Bicycle and handlebar system

Novel handlebars for a bicycle are disclosed. The handlebars include a crosspiece connected to a bicycle steering post, and first handles are connected to the crosspiece. Novel second handles extend forwardly from the crosspiece; these second handles are located so that, when they are grasped by a rider, the rider's forearms are located to be supported by the handlebars at positions over the crosspiece. The second handles are located relatively close together to encourage the rider to adopt a riding position in which the frontal area of the rider's silhouette is minimized, and in which the rider's elbows are located ahead of the rider's lungs.

This invention relates to bicycles and handlebars therefor which are 
adapted to improve the performance and stamina of the rider. 
The design of racing bicycles, or other special-purpose bicycles, is 
especially complex. Structural changes which may at first seem minor to 
the unskilled can provide significant improvement in bicycle performance. 
This improved performance can provide recognizable advantage to the 
bicycle rider. 
To perform well in bicycle race competition--especially a competition of 
extended duration or length--a minimized frontal area and shape should be 
presented by the combination of the bicycle and the bicycle rider. Frontal 
area minimization is not enough, however; the position of the bicycle 
rider must be comfortable so that the rider can produce requisite high 
levels of effort and performance for long periods of time. 
Frontal areas and rider positions are greatly affected by the position, 
shape, and arrangement of the bicycle handlebars. Simply as an example, a 
bicycle having handlebar grips located in a relatively raised position 
will encourage a rider to assume a relatively upright riding position. 
While this position may be comfortable, a large frontal area is presented, 
and the relatively large ensuing wind resistance minimizes top speed even 
though the rider may be producing a large amount of pedaling effort. 
Conversely, a bicycle having relatively low-set handlebars encourages the 
rider to assume a position in which the frontal area is minimized. Small 
frontal area results in higher top speed with less rider effort. But in 
prior racing bicycles, the rider is fatigued over time due to the crouched 
position and is not able to sustain endurance through a long race. 
It is an object of the present invention to provide a bicycle and handle 
bar system located and oriented so as to encourage the bicycle rider to 
assume an efficient, yet comfortable, riding position which can be 
sustained over long periods of time. 
Another object is to provide handlebars for a bicycle which will encourage 
the cyclist to assume a comfortable and efficient position on the bicycle 
when the handlebars are properly mounted on the bicycle. 
SUMMARY OF THE INVENTION 
In accordance with the present invention, novel bicycle and handlebar 
systems improve the aerodynamic silhouette and the endurance of the rider. 
The most desirable modes involve entirely new designs for the handlebars. 
However, many of the advantages can be obtained by an adapter kit by which 
a new handlebar system can be attached to an exisiting bicycle. 
To accomplish these objects, the novel handlebars include a horizontal 
crosspiece connected to a bicycle steering post, and first handles 
connected to the crosspiece. Second handles extend forwardly from the 
crosspiece. These second handles are located so that, when they are 
grasped by a rider, the rider's forearms are located to be supported by 
the handlebars at positions over the crosspiece. 
Other objects and advantages of the invention will become apparent upon 
reading the following detailed description and upon reference to the 
drawings. Throughout the drawings, like reference numerals refer to like 
parts.

DETAILED DESCRIPTION 
While the invention will be described in connection with a preferred 
embodiment, it will be understood that it is not intended to limit the 
invention to these embodiments. On the contrary, it is intended to cover 
all alternatives, modifications or equivalents as may be included within 
the spirit and scope of the invention as defined by the appended claims. 
Turning first to FIGS. 1 and 2, there is shown a bicycle 10 which includes 
a triangular-shaped frame 14 comprised of a top tube 24, a down tube 26 
and a seat tube 16. Seatstays 15 and chainstays 17 join to rigidly secure 
a rear wheel 12 by its axle 19. Extending from the seat tube 16 is a seat 
post 18. Mounted atop the seat post 18 is a saddle 20. Seat post 18 may be 
raised or lowered into the seat tube to accommodate riders of differing 
heights. The top tube 24 and a down tube 26 extend forwardly to a fork or 
head tube 28. Journalled within this fork tube 28 is a stem 30 leading to 
front forks 32. Pedals 38 mounted to cranks 40 operate a drive sprocket 42 
and a chain drive 44 in a known manner to propel the bicycle. 
A novel handlebar element 50 is shown in detail in FIGS. 2, 4 and 5. The 
handlebars 50 include a crosspiece 52 to which the stem 30 is connected by 
a stem clamp 51. Stem 30 may be raised or lowered relative to the head 
tube 28 by adjusting a stem bolt (not shown). Extending from the 
crosspiece 52 are first handle portions 54 located and adapted to be 
grasped in a known manner by a rider. Brake-operating levers 56 extend 
from brake hoods 55 located upon the first handle portions 54. 
In accordance with the invention, a small-frontal-area yet comfortable 
riding position is encouraged by providing novel second handle portions 
which extend forwardly of the other portions of the handlebar mechanism, 
as illustrated particularly in FIGS. 1-5. The second handles 60 are 
located so that, when they are grasped by a bicycle rider R, the rider's 
forearms F are located to be supported by the handlebars 50 at positions 
over the crosspiece 52. To this end, handlebar crosspieces can be provided 
with tapered padding material or other forearm rests 62, if desired. 
Together, then, the handlebars 50 and the position of the saddle 20 define 
a riding position in which the frontal area of the rider's silhouette is 
minimized, as especially suggested in FIG. 3. Furthermore, when the saddle 
and stem positions are properly adjusted, the rider's back will be 
substantially straight and horizontal to further reduce wind resistance 
and to enhance rider comfort. 
Moreover, the width W of the rider's silhouette is minimized by positioning 
the rider's forearms or elbows so as to be relatively close together, as 
is especially suggested in FIGS. 2 and 4. To this end, the forearm padding 
elements 62 are each located rather closely adjacent the stem clamp 51. In 
this way, the maximum width W of the silhouette is simply that of the 
rider's shoulder width; his arms and elbows do not extend outside this 
profile. In this position, the rider's arms and elbows do not contribute 
to increased frontal area and consequently wind drag is reduced. To 
further reduce wind resistance, the second handles 60 are located 
relatively close to one another. It has been found useful to locate these 
handles approximately four inches or less apart. 
The chord length from the crosspiece 52 to the tip of a handle 60 is 
preferably on the order of twelve inches. Under these circumstances, as 
particularly illustrated in FIG. 3, the rider naturally assumes the 
position in which his forearms and upper arms are located directly ahead 
of his torso. Because the rider's arms are located ahead of his lungs, 
breathing constrictions are minimized or eliminated. 
A variety of different rider hand positions are provided by first handles 
54. In addition to the position provided by handles 54 and second handle 
60, the rider may wish to position his hands over the forearm rests 62, 
adjacent to the stem clamp 51, as is common during climbing. To this end, 
the forearm rests 62 are preferably cylindrical and have an outside 
diameter only slightly greater than that of the crosspiece 52. If desired, 
the brake handles 56 could be located more closely adjacent the second 
handle grips 60. Of course, additional brake handle or actuating 
mechanisms could also be installed adjacent the second handle grips 60. 
As shown in FIGS. 6 and 6A, the handlebar elements 50 can be constructed of 
a single piece of tubing formed of aluminum or other suitable material. 
The preferred tubing is 6061-T6 aluminum tubing having an outside diameter 
of 24.0 millimeters and an inside diameter of 20.5 millimeters. To form 
the handlebars 50, straight piece of tubing 48 inches long is put through 
a series of eight bending operations. All of the bends have a radius of 
three inches. 
Prior to bending, the midpoint M of the straight tube is identified and 
marks are placed at distances of 5, 10 and 15 inches from the midpoint in 
both directions (points A, B and C in FIG. 6). Then, a 180.degree. bend 
away from the center is made on one side of the bar beginning at the five 
inch mark B. Next, a 90.degree. bend away from the center and in the same 
plane as the first bend is made starting at the ten inch mark. Following 
this bend there is made a 15.degree. bend away from the center, again in 
the same plane. To complete the bends on this side of the bar, a 
30.degree. upward bend is made commencing at the 15 inch mark C (see FIG. 
6A which is a side view of the tubing shown in FIG. 6). These four bends 
are then repeated for the other side of the tubing. Lastly, the ends of 
the bars are cut such that the chord length from the center of the tube 
crosspiece to the tube tip (distance L in FIG. 6) is approximately twelve 
inches. This will provide a center-to-center tip width (distance T in FIG. 
6) of approximately four inches. Dimensions L and T can, of course, be 
varied by changing the radius and/or starting points of the bends, but the 
dimensions given above are preferred for this embodiment of the invention. 
Another embodiment of the invention is illustrated in FIGS. 7 and 7A. In 
this embodiment, a handlebar system having the advantages mentioned above 
is provided as an accessory for existing handlebars. As shown in FIG. 7, 
stem 30 is connected to conventional racing handlebars 81 at their 
crosspiece 82 by the stem clamp 51. Also connected to the crosspiece are 
add-on handlebars 80 which extend in a substantially horizontal plane away 
from the stem, i.e. away from the bicycle rider. The add-on handlebars 80 
each includes a clamp element 84 and an extension element 86 and may also 
include grips 88 on the ends thereof. 
A suitable clamp element, as shown in more detail in FIG. 7A, may consist 
of an upper portion 92 and a lower portion 94 which can be separated from 
upper portion 92. Upper portion 92 is threaded in at least two places on 
either side of a semi-spherical opening 96 in order to receive bolts 98. 
Located between the bolts 98 in the lower portion 94 is a second 
semi-spherical opening 97 which aligns with semi-spherical opening 96. The 
spherical opening formed by adjoining the two semi-spherical openings is 
adapted to securely grip crosspiece 82 when the bolts are tightened. A 
clamp, such as that shown in FIG. 7A, is preferable to, for example, a 
standard stem clamp since it allows the add-on handlebars 80 to be secured 
to the existing handlebars 81 without removing brake hoods 55. 
While the add-on handlebars could extend outwardly from the crosspiece 82 
at an angle exactly equal to 90.degree., it has been found more 
advantageous from both aerodynamic and comfort viewpoints to angle the 
bars inward toward one another such that the angle .phi. in FIG. 7 is 
equal to 75.degree.. In addition, it is preferable to raise up the free 
end of each bar 45.degree. on a radial bend of three inches. Thus, the end 
of each bar would appear as shown in FIG. 6A except that the 30.degree. 
angle would be instead 45.degree.. With such a 45.degree. upward turn, the 
chord length from the end of an add-on bar to the center of the existing 
handlebars (dimension C in FIG. 7) should be in the range of nine to 
fourteen inches, and eleven inches for short model add-on bars and twelve 
inches for long model add-on bars is preferred. It is also desirable to 
space the clamps 84 so that the distance from the inside edge of one clamp 
to the inside edge of the second clamp (distance S in FIG. 7) is 4.75 
inches. Such a spacing will provide a center-to-center tip width (distance 
T in FIG. 7) of 3.25 inches. Such a tip width distance provides reduced 
wind resistance yet allows the rider to have effective steering control. 
To increase rider comfort, forearm rest pads 90 are affixed to the 
crosspiece 82 on the outside of the clamps 84. As with the forearm rest 62 
described above, the forearm rest 90 can be grasped by the rider so that 
he can steer the bicycle while in a climbing position, i.e. while having 
his hands on the crosspiece of the conventional handlebars. Forearm rest 
90 is preferably comprised of a cylindrically-shaped foam piece which has 
been split so that it can be placed upon crosspiece 82 without requiring 
removal of the brake hoods 55. 
FIGS. 8-10 illustrate a third embodiment of the handlebar system of the 
present invention. These handlebars again provide a riding position in 
which the rider's arms extend forward over the crosspiece. Yet these bars 
also provide the rider with sprinting or "on-the-drops" hand positions 
similar to those provided by conventional racing handlebars. The forwardly 
extending and sprinting positions, as well as various other positions, are 
provided by handlebars 100. The handlebars 100 include a crosspiece 102 to 
which the stem 30 is connected by stem clamp 51. Extending outwardly and 
downwardly from the crosspiece 102 are first handle portions 104 which 
include the sprinting portions. The handlebars then extend upward and 
inward to provide secondary handle portions 106. The handle portions 106 
are located so that, when they are grasped by the rider, the rider's 
forearms are located to be supported by the handlebars 100 at positions 
over the crosspiece 102. The handlebars are further arranged such that the 
rider's hands are positioned closer and closer together as they approach 
the end 108 of the secondary handle portions 106. Inwardly tapered forearm 
rests 110 are positioned over the crosspiece 102 to increase the rider's 
comfort when using the secondary handle portions. Forearm rest 110 are 
again configured such that the rider can grasp over them to steer the 
bicycle in a climbing position. 
The handlebars 100 are preferably formed from a single piece of 6061-T6 
aluminum tubing which is at least 54 inches long. Prior to the bending 
operations, the center point of the tube is identified and distances of 
3.25, 7.5, 16.25, 18.5 and 23 inches from the center point in both 
directions are marked off. 
FIG. 11A illustrates the reference planes in which the bends described 
below are made. Plane HR is the horizontal reference plane; plane VRS is 
the vertical reference plane extending from side-to-side; and VRF is the 
vertical reference plane extending from front-to-back. The references made 
below to the right and left sides of the tubing are as seen from the 
rider's viewpoint, from the back of bicycle 10 looking forward. It should 
be noted that FIGS. 11B-11T, which illustrate the tubing bending steps, 
are not drawn to scale. All bends have a 2.5 inch radius. 
Referring first to FIG. 11B, which is a top view, i.e. a view looking down 
on the horizontal reference plane HR, a 180.degree. bend away from the 
center is made on the right side of the tube beginning at the 7.5 inch 
mark. Next, a 60.degree. bend is made on the right side of the tube 
beginning at the 18.5 inch mark (see FIG. 11C). Referring to FIG. 11D, a 
third bend of 60.degree. is made on the left side of the tube commencing 
at the 18.5 inch mark. Next, a 180.degree. bend is made on the left side 
of the tube commencing at the 7.5 inch mark (see FIG. 11E). All of the 
bends up to this point have been made in the horizontal reference plane 
only. 
FIGS. 11F-11H illustrate the first bend made in the vertical reference 
plane from front-to-rear (VRF). This bend is a 60.degree. bend made toward 
the center on the right side of the tube commencing at the 7.5 inch mark. 
It is important that this bend is maintained in the VRS plane 0.degree. 
(see FIG. 11H). Next, a second VRF bend is made on the right side of the 
tube beginning at the 16.25 inch mark. This bend is a 35.degree. bend in 
relation to this section's existing plane (see FIG. 11J). In the VRS 
plane, the tube is made parallel to the stem bar, i.e., 0.degree. in this 
plane (see FIG. 11K). The 60.degree. and 35.degree. VRF plane bends just 
made of the right side of the tubing are then repeated on the left side 
(see FIGS. 11L-11N). 
The next two bends are again made in the horizontal reference plane (HR). 
Both bends, one on the left side and one on the right side, are 10.degree. 
and made toward the rear of the bicycle and commence at the 3.25 inch mark 
(see FIG. 110). The next two bends are both started from the 23 inch mark. 
First a 45.degree. upward bend (VRS) is made (see FIG. 11T). Then a 
15.degree. inward bend (VRF) is made (see FIG. 11S). These two bends are 
then repeated for the other side of the tube to complete the bending 
operations. Lastly, the ends of the tube are cut so that the chord length 
from the center of the crosspiece 102 to the closest edge of the bar end 
108 (dimension C in FIG. 8) is eleven inches. With such a chord length, 
the center-to-center tip width (distance T in FIG. 8) is 3.25 inches. 
Variations in the bending starting points and angles can, of course, be 
made to suit individual bicycle riders' preferences. In particular, it has 
been found that tall riders prefer a handlebar model in which dimension C 
in FIG. 6 is twelve inches rather than eleven inches. Even in the longer 
model handlebars, a 3.25 inch center-to-center tip width is desired for 
maximum rider comfort and steering control.