BICYCLE AND HANDLEBAR SYSTEM

Abstract: The handlebar 50 includes a crosspiece 52 connected to a bicycle steering post 30 and first handles 54 are connected to the crosspiece. Novel second handles 60 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, for example by pads 62, at positions over the crosspiece. The second handles 60 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.

Description: This invention relates to bicycle handlebars 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 recognisable advantage to the bicycle rider. To perform well in bicycle race competition ― especially a competition of extended duration or length ― a minimised frontal area and shape should be presented by the combination of the bicycle and the bicycle rider. Frontal area minimisation 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 handlebar. 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 minimises top speed even though the rider may be producing a large amount of pedalling effort. Conversely, a bicycle having a relatively low-set handlebar encourages the rider to assume a position in which the frontal area is minimised. 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 handlebar, and an adaptor kit comprising handlebar extension means for attachment to an original handlebar, for encouraging the bicycle rider to assume an efficient, yet comfortable, riding position which can be sustained over long periods of time. FR-A-1539632 discloses a bicycle handlebar comprising a crosspiece having a central portion connectable to a steering post located forwardly of a bicycle seat, the crosspiece also have side portions which extend to first portions capable of use as a first pair of handles (extending rearwardly) and extend towards forwardly projecting second portions capable of use as a second pair of handles (located above brake levers), the present invention being characterised in that the forwardly projecting second portions of the bicycle handlebar are located in positions such that, when grasped by a rider's hands, the rider's forearms are capable of being supported by the side portions of the crosspiece. Different independent claims protect different particularly preferred bicycle handlebars. Moreover, FR-A-794122 discloses an adaptor kit comprising handlebar extension means (extending upwardly and rearwardly) for attachment to an original handlebar which is connected to a steering post, the present invention being characterised in that the handlebar extension means of the adaptor kit includes a pair of clamps for engaging the original handlebar on opposite sides of the steering post, with an extension element projecting forwardly from each clamp and away from the rider, and each extension element having a hand portion located to define a rider position in which the rider's elbows are located near the original handlebar with the rider's arms extending forwardly towards the hand portions. The present invention will now be described in greater detail with reference to the accompanying drawings in which: Fig. 1 is a side elevational view of a bicycle including a handlebar according to the present invention; Fig. 2 is a developed fragmentary view taken from a position above and forward of the bicycle as shown by line 2-2 in Fig. 1; Fig. 3 is a side elevational view similar to Fig. 1 but showing the bicycle as it appears when a rider is aboard the bicycle in a riding position; Fig. 4 is a developed fragmentary view taken from a position above and forward of the bicycle and rider as shown by line 4-4 in Fig. 3; Fig. 5 is a developed fragmentary view of the bicycle handlebar as it appears from a position above the bicycle as suggested by line 5-5 in Fig. 1, portions of the associated bicycle being omitted for clarity; Fig. 6 is a top plan view of the handlebar tubing and illustrates various shapes, configurations and dimensions utilised in the manufacture of the handlebar from a stock tube; Fig. 6A is a side elevational view of the handlebar tubing shown in Fig. 6 and shows in further detail the handlebar tubing shapes, configurations and dimensions utilised in the manufacture of the handlebar; Fig. 7 is a perspective view of an alternative handlebar according to the present invention; Fig. 7A is a fragmentary view of an add-on handlebar clamp for the handlebar shown in Fig. 7; Fig. 8 is a front elevational view of a further alternative handlebar according to the present invention; Fig. 9 is a front elevational view of the handlebar shown in Fig. 8 taken partially from the side; Fig. 10 is a side elevational view of the handlebar shown in Fig. 8 taken partially from the front; and Figs. 11A-11T illustrate various views of the handlebar of Fig. 8 during the bending process which is used to manufacture the handlebar. Turning first to Fig. 1, 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 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 front wheel 34 is shown between front forks 32. As shown in Fig. 2, handlebar 50 includes a crosspiece 52 to which the stem 30 is connected by a stem clamp 51. Stem clamp 51 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 handles 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 handles 54. In accordance with the invention, a small-frontal-area yet comfortable riding position is encouraged by providing second handles which extend forwardly of the other portions of the handlebar, 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 handlebar 50 at positions over the crosspiece 52. To this end, the handlebar crosspiece 52 can be provided with tapered padding material or other forearm rests 62, if desired. Together, then, the handlebar 50 and the position of the saddle 20 define a riding position in which the frontal area of the rider's silhouette is minimised, 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 minimised by positioning the rider's forearms or elbows so as to be relatively close together, as is especially suggested in Fig. 4. To this end, the forearm rests 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; the 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 10.2 cm (4″) or less apart. The chord length from the crosspiece 52 to the tip of a handle 60 is preferably in the order of 30.5 cm (12″). Under these circumstances, as particularly illustrated in Fig. 3, the rider naturally assumes the position in which the forearms and upper arms are located directly ahead of the torso. Because the rider's arms are located ahead of the lungs, breathing constrictions are minimised or eliminated. A variety of different rider hand positions are provided. In addition to the positions provided by first handles 54 and second handles 60, the rider may wish to position the 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 grips on the second handles 60. Of course, additional brake handle or actuating mechanisms could also be installed adjacent the second handles 60. As shown in Figs. 6 and 6A, the handlebar 50 can be constructed of a single piece of tubing formed of aluminium or other suitable material. The preferred tubing is 6061-T6 aluminium tubing having an outside diameter of 24.0 mm and an inside diameter of 20.5 mm. To form the handlebar 50, a straight piece of tubing 121.9 cm (48″) long is put through a series of eight bending operations. All of the bends have a radius of 7.6 cm (3″). Prior to bending, the midpoint M of the straight tube is identified and marks are placed at distances of 12.7, 25.4 and 38.1 cm (5, 10 and 15″) from the midpoint in both directions (points A, B and C in Fig. 6). Then, a 180° bend away from the centre is made on one side of the bar beginning at the 12.7 cm (5″) mark A. Next, a 90° bend away from the centre and in the same plane as the first bend is made starting at the 25.4 cm (10″) mark B. Following this bend there is made a 15° bend away from the centre, again in the same plane. To complete the bends on this side of the bar, a 30° upward bend is made commencing at the 38.1 cm (15″) 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 bar are cut such that the chord length from the centre of the tube crosspiece to the tube tip (distance L in Fig. 6) is approximately 30.5 cm (12″). This will provide a centre-to-centre tip width (distance T in Fig. 6) of approximately 10.2 cm (4″). 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, the advantages mentioned above are provided by an accessory for an existing handlebar. As shown in Fig. 7, stem 30 is connected to conventional racing handlebar 81 at its crosspiece 82 by the stem clamp 51. Also connected to the crosspiece are add-on handles 80 which extend in a substantially horizontal plane away from the stem, i.e. away from the bicycle rider. The add-on handles 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-cylindrical opening 96 in order to receive bolts 98. Located between the bolts 98 in the lower portion 94 is a second semi-cylindrical opening 97 which aligns with semi-cylindrical opening 96. The cylindrical opening formed by adjoining the two semi-cylindrical openings is adapted to securely grip the 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 handles 80 to be secured to the existing handlebar 81 without removing brake hoods 55. While the add-on handles could extend outwardly from the crosspiece 82 at an angle exactly equal to 90°, it has been found more advantageous from both aerodynamic and comfort viewpoints to angle the bars inwardly towards one another such that the angle  in Fig. 7 is equal to 75°. In addition, it is preferable to raise up the free end of each bar 45° on a radial bend of 7.6 cm (3″). Thus, the end of each bar would appear as shown in Fig. 6A except that the 30° angle would be instead 45°. With such a 45° upward turn, the chord length from the free end of an addon handle to the centre of the existing handlebar (dimension C in Fig. 7) should be in the range of 22.9 to 35.6 cm (9 to 14″), with 27.9 cm (11″) for short model addon handles and 30.5 cm (12″) for long model add-on handles being 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 12.06 cm (4.75″). Such a spacing will provide a centre-to-centre tip width (distance T in Fig. 7) of 8.25 cm (3.25″). 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 rests 62 described above, the forearm rests 90 can be grasped by the rider so that the rider can steer the bicycle while in a climbing position, i.e. while the hands are on the crosspiece of the conventional handlebar. Forearm rest 90 is preferably comprised of a cylindrically-shaped foam piece which has been split so that it can be placed upon the crosspiece 82 without requiring removal of the brake hoods 55. Figs. 8-10 illustrate a third embodiment of the handlebar of the present invention. This handlebar again provides a riding position in which the rider's arms extend forwards over the crosspiece. Yet the handlebar also provides the rider with sprinting or "on-the-drops" hand positions similar to those provided by a conventional racing handlebar. The forwardly extending and sprinting positions, as well as various other positions, are provided by handlebar 100. The handlebar 100 includes a crosspiece 102 to which the stem 30 is connected by stem clamp 51. Extending outwardly and downwardly from the crosspiece 102 are first handles 104 which include the sprinting portions. The handlebar then extends upwardly and inwardly to provide secondary handles 106. The handles 106 are located so that, when they are grasped by the rider, the rider's forearms are located to be supported by the handlebar 100 at positions over the crosspiece 102. The handlebar is further arranged such that the rider's hands are positioned closer and closer together as they approach the ends 108 of the secondary handles 106. Inwardly tapered forearm rests 110 are positioned over the crosspiece 102 to increase the rider's comfort when using the secondary handles. Forearm rests 110 are again configured such that the rider can grasp over them to steer the bicycle in a climbing position. The handlebar 100 is preferably formed from a single piece of 6061-T6 aluminium tubing which is at least 137.2 cm (54″) long. Prior to the bending operations, the centre point of the tube is identified and distances of 8.25, 19.05, 41.27, 46.99 and 58.42 cm (3.25, 7.5, 16.25, 18.5 and 23″) from the centre 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 the bicycle 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 6.35 cm (2.5″) 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° bend away from the centre is made on the right side of the tube beginning at the 19.05 cm (7.5″) mark. Next, a 60° bend is made on the right side of the tube beginning at the 46.99 cm (18.5″) mark (see Fig. 11C). Referring to Fig. 11D, a third bend of 60° is made on the left side of the tube commencing at the 46.99 cm (18.5″) mark. Next, a 180° bend is made on the left side of the tube commencing at the 19.05 cm (7.5″) 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° bend made toward the centre on the right side of the tube commencing at the 19.05 cm (7.5″) mark. It is important that this bend is maintained in the VRS plane 0° (see Fig. 11H). Next, a second VRF bend is made on the right side of the tube beginning at the 41.27 cm (16.25″) mark. This bend is a 35° 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° in this plane (see Fig. 11K). The 60° and 35° VRF plane bends just made on 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° and made toward the rear of the bicycle and commence at the 8.25 cm (3.25″) mark (see Fig. 110). The next two bends are both started from the 58.42 cm (23″) mark. First a 45° upward bend (VRS) is made (see Fig. 11T). Then a 15° 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 centre of the crosspiece 102 to the closest edge of the bar end 108 (dimension C in Fig. 8) is 27.9 cm (11″). With such a chord length, the centre-to-centre tip width (distance T in Fig. 8) is 8.25 cm (3.25″). 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 in which dimension C in Fig. 6 is 30.5 cm (12″) rather than 27.9 cm (11″). Even in the longer handlebars, an 8.25 cm (3.25″) centre-to-centre tip width is desired for maximum rider comfort and steering control.

Claims: 1. A bicycle handlebar (50; 100) comprising: a crosspiece (52; 102) having a central portion connectable to a steering post (30) located forwardly of a bicycle seat (20), the crosspiece also having side portions which extend to turned portions capable of use as a first pair of handles (54; 104) and extend towards forward portions capable of use as a second pair of handles (60; 106); characterised in that the turned handle portions (54; 104) include forwardly turned bends which extend forwardly while converging inwardly, and the forward handle portions (60; 106) extend from the forwardly turned and inwardly converging bends such that a plurality of rider positions are defined, one of which being the rider's forearms (F) converging inwardly from the rider's shoulders and resting relatively close together on the sidewardly extending portions of the crosspiece (52; 102) with the rider's hands being relatively close together while gripping the pair of forward handle portions. 2. A bicycle handlebar according to claim 1, characterised in that the turned handle portions (104) include downwardly inclined bends extending below the crosspiece (102) followed by upwardly inclined bends which extend into the forwardly and inwardly turned bends to define additional rider positions. 3. A bicycle handlebar according to claim 1 or claim 2, characterised in that a pair of pads extend circumferentially around the sidewardly extending portions to form a pair of forearm rests (62; 110). 4. A bicycle handlebar according to claim 3, characterised in that each of the pads has an enlarged section which tapers inwardly to a smaller section with each of the smaller sections being located closely adjacent the central portion of the crosspiece (52; 102) connectable to the steering post. 5. A bicycle handlebar according to any preceding claim, characterised in that the forward handle portions (60; 106) are spaced apart at their closest distance (T) by a centre-to-centre separation width of approximately 10.2 cm (4″) or less. 6. A bicycle handlebar according to any preceding claim, characterised in that the forward handle portions (60; 106) are located forwardly of the crosspiece (52; 102) at their forward ends by a distance (L; C) of approximately 30.5 cm (12″) or less. 7. A bicycle handlebar according to any preceding claim, characterised in that a pair of hand brake mechanisms (55) are located on the turned handle portions (54; 104) and have brake levers (56) extending adjacent the bends. 8. A bicycle handlebar according to any preceding claim, characterised in that the forward handle portions (60; 106) are also upwardly inclined to define both inwardly and upwardly converging hand grips. 9. A bicycle handlebar according to any preceding claim, characterised in that a single continuous piece of tubing forms the handlebar (50; 100) with the free ends of the tubing forming the forward handle portions. 10. A bicycle handlebar (50; 100) comprising: a crosspiece (52; 102) having a central portion connectable to a steering post (30) located forwardly of a bicycle seat (20), the crosspiece also having opposite portions which extend to turned portions (54; 104) and towards forward handle portions (60; 106) spaced apart a distance less than the width of the crosspiece (52; 102); characterised in that the turned portions (54; 104) extend generally forwardly and inwardly to the forward handle portions (60; 106), with a pair of inwardly tapered pads (62; 110) being secured to the opposite portions of the crosspiece (52; 102) and being tapered to urge a rider's forearms (F) inwardly when the rider's hands extend forwardly to grip the forward handle portions. 11. A bicycle handlebar according to claim 10, characterised in that the pair of pads are configured to allow the rider to grasp over them so as to form additional hand positions for the rider. 12. A bicycle handlebar according to claim 10 or claim 11, characterised in that the pair of pads are closely adjacent the central portion of the crosspiece (52; 102) to define a rider position in which the rider's elbows are spaced apart a distance less than the rider's shoulder width when the rider's forearms are resting on the pair of pads. 13. A bicycle handlebar according to claim 12, characterised in that the forward handle portions converge inwardly and are spaced relatively close together to allow the rider's arms when resting on the pair of pads to extend relatively straight forward towards the forward handle portions. 14. A bicycle handlebar according to any one of claims 10 to 13, characterised in that each of the turned portions (104) includes a downwardly inclined bend followed by an upwardly inclined bend followed by forward and inwardly turned bends which extend into the forward handle portions (106, the downwardly inclined and upwardly inclined bends being located below the plane of the crosspiece (102) and forming additional hand positions for the rider. 15. An adaptor kit (80) comprising: handlebar extension means (84, 86, 88) for attachment to an original handlebar (81) which is connected to a steering post (30); characterised in that the handlebar extension means includes a pair of clamps (84) for engaging the original handlebar (81) on opposite sides of the steering post (30), with an extension element (86) projecting forwardly from each clamp and away from the rider, and each extension element (86) having a hand portion (88) located to define a rider position in which the rider's elbows are located near the original handlebar (81) with the rider's arms extending forwardly towards the hand portions (88). 16. An adaptor kit according to claim 15, characterised in that the extension elements (86) are elongate and the length (C) from the ends of the hand portions (88) to the centre of the original handlebar (81) is in the range of 22.9 to 35.6 cm (9 to 14″). 17. An adaptor kit according to claim 15 or claim 16, characterised in that each of the hand portions (88) angles inwardly towards the other. 18. An adaptor kit according to claim 17, characterised in that each of the hand portions (88) angles upwardly as well as inwardly. 19. An adaptor kit according to any one of claims 15 to 18, characterised in that a pair of rest pads (90) is provided for mounting to the original handlebar on each side of and adjacent the steering post for supporting the rider's forearms. 20. An adaptor kit according to claim 19, characterised in that each of the rest pads (90) has a generally cylindrical shape with a split so that it can be mounted to the original handlebar without requiring removal of anything on the original handlebar. 21. An adaptor kit according to any one of claims 15 to 20, characterised in that the extension elements (86) project forwards from their clamps (84) towards free ends, the extension elements (86) each including an upward incline at the free ends thereof with hand grips (88) being mounted on said upward incline. 22. A bicycle handlebar (50; 81; 100) comprising a crosspiece (52; 82; 102) having a central portion connectable to a steering post (30) located forwardly of a bicycle seat (20), the crosspiece also having side portions which extend to first portions capable of use as a first pair of handles (54; 104) and extend towards forwardly projecting second portions capable of use as a second pair of handles (60; 80; 106), characterised in that the forwardly projecting second portions are located in positions such that, when grasped by a rider's hands, the rider's forearms (F) are capable of being supported by the side portions of the crosspiece (52; 82; 102).

Inventors: LENNON, DAN COCHRAN
Applicants: LENNON, DAN COCHRAN
Application year: 1988
Main classification: B62K21
IPC codes: B62K21