Abstract:
A vehicle control system comprising a first set of handlebar grips including a first grip mounted on a first side of the vehicle and a second grip mounted on a second side of the vehicle and a second set of handlebar grips mounted on the vehicle including a third grip mounted on the first side of the vehicle and a fourth grip mounted on the second side of the vehicle, the first and third grips being mounted in at least one position thereof in parallel, coplanar relation and the second and fourth grips being mounted in at least one position thereof in parallel, coplanar relation. In a specific embodiment, the invention further includes a first set of controls mounted on the first set of handlebars and a second set of controls mounted on the second set of handlebars. The first set of controls may be identical to the second set.

Description:
BACKGROUND OF THE INVENTION 
     Field of the Invention 
     The present invention relates to motorcycles, bicycles, snow mobiles, jet skis and other vehicles with handlebars. More specifically, the present invention relates to systems and techniques for providing a second set of handlebars for use such vehicles along with a first set of handlebars. 
     Description of the Related Art 
     It is well-known in the motorcycle community that the typically fixed position of the handlebars has numerous limitations including: 1) a suboptimal positioning of the handlebars for a rider; 2) even if optimal at one time, the fixed handlebar position can be uncomfortable for a rider on another occasion due to injury, illness, weight gain or a variety of other changes in the riders condition or mood; and/or 3) the position of the handlebars, even if comfortable at the start of a ride, can become uncomfortable over time after long hours on the road. 
     Accordingly, a need has existed in the art for an apparatus and method for adjusting the position of handlebars for motorcycles and other similar vehicles. While adjustable handlebars were known in the art, these systems typically required the user to adjust the handlebar positions mechanically and by hand. This was slow, cumbersome and typically provided a discrete set of position options as opposed to a continuous set of position options. Hence, a need remained in the art for an easy to use motorized system and method for adjusting motorcycle handle bars over a continuous range of motion. 
     The need was addressed by an invention disclosed by P. Oravecz in a patent application entitled SYSTEM AND METHOD FOR CONTINUOUSLY VARIABLE MOTORIZED ADJUSTMENT OF MOTORCYCLE HANDLEBARS, Ser. No. 14/171,708, filed Feb. 3, 2014 and issued May 26, 2015 as U.S. Pat. No. 9,038,500, the teachings of which are incorporated herein by reference. This application discloses and claims a motorized system for adjusting the tilt angle and telescopic position of handlebars mounted on a motorcycle, bicycle or other vehicle. 
     While this invention substantially addresses the need in the art, unfortunately, it requires a removal of the original handlebars. However, in some motorcycles, such as sport speed bikes there is a value in retaining the original handlebars while still providing some option for adjusting the rider&#39;s position. 
     Hence, a need remains for a system for a system for adjusting the rider&#39;s position while still controlling the motorcycle (i.e., throttle, brake, clutch, etc.) and allowing for use of the original handlebars. 
     SUMMARY OF THE INVENTION 
     The need in the art is addressed by the system and method of the present invention. The disclosed vehicle control system comprises a first set of handlebar grips including a first grip mounted on a first side of the vehicle and a second grip mounted on a second side of the vehicle and a second set of handlebar grips mounted on the vehicle including a third grip mounted on the first side of the vehicle and a fourth grip mounted on the second side of the vehicle, the first and third grips being mounted in at least one position thereof in parallel, coplanar relation and the second and fourth grips being mounted in at least one position thereof in parallel, coplanar relation. 
     In a specific embodiment, the invention further includes a first set of controls mounted on the first set of handlebars and a second set of controls mounted on the second set of handlebars. The first set of controls may be identical to the second set of controls. The second set of controls is coupled to or through the first set of handlebar controls. 
     In a preferred embodiment, an adjustment means is included with a drive motor for changing a mounting angle of the second set of handlebars relative to the first set of handlebars and a second drive motor for changing a mounting distance of the second set of handlebars relative to the first set of handlebars. 
     In the illustrative application, the vehicle is a motorcycle and the vehicle controls includes a throttle, a brake and a clutch control. However, the invention may be used on bicycles, snowmobile, jet skis and other vehicles without limitation. The disclosed system enables a new method for riding a vehicle including the steps of 1) gripping a first set of handlebars in a first riding position, the a first set of handlebars including a first grip mounted on a first side of the vehicle and a second grip mounted on a second side of the vehicle and 2) gripping a second set of handlebars in a second riding position, the second set of handle bars including a second set of handlebar grips mounted on the vehicle including a third grip mounted on the first side of the vehicle and a fourth grip mounted on the second side of the vehicle, the first and third grips being mounted in at least one position thereof in parallel, coplanar relation and the second and fourth grips being mounted in at least one position thereof in parallel, coplanar relation. 
    
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
         FIG. 1  is a side view of a motorcycle implemented in accordance with an illustrative embodiment of the present teachings. 
         FIG. 2  is a top view of the motorcycle depicted in  FIG. 1 . 
         FIG. 3A  is an isolated view of the right handle (throttle handle) of the first handlebar assembly.  FIG. 3B  is an schematic representation of the throttle connection between the upper and lower throttle handles and respectively. 
         FIG. 4  is a partial top view that shows the left set of controls with the upper control in a pivoted position in accordance with the present teachings. 
         FIG. 5  is a sectional side view of an illustrative implementation of the pin provided to secure the clutch lever cable from the clutch lever of the second set of handlebars to the clutch lever of the first second of handlebars. 
         FIG. 6  is a diagram of an illustrative mounting arrangement for the second set of handle bars in accordance with the disclosed invention. 
         FIG. 7  is a front view of an illustration embodiment of a mounting arrangement for use with the present invention. 
         FIGS. 8 and 9  are schematic diagrams that show an alternative embodiment in which the second set of bars operates in a parallel manner relative to the first set of bars. 
         FIG. 10  are schematic diagrams that shows yet another embodiment in which the second set of bars connect to the throttle, brake and clutch (not shown) via a wireless receiver. 
     
    
    
     DESCRIPTION OF THE INVENTION 
     Illustrative embodiments and exemplary applications will now be described with reference to the accompanying drawings to disclose the advantageous teachings of the present invention. 
     While the present invention is described herein with reference to illustrative embodiments for particular applications, it should be understood that the invention is not limited thereto. Those having ordinary skill in the art and access to the teachings provided herein will recognize additional modifications, applications, and embodiments within the scope thereof and additional fields in which the present invention would be of significant utility. 
       FIG. 1  is a side view of a motorcycle  10  implemented in accordance with an illustrative embodiment of the present teachings. As shown in the figure, the motorcycle  10  has a chassis  12  having a front fork  14 ,  15  and a rear fork  16 ,  17 . A wheel  18  is secured to the chassis  12  by the front fork  14 ,  15 . In accordance with conventional teachings, a first set of handlebars  20  is mounted on the fork  14 ,  15 . Clutch, brake and throttle controls are mounted on the first set of handlebars  20  as is common in the art. 
       FIG. 2  is a top view of the motorcycle depicted in  FIG. 1 . As shown in  FIG. 2 , in accordance with the present teachings, a second set of handlebars  50  is mounted on the first fork  14 ,  15  such that the left and right grips thereof  58  and  60 , respectively, in the nominal operating position, are substantially parallel and coplanar with the left and right grips  28  and  30 , respectively, of the first set of handlebars  20 . 
     As illustrated in  FIG. 2 , the first set of handle bars  20  includes left and right grip assemblies  24  and  26  respectively. The left grip assembly  24  includes a grip handle  28  and a collar  32 , mounted on a bar  44 . A clutch lever  36  is mounted to the bar  44  via a clutch housing  40 . Actuation of the clutch lever  36  activates the clutch (not shown) of the motorcycle  10  in a conventional manner via clutch cable  41 . Similarly, the right grip assembly  26  includes a throttle handle  30  and a throttle cable casing  34  mounted on a bar  46 . The throttle handle actuates the throttle (not shown) via a cable  35 . A front brake lever  38  activates the front brakes (not shown) of the motorcycle  10  in a conventional manner via a brake cable  43 . The left and right bars  44  and  46 , respectively, are mounted on the fork  14 ,  15  via a conventional triple tree  48 . 
     As shown in  FIG. 2 , the second set of handle bars  50  includes left and right grip assemblies  54  and  56  respectively. The left grip assembly  54  includes a grip handle  58  and a collar  62 , mounted on a bar  59 . A clutch lever  66  is mounted to the to bar  59  via a clutch housing  70 . In the embodiment of  FIG. 2 , actuation of the clutch lever  66  activates the clutch (not shown) of the motorcycle  10  via a clutch cable  76  which is coupled to the clutch lever  36  of the left grip assembly  24  of the first set of handle bars  20 . 
     The right grip assembly  56  of the second set of handlebars  50  includes a throttle handle  60  and a throttle cable casing  64  mounted on a bar  61 . A front brake lever  68  activates the front brakes (not shown) of the motorcycle  10  via a brake cable  82  coupled to the brake lever  38  of the right grip assembly  26  of the first set of handle bars  20 . The left and right bars  59  and  61 , respectively, are mounted on the fork  14 ,  15  via a tilt and swivel, telescopic assembly  48  constructed in accordance with the teachings of patent application entitled SYSTEM AND METHOD FOR CONTINUOUSLY VARIABLE MOTORIZED ADJUSTMENT OF MOTORCYCLE HANDLEBARS, Ser. No. 14/171,708, filed Feb. 3, 2014 and issued May 26, 2015 as U.S. Pat. No. 9,038,500, to, P. Oravecz, the teachings of which are incorporated herein by reference. 
       FIGS. 3A and 3B  illustrate the connections of the second set of controls to the first set of controls more clearly in accordance with a piggyback control embodiment.  FIG. 3A  is an isolated view of the right handle (throttle handle)  30  of the first handlebar assembly  26 .  FIG. 3B  is a schematic representation of the throttle connection between the upper and lower throttle handles  30  and  60  respectively. These figures show the connection of a throttle cable  75  from the throttle handle  60  of the right grip assembly  56  of the second set of handlebars  50  to the throttle handle  30  of the right grip assembly  26  of the first set of handle bars  20 . The proximal end of an inner wire, or core, connector  92  is connected to the upper throttle cable casing  64  at pin  94 . The distal end of the connector  92  is connected to the throttle handle  30  of the right grip assembly  26  of the first set of handle bars  20  at a second pin  96 . In the simple illustrative embodiment, the connection is effected via a strap  90 . However, those of ordinary skill in the art will appreciate more elegant means for effecting this operational physical connection. 
     In any case, as shown in  FIG. 3B , in the ‘piggyback’ arrangement of  FIGS. 3A and 3B , the cable  75  transfers counter-clockwise rotation of the second throttle handle  60  to counter-clockwise rotation of the first throttle handle  30  via translation of the inner wire  92  ( FIG. 3B ) of the cable  75  relative to the sheath  93 . This relative translation is effected by restraint of the sheath  93  by a cable mount  95 . The cable mount  95  is secures the sheath to the chassis  12 . Rotation of the first throttle handle  30  actuates the throttle (not shown) in a conventional manner via a cable  97 . 
       FIG. 4  shows the left upper grip in an upward swivel position in accordance with the direction depicted by the arrow.  FIG. 4  also shows the interconnection of the upper and lower front clutch levers  66  and  36  by a cable  76 . The proximal end of the cable  76  is connected to the upper clutch lever  66  such that actuation of the lever  66  causes the inner cable to move relative to the sheath thereof. The sheath is restrained against motion by a cable mount  78  secured to chassis  12 . The distal end of the inner cable  76  is connected to the lower clutch lever  36  by a pin  80 . 
     As depicted in  FIGS. 2 and 4 , similar interconnections are made between upper and lower clutch levers  66  and  36  via cable  76 , mount  78  and pin  80  on lever  36 . 
       FIG. 5  is a sectional side view of an illustrative implementation of the pin  80  provided to secured the clutch lever cable from the clutch lever  66  of the second set of handlebars  50  to the clutch lever  36  of the first second of handlebars  20  in accordance with the present teachings. 
     The grip, casing, cables and cable sheaths used in the construction of the second set of handlebars may be of conventional construction. The second set of controls provided by the upper bars may be spring loaded or they may use the springs provided in the lower set of bars for actuation to the nominal (return) position. 
       FIG. 6  is a diagram of an illustrative mounting arrangement for the second set of handle bars in accordance with the disclosed invention. As shown in  FIG. 6 , the first and second grips on the second set of handlebars may be pivoted about joints  63  and  65 , respectively. The joints  63  and  65  may be bolts, in the most simple implementation, that are loosened and tightened with a wrench. 
       FIG. 7  is a front view of an illustrative embodiment of a mounting arrangement for use with the present invention. As shown in  FIG. 7 . in the best mode, the mounting arrangement is implemented in accordance with the teachings of the above-referenced patent application entitled SYSTEM AND METHOD FOR CONTINUOUSLY VARIABLE MOTORIZED ADJUSTMENT OF MOTORCYCLE HANDLEBARS, Ser. No. 14/171,708, filed Feb. 3, 2014 and issued May 26, 2015 as U.S. Pat. No. 9,038,500, to P. Oravecz, the teachings of which are incorporated herein by reference. 
     The second set of handlebars  50  have been disclosed above with reference to a serial or piggyback arrangement by which the second set of handlebars operate through the first set of handlebars  20 . 
       FIGS. 8 and 9  are schematic diagrams that show an alternative embodiment in which the second set of bars  50  operate in a parallel manner relative to the first set of bars  20 . In this embodiment, the second set of bars  50  make direct connection to the throttle  101 , brake  103  and clutch  105  of the vehicle  10 ′. 
       FIG. 10  is a schematic diagrams that show yet another embodiment in which the second set of bars  50  connect to the throttle  101 ″, brake  103 ″ and clutch (not shown) via a wireless receiver  107 ″. This requires the integration of a conventional wireless active or passive transmitter  109 ″ and  111 ″ (not shown) in each grip of the second set of bars  50 ″. In addition, the first set of bars  20 ″ may be equipped with active or passive transmitters  113 ″ and  115 ″ (not shown) as well. 
     Thus, the present invention has been described herein with reference to a particular embodiment for a particular application. Those having ordinary skill in the art and access to the present teachings will recognize additional modifications, applications and embodiments within the scope thereof. For example, the present invention is not limited to use on motorcycles. Those of ordinary skill in the art will appreciate that the present invention can be used on any vehicle having a steering control such as a bicycle, snow mobile, jet ski or other vehicle with handlebars. Further, the invention is not limited to use on vehicles with handlebars. That is, the present teachings may be used on a vehicle with a single stalk steering control. Those of ordinary skill in the art will also appreciate that the invention is not limited to the use of electric motors as actuators. Hydraulic, pneumatic and/or solenoid actuators may be used as well. The remote control could be voice activated and helmet mounted. 
     It is therefore intended by the appended claims to cover any and all such applications, modifications and embodiments within the scope of the present invention. 
     Accordingly,