Abstract:
The concealed attachment system for motorcycle saddlebags includes a rear under-fender bracket, the saddlebags having corresponding brackets installed upon their inboard surfaces. The under-fender bracket may be either of two embodiments: one for installation on motorcycles having exposed rear fender mounting rails, and the other for installation on cycles having concealed rear fender rails, the second embodiment including replacement rails. Each under-fender bracket includes two parallel lock pin sockets to each side, the saddlebag brackets having corresponding lock pins extending upwardly therefrom. In one embodiment, the lock pin actuating ends are accessed from outside the saddlebag, while in another embodiment the lock pin actuating ends are enclosed within the bag for security. The saddlebags are installed and removed quickly and easily without tools by manipulating the actuation ends of the lock pins to engage or disengage them with the corresponding sockets of the under-fender bracket.

Description:
CROSS-REFERENCE TO RELATED APPLICATION 
       [0001]    This application claims the benefit of U.S. Provisional Patent Application Ser. No. 61/344,326, filed Jun. 29, 2010. 
     
    
     BACKGROUND OF THE INVENTION 
       [0002]    1. Field of the Invention 
         [0003]    The present invention relates to motorcycle accessories, and particularly to a concealed attachment system for motorcycle saddlebags that provides a bracket permanently installed beneath the rear fender of a motorcycle that has fittings for removable attachment of saddlebags thereto. 
         [0004]    2. Description of the Related Art 
         [0005]    Motorcycles are well known for their general lack of luggage capacity. As a result, innumerable attachments have been developed in the past for the carriage of passengers and/or luggage or baggage on motorcycles, from aftermarket passenger seats to luggage racks that attach atop the rear fender and so-called “saddlebags” that mount laterally to each side of the rear fender, somewhat in the manner of equestrian saddlebags that straddle the flanks of a horse behind the saddle. The installation of such motorcycle saddlebags is a very popular option for many motorcycle owners, as the volume of protected storage space provided is relatively large in comparison to the relatively low profile and ease of carriage of such bags. 
         [0006]    A common problem with such conventional motorcycle saddlebags is the need to modify the motorcycle for their installation. Invariably, at least a few additional holes must be drilled through the rear fender and/or the rear fender mounting struts or rails. Most cyclists are justifiably proud of their motorcycles, and hesitate to modify or alter their “bikes” by drilling additional holes in the structure. Yet, if they wish to carry a reasonable amount of luggage while cycling, some form of luggage or baggage carrier (saddlebags, etc.) must be installed on the motorcycle, requiring that the cycle be modified in some manner for the attachment of the luggage carrier(s). 
         [0007]    Once the saddlebags have been installed, another problem arises when the cyclist wishes to remove the bags from the cycle. When the bags are removed, at least the holes made for mounting their attachment brackets remain, if not the brackets themselves. There are many motorcycles on the road that would be fine examples of their type, excepting the additional holes, remaining bracket(s), and/or other unsightly modifications made for saddlebags or components that were once installed and since removed. Yet, the owner of the motorcycle may wish to remove the saddlebags from time to time, e.g., for local riding where their bulk is not needed, or for other reasons. However, when conventional saddlebags are removed, the holes and/or bracket(s) remain on the bike, resulting in a less than optimally attractive appearance for the cycle. Moreover, such saddlebags conventionally require considerable time and effort for installation and removal, with various bolts and other fasteners requiring removal or installation during the process. 
         [0008]    Thus, a concealed attachment system for motorcycle saddlebags solving the aforementioned problems is desired. 
       SUMMARY OF THE INVENTION 
       [0009]    The concealed attachment system for motorcycle saddlebags comprises a bracket having a shape conforming to the underside of the rear fender of a motorcycle, and appropriately configured saddlebags having corresponding fittings. The under-fender bracket is configured with the same hole pattern as the rear fender and its mounting struts or rails, thus avoiding the need to drill any additional holes or to modify the structure of the cycle in any way for installation of the bracket. The lower edges of the bracket are configured so that they do not extend beyond the lower edges of the motorcycle fender when the bracket is installed beneath the fender, so that there is no sign of any modification of the motorcycle for saddlebag attachment when the saddlebags are removed. The under-fender bracket is considered to be permanently installed, in the sense that it remains attached beneath the cycle fender whether the saddlebags are attached to the bracket and cycle or removed from the cycle. It will be understood that the under-fender bracket may be removed without altering the structure of the motorcycle, but such removal would require certain tools and some time to accomplish. The saddlebags to be used with the bracket include mating attachments that enable them to be attached to or removed from the under-fender bracket very quickly and easily, without need for any tools. 
         [0010]    In a first embodiment, the system comprises an under-fender bracket formed of a sheet of metal or other suitable material, the bracket having pre-formed holes therethrough that align with the existing fender attachment holes of the fender and fender mounting rails. Two parallel, tubular saddlebag attachment sockets are provided at each edge of the bracket. Each saddlebag includes a plate or other suitable structure on the back (i.e., the inwardly facing) side thereof, with a pair of parallel, manually actuated locking pins extending upwardly therefrom. The pins insert removably into the corresponding sockets of the under-fender bracket, and lock in place within the sockets to prevent them from sliding out inadvertently and the corresponding loss of the saddlebag. Yet when removal of the bag is desired, the cyclist need only unlock the locking mechanism of the pins by hand to allow them to slide from their sockets or receptacles, and then lower and remove the bag from its attachment bracket. 
         [0011]    In a second embodiment, the system is configured for installation on motorcycles having concealed fender mounting rails or struts, i.e., the fender installs over the outside of the rails. This system comprises a frame of two arched members configured to fit closely beneath the cycle fender, each of the members having a tubular locking pin receptacle at each end thereof. The lateral members are secured together by left and right replacement fender attachment struts or rails, with the original rails being removed for the installation of the new concealed bracket. The entire saddlebag attachment bracket structure (lateral members and rails) bolts beneath the motorcycle fender. The saddlebags attach removably to this bracket as described above for the first embodiment. 
         [0012]    The bracket or fitting that attaches to the saddlebags may be used with any practicable type of saddlebag, either hard or soft bags. In one embodiment, the saddlebag bracket with its lock pins is installed upon the outside of the bag, thus enabling anyone to access the lock pins without need to open the bags or overcome any locking or other security mechanism. In another embodiment, the inboard wall of the saddlebag extends over the actuation ends of the lock pins, thus requiring the bag to be opened to access the actuation ends of the pins for saddlebag removal. Either bag and bracket configuration may be used with either of the above-described under-fender brackets. 
         [0013]    These and other features of the present invention will become readily apparent upon further review of the following specification and drawings. 
     
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
         [0014]      FIG. 1  is a perspective view of a first embodiment of a concealed attachment system for motorcycle saddlebags according to the present invention as seen from the right rear, the rear portion of the motorcycle being shown in broken lines and the saddlebags being omitted to show the bracket. 
           [0015]      FIG. 2  is an exploded environmental perspective view showing an exemplary motorcycle rear fender as seen from the right rear, showing installation of the bracket of  FIG. 1 . 
           [0016]      FIG. 3  is an exploded, environmental elevation view of a concealed attachment system for motorcycle saddlebags according to the present invention, the motorcycle&#39;s rear fender being shown in section, showing the installation and removable attachment of motorcycle saddlebags to the bracket of  FIGS. 1 and 2 . 
           [0017]      FIG. 4  is an exploded, environmental perspective view of an alternative embodiment of a bracket for a concealed attachment system for motorcycle saddlebags according to the present invention, shown below the right rear of the motorcycle rear fender. 
           [0018]      FIG. 5  is an exploded, environmental elevation view of a concealed attachment system for motorcycle saddlebags according to the present invention, the motorcycle&#39;s rear fender being shown in section, the view showing installation of saddlebags to the bracket of  FIG. 4 . 
       
    
    
       [0019]    Similar reference characters denote corresponding features consistently throughout the attached drawings. 
       DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS 
       [0020]    The concealed attachment system for motorcycle saddlebags comprises various embodiments of a system or assembly providing for the concealed attachment of a saddlebag mounting bracket within the rear fender of a motorcycle in which the bracket requires no modification of the motorcycle for installation or removal. The system further comprises the associated components of the saddlebag to enable the bag to be quickly and easily installed on and removed from the motorcycle without the need of tools. 
         [0021]    In a first embodiment, the system includes the under-fender bracket  10  shown in  FIGS. 1 through 3 . The fender bracket  10  comprises a single, continuous rigid plate having a shape conforming closely to the underside of the motorcycle rear fender RF so that the fender bracket  10  is completely concealed beneath the rear fender RF of the motorcycle M when installed thereunder. The fender bracket  10  has a forward portion  12  and an opposite rearward portion  14 . Each portion has mutually opposed left and right extensions depending therefrom, shown as left and right forward extensions  16  and  18  extending from the forward portion  12 , and left and right rearward extensions  20  and  22  extending from the rearward portion  14 . It will be seen that in the under-fender bracket  10  of  FIGS. 1 through 3 , these forward and rearward portions  12 ,  14  and their extensions  16  through  22  are in the form of a single, continuous sheet of material, rather than being separate components mechanically or otherwise attached to one another. 
         [0022]    Each of the extensions  16  through  22  has corresponding tubular lock pin sockets  24  through  30 , disposed along its inner surface. The two left side lock pin sockets  24  and  28  are parallel to one another, as are the two right side lock pin sockets  26  and  30 . However, the corresponding left and right side lock pin sockets  24  through  30  need not necessarily be parallel to one another, but will essentially match any angular variation between the left and right sides of the rear fender RF. Each of these lock pin sockets  24  through  30  is configured to accept a corresponding saddlebag lock pin therein, as described below. Each of the sockets  24  through  30  includes a radially disposed latch passage  32  through one wall near the upper end thereof, as shown in  FIGS. 1 and 2 . 
         [0023]    The under-fender bracket  10  is provided with mounting holes or passages  34  therethrough, the holes or passages  34  matching the locations of the central holes or passages H formed through the external fender mounting rails ER and the rear fender RF captured therebetween. This construction, in which the rear fender RF is captured between the two external rails ER, is conventional with most Harley-Davidson® motorcycles, and many others as well. Thus, installation of the under-fender bracket  10  is a relatively simple matter, requiring only that the existing central fender mounting bolts be removed, the under-fender bracket  10  being placed beneath the upper center of the fender RF and its holes or passages  34  being aligned with the corresponding central fender mounting holes H of the rear fender RF and its mounting rails R, and the fender mounting bolts being reinstalled. (In some instances, slightly longer bolts may be required to allow for the thickness of the under-fender bracket  10 .) 
         [0024]    The lowermost edges of the bracket  10  are no lower than the lowermost edge of that portion of the motorcycle rear fender RF within which the bracket  10  is installed, as shown in  FIGS. 1 and 3 . In this manner, the bracket  10  remains completely concealed when installed, and as the motorcycle M and its rear fender RF are not modified in any manner for the installation of the bracket  10 , the motorcycle M may be returned to its original configuration by removing the bracket  10 , if desired. 
         [0025]      FIG. 3  provides a rear elevation view (i.e., looking from back to front) in partial section. The motorcycle rear fender RF is shown in section to show the completed installation of the under-fender bracket  10  thereunder and the removable installation of left and right saddlebags  36  and  38  thereto. It will be understood that although  FIG. 3  is a rear elevation view, this view may also represent a front elevation view in mirror image due to the laterally symmetrical nature of the various components. The saddlebags  36  and  38  may be formed of rigid materials, e.g., hard plastic, etc., or may be formed of flexible materials, e.g., flexible vinyl, leather, etc., as is conventional in motorcycle saddlebag construction. 
         [0026]    Each saddlebag  36 ,  38  has a saddlebag bracket, respectively  40  and  42 , permanently secured thereto. Each saddlebag bracket  40  and  42  is constructed in the general configuration of a flat plate, although the brackets  40 ,  42  may have some curvature if required to be congruent with the inboard wall or surface of their corresponding saddlebags  36  and  38 . The left and right saddlebag brackets  40 ,  42  may be attached externally to the inboard walls of their respective saddlebags  36 ,  38  by mechanical fasteners, e.g., by bolts passing through the inboard walls of the saddlebags and their brackets, or by any other practicable means. 
         [0027]    Each saddlebag bracket  40 ,  42  includes a forward and a rearward lock pin boss  44 ,  46  disposed inwardly therefrom, i.e., toward the center of the motorcycle when the saddlebags  36 ,  38  are installed thereon, and external to its saddlebag. Each lock pin boss  44 ,  46  has a lock pin  48 ,  50  extending upwardly therefrom, with the lock pin bosses  44 ,  46  and their lock pins  48 ,  50  being positioned to align with their respective forward and rearward, left and right lock pin sockets  24  through  30  of the under-fender bracket  10 . The left and right rearward lock pin bosses, respectively  44  and  46 , and their respective lock pins  48  and  50  are illustrated in  FIG. 3 . It is understood that the identical forward lock pin bosses and their lock pins are concealed by the rearward bosses  44 ,  46  and their pins  48 ,  50  in the orientation of the  FIG. 3  view. In an elevation view from the front, looking to the rear, the view would be essentially a mirror image of that shown in  FIG. 3 , with the left side saddlebag bracket  40  being shown to the right side and the right side saddlebag bracket  42  being shown to the left. The corresponding left and right forward lock pin bosses and their lock pins would be shown extending from their respective saddlebag brackets  40  and  42 . It will further be noted that due to the installed configuration of the left saddlebag  36  in  FIG. 3 , the left rear lock pin  48  is shown in broken lines due to its concealment within the corresponding left rear lock pin socket  28  of the under-fender bracket  10 . 
         [0028]    Each lock pin, e.g., the two rearward lock pins  48  and  50 , has an actuating rod installed therein, as is conventional with such devices. Each rod terminates at its lowermost end as an actuating end, e.g., a button extending from the bottom of the respective lock pin housing. The rearward left and right actuating ends or buttons, respectively  52  and  54 , are shown in  FIG. 3 . The actuating ends or buttons  52 ,  54  operate the internal rods within their pins  48  and  50 , to selectively extend or retract radially extending latch pins, respectively  56  and  58 , at the upper ends of their respective lock pins  48  and  50 . The mechanisms of such lock pins and their radially extending latch pins are conventional, and need not be described in detail herein. 
         [0029]    The saddlebags  36 ,  38  are installed by depressing the actuating ends  52 ,  54  of the appropriate lock pins  48 ,  50  to retract their corresponding latch pins,  56 ,  58 , and inserting the lock pins  48 ,  50  into the corresponding lock pin sockets  28 ,  30  of the under-fender bracket  10 . The buttons or actuating ends  52 ,  54  may be released as their lock pins  48 ,  50  are slid upwardly in their lock pin sockets  28 ,  30  until their latch pins  56 .  58  spring outwardly to engage the corresponding latch pin passages  32  ( FIGS. 1 and 2 ) of the lock pin sockets  28 ,  30 , thereby securing the saddlebag  36 ,  38  to the under-fender bracket  10 , and thus to the rear fender RF of the motorcycle M, generally as shown for the left side saddlebag  36  of  FIG. 3 . Removal of the saddlebag  36  is accomplished by reversing the above procedure, i.e., the actuating ends or buttons  52 ,  54  of the appropriate lock pins  48 ,  50  are depressed to retract their latch pins  56 ,  58 , and the saddlebag  36 ,  38  and its lock pins  48 ,  50  are lowered to remove the lock pins  48 ,  50  from their respective lock pin sockets  28 ,  30 . 
         [0030]      FIGS. 4 and 5  illustrate alternative embodiments of the concealed attachment system for motorcycle saddlebags. The under-fender bracket  110  of  FIGS. 4 and 5  is configured for use with a motorcycle rear fender FR having internal fender attachment rails or struts. Such a fender and internal rail configuration is used with many motorcycles of Japanese manufacture, as well as some others. The forward and rearward portions of the under-fender bracket  110  respectively comprise a first fender attachment strap  112  and a second fender attachment strap  114 , each strap  112 ,  114  having a shape conforming to the underside of the motorcycle rear fender FR. The forward strap  112  includes laterally opposed left and right extensions, respectively  116  and  118 . The second strap  114  has laterally opposed left and right extensions  120  and  122 . Each of the extensions  116  through  122  has a generally tubular lock pin socket, respectively  124  through  130 , disposed along its inner surface, generally in the manner of the under-fender bracket  10  of  FIGS. 1 through 3 . Each of the sockets  124  through  130  includes a latch pin passage  132  near the upper end thereof, again in the manner of the sockets and their latch pin passages  32  of  FIGS. 1 through 3 . 
         [0031]    The left side extensions  116  and  120  of the first and second straps  112  and  114  are connected to one another by a left side fender attachment strut or rail  133 , with the opposite right side extensions  118 ,  122  of the straps being connected by a right side fender attachment strut or rail  135 . These two fender attachment struts or rails  133  and  135  are at least generally parallel to one another and take the place of the conventional internally disposed fender attachment or mounting rails of such motorcycles so configured. As in the case of the bracket  10 , the bracket  110  and its straps  112 ,  114  and attachment rails  133 ,  135  are concealed beneath the motorcycle rear fender FR when installed therein, with the exception of the forward ends of the attachment rails that extend forwardly of the fender and attach conventionally to the motorcycle frame or other structure. 
         [0032]    The under-fender bracket  110 , or more specifically its two fender attachment rails  133  and  135 , is provided with a series of mounting holes or passages  134  therethrough. As in the case of the system of  FIGS. 1 through 3 , these holes or passages  134  match the locations of the central holes or passages P formed through the rear fender FR, which, in this case, encloses the under-fender bracket  110  with its rails  133  and  135 . The installation of the under-fender bracket  110  is slightly more involved than the installation of the under-fender bracket  10 , due to the requirement that the existing conventional fender attachment rails (not shown) be removed, with the two fender attachment struts or rails  133 ,  135  of the under-fender bracket  110  substituting for the removed fender attachment rails. The lowermost edges of the bracket  110  are no lower than the lowermost edge of that portion of the motorcycle rear fender FR within which the bracket  110  is installed, as shown in  FIG. 5 . In this manner, the bracket  110  remains substantially concealed when installed, with the only visible portion being the forward most ends of the two fender attachment rails  133  and  135 . As in the case of the first embodiment bracket  10 , the motorcycle and its rear fender FR are not modified in any manner for the installation of the bracket  110 , thus allowing the motorcycle to be returned to its original configuration by removing the bracket  110  if so desired. 
         [0033]      FIG. 5  is a rear elevation view similar to that of  FIG. 3 , i.e., looking forward, showing the attachment means for the two saddlebags  136  and  138 . The saddlebags  136 ,  138  are generally similar to the saddlebags  36 ,  38  of  FIG. 3  and may be formed of the same materials, i.e., a hard and rigid material or a softer and more flexible material, as desired. However, the saddlebags  136 ,  138  are shown in section in  FIG. 5  in order to show the internal installation of their respective brackets  140  and  142  and other components. Each saddlebag  136  and  138  has an inwardly disposed, lower extension, with the attachment of the saddlebag brackets  140  and  142  being within these extensions to enclose the brackets and the actuating ends of their lock pins within the saddlebags. 
         [0034]    Each of the brackets  140 ,  142  comprises a generally flat plate. As in the case of the first embodiment of  FIGS. 1 through 3 , the brackets  140  and  142  may be bent or curved to fit any curvature of the attached inboard wall of their respective saddlebags  136  and  138 . Each saddlebag bracket  140 ,  142  includes a forward and a rearward lock pin boss extending therefrom. However, it will be seen in  FIG. 5  that the two saddlebag brackets  140  and  142  are attached to the inner surface of the inboard wall of their respective saddlebags, i.e., they are enclosed within the saddlebags as noted further above. Their respective lock pin bosses (the two rearward bosses  144  and  146  being illustrated in the view of  FIG. 5 ) are attached to the outwardly facing surfaces of their respective saddlebag brackets  140  and  142 , i.e., toward the centers of their saddlebags. 
         [0035]    The lock pins  148  and  150  extend upwardly from their respective bosses  144  and  146  and pass outwardly from the lower inward extensions of their respective saddlebags to extend exteriorly to the bags, as shown in  FIG. 5 . The lock pins  148 ,  150  align with their respective lock pin sockets  128  and  130  of the under-fender bracket  110 , with the lock pins  148 ,  150  removably installing within their corresponding sockets  128 ,  130  to secure the saddlebags  136 ,  138  to the bracket  110  and thus to the motorcycle to which the bracket  110  is installed. While the view shown in  FIG. 5  illustrates the rearward lock pin bosses  144  and  146  and their respective components and corresponding sockets of the bracket  110 , it will be seen that a mirror image projection of  FIG. 5  would illustrate the configuration of the corresponding forward components. 
         [0036]    The lock pins, e.g., rearward lock pins  148  and  150 , are generally conventional in that they include actuating rods therein. Each actuating rod terminates at its lowermost end as an actuating end, e.g., a button extending from the bottom of the respective lock pin housing. The rearward left and right actuating ends or buttons, respectively  152  and  154 , are shown in  FIG. 5 . As in the case of the locking or latching mechanism shown in  FIG. 3  and described in detail further above, the actuating ends or buttons  152 ,  154  operate the internal rods within their pins  148  and  150  to selectively extend or retract radially extending latch pins, respectively  156  and  158 , at the upper ends of their respective lock pins  148  and  150 . The mechanisms of such lock pins with their radially extending latch pins are conventional, and need not be described in detail herein. 
         [0037]    The saddlebags  136 ,  138  are installed by depressing the actuating ends of the appropriate lock pins to retract their corresponding latch pins, and inserting the lock pins into the corresponding lock pin sockets of the under-fender bracket  110 . However, it will be noted that the saddlebags  136  and  138  must first be opened to access the actuating ends or buttons  152  and  154 , due to their secure enclosure within the saddlebags. Thus, the saddlebags  136 ,  138  of  FIG. 5  cannot be stolen or removed by unauthorized parties without damaging the saddlebags, so long as the saddlebags are locked when they are installed on the motorcycle. The buttons or actuating ends  152 ,  154  may be released as their lock pins  148 ,  150  are slid upwardly in their lock pin sockets  128 ,  130  until their latch pins  156 ,  158  spring outwardly to engage the corresponding latch pin passages  132  ( FIG. 4 ) of the lock pin sockets, thereby securing the saddlebag to the under-fender bracket  110  and thus to the rear fender FR of the motorcycle, generally as shown for the left side saddlebag  136  of  FIG. 5 . Removal of the saddlebag is accomplished by reversing the above procedure, i.e., the actuating ends or buttons of the appropriate lock pins are depressed to retract their latch pins, and the saddlebag and its lock pins are lowered to remove the lock pins from their respective lock pin sockets. 
         [0038]    It will be recognized that the under-fender bracket  10  and external saddlebag brackets and attachments illustrated in  FIGS. 1 through 3  need not necessarily be used exclusively with one another. Similarly, the bracket  110  and internal saddlebag brackets and attachments of  FIGS. 4 and 5  need not be used exclusively with one another. Alternatively, the saddlebags  136  and  138  of  FIG. 5  with their internal brackets and lock pin actuating ends may be used with the under-fender bracket  10  of  FIGS. 1 through 3 , if so desired. Similarly, the saddlebags  36  and  38  of  FIG. 3 , with their externally disposed brackets and lock pin mechanisms may be installed with the under-fender bracket  110  of  FIGS. 4 and 5 , if so desired. The only limiting factors to these alternative installations is the spacing and alignment of the various lock pin sockets of the under-fender brackets  10  and  110 , and the corresponding spacing and alignment of the lock pins extending from the external saddlebag brackets  40  and  42  or the internal saddlebag brackets  140  and  142 . If these various components are constructed or manufactured to provide dimensional compatibility, there are no limitations to any “mixing and matching” of these components, as described above. 
         [0039]    It is to be understood that the present invention is not limited to the embodiments described above, but encompasses any and all embodiments within the scope of the following claims.