Steering hand-push power vehicle with adaptive deceleration function

Abstract

The utility model relates to the field of hand -pushed power -assisted cycle, disclose the control direction hand -pushed power -assisted cycle with self -adaptation deceleration function, including support frame, handle, foreleg frame, rear leg frame and seat, the front wheel is connected through the control direction adjusting spare between foreleg frame, and the control direction adjusting spare makes the front wheel have at least universal wheel state and the swing -stopping state, the rear wheel hub is installed with brake power assembly, power cylinder, brake shoe and outer friction part, two brake shoes all have movable end and connecting end, and the connecting end of two brake shoes swing installation is in the both sides of power cylinder, and brake power assembly includes stator and rotor, when the power -assisted cycle drive wheel hub rotates, brake power assembly generates current and is sent to power cylinder, when the wheel hub rotation speed reaches s, power cylinder drives two brake shoes to open, and the movable end respectively with the inner wall contact of outer friction part and brake. The utility model does not need external energy source, and only relies on wheel rotation to automatically produce brake force, improves the safety of power -assisted cycle.

Description

Technical Field

[0001] This utility model relates to the field of push-assist bicycles, and more particularly to a directional push-assist bicycle with adaptive deceleration function. Background Technology

[0002] When using a walking aid, the user operates the handlebars to support their body while walking, thus assisting them in walking. Alternatively, it can provide a place for the user to sit and rest, or for someone with mobility impairments to sit down while another person operates and pushes the walking aid.

[0003] Traditional electric bicycles have two major drawbacks: 1. When going downhill, the acceleration due to gravity or sometimes the speed is too fast, which requires frequent manual operation of the mechanical brakes, which can easily cause the vehicle to overturn. 2. In addition, some strollers have swivel wheels on the front. Although they are flexible in steering, they are prone to swaying due to uneven road surfaces or improper operation when traveling at high speeds in a straight line, which reduces their stability. Existing hand-push-assisted bicycles use hydraulically driven mechanical friction pads for braking via a brake handle, but they cannot achieve adaptive speed response. In particular, vehicles without a drive unit and purely driven by human power generally rely on manual application of friction or external friction pads contacting the ground to achieve deceleration when pushed on slopes or at high speeds. This has the following drawbacks: the braking timing depends entirely on the operator's experience, which can easily lead to loss of speed control due to reaction lag; external friction pads wear out quickly and have poor adaptability to road surfaces; there is no automatic closed-loop control, so the braking force cannot be automatically adjusted according to wheel speed; if only a mechanical braking system (such as friction brakes) is used to maintain a constant speed, continuous application of braking force is required for a long time.

[0004] Therefore, there is an urgent need for a directional push-assist bicycle with adaptive deceleration function to improve safety during use. Summary of the Invention

[0005] This invention addresses the shortcomings of existing technologies by providing a directional push-assist vehicle with adaptive deceleration function.

[0006] To solve the above-mentioned technical problems, this utility model achieves its solution through the following technical solution: A directional push-assist bicycle with adaptive deceleration function includes a support frame, handles, front leg supports, rear leg supports, and a seat. The support frame is arranged opposite each other on the left and right. The upper ends of the two opposite handles extend to provide a gripping operating part, and the handles are connected to the upper end of the support frame. A pair of left and right front leg supports are each connected to a front wheel, and the front leg supports are connected to the front side of the support frame. A pair of left and right rear leg supports are each connected to a rear wheel, and the rear leg supports are connected to the rear side of the support frame. The rear wheels are fixed wheels whose direction of travel is restricted. The front wheels are connected to the front leg supports by a directional adjustment device, which at least allows the front wheels to have a swivel wheel state that can rotate horizontally at will, and a sway-stop state that locks the direction of travel. The seat is connected to the support frame at both ends.

[0007] The rear wheel includes a hub, on which a braking power assembly, a power cylinder, brake shoes, and external friction components are mounted. Each brake shoe has a movable end and a connecting end. The connecting ends of the two brake shoes are movably mounted on both sides of the power cylinder. The braking power assembly is mounted in the center of the hub and includes a stator and a rotor. The stator is fitted over the rotor, which is fixed to the bottom of the rear leg bracket. The stator is fixed to the hub, and coils are wound on the stator. When the scooter pushes and rotates the hub, the stator rotates accordingly, generating current in the braking power assembly and supplying it to the power cylinder. When the hub speed reaches a certain value (s), the power cylinder drives the two brake shoes to open, with their movable ends contacting the inner wall of the external friction components for braking. The movable ends of the brake shoes on both sides are connected by return springs. The return springs assist in retracting the opened brake shoes back into their original positions. (Although the diagram shows the state as abutting, in reality, a limit is required for the return spring. This can be achieved by wrapping the return spring around the positioning post, abutting against the outside of the positioning post, or using other conventional structures for connecting return springs in this field.) The rotating wheel hub drives the braking power assembly to generate electricity, achieving a closed loop of automatic power supply and automatic braking. Furthermore, a drum-type enclosed structure is adopted, with the brake shoes in contact with the inner wall of the external friction components, providing dust and water resistance and a long service life. The return spring ensures that the brake shoes quickly return to their original position after the braking force is released, avoiding dragging.

[0008] Preferably, it also includes a backrest, which is mounted above the seat and whose ends are detachable from the support frame or are directionally adjustable.

[0009] Preferably, the steering adjustment component includes a bearing housing and an adjustment shaft. The bearing housing is fixedly connected to the front leg bracket, and the adjustment shaft is mounted on a mounting base. The bottom of the mounting base is connected to the rotation shaft of the front wheel. The adjustment shaft rotates horizontally synchronously with the front wheel. A lever extends radially from the adjustment shaft. The bearing housing has a first limiting layer and a second limiting layer in the vertical direction. The adjustment shaft moves up and down, causing the lever to be positioned in different limiting layers. The first limiting layer has a limiting groove for the lever to extend into. The left and right walls of the limiting groove restrict the lever's swing, thus restricting the rotation of the adjustment shaft and limiting the rear wheel's direction of travel. The second limiting layer has a through groove extending circumferentially in the middle, allowing the lever to extend into and rotate freely. The free rotation of the adjustment shaft puts the front wheel in a swivel wheel state. Through the cooperation of the lever and the limiting layers, the switching between the swivel and anti-sway limiting states of the front wheel is achieved, balancing steering flexibility and straight-line stability.

[0010] Preferably, the bearing housing also has a third limiting layer. The first limiting layer has an arc-shaped groove into which the lever extends. The left and right walls of the arc-shaped groove restrict the lever's swing within a certain angle. The adjusting shaft can rotate freely within this angle, allowing the front wheel to be in a state of angularly limited rotation. The bearing housing can optionally include a third limiting layer, using the arc-shaped groove to restrict the lever's swing angle, allowing the front wheel to rotate within a certain angle range, suitable for gently curving sections.

[0011] Preferably, the adjusting shaft is fixedly connected to or integrally formed with an adjusting housing that protrudes from the bearing housing or is sleeved on the bearing housing.

[0012] Preferably, the handle has a central shaft that is connected to or integrally formed with the upper end of the support frame. A pressing shaft is radially inserted through the central shaft. A spring is provided on one side of the pressing shaft. A receiving hole is provided between the pressing shaft and the central shaft. A ball is inserted into the receiving hole. The side surface of the pressing shaft is axially inclined. When the ball corresponds to the larger diameter of the side surface of the pressing shaft, it is used to restrict the rotation of the handle relative to the central shaft. When the pressing shaft is pressed, it causes the spring to compress, so that when the ball corresponds to the smaller diameter of the side surface of the pressing shaft, the handle can rotate relative to the central shaft.

[0013] Preferably, a columnar limiting wall is provided in the center of the wheel hub, forming a cavity in the center of the limiting wall to accommodate the braking power assembly, and the stator is fixed to the inner wall of the limiting wall. The columnar limiting wall is integrally formed with the wheel hub, which not only protects the braking power assembly, but also acts as a stator support, reducing the number of parts and improving coaxial accuracy.

[0014] Preferably, the brake pads include a mounting plate and an inner friction pad. The inner friction pad is fixedly mounted on the outer side of the mounting plate, and the inner friction pad is positioned opposite the outer friction component. The outer friction component is either a brake drum covering the wheel hub or an annular friction pad or multiple arc-shaped friction pads fixed to the outer ring of the wheel hub. The mounting plate and the inner friction pad are designed separately, allowing the friction pads to be replaced individually after wear, reducing maintenance costs.

[0015] Preferably, positioning posts are provided on both sides of the fixed plate, and the positioning posts on both sides are connected by return springs. Return springs are also connected between the positioning ends and the moving ends of the brake shoes on both sides. This structure allows the return springs to be adjusted or replaced according to the braking force requirements at different speeds. The return springs between the moving ends of the brake shoes on both sides are engaged with the positioning posts on both sides, and the engagement position of the return springs on the positioning posts is adjustable. Thus, the initial elastic force provided by the return springs to the brake shoes changes, and the speed 's' changes accordingly. Users can use this method to adjust the speed threshold of the handcart.

[0016] Preferably, the bottom of at least one side of the operating unit has a brake lever, which is connected to the power cylinder via a brake cable. When the brake lever is pressed, the power cylinder is hydraulically controlled to achieve braking. The same braking system can be used for manual braking as needed.

[0017] Preferably, the preset wheel hub speed *s* is inversely proportional to the number of coils wound on the stator. Increasing the number of coil turns lowers the trigger threshold speed, and vice versa, allowing for adaptation to different vehicle models without modifying the mechanical components. The preset wheel hub speed *s* is positively correlated with the initial force of the return spring. Designers can quickly adjust the speed limit value by replacing the spring without any electronic control structure, simplifying the overall structure and making implementation convenient.

[0018] This utility model, by adopting the above technical solution, has significant technical effects: 1. The pure mechanical structure achieves automatic speed limiting without the need for batteries, sensors, or external control units, resulting in low cost. The higher the vehicle speed, the greater the output power of the generator current and the greater the thrust of the power cylinder, achieving linear braking. It also features an anti-lock braking function, greatly improving the safety of this push-assist bicycle and preventing loss of control when going downhill.

[0019] 2. Furthermore, the speed limiting function components are encapsulated inside the rear wheel, making them dustproof, waterproof, and resistant to foreign objects, suitable for long-term outdoor use; different speed limiting requirements can be met by adjusting the number of coil turns and the stiffness of the return spring; the friction plates and return springs can be replaced individually, and the wheel hub and powertrain do not need to be disassembled.

[0020] 3. The front wheels can support at least two states: swivel and locking angle limit, to adapt to different road conditions. Attached Figure Description

[0021] Figure 1 This is a schematic diagram of the structure of this utility model; Figure 2 This is a structural schematic diagram of the present invention from another angle; Figure 3 This is a schematic diagram of the internal structure of the rear wheel of this utility model; Figure 4 This is a front view of the internal structure of the rear wheel of this utility model; Figure 5 This is an exploded view of the rear wheel of this utility model; Figure 6 This is a schematic diagram of the bearing seat connection and mounting base of the directional adjustment component of this utility model; Figure 7 This is a schematic diagram of the internal structure of the bearing housing of this utility model after the adjustment shaft is removed; Figure 8 This is a schematic diagram of the internal structure of the connection structure between the central shaft and the push shaft of this utility model; Figure 9 This is a cross-sectional view of the connection between the central shaft and the movable shaft of this utility model.

[0022] The parts referred to by the numbers in the above attached diagrams are as follows: 1. Support frame; 2. Handle; 21. Operating unit; 22. Brake lever; 23. Brake cable; 3. Front leg support; 30. Front wheel; 4. Rear leg support; 40. Rear wheel; 41. Braking power assembly; 411. Stator; 412. Rotor; 42. Power cylinder; 43. Brake pads; 431. Fixing plate; 4311. Positioning pin; 432. 44. Inner friction plate; 45. Outer friction component; 46. Wheel hub; 47. Limiting wall; 48. Return spring; 5. Seat; 6. Backrest; 79. Directional adjustment component; 70. Bearing housing; 71. Adjusting shaft; 72. Mounting seat; 73. Push rod; 74. Limiting groove; 75. Through groove; 76. Arc groove; 77. Adjusting housing; 88. Central shaft; 89. Push shaft; 80. Spring; 81. Receiving hole; 82. Ball bearing. Detailed Implementation

[0023] The present invention will now be described in further detail with reference to the accompanying drawings and embodiments.

[0024] Example 1 Steering-assisted bicycles with adaptive deceleration function, such as Figure 1-2 As shown, the system includes a support frame 1, handles 2, front leg supports 3, rear leg supports 4, and a seat 5. The support frame is arranged opposite each other on the left and right. The upper ends of the two opposite handles 2 extend to have operating parts 21 for hand gripping, and the handles 2 are connected to the upper end of the support frame 1. A pair of left and right front leg supports 3 are respectively connected to front wheels 30, and the front leg supports 3 are connected to the front side of the support frame 1. A pair of left and right rear leg supports 4 are respectively connected to rear wheels 40, and the rear leg supports 4 are connected to the rear side of the support frame 1. The rear wheels 40 are fixed wheels that restrict the direction of travel. The front wheels 30 are connected to the front leg supports 3 by a directional adjustment component 7. The directional adjustment component 7 at least enables the front wheels 30 to have a swivel wheel state that can rotate horizontally at will, and a sway-stop state that locks the direction of travel. The seat 5 is connected to the support frame 1 at both ends.

[0025] like Figure 3-5 As shown, the rear wheel 40 includes a hub 45, on which a braking power assembly 41, a power cylinder 42, brake shoes 43, and an external friction component 44 are mounted. Each brake shoe 43 has a movable end and a connecting end. The connecting ends of the two brake shoes 43 are movably mounted on both sides of the power cylinder 42. The braking power assembly 41 is mounted in the center of the hub 45 and includes a stator 411 and a rotor 412. The stator 411 is sleeved around the rotor 412. Fixed to the bottom of the rear leg bracket 4, the stator 411 is fixed to the wheel hub 45, and a coil is wound on the stator 411. When the electric scooter pushes and drives the wheel hub 45 to rotate, the stator 411 rotates accordingly, and the braking power assembly 41 generates current and transmits it to the power cylinder 42. When the wheel hub 45 reaches a speed of s, the power cylinder 42 drives the two brake shoes 43 to open, and their moving ends contact the inner wall of the external friction component 44 and brake. The moving ends of the brake shoes 43 on both sides are connected by a return spring 46. The power cylinder 42 is fixed to the inner cavity of the wheel hub 45, and its two output ends are movably connected to the connecting ends of the two brake shoes 43 respectively. The moving ends of the two brake shoes 43 are tightened by a return spring 46. A swivel wheel refers to a movable wheel that can be rotated horizontally to freely and smoothly determine the direction of travel.

[0026] Here, 's' is merely a threshold value that enables the brake shoe 43 to overcome the return spring's force and engage with the external friction component 44 for braking. It is not a specific value, and its value varies with factors such as current frequency, return spring force, and the number of coils in the stator. For example, the preset speed 's' of the wheel hub 45 is inversely proportional to the number of coils wound on the stator 11. The preset speed 's' of the wheel hub 45 is positively correlated with the initial force of the return spring 46.

[0027] It also includes a backrest 6, which is mounted above the seat 5 and whose ends are detachable from the support frame 1 or whose direction is adjustable.

[0028] like Figure 6-7As shown, the directional adjustment component 7 includes a bearing seat 71 and an adjustment shaft 72. The bearing seat 71 is fixedly connected to the front leg bracket 3. The adjustment shaft 72 is mounted on a mounting base 73. The bottom of the mounting base 73 is connected to the rotation shaft of the front wheel 30. The adjustment shaft 72 rotates horizontally synchronously with the front wheel 30. A lever 74 extends radially from the adjustment shaft 72. The bearing seat 71 has a first limiting layer and a second limiting layer in the vertical direction. Here, the vertical direction does not refer to from top to bottom, but is used to describe that the positional relationship of the different limiting layers is distributed at different heights. The vertical movement of the adjustment shaft 72 causes the lever 74 to be located in different limiting layers. The first limiting layer has a limiting groove 75 for the lever to extend into. The left and right walls of the limiting groove 75 restrict the swing of the lever 74, and the adjustment shaft 72 is restricted from rotating, thereby restricting the travel direction of the rear wheel 40. The second limiting layer has a through groove 76 extending circumferentially in the middle, allowing the lever 74 to extend into it and rotate arbitrarily. The arbitrary rotation of the adjustment shaft 72 puts the front wheel 30 in a swivel wheel state.

[0029] As one alternative implementation, the bearing housing 71 is also provided with a third limiting layer. The first limiting layer has an arc-shaped groove 77 into which the striking rod extends. The left and right walls of the arc-shaped groove 77 restrict the striking rod 74 from swinging within a certain angle. The adjusting shaft 72 can rotate arbitrarily within this angle so that the front wheel 30 is in a state of rotation with angle restriction.

[0030] The adjusting shaft 72 is externally fixedly connected or integrally formed with an adjusting housing 78 that protrudes from the bearing seat 71 or is sleeved on the bearing seat 71.

[0031] like Figure 8-9 As shown, a central shaft 8, either connected to or integrally formed with the upper end of the support frame 1, is located at the center of the handle 2. A pressing shaft 81 is radially inserted through the central shaft 8. A spring 82 is located on one side of the pressing shaft 81. A receiving hole 83 is provided between the pressing shaft 81 and the central shaft 8, and a ball bearing 84 is engaged within the receiving hole 83. The side surface of the pressing shaft 81 is axially inclined. When the ball bearing 84 corresponds to the larger diameter of the side surface of the pressing shaft 81, it restricts the rotation of the handle 2 relative to the central shaft 8. When the pressing shaft 81 is pressed, it compresses the spring 82, allowing the handle 2 to rotate relative to the central shaft 8 when the ball bearing 84 corresponds to the smaller diameter of the side surface of the pressing shaft 81. The handle is connected to the support frame via the central shaft, and the pressing shaft and ball bearing structure enable the handle rotation locking and releasing, facilitating the adjustment of direction and switching of the electric bicycle's usage mode.

[0032] like Figure 5 As shown, preferably, a columnar limiting wall 451 is provided in the center of the hub 45, and a cavity for accommodating the braking power assembly 41 is formed in the center of the limiting wall 451, and the stator 411 is fixed to the inner wall of the limiting wall 451.

[0033] Positioning pins 4311 are respectively provided on the fixing plates 431 on both sides, and the positioning pins 4311 on both sides are connected by a return spring 46. As one embodiment, a return spring 46 is connected between the positioning end and the moving end of the brake shoes 43 on both sides.

[0034] The brake shoe 43 includes a fixing plate 431 and an inner friction plate 432. The inner friction plate 432 is fixedly installed on the outer side of the fixing plate 431. The inner friction plate 432 is positioned opposite to the outer friction component 44. The outer friction component 44 is either a brake drum covering the wheel hub 45 or an annular friction plate or multiple arc-shaped friction plates fixed to the outer ring of the wheel hub 45. In one embodiment, the outer friction component 44 is a brake drum covering the wheel hub 45. In another embodiment, the outer friction component 44 is an annular friction plate or multiple arc-shaped friction plates fixed to the outer ring of the wheel hub 45.

[0035] At least one side of the operating part 21 has a brake lever 22 at its bottom. The brake lever 22 is connected to the power cylinder 42 via a brake cable 23. When the brake lever 22 is pressed, the power cylinder 42 is hydraulically controlled to achieve braking. The brake cable 23 runs along the inside of the handle 2, support frame 1, and rear leg frame 4 to connect to the power cylinder 42. In an emergency, squeezing the brake lever 22 can directly drive the power cylinder 42 to achieve hydraulic braking, further improving safety.

[0036] During adjustment, the adjusting housing 78 drives the adjusting shaft 72, along with the striking lever 74, to rise, fall, or rotate. The striking lever 74 extends radially, allowing it to be positioned at the first, third, and second limiting layers, respectively. The first limiting layer has a limiting groove 75, which prevents the striking lever 74 from rotating after it is inserted, and the front wheel 30 is in a sway-free state, suitable for high-speed straight-line pushing or forward and backward rolling. The third limiting layer has an arc-shaped groove 77, allowing the striking lever 74 to swing within a certain angle, suitable for gentle curves (within 90° in the figure), and the front wheel can be rotated 45° left and right relative to the vehicle body. The second limiting layer has a circumferential through groove 76, allowing the striking lever 74 to rotate 360°, and the front wheel 30 becomes a universal wheel. The rear leg frame 4 is welded to the rear end of the support frame 1, and the rear wheel 40 is a fixed wheel, only capable of forward and backward rolling.

[0037] Slowing down workflow: a) The operator pushes the electric bicycle, and the hub 45 and stator 11 rotate synchronously, and the coil cuts the magnetic lines of force to generate an induced current; b) Current is supplied to the power cylinder 42. The power cylinder 42 pushes the two brake pads 43 with different forces according to different currents. When the current is insufficient, it is not enough to drive the brake pads to cooperate with the external friction component 44 for braking. When the rotational speed of the wheel hub 45 reaches s or greater than s, the inner friction pad 32 presses against the outer friction component 44, generating frictional torque to achieve braking and limit the vehicle speed. c) As the vehicle speed decreases, the induced current decreases, the thrust of the power cylinder 42 decreases, and the elastic force of the return spring 46 is greater than the driving force of the power cylinder 42, pulling the two brake shoes 43 back and releasing the braking force. This achieves dynamic speed balance, enabling the wheels to automatically brake when their speed reaches s, thus suppressing the speed.

[0038] In the description of this utility model, it should be understood that the terms "center," "length," "width," "thickness," "upper," "lower," "vertical," "horizontal," "top," "bottom," "inner," and "outer," etc., indicating the orientation or positional relationship, are based on the orientation or positional relationship shown in the accompanying drawings and are only for the convenience of describing this utility model and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this utility model. Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of indicated technical features. Thus, a feature defined with "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of this utility model, "a plurality of" means two or more, unless otherwise explicitly specified.

[0039] In summary, the above description is only a preferred embodiment of the present utility model. All equivalent changes and modifications made within the scope of the patent application of the present utility model shall fall within the scope of the patent of the present utility model.

Claims

1. A control direction hand-push assisted vehicle with self-adapting deceleration function, characterized in that: include Support frame (1), the support frames are arranged opposite each other on the left and right; The upper ends of the two handles (2) facing each other on the left and right extend to have an operating part (21) for hand gripping. The handles (2) are connected to the upper end of the support frame (1). Front leg frame (3), a pair of left and right front leg frames (3) are respectively connected to front wheels (30), and the front leg frames (3) are connected to the front side of the support frame (1); The rear leg frame (4) has a pair of left and right rear leg frames (4) connected to rear wheels (40). The rear leg frame (4) is connected to the rear side of the support frame (1). The rear wheels (40) are fixed wheels whose direction of travel is restricted. The front wheel (30) is connected to the front leg frame (3) by a directional adjustment component (7). The directional adjustment component (7) ensures that the front wheel (30) has a swivel wheel state that can rotate horizontally at will, and a sway-stop state that locks the direction of travel. Seat (5), both ends of which are connected to support frame (1); The rear wheel (40) includes a hub (45), on which a braking power assembly (41), a power cylinder (42), brake pads (43), and an external friction component (44) are mounted. Each brake pad (43) has a movable end and a connecting end. The connecting ends of the two brake pads (43) are movably mounted on both sides of the power cylinder (42). The braking power assembly (41) is mounted in the center of the hub (45). The braking power assembly (41) includes a stator (411) and a rotor (412). The stator (411) is fitted over the rotor (412). 12) Fixed to the bottom of the mounting rear leg frame (4), the stator (411) is fixed to the wheel hub (45), and a coil is wound on the stator (411); when the electric vehicle pushes and drives the wheel hub (45) to rotate, the stator (411) rotates accordingly, the braking power assembly (41) generates current and sends it to the power cylinder (42), when the wheel hub (45) reaches the speed of s, the power cylinder (42) drives the two brake shoes (43) to open, and their moving ends contact the inner wall of the external friction component (44) and brake; the moving ends of the brake shoes (43) on both sides are connected by a return spring (46).

2. The steering scooter with self-adapting deceleration function according to claim 1, characterized in that: It also includes a backrest (6), which is mounted above the seat (5) and whose ends are detachable from the support frame (1) or directionally adjustable.

3. The directional push-assist bicycle with adaptive deceleration function according to claim 1, characterized in that: The directional adjustment component (7) includes a bearing housing (71) and an adjustment shaft (72). The bearing housing (71) is fixedly connected to the front leg bracket (3). The adjustment shaft (72) is mounted on a mounting base (73). The bottom of the mounting base (73) is connected to the rotation shaft of the front wheel (30). The adjustment shaft (72) rotates horizontally synchronously with the front wheel (30). A lever (74) extends radially from the adjustment shaft (72). The bearing housing (71) is provided with a first limiting layer and a second limiting layer in the vertical direction. The up and down movement causes the lever (74) to be positioned in different limiting layers. The first limiting layer has a limiting groove (75) into which the lever can be inserted. The left and right walls of the limiting groove (75) restrict the swing of the lever (74), and the adjusting shaft (72) is restricted from rotating, thereby restricting the rear wheel (40) from traveling in the direction of travel. The second limiting layer has a through groove (76) extending in the circumferential direction in the middle, allowing the lever (74) to be inserted and rotated arbitrarily. The adjusting shaft (72) can be rotated arbitrarily, so that the front wheel (30) is in the omnidirectional wheel state.

4. The directional push-assist bicycle with adaptive deceleration function according to claim 3, characterized in that: The bearing housing (71) is also provided with a third limiting layer. The first limiting layer has an arc-shaped groove (77) into which the striking rod extends. The left and right walls of the arc-shaped groove (77) restrict the striking rod (74) from swinging within a certain angle. The adjusting shaft (72) can rotate arbitrarily within this angle so that the front wheel (30) is in a state of rotation with angle restriction.

5. The directional push-assist bicycle with adaptive deceleration function according to claim 3 or 4, characterized in that: The adjusting shaft (72) is fixedly connected to or integrally formed with an adjusting housing (78) that protrudes from the bearing seat (71) or is sleeved on the bearing seat (71).

6. The directional push-assist bicycle with adaptive deceleration function according to claim 1, characterized in that: The handle (2) has a central shaft (8) that is connected to the upper end of the support frame (1) or integrally formed. A pressing shaft (81) is radially inserted through the central shaft (8). A spring (82) is provided on one side of the pressing shaft (81). A receiving hole (83) is provided between the pressing shaft (81) and the central shaft (8). A ball (84) is inserted in the receiving hole (83). The side surface of the pressing shaft (81) is axially inclined. When the ball (84) corresponds to the larger diameter of the side surface of the pressing shaft (81), it is used to restrict the rotation of the handle (2) relative to the central shaft (8). When the pressing shaft (81) is pressed, it drives the spring (82) to compress so that when the ball (84) corresponds to the smaller diameter of the side surface of the pressing shaft (81), the handle (2) can rotate relative to the central shaft (8).

7. The directional push-assist bicycle with adaptive deceleration function according to claim 1, characterized in that: A columnar limiting wall (451) is provided in the center of the hub (45), and a cavity for accommodating the braking power assembly (41) is formed in the center of the limiting wall (451). The stator (411) is fixed to the inner wall of the limiting wall (451).

8. The directional push-assist bicycle with adaptive deceleration function according to claim 6, characterized in that: The brake pad (43) includes a fixing plate (431) and an inner friction pad (432). The inner friction pad (432) is fixedly installed on the outside of the fixing plate (431). The inner friction pad (432) is positioned opposite to the outer friction component (44). The outer friction component (44) is a brake drum covering the wheel hub (45) or an annular friction pad or multiple arc-shaped friction pads fixed on the outer ring of the wheel hub (45).

9. The directional push-assist bicycle with adaptive deceleration function according to claim 8, characterized in that: Positioning pins (4311) are provided on the fixing plates (431) on both sides respectively. The positioning pins (4311) on both sides are connected by a return spring (46). The positioning ends and moving ends of the brake shoes (43) on both sides are connected by a return spring (46).

10. The directional push-assist bicycle with adaptive deceleration function according to claim 6, characterized in that: At least one side of the operating part (21) has a brake lever (22) at the bottom. The brake lever (22) is connected to the power cylinder (42) via a brake cable (23). When the brake lever (22) is pressed, the power cylinder (42) is hydraulically controlled to achieve braking.

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