flexibly so that the landing wheel is landing at the time of slow motion so as to absorb the shock transmitted to the vehicle body when driving the uneven portion to secure the safety has the advantage that can be a smooth running.

In addition, under severe road unevenness and slippery road conditions, it controls the mechanism by using simple multiple leaf springs and coil springs installed on the automatic mechanical C-type or L-type arm in response to the user's external uneven ground. The system adapts the grounding operation of the flexible working arm to effectively absorb the impact force on the uneven part of the ground to provide a stable ride, while providing a flexible and powerful stance function without being limited to the vertical holding function of the bike. This makes it easier for the elderly and women to drive heavy bikes, and the user can adjust the landing wheel arm automatically or manually according to the driving conditions to make driving more stable and dynamic according to the driving conditions. There is this.

In addition, the removable ski device attached to the landing wheel arm enables stable slip prevention, leveling, and automatic vertical holding to ensure that the rear wheels do not slip on snow or ice, ensuring straightness. The advantage is that it can be operated.

The open autonomy and dynamic maneuverability of two-wheeled bikes to the driver, the speed for riders and the excellent driving on narrow roads are relatively less safe for the user than the four-wheeled vehicle. Despite the exposure to bike enthusiasts are increasing.

Therefore, the necessity of securing safety, above all, while meeting the bike's unique maneuverability and flexibility is urgently needed. By using the device according to the present invention, it is possible to secure a four-wheel vehicle level or superior safety while maintaining the bike's unique maneuverability and flexibility. By providing a canopy-enclosed interior space, it provides the convenience of a four-wheeled vehicle in cold and very hot weather, eliminates the inconvenience of wearing a helmet, and prevents the body from being directly impacted in the event of an accident. The effect is that it can be operated easily.

1a and 1b is a side view showing a bike equipped with an energy recovery device according to the present invention.

1C-1E, 1G and 1I are perspective views of a bike with a bike with an energy recovery device;

Figure 1f is a rear view showing a bike equipped with an energy recovery device according to the present invention.

1H is a bottom view of a bike provided with an energy recovery device according to the present invention;

2A, 2B and 2D are perspective views showing an automatic landing wheel device of a bike equipped with an energy recovery device according to a first embodiment of the present invention.

Figure 2c is a side view showing the automatic landing wheel device of the bike equipped with an energy recovery device according to a first embodiment of the present invention.

2E and 2F are perspective views showing an automatic landing wheel device of a bike equipped with an energy recovery device according to a second embodiment of the present invention.

3A to 3C are perspective views showing an automatic vertical control holding system of a bike provided with an energy recovery device according to the present invention;

Figure 3d is a front view showing an automatic vertical control holding system of the bike equipped with an energy recovery device according to the present invention.

Figures 4a to 4c is a perspective view of the bike ski and expansion device of the bike equipped with an energy recovery device according to the present invention.

Figure 5a is a perspective view of the control unit of the bike equipped with an energy recovery device according to the present invention.

Figure 5b is a perspective view of the pedal portion of the bike equipped with an energy recovery device according to the present invention.

Figure 5c is a perspective view showing a window brush of a bike equipped with an energy recovery device according to the present invention.

FIG. 6 is a perspective view illustrating an automatic landing wheel device of a bike equipped with an energy recovery device according to a third embodiment of the present invention; FIG.

7A to 7C are perspective views illustrating an energy recovery device of a bike equipped with an energy recovery device according to a third embodiment of the present invention.

8A and 8B are operational circuit diagrams of a bike equipped with an energy recovery device according to the invention.

[Description of the code]

6: camshaft 7: landing wheel arm

8: drive shaft 10: pinion

11: Rack LM: LM Guide

14: Combined motor HL: Hand lever

15: wire 19: leaf spring

24: cam case 25: landing wheel

29: rotating wheel 31: landing motor

35: reduction gear part 35a: driven gear

35b: Drive gear 38: Speedometer

39: solenoid 42: electrode substrate

43: electrode 45: center electrode plate

47: weight 51: relay

51a: ON contact 51c: coil

55: landing wheel switch 55c: transmission contact

56-1: expansion switch 57-1: contraction switch

57: limit switch 58t: throttle switch

59: forced landing switch 60: fuse

68: ski landing switch 92: NC contact

101: front and rear drive accelerator

175: air tank 179; Connecting cam

180: drive wheel 181: compressor support

240: cylinder 245: intake vent

246: exhaust port 248: connecting rod

250: cam 251: pull spring

252: side trunk 253: rear wheel drive shaft pulley

350, 351: window brush 360: reducer

361: shaft 370: brush motor

380: bike ski 381: ski mounting socket

382: detachable lever eb: foot deceleration pedal

bk: brake

Hereinafter, specific embodiments of the present invention will be described in detail with reference to the accompanying drawings.

Figures 1a to 1i is a bike equipped with a canopy surrounding the entire bike, the canopy is mounted on the entire bike and the foot is not in contact with the ground when the door is closed, it is impossible to maintain the bike perpendicular to the rider's legs. For this reason, the left and right pairs of automatic landing wheels 25 function to maintain verticality when stopping or driving by landing on the ground.

Supporting the vertical of the bike with the legs of the conventional rider is configured to be able to stop or move the landing wheel 25 in the state of landing on the ground by the control of the automatic automatic vertical maintenance circuit of FIGS. 8A and 8B, the landing wheel If the 25 is in the automatic mode, the occupant can run like a four-wheeled vehicle, so there is no effort to make the bike stand vertically.

The present invention has a left and right landing wheel 25 that is independently driven left and right to drive safely while maintaining the vertical state by the automatic landing wheel 25 is lowered when the two-wheeled vehicle enters a low-speed driving difficult to maintain the center of the vehicle body The present invention provides an automatic vertical control holding system to increase the stability of the vehicle body center maintenance when driving a road inclined in the left and right directions.

The left and right landing wheels 25 are in contact with the ground automatically below the set vehicle speed to support the vehicle body vertically. Above the set vehicle speed, the vehicle automatically rises to a safe position and automatically responds to the unevenness of the ground. Operation is controlled by a holding system.

The two-wheeled vehicle as shown in Figure 1a has less energy consumption than the four-wheeled vehicle at high speed, the efficiency is excellent, and can enjoy the typical sense of speed only the two-wheeled vehicle, when the speed is reduced to less than 15km / h landing wheel (25) ) Is semi-landing, which does not inconvenience driver's autonomous operation with flexibility of centripetal force and centrifugal force, and also semi-landing to achieve safety landing angle, which is the basic anti-overturn angle in emergency, give. Semi landing refers to a state in which the automatic landing wheel 25 floats slightly up from the ground without touching the ground while the bike is kept vertical.

The landing status and the maintenance timing of the landing are determined by the speed sensing circuit of FIG. 8B. In Fig. 2d, when the cam is in the a position, it is in a semi-landing state, and even if the bike is inclined above the safety landing angle, it is not supported to fall by being flexibly supported by the spring tension, and the gravity as shown in Figs. The ground-responsive automatic vertical control retainer used automatically maintains a safe landing angle.

When the bike stops or stops at 0 to 5 km / h, the landing wheel 25 is controlled to fully land on the ground.

If the speed is 15km / h or more in the semi-landing state very far from the ground, the landing wheel 25 is raised so that the lower end of the landing wheel 25 is located at the h line in FIG. do. In the preliminary rising state, the landing motor 31 is in an ON state, but when the speed reaches 60 km / h or more, the landing wheel 25 maintains a fully raised state. In this case, the landing motor 31 is turned off. Will be in.

When the user switches the forced landing switch 59 shown in FIG. 5A to the down position, the semi-landing or preliminary ascending state is maintained only at 60 km / h or less, and at a higher speed, the user becomes a full ascending state, thereby improving high-speed driving stability.

The speedometer 38 shown in FIG. 5A sends a signal to the speed detection circuit when the speed of the bike reaches a predetermined value. In FIG. 8B, when the speed of the bike is 60 km / h or more, the output voltage becomes higher than a predetermined value by the lamp coil 810 so that the relay 90 controls the NC contact 92 to maintain a full rise. In this state, the landing motor 31 is turned off, and the landing wheel 25 is not operated to descend.

When the bike speed decreases, the output voltage of the lamp coil 810 also decreases, and when the output voltage decreases below a predetermined value to release the relay 90, the NC contact 92 drives the landing wheel arm 7 to the landing. The motor 31 is in an operable state.

Circuit diagram 2 of FIG. 8A shows a control circuit of the landing motor 31 for driving the landing wheel 25. One lead of the landing motor 31 is connected to both terminals of the battery through the ON contact 51a of the relay 51 and the negative terminal of the battery is grounded through the contact body body. The other lead of the landing motor 31 is connected to both terminals of the battery 52 through the ON contact 53a of the relay 53 and to the negative terminal of the battery through the NC contact 53b of the relay 53. .

One end of the coil 51c of the relay 51 is connected to the contact portion 55a of the landing wheel switch 58 so as to pivot the landing wheel 25 to the landing position, and the other end is a position where the stand is extended. It is connected to a limit switch 57 that determines when it is at. Alternatively, one end of the coil 53c of the relay 53 is connected to the transmission contact 55b of the landing wheel switch 58 to pivot the stand to the raised position, and the other end is in the raised position. It is connected to the negative terminal of the battery 52 through the limit switch 57 to determine the time. The transfer contact 55c of the landing wheel switch 58 is connected to both terminals of the battery via the throttle switch 58, the forced landing switch 59 and the fuse 60.

As shown in FIG. 5A, the landing wheel switch 58 is located at the steering wheel switch assembly for easy access by the driver and controls the operation of the landing wheel 25. Sensing the rotated position of the cam 250 in FIG. 2D uses a limit switch 57 or a mountable proximity sensor.

The limit switch 57 and the drive gear 35b rotatably installed are provided inside the cam case 24 of FIG. 1D. The limit switch 57 is turned off when the landing wheel 25 is completely landed on the ground by contacting part c of FIG. 2d, and is turned off even when the landing wheel 25 is fully raised by contacting part d of FIG. 2d. have.

When the expandable ski device is extended left and right from the 12 position to the 13 position of FIG. 1d, the extended switch 56-1 of FIG. 5a is used. In FIG. 2d, the extended ski device has a rotation angle of the landing wheel 25 in the remaining area. It is expandable when the speed of the bike is less than 60km / h at the a, b position of, and it is contracted for safety when it is over the set speed.

The expansion switch 56-1 is turned off when the landing wheel 25 is extended, and the retraction switch 57-1 is turned off when the landing wheel 25 is retracted. Both switches are cam 250 and limit. It turns on when the contact point of the switch 57 is in the a, b, c position of FIG. 2D. The landing wheel 25 is pivoted between the lowered position and the raised position and stops at two positions regulated by the limit switch 57.

The speed sensing circuit in circuit diagram 3 of FIG. 8B determines whether the vehicle is high speed, slow or stopped. When measuring the power amperage of the speedometer 38, the speed is 60km / h or more, the full rise, 15 ~ 60km / h preliminary rise, 5 ~ 15km / h semi landing, 0 to 5km / h is a complete landing state.

As the speed rises and the ampere of the tachometer 38 rises and the landing wheel switch 58 rotates to the up position, current flows from the cell through a closed circuit consisting of the landing wheel switch 58 and the limit switch 57. Flows into the coil 51c. As a result, the ON contact 51a is closed to operate the landing motor 31 and the solenoid. The rotational force of the landing motor 31 is transmitted to the worm-type drive gear 35b via the reduction gear unit 35, and the driven gear 35a of the worm gear type meshed with the drive gear 35b is The cam 250 is rotated by rotating a gear that meshes with the driven gear 35a and rotates about the cam shaft 6, and thus the cam 250 rotated about the cam shaft 6 from the outside of the cam case 24. ) Rotates and the landing wheel 25 is pivoted by the landing wheel arm 7 pivoting by the rotation of the cam 250 and the action of the pulling spring 251.

The pull spring 251 is hingedly coupled to the inner side of the cam case 24, one end being hinged to the lower inner side of the landing wheel arm 7, as shown in FIG. 2F. The force is applied to pull the landing wheel 25 upward. Thus, when the cam 250 pushes the landing wheel arm 7 as the cam 250 rotates, the landing wheel 25 is lowered, but the cam 250 rotates in the opposite direction to remove the force pushing the landing wheel 25. The landing wheel 25 is raised by the action of the pull spring 251 in proportion to the cam 250 is rotated in the opposite direction.

The pivoting movement driven by the landing motor 31 is stopped when the limit switch 57 detects a complete rise of the landing wheel 25. In the stand state where the bike is stopped, the solenoid 39 and the landing motor 31 are turned off, the stand is held by the safety clamp wire connected to the foot brake, and the landing wheel 25 is started when power is supplied. The process may return to the driving preparation step.

The landing wheel 25 can be returned to the lifted position by the landing motor 31. The landing wheel arm 7 rotates to the lifted position when the limit switch 57 is in the ON state. The relay 53 is activated to close the ON contact 53a. As a result, current flows to the landing motor 31 in the opposite direction and the landing wheel 25 is pivoted to the raised position.

As shown in Schematic 1 and Schematic 2, if the speed of the bike is 0 km / h, the vertical angle of the bike is in the range of 0 to 2 ° and the landing wheel 25 is in the fully lowered state, the power of the bike itself is Ready to be turned off, the limit switch 57 causes the current flow to the landing motor 31 to be interrupted. Power supply interruption is only affected when the throttle switch 58t is in the ON position and the vehicle is stopped.

The speed detection circuit of the bike is located between the speedometer 38 and the landing wheel switch 58. The speed sensing circuit is activated when the bike speed decreases below a preset limit, and when the speed sensing circuit is activated, the motor pivots the landing wheel 25.

When the speed of the bike is higher than the set value in the auto switch ON state, the landing wheel 25 is driven to rise, and when the speed of the bike is less than the set value, the landing wheel 25 is driven to descend.

In the circuit diagram of FIG. 8B, an NC relay driven by an AC generator is used, but a DC relay may also be applied. Allowed power is applied to cause the landing wheel 25 to descend when the bike speed falls below a set value. The NC contact 92 is connected to the cell via a forced landing switch 59 and a fuse 60 and is connected to the transfer contact 55c by a DC relay.

The effect obtained by the above-described technical configuration is to connect the landing wheel arm 7 and the landing motor 31 so that the operation of the automatic landing wheel device depends on the speed increase and decrease of the bike speedometer 38, and control the control of the connection operation. It is possible to connect and interrupt the landing wheel 25 and the landing motor 31 directly by the control circuit because it is carried out by the circuit, and in particular, because it is linked to the speed change of the bike in the automatic operation state of the control circuit. Even if the control circuit is not operated in a state such as a failure, it is possible to manually operate the movement of the landing wheel 25 by using the up or down switch without disassembling the device.

In addition, the control circuit can be operated by the driver's operation, so that the driver can recognize the operation and the stability of the landing wheel 25 can be further improved.

In the first embodiment shown in Figs. 2a to 2c, the driving of the landing wheel 25 mounted to maintain the left and right safety distance, which is the distance between the left and right landing wheels 25, to maintain the left and right vertical orientation of the bike. In order to cope with the ground, which changes instantaneously, the leaf springs 19 overlap each other and function as a cushioning means. The number of leaf springs 19 can be added or subtracted depending on the weight of the bike.

In order for the leaf spring 19 to be installed on the landing wheel arm 7 to function as a shock absorbing means, the landing wheel arm 7 gently descends from the rotational axis of the landing wheel arm 7 and then bends backward sharply from the middle to the whole. The leaf spring 19 is bent into an L shape or C shape, and the leaf spring 19 is inserted into the bent portion of the landing wheel arm 7 which is bent into an L shape or C shape. The leaf spring 19 is fixedly coupled to the lower end of the bent portion of the landing wheel arm 7 and the upper end of the leaf spring 19 is located close to the upper portion of the bend of the landing wheel arm 7, but coupled to the landing wheel arm 7. It is not a free end, the leaf spring 19 is installed to be inclined obliquely downward while going from the front to the rear in the bent portion.

The leaf spring 19 is a shock absorbing means for allowing the landing wheel arm 7 to flow smoothly in the vertical direction by its own weight in the vertical state. It is also possible to use a coil spring instead of the leaf spring 19 as the shock absorbing means. .

Reference numerals 19-1, 19-2, 19-3, and 19-4 of FIG. 2A are leaf springs installed side by side, and the cam 250 and the cam 250 are rotated according to the driving of the landing motor 31. When the load applied to the leaf spring is small, only one leaf spring (19-1) is pressed and the one leaf spring (19-1) is pressed in this state. Only a buffer and a support for vertical maintenance. When the load applied to the leaf spring increases by the rotation of the cam 250, both the first leaf spring 19-1 and the second leaf spring 19-2 are pressed, and when the load is the highest, all the leaf springs 19-1, 19-2,19-3,19-4) are pressed to provide the most powerful cushion against impacts from the ground.

In the second embodiment shown in Figs. 2E and 2F, the shock absorbing means composed of the leaf spring and the coil spring required to cope with the momentary change of the left and right vertical maintenance of the bike in the driving of the landing wheel 25 is left. It is provided in each of the landing wheel device and the right landing wheel device.

In order to mount each of the shock absorbing means to the landing wheel arm 7, it is necessary to form a clearance for attaching the shock absorbing means to the landing wheel arm 7. Therefore, the landing wheel arm 7 may be bent into an L shape or a C shape to bend the bent portion. Form and mount the cushioning means inside the bend.

The shock absorbing means couples the lower end of the coil spring to the upper surface of the lower end of the free end of the landing wheel arm 7 so that the left and right landing wheel arms 7 can be driven in the vertical direction by their own weight in the vertical state. Similar to (7), the leaf spring is installed so as to be bent into an L or C shape and above the landing wheel arm (7) at a slight distance from the landing wheel arm (7), and the upper end of the leaf spring (the landing wheel arm) The lower end of the lower end of the free end of the leaf spring is hinged to a position adjacent to the rotary shaft of 7) is coupled to the upper end of the coil spring so that the coil spring acts as a buffer between the leaf spring and the landing wheel arm (7).

Pressing the leaf spring downward while the cam 250 rotates in the forward direction causes the leaf spring and coil spring to press the landing wheel arm 7 downward to rotate the landing wheel arm 7 downward, and the cam 250 rotates in the reverse direction. When rotated, the landing wheel arm 7 is pulled upward by the pulling spring 251 to rise.

When the bike is vertical and the unevenness of the ground is severe, the left and right landing wheels 25 need to be lowered differently so that an automatic vertical control holding system is provided.

As shown in FIG. 3A, the weight 47 and the electrode 43 which are coupled to each other and integrally move are rotatably coupled to the center of the automatic vertical control and maintenance system, and the bike is driven by the weight of the weight 47. Even when tilted left and right, the weight 47 and the electrode 43 are automatically rotated and are always positioned on the vertical line.

As shown in FIGS. 3C and 3D, the electrode substrate 42 and the central electrode substrate 45 are combined to form a semi-circle shape. The central electrode substrate 45 having a fan-shaped central electrode substrate is positioned at the left and right centers. The electrode substrates 42 are arranged successively on each of the left and right sides of the central electrode substrate 45. The electrode substrate 42 and the center electrode substrate 45 are all made of five separate copper copper plates. As shown in FIG. 3D, five regions of the K region, the L region, the R region, the LR region, and the RL region are illustrated. It consists of.

The electrode 43 is a copper electrode rod, and the electrode 43 is brought into contact with the front surface of the electrode substrate in any one of the five regions, and how much the bike is inclined by passing electricity through the electrode substrate which is in contact with the electrode 43. It will detect if it is turned off.

When the electrode 43 enters the area K in the center electrode substrate 45 at an angle within 2 degrees from the vertical line with respect to the driver, the left and right landing motors 31 are driven together to descend simultaneously to the ground on both sides. Maintain verticality within 0 ~ 2˚.

As shown in FIG. 3D, when the vertical angle of the bike is inclined to the left by 2 to 5 ° and the electrode 43 enters the L region, the landing motor 31 on the left side switches the automatic vertical control holding system (s / w) is turned on, that is, powered, so that the bike's vertical angle is within 0 ~ 1˚. On the contrary, the landing motor 31 on the right side is not driven and the switching (s / w) is turned off, that is, the power is stopped, so that only the landing wheel 25 on the left side is lowered to move the inclination angle to the right to maintain verticality. .

At this time, the inclination operating angle can be adjusted sensitivity by the control rod mounted on the weight 47 of the automatic vertical control and maintenance system according to the user's preference.

When the vertical angle of the bike is inclined to the left by 5 ° or more and the electrode 43 enters the LR region, the landing motor 31 on the left is in the automatic vertical control holding system switching (s / w) on state and the vertical angle is 0 to 1. It is driven to be degrees. On the other hand, the right landing motor 31 is reversed in rotation (ccw) so that the right landing wheel 25 rises in response to the left and right grounds, but the right landing wheel 25 is also within the tension of the leaf spring 19. Gently maintain flexibility. At this time, the right landing motor 31 is in a switching (s / w) on state and is in a power supply state of reverse rotation (ccw), thereby moving the tilt angle to the right. As a result, when it enters the area of the center electrode plate 45 which is 0 to 2 degrees, the landing wheel 25 is brought into close contact with the ground, and the bike is automatically maintained vertically. Done.

In other words, when the vertical angle of the bike is inclined by more than 2 degrees, such as passing through a recessed part of the road, it is necessary to lower one landing wheel 25 on the flat surface than when it is completely landing to reach the ground. In addition, when the vertical angle of the bike is inclined to any one of 5 ° or more, when the left and right slopes pass a fairly large road surface, one of the landing wheels 25 is lowered to make contact with the ground as well as to lower the landing wheels 25 The landing wheel 25 on the opposite side of the) is configured to keep the bike as close to vertical as possible by raising it.

On the other hand, when the vertical angle of the bike is inclined to the right by 2 to 5 degrees, and the electrode 43 enters the R region, the landing motor 31 on the right is in the switching (s / w) ON state of the automatic vertical control holding system. In other words, the power supply is driven so that the vertical angle of the bike enters 0 ~ 1 °. On the contrary, the landing motor 31 on the left side is not driven and the switching (s / w) is turned off, that is, the power is turned off, so that only the landing wheel 25 on the right side is lowered to move the tilt angle to the left to maintain verticality. .

When the vertical angle of the bike is inclined to 5 ° or more and the electrode 43 enters the RL region, the landing motor 31 on the right side is in the state of automatic vertical control holding system switching (s / w) and the vertical angle is 0 to 1. It is driven to be degrees. On the other hand, the left landing motor 31 is reversely rotated (ccw) so that the left landing wheel 25 rises in response to the left and right grounds, but the left landing wheel 25 is also within the tension of the leaf spring 19. Gently maintain flexibility. At this time, the left landing motor 31 is in the state of switching (s / w) while being in the reverse rotation (ccw) power supply state to move the tilt angle. As a result, when it enters the area of the center electrode plate 45 which is 0 to 2 degrees, the landing wheel 25 is brought into close contact with the ground, and the bike is automatically maintained vertically. Done.

4B shows that the rack 11 and pinion 10 are configured to expand or contract the positions of the left and right landing wheels 25 from 13 to 13. In this way, the pinion 10 and the motor mounted thereon may be automatically expanded, but manual operation may be performed by turning off the expansion switch 56-1 and the contraction switch 57-1. The rack 11 is provided with a pair, one on each of the left and right, the left end of the right rack 11 is coupled to the left automatic landing wheel device, the right end of the left rack 11 is coupled to the right automatic landing wheel device. As the 10 is rotated, the left and right racks 11 narrow or open simultaneously. When the left and right racks 11 are narrowed to the maximum, the left and right automatic landing wheel devices are stored in the side trunk 252.

Normally the lifting and lowering operation of the automatic landing wheel device is not sufficient to cope with most common road grounds, but when driving or parking on very unusual grounds, such as muddy ground, mountain roads or unstable slopes By extending the safety distance between the left and right landing wheel 25 with a single button to provide a safety angle that is more extended than the existing safety angle, the landing motor 31 provides a safety angle that the bike will not fall even if a failure occurs.

Side trunk 252 provided on the lower side of both side of the canopy body is formed a space for accommodating the automatic landing wheel device therein, each one is provided on each side and the LM guide (LM) extending in the left and right direction is provided It passes through the side trunk 252. The LM guide LM serves as a guide for allowing the automatic landing wheel device to move in a left and right direction when the rack 11 moves in accordance with the movement of the rack 11.

6 shows a landing wheel arm mechanism device driven by an air cylinder according to a third embodiment of the present invention.

In the above-described embodiment, the driving of the landing wheel arm 7 is performed by the landing motor 31 capable of forward and reverse rotation. In the second embodiment, a cylinder using compressed air or hydraulic fluid from a tank in which air is stored ( 240).

Since the cylindrical driving method operates by receiving compressed air or hydraulic fluid from the cylinder 240, additional facilities are essential. To this end, a compressor and an air tank are provided to not only supply compressed air, but also to store wasted energy and to use it for various purposes, thereby simplifying the apparatus.

In the third embodiment, when the vertical angle of the bike is inclined to the left by 2 to 5 ° so that the electrode 43 enters the L region, the air solenoid valve of the cylinder driving the left landing wheel arm 7 is driven and When the switching (s / w) is turned on, that is, the power is supplied, the power is supplied so that the vertical angle of the bike is in the range of 0 to 1 °, and thus the piston rod of the cylinder 240 driving the left landing wheel arm 7 is Pushes down and presses the leaf spring. On the contrary, the air solenoid valve of the cylinder for driving the right landing wheel arm 7 is not operated and the switching (s / w) is turned off, that is, the power is turned off, so that only the landing wheel 25 on the left is lowered and the inclination angle Move to the right to keep vertical.

When the vertical angle of the bike is inclined to the left by 5 ° or more and the electrode 43 enters the LR region, the air solenoid valve of the cylinder driving the landing wheel arm 7 on the left side is in a switching (s / w) on state and the vertical angle It is driven so that it may become 0-1 degree. In addition, the air solenoid valve of the cylinder for driving the right landing wheel arm 7 is also operated to raise the piston rod until it is detected by the proximity sensor 36 and to raise the right landing wheel 25 by the action of the pulling spring. In this case, the right landing wheel 25 is softly maintained because it is within the tension of the spring.

As a result, when the electrode 43 of the automatic vertical control holding system enters the area of the center electrode plate 45 again at 0 to 2 degrees, the landing wheel 25 is switched in the automatic vertical control holding system to give the cylinder all the forward pressure. It comes in close contact with the ground and the bike automatically stays vertical.

On the other hand, when the vertical angle of the bike is inclined to the right by 2 to 5 ° and the electrode 43 enters the R region, the air solenoid valve of the cylinder driving the right landing wheel arm 7 is driven and the switching (s / w) the power is supplied to the ON state, that is, the power supply state to enter the vertical angle of the bike 0 ~ 1 ° accordingly the piston rod of the cylinder 240 driving the right landing wheel arm 7 is pushed down Press the leaf spring. On the other hand, the air solenoid valve of the cylinder for driving the left landing wheel arm 7 is not operated and the switching (s / w) is turned off, that is, the power is turned off, so that only the landing wheel 25 on the right is lowered and the inclination angle Move to the right to keep vertical.

When the vertical angle of the bike is inclined to the right by 5 degrees or more and the electrode 43 enters the RL region, the air solenoid valve of the cylinder driving the landing wheel arm 7 on the right side is turned on (s / w) and the vertical angle is It is driven so that it may become 0-1 degree. Along with this, the air solenoid valve of the cylinder for driving the left landing wheel arm 7 also operates until the piston rod is detected by the proximity sensor 36 and the left landing wheel 25 is raised by the action of the pulling spring. In this case, the left landing wheel 25 is softly maintained because it is within the tension of the spring.

In the case of the third embodiment, in the configuration of the automatic landing wheel device, the drive is not driven by a cam but is driven by a cylinder, but differs from the second embodiment in that it is provided with a buffer means composed of a leaf spring and a coil spring. Since it is the same as the second embodiment, description of the buffer means will be omitted.

While driving on a mountain or descent, the driver uses engine brakes primarily to prevent bursting from brake pad bubbles. It is not economical as it consumes energy while decelerating. As shown in FIG. 7B, when the wire 15 is pulled by stepping on the brake, the compressor support 181 hinges to rotate the rotary wheel 29 coupled to the rotary wheel shaft penetrating the compressor support 181. The connecting cam 179 integrally formed with the rotating wheel shaft also rotates by friction with the driving wheel 180 which is combined with the driving wheel 180 to be rotated together, thus engaging the connecting cam 179 and By reciprocating the connecting rod 248 protruding forward and outward in a forward and backward direction, the piston coupled to the rear end of the connecting rod 248 is introduced into the cylinder through the air inlet 245 provided at the rear end of the cylinder. It is compressed inside and is discharged through the exhaust port 246 provided at the rear end of the cylinder.

The connecting cam 179 has a pair of shafts protruding one by one on each side thereof, one of which is a rotating wheel shaft coupled to the rotating wheel 29 and the other shaft is rotatable in the hole at the end of the connecting rod 248 Combined.

The exhaust port 246 is connected to the air hose so that the compressed air is stored in the air tank 175 through the air hose. The air stored in the air tank may be used as compressed air for driving the landing wheel arm mechanism device driven by the air cylinder according to the third embodiment, and may be used as a driving force for other devices required for other bikes.

The operation of pulling the wire 15 to abut the rotating wheel 29 and the driving wheel 180 may be performed by hand operating the hand lever 13 shown in FIG. 5A or the foot deceleration pedal shown in FIG. 5B. By treading).

If you want to decelerate slowly with energy recovery by using the compressor, press the foot deceleration pedal (eb) a little so that the brake (bk) under the foot deceleration pedal (eb) does not go down, and in case of sudden braking, the foot deceleration pedal (eb) Press down a lot so that the brake up to bk is under the foot pedal.

As shown in FIG. 7B, when the compressor is moved from the 16 position to the 17 position by the pulling action of the wire 15, when the rotary wheel 29 reaches the driving wheel 180, the driving force obtained by the rotation is obtained, thereby decelerating the bike. The compressor is operated to compress air and store it in the air tank 175 in FIG. 1A to use it where necessary.

As shown in FIG. 7A, when the connecting rod 248 is rotated and the connecting rod 248 rotates, the connecting cam 179 rotated together is installed on the outside and the central axis of the connecting cam 179 installed on the outside is provided. Combined generator 14 that can operate as a generator installed on the outermost is connected can convert the rotational force into electricity.

The generator combined motor 14 rotates automatically when the pressure drops when not used as a generator to generate compressed air by reciprocating the connecting rod 248 to maintain the pressure in the air tank 175 above a certain value. .

When driving on snow or ice, the bike ski 380 shown in FIG. 1B is mounted, and the landing wheel 25 is extended in the left and right directions, and the sliding is performed due to the sliding in the left and right directions, which is the greatest vulnerability in snow or ice. By eliminating the hard-to-center weakness and eliminating the risk of catastrophic rollovers, bikes can run more safely.

As shown in FIG. 4A, the bike ski 380 is mounted to the landing wheel arm 7 and installed adjacent to the landing wheel 25 in the space between the left and right landing wheels 25. Up to 60 km / h from the snow road and the ice road can be run without falling to the left and right by landing using the ski landing switch 68 shown in Figure 5a to run by running the ski (380).

The mounting portion of the bike ski 380 is a ski-mounted socket 381 in the form of a square tube penetrating in a vertical direction provided on the invisible side of the rear wheel when viewed from the outside of the left and right landing wheel arms 7. The front and rear of the ski mounting socket 381 is provided with adjustment holes penetrated in the front and rear at intervals in the vertical direction.

Bike ski 380 is a flat plate-like member that is similar to the general short ski extending in the front and rear direction, the front end and the rear end is bent upwards, the lower end of the ski leg is coupled to the front part of the upper surface of the bike ski 380 The bike ski 380 and the ski leg are hinged to be hinged about the axis in the left and right directions.

The upper end of the ski leg is bent outwards in a 'c' shape to form an insertion member, which is a portion extending in parallel with the ski leg, and a hole is formed in the upper surface of the insertion member and an inner space communicating with the upper hole is formed. On the front and rear of the member, a plurality of adjustment holes 385 are formed at intervals in the vertical direction to communicate with the inner space of the insertion member.

The upper surface of the insertion member is formed in the form of elastic tongs with an upper end portion that is pushed on both sides of the front and rear sides, and the detachable lever 382 that is opened when not pressed is inserted detachably. Each of the front and rear portions of the detachable lever 382 is provided with a pair of protrusions, and when the detachable lever 382 opens with the insertion member inserted into the ski mounting socket 381, the protrusion is formed of the ski mounting socket 381. The insertion member is inserted into both the adjustment hole and the adjustment hole of the insertion member so that the insertion member is fixed so as not to move in the up and down direction, and when the protrusion is removed from the adjustment hole 385 by closing the detachable lever 382, the insertion member is ski-mounted socket 381. It is configured to be subtracted from. It is possible to adjust the installation height of the bike ski 380 by adjusting the length of insertion of the insertion member while pressing the detachable lever 382.

In a typical environment, the bike ski 380 is preferably installed 2 to 3 mm below the landing wheel so as to touch the ground first.

With this simple and durable design, the bike ski 380 can be easily mounted or detached using the detachable lever 382, which is economical and simple to detach, and adjusts the position by adjusting the installation height according to the snow quantity. Can be.

The bike ski 380 is raised or lowered together with the landing wheel 25 when the landing wheel 25 is raised or lowered, so that the ski ski 380 can be freely lifted freely when traveling on an intermittently frozen road. It can be lowered to the left or right while driving, while preventing the sliding of the left and right side of the wheel while driving on a non-slip surface can be adjusted to a state suitable for running at a normal speed.

On the other hand, when the canopy is installed, it is necessary to use a window brush for a bike to secure the front view when snow or rain is inevitably followed, and the window brush needs to be particularly narrowly configured to fit the bike.

As shown in FIG. 5C, the shaft 361 extending in the left and right directions is installed to be reversely rotated by the brush motor 370, and both ends of the shaft 361 are connected to the left and right window brushes 350 and 351, respectively. By using only one brush motor 370 and reducer 360 without using two motors, latitude brushes 350 and 351 operate simultaneously on both sides and are economically constructed to clean spherical glass windows from the outside. It is possible to secure the driver's field of vision at the time.

As described above, the present invention has been described only with respect to specific examples, but it will be apparent to those skilled in the art that various changes and modifications can be made within the technical spirit of the present invention based on the above specific examples. And modifications belong to the appended claims.

Claims

A driving wheel that rotates together with the rear wheel drive shaft pulley of the bike when the rear wheel of the bike is rotated;

A wire that is pulled forward when the bike driver operates the wire pulling means;

Compressor support coupled to the rear end of the wire to move the hinge around the hinge axis when the wire is pulled;

Rotatably coupled to the compressor support, and when the compressor support is pulled to the end by the wire, the outer circumferential surface is contacted with the outer circumferential surface of the drive wheel by the hinge movement of the compressor support to rotate together by friction with the drive wheel. A rotating wheel configured to cancel the contact with the driving wheel when the force for pulling the wire is released;

A compressor including a cylinder coupled to the compressor support, a piston moving in the front-rear direction inside the cylinder, and a connecting rod coupled to the piston at a rear end to protrude forward through the front hole of the cylinder; And

Rotating around the rotating wheel shaft coupled to the rotating wheel, and rotatably coupled with the front end portion of the connecting rod at intervals with the rotating wheel shaft when rotated with the rotating wheel combined with the connecting rod is a circular motion It is configured to include a connecting cam for reciprocating the connecting rod in the front and rear direction while

The air introduced through the inlet having a check valve formed in the rear portion of the cylinder is compressed by the movement of the piston and then exits through the exhaust formed in the rear portion of the cylinder is stored in the air tank through the air hose Bike provided with an energy recovery device, characterized in that.
The method of claim 1,

And a generator combined motor for converting and storing the rotational force of the connecting cam into electricity and then rotating the connecting cam when necessary, in combination with a housing surrounding the connecting cam.
The method according to claim 1 or 2,

The wire pulling means is a foot deceleration pedal, and a brake is installed under the foot deceleration pedal, and when the foot deceleration pedal is depressed so that the brake is not pressed, the deceleration is accompanied with the recovery of energy, and when the foot deceleration pedal is activated to operate the brake. A bike having an energy recovery device, characterized in that it is configured to abruptly brake.
The method according to claim 1 or 2,

A left landing wheel arm provided on a left side of the bike and rotatably coupled to a left landing wheel at a lower end thereof to move the left landing wheel up and down;

A right landing wheel arm provided at a right side of the bike and having a right landing wheel rotatably coupled to a lower end thereof to move the right landing wheel up and down;

A left driver for elevating the left landing wheel by driving the left landing wheel arm;

A right drive unit for elevating the right landing wheel by driving the right landing wheel arm;

A speed detector detecting a speed of the bike; And

When the speed detected by the speed detecting unit is connected to the speed detecting unit, the left driving unit and the right driving unit exceeds a set speed, both the left landing wheel and the right landing wheel are raised, or the speed sensing unit detects the speed. And a control unit for lowering both or both of the left landing wheel and the right landing wheel when the speed detected by the unit is less than or equal to a predetermined speed.
The method of claim 4, wherein

The left landing wheel arm is rotatably installed in an up-down direction about an axis in which an upper end extends in a horizontal direction on a left side of the bike,

The right landing wheel arm is rotatably installed in an up and down direction about an axis in which an upper end portion extends in a horizontal direction on a right side portion of the bike,

The left drive rotates the left landing wheel arm forward and backward,

And the right drive unit is configured to rotate the right landing wheel arm in a forward and reverse direction.
The method of claim 5,

The driving unit,

An air cylinder device connected to the air tank to supply air according to an electric signal to raise or lower the piston rod, and to lower the landing wheel arm when the piston rod descends and pushes the landing wheel arm;

And a pulling spring configured to pull the landing wheel arm to raise the landing wheel arm when the piston rod is raised.
The method of claim 6,

The landing wheel arm is bent between the upper end and the lower end has a "L" or "C" shaped bend,

The shock absorbing means is provided in the inner portion of the curved portion is provided with an energy recovery device, characterized in that the shock absorbing means is configured to abut the piston rod.
The method of claim 7, wherein

The buffer means,

The upper end is hinged to the upper end of the landing wheel arm and a leaf spring having a shape bent along the curvature of the landing wheel arm,

The upper end is coupled to the lower end of the leaf spring and the lower end is coupled to the landing wheel arm comprises a coil spring that is coalesced between the leaf spring and the landing wheel arm.