Abstract:
An adjustable lever assembly for a motorcycle master cylinder includes a first element pivotally connected to the master cylinder, and a manually operable second element pivotally connected to the first element. An adjuster rotatably mounted on the second element can be turned to adjust the angular rest position between the first and second elements.

Description:
FIELD OF THE INVENTION 
     The present invention relates to an adjustment device for a lever device for vehicle control, in particular a lever device for motorcycles wherein the lever rest position is adjustable. 
     BACKGROUND OF THE INVENTION 
     In motorcycles, brake and clutch are manually actuated by a pump (“master cylinder”) actuated by a lever device mounted on the handlebar of the motorcycle itself, from which a hydraulic pipe extends to the system to be controlled, for example a brake. 
     The lever of the lever device is usually arranged along the handlebar grip and the motorcyclist, in order to actuate the lever itself, grips the handlebar along with the lever and closes his/her hand tight so as to turn the lever towards the grip itself. The lever movement produces a thrust that acts on a hydraulic piston, whose stroke or position determines the fluid pressure in said hydraulic pipe to control the brake or the clutch. 
     Since the various handlebars of motorcycles exhibit different shapes and also the motorcyclists&#39; hands do not all have the same size, the need of being able to adjust the lever rest position relative to the handlebar grip is felt. 
     Several solutions for carrying out an adjustment of the lever position have been proposed. A group of these solutions provides for an adjustment device of the lever position, such as in U.S. Pat. No. 4,840,082. 
     This known device is provided with a lever that can rotate about a support shaft for pushing a stem that influences a piston for putting the brake fluid under pressure during the braking action. 
     The stem selectively couples with at least one seat of different depth of a rotating adjustment block, for varying the operating lever position relative to the handlebar. 
     Moreover, the lever can be rotated about a coupling shaft against the strength of a spring (“double fulcrum”), for releasing the stem from one of the seats and thus allowing the rotation of the rotating adjustment block by a gripping portion or knob obtained at an end of the rotating block and that raises transversally from the operating lever, or by a screwdriver that acts on a screw at the end of the block itself. 
     The stem thus slides on guiding grooves, until it couples with the desired seat; in this way, the relative position between lever and handlebar is adjusted. 
     However, this known device exhibits excessive overall dimensions in the cross direction relative to the adjustment lever, that is, axial to the rotating adjustment block. 
     SUMMARY OF THE INVENTION 
     The object of the present invention therefore is to provide an adjustment device for motorcycle master cylinders having such features as to obviate the disadvantages mentioned with reference to the prior art and wherein its assembly and maintenance should be facilitated. 
     This an other objects are achieved by an adjustment device for motorcycle master cylinders as described below. 
    
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
       The features and advantages of the device according to the present invention will appear more clearly from the following description, made by way of an indicative and non-limiting example with reference to the annexed figures, wherein: 
         FIG. 1  shows a perspective view of an adjustment device for motorcycles pumps; 
         FIG. 1   a  shows a perspective view of the device of  FIG. 1  in open position; 
         FIG. 2  shows a perspective exploded view of the device of  FIG. 1 ; 
         FIG. 3  shows a further perspective view of the device of  FIG. 1  associated to a motorcycle pump; 
         FIG. 4  shows a view of the device of  FIG. 3  in the direction of arrow VI of  FIG. 1 ; 
         FIG. 5  shows a view of the device of  FIG. 3  in the direction of arrow VI of  FIG. 3 ; 
         FIG. 5   a  shows a view of the device of  FIG. 5  in open position; 
         FIG. 6  shows a view of the device of  FIG. 3  in the direction of arrow VI of  FIG. 3 ; 
         FIG. 7  shows a view of the device of  FIG. 3  in the direction of arrow VII of  FIG. 3 ; 
         FIG. 8  shows a section view of the device of  FIG. 1 ; 
         FIG. 8   a  shows a partial section view of the device of  FIG. 1 , in open position; 
         FIG. 8   b  shows a partial section view of an alternative embodiment of the device of  FIG. 1 , in open position; 
         FIG. 9  shows a section view of an alternative embodiment of the device of  FIG. 1 ; 
         FIG. 10  shows an enlarged and partly in transparency view of a detail of the device of  FIG. 1 ; and 
         FIG. 11  shows an enlarged view of a portion of the device of  FIG. 9 . 
     
    
    
     DETAILED DESCRIPTION OF THE INVENTION 
     In accordance with the present invention, and with reference to the annexed figures, reference numeral  1  indicates an adjustment device of lever devices for controlling a cylinder-piston unit for vehicles, in particular for adjusting a lever device for motorcycles wherein the lever rest position is adjustable, associable by tightening portions  3  to a handlebar  35  of a motorcycle. There are provided means for connecting device  1  to handlebar  35 , for example comprising tightening portions  3  provided with special holes  4  optionally threaded for seating tightening screws ( FIG. 3 ). 
     According to the present invention, said device  1  comprises first operating means  2 , such as a thrust lever  2 , turnably associable to the cylinder-piston unit so as to impart an actuation movement to said cylinder-piston unit. 
     The thrust lever  2  is therefore associated to the cylinder-piston unit, for example in a cylindrical seat  5  which slidingly houses a piston. 
     Moreover device  1  comprises second operating means  7 , or gripping lever  7 , turnably connected to the thrust lever  2  and suitable for imparting, by a portion thereof, a thrust on said thrust lever  2 , which causes the transmission of the actuation movement to said cylinder-piston unit, along an angular actuation stroke A ( FIG. 5 ). 
     The gripping lever  7  is made turnable relative to the thrust lever  2  by pivoting on a pin  18 , as illustrated hereinafter in detail. 
     The thrust lever  2  is in turn made turnable by pivoting on a pin, arranged along an axis of rotation X ( FIG. 8 ,  9 ). 
     The gripping lever  7  preferably comprises a gripping portion for manually operating on the lever itself ( FIG. 5 ). 
     In particular, therefore, the adjustment device  1  is suitable for adjusting the angular position, that is, the distance between the gripping lever  7 , for example the brake lever and handlebar  35 , that is, the grip of handlebar  35 , at will so as to adapt to the driving conditions desired by a user. 
     Preferably, the thrust lever  2  comprises a transmission portion  8 , carrying an eyebolt  19 , which imparts the actuation movement, by a push rod arranged between the thrust lever  2  and the piston, to the cylinder-piston unit, for actuating the cylinder-piston unit itself ( FIGS. 3 and 5 ). 
     The transmission portion  8  and eyebolt  19  preferably protrude from the thrust lever  2  and are arranged on the same plane as the thrust lever  2  ( FIGS. 1 ,  2  and  3 ). 
     According to a preferred embodiment, in fact, eyebolt  19  is a seat or “glass” shaped recess and exhibits a bottom  14  which, in the standard use, abuts against the push rod, for actuating the piston. 
     Thus, when the gripping lever  7  is placed in rotation along the angular actuation stroke A, it imposes the rotation in the same direction to the thrust lever  2  too, and consequently the transmission portion  8  pushes with bottom  14  of eyebolt  19  against push rod; in this way, movement is imparted from the gripping lever  7 , along the angular actuation stroke A, to the thrust lever  2  and hence to the cylinder-piston unit, in particular to the piston. 
     In accordance with the present invention, device  1  comprises adjustment means  9  arranged between said thrust lever  2  and said gripping lever  7 , for adjusting the relative position between said thrust lever  2  and gripping lever  7 , that is, for adjusting the distance between said gripping lever  7  and the grip of handlebar  35  of the motorcycle. 
     The adjustment means  9  are arranged between the gripping lever  7  and the thrust lever  2  and are turnably connected to an end of the gripping lever  7  by a first pin  10 , as explained in detail hereinafter. 
     In accordance with the present invention, the adjustment means  9  carry coupling means  13  or coupling seats  13  and operating portions  26 . 
     Moreover, according to the present invention, each coupling means  13  is arranged between or comprised between, two corresponding operating portions  26 . 
     In fact, the coupling means  13  substantially are grooves, or depressions, or coupling seats defined by the operating portions  26 . 
     The operating portions  26  comprise thrust surfaces accessible by an operator and/or a user of the motorcycle, for allowing a rotation of the adjustment means  9  about the first pin  10 . 
     In fact, in accordance with the present invention, the adjustment means  9  are provided with a rotation hole  11 , suitable for housing the first pin  10 . 
     Moreover, said thrust lever  2  comprises coupling counter-means  29 , suitable for coupling with said coupling means  13 , for cooperating with the coupling means  13  themselves, and allowing the desired adjusted position to be kept. 
     In fact, the coupling means  13  selectively couple with the coupling counter-means  29 , for defining at least one angular rest position R of said gripping lever  7  relative to handlebar  35 , that is, between the thrust lever  2  and the gripping lever  7  ( FIG. 5 ). 
     By rest position R it is meant a position of the gripping lever  7  wherein the coupling counter-means  29  couple with said coupling means  13 , but the transmission portion  8  does not substantially impart a pressure on the brake fluid through the piston. 
     In other words, the gripping lever  7  can be operated along the angular actuation stroke A, which extends from the angular rest position R of the gripping lever in a first direction of rotation. 
     In fact, along the angular actuation stroke A, the thrust lever  2  and the gripping lever  7  are integrally coupled, that is, along the angular actuation stroke A they cover in their movement the same angular width, thanks to the fact that the coupling counter-means  29  are constantly in abutment in a desired coupling seat  13  of the adjustment means  9 . 
     Moreover, the gripping lever  7  can also be turned along an angular adjustment stroke C which extends from said angular rest position R in a second direction of rotation, opposed to the first direction of rotation ( FIG. 5 ); during the angular adjustment stroke C, the adjustment means  9  are uncoupled from the coupling counter-means  29  and an “open” adjustment position P of the gripping lever  7  is reached, opposed to the rest position R, along the angular adjustment stroke C. 
     When the adjustment means  9  are uncoupled from the coupling counter-means  29 , that is, for example, in the adjustment position P of the gripping lever  7 , it is possible to rotate the adjustment means  9  themselves for adjusting the position of the gripping lever  7 , as illustrated hereinafter in the description. 
     Thus, in other words, the rest position R is an “interface” position, that is, an intermediate or neutral position, between the angular actuation stroke A and the angular adjustment stroke C, wherein the gripping lever  7  is held in abutment by special elastic means  20 ,  120  on the thrust lever  2  and at the same time, the coupling means  13  are coupled with the coupling counter-means  29 . 
     In yet other words, in the rest position R no thrust is imparted on the cylinder of the associated hydraulic system, and therefore the fluid contained therein is not put under pressure, that is, for example, no braking action is exerted and at the same time, the coupling means  13  are coupled with the coupling counter-means  29 . 
     Preferably, the coupling counter means  29  are shaped as a parallelepiped portion with at least partly curvilinear section. 
     The coupling counter-means  29  are preferably integrally formed on the thrust lever  2  and hence protruding towards the gripping lever  7 , shaped as a protuberance or operating pin, suitable for coupling into one of the coupling means  13 . 
     In this way, by the coupling counter-means  29  coupled to the coupling means  13  of the adjustment means  9 , the gripping lever  7  and the thrust lever  2  are made integral during the angular actuation stroke A. 
     In fact, the adjustment means  9 , as said, are turnably associated to the gripping lever  7 ; to this end there are provided side surfaces  25  or walls, protruding from a first end  30  of the gripping lever  7 , which house and axially delimit the adjustment means  9  ( FIG. 4 ). 
     The side surfaces  25 , in fact, delimit a seat  22  obtained along the direction of development of the gripping lever  7 , that is, recessed between the two side surfaces  25 . 
     According to the present invention, seat  22  houses the adjustment means  9 . 
     According to the present invention, moreover, the side surfaces  25  are arranged substantially parallel to one another and define two tines  17  which further protrude towards the thrust lever  2 . 
     Preferably, tines  17  are obtained by comprising a rectilinear portion and a rounded or curvilinear end, for better rotation of the gripping lever  7  when it is connected to the thrust lever  2 . 
     Tines  17  turnably house a second rotation pin  18 , for obtaining the coupling with the thrust lever  2 , as illustrated hereinafter. 
     Favourably, the second pin  18  is arranged transversally relative to the gripping lever  7  and to the thrust lever  2  and is parallel to the first pin  10 . 
     Moreover, seat  22  is laterally open towards the thrust lever  2 , so that the adjustment means  9  exhibit, or face, the coupling means  13  thereof towards the thrust lever  2  and the coupling counter-means  29 . 
     According to the present invention, the adjustment means  9  are housed into seat  22 , in a turnable manner by the first pin  10 , so as to adjust the position thereof and thus adjust the distance between the gripping lever  7  and handlebar  35 . 
     Thus, the first pin  10  turnably supports the adjustment means  9  into seat  22 . 
     According to the present invention, moreover, the adjustment means  9  are fully housed into seat  22  transversally to the gripping lever  7 , that is, between the side surfaces  25 . 
     In fact, the adjustment means  9 , even though they are fully housed between the side surfaces  25 , protrude along the radial direction thereof outside of the gripping lever  7 , as can be seen in  FIGS. 1 ,  3  and  7 . 
     In fact, the adjustment means  9  substantially are a cylindrical structure, centrally hollow for housing the first pin  10 , and having an outer side surface  12 , or skirt  12 , wherein there are obtained radially recessed regions, that is, seats, which define the coupling means  13 , and operating tips, as illustrated in detail hereinafter. 
     In accordance with the present invention, the rotation of the adjustment means  9  is suitable for selecting the coupling between one of the selectable coupling means  13  and the coupling counter-means  29 , that is, for allowing the coupling between the coupling counter-means  29  and a desired one of the coupling means  13 . 
     The possibility of providing for different possible coupling configurations between the adjustment means  9  and the coupling counter-means  29  allows adjusting the position of the gripping lever  7  relative to the thrust lever  2  and thus relative to handlebar  35 . 
     Thus, along the axial direction of the cylinder of the adjustment means  9 , the adjustment means  9  themselves are fully comprised within the seat  22  defined by walls substantially parallel to each other, that is, they are comprised between the planes defined by the side surfaces  25  themselves, whereas along the axial direction, the same adjustment means  9  externally protrude at least partly from the gripping lever  7 . 
     In accordance with the present invention, as said, the adjustment means  9  exhibit the side skirt  12 , which in turn comprises the coupling means  13  and the operating portions  26 . 
     In fact, according to a preferred embodiment of the present invention, the adjustment means  9  are shaped as a rotating cam  9 . 
     On the side surface thereof, the rotating cam  9  is provided with the coupling means  13 , shaped as grooves or coupling seats  13 . 
     The rotating cam  9  is provided with at least one coupling seat  13 , which allows the gripping lever  7  to be arranged in at least one rest position R. 
     Preferably, according to the number of coupling seats  13 , it is possible to position the gripping lever at will in a corresponding rest position R; in other words, it is possible to choose from a plurality of available rest positions. 
     Preferably, the rotating cam  9  exhibits a plurality of coupling seats  13 , for allowing selectively arranging the gripping lever  7  in a desired one of the different rest positions, that is, different relative angular positions between the gripping lever  7  and the thrust lever  2  and thus handlebar  35 . 
     The coupling seats  13  have such profile as to allow a geometrical coupling complementary with the coupling counter-means  29 , for example a profile with a curvilinear pattern complementary to the curvilinear pattern of the coupling counter-means  29  themselves, so as to prevent undesired or accidental uncoupling of the adjustment means  9 . 
     According to the present invention, therefore, the operating portions  26  of the adjustment means  9  are teeth or operating tips  26  that extend substantially radially; the operating tips  26  are laterally sided to the coupling seats  13  and are arranged alternating relative to the coupling seats  13  themselves. 
     According to the present invention, the operating portions  26 , two by two, define each of said coupling means  13 . 
     In other words, the side skirt  12  is a continuous surface comprising the operating tips  26 , spaced with the coupling seats  13 . 
     In other words, the adjustment means  9  comprise the coupling seats  13  and the operating tips  26 , each of said coupling seats  13  being comprised between two respective operating tips  26 . 
     According to the present invention, the coupling seats  13  are obtained at different depths relative to the axis of rotation of said rotating cam  9 , that is, at a different radial distance from pin  10 , for allowing the angular positioning variable at the user&#39;s will between the gripping lever  7  and the thrust lever  2 . 
     Seen in section, therefore, the rotating cam  9  exhibits a shape, that is, an outer perimeter, substantially as an irregular dial, wherein the coupling seats  13  extend towards the centre of the cam at different depths, that is, each coupling seat  13 , relative to the adjacent seats, is arranged at a different distance from the axis of rotation of the rotating cam  9  itself. 
     In other words, the rotation hole  11  is arranged in the rotating cam  9  so that the circular profiles defined by the radial distances of the coupling seats  13  from hole  11  form a series of circumferences having the same centre in hole  11 , but having a different radius. 
     According to the present invention, each coupling seat  13  geometrically and selectively couples with the coupling counter-means  29 , or operating pin of the thrust lever  2 , for changing the distance between the gripping lever  7  and handlebar  35  at will. 
     In fact, according to the depth of the coupling seat  13 , the coupling counter-means  29  penetrate in the coupling seat  13  of the rotating cam  9  selected by the operator, more or less deeply, thus allowing a more or less wide apart position of the gripping lever  7  relative to handlebar  35 , that is, relative to the thrust lever  2 . 
     Moreover, the operating portions  26  or operating tips  26 , by their structure, define and delimit the coupling seats  13 , thus contributing to the geometrical coupling, that is, forming the side abutment surfaces of the coupling seats  13  themselves, which interfere with the coupling counter-means  29  and prevent accidental uncoupling. 
     At the same time, the operating portions  26  are surfaces suitable for receiving a twisting torque, from example from the motorcyclist&#39;s fingers, which puts the rotating cam  9  in rotation about the first pin  10 , for selecting the desired coupling seat  13  and selectively defining the distance between the gripping lever  7  and handlebar  35 . 
     According to the present invention, therefore, each operating portion  26 , which receives the twisting torque for adjusting the position of the gripping lever  7 , is integrally comprised between the coupling seats  13  and structurally defines the coupling seats  13  themselves, that is, it is at the same time a surface suitable for receiving an operating action of the operator and a surface which produces the geometrical coupling with the coupling counter-means  29  and thus also produces the coupling and the abutment of the coupling counter-means  29  in the selected coupling seat  13  of the rotating cam  9  itself. 
     In this way, since the rotating cam  9  is integral with the gripping lever  7 , when the gripping lever  7  is in rest position R and the coupling counter-means  29  are in abutment in one of the coupling seats  13  of the rotating cam  9 , the gripping lever  7  itself is in a corresponding angular position predetermined by the depth of the coupling seat  13  itself; in fact, the deeper the seat, the deeper the insertion of the coupling counter-means  29  into the seat itself, and vice versa, this allowing the gripping lever  7  to be more or less “closed” towards handlebar  35 . 
     According to the present invention, the first end  30  of the gripping lever  7  is provided with a first hole  21 , suitable for housing the first pin  10  and for cooperating therewith for turnably holding the rotating cam  9  into seat  22 . 
     In fact, the rotating cam  9  is inserted into seat  22  so that the rotation hole  11  and the first hole  21  are axially aligned and after that, the rotating cam  9  is locked into seat  22  itself by the first pin  10  inserted in the first hole  21  and in hole  11  of the cam itself. 
     Moreover, the thrust lever  2  and the gripping lever are assembled and turnably coupled by the second rotation pin  18 . 
     In other words, as said, the second pin  18  allows the turnable coupling between the thrust lever  2  and the gripping lever  7 . 
     According to the present invention, moreover, each of tines  17  exhibits second coupling holes  23  that cooperate with the second pin  18  for connecting the two levers. 
     Correspondingly, the thrust lever  2  exhibits coupling holes  24 , for allowing the turnable coupling between the thrust lever  2  itself and the gripping lever  7  by the second pin  18  inserted in the second holes  23  and in the coupling holes  24 . 
     Holes  24  are suitable for being axially aligned within said second holes  23  and allowing the insertion of the second pin  18 . 
     Tines  17  thus are inserted into a provided recessed region  36  or recessing portion of the thrust lever  2 , shaped conforming, that is, complementary to tines  17 , that is, with a curvilinear portion, for allowing the rotation thereof without hindrances. 
     The second pin  18  exhibits at a first end a holding head  34 , of radial dimensions suitable for allowing the abutment of the holding head against the outer surface of one of tines  17 , and preventing the release of the second pin  18 . 
     Device  1  further comprises stopping means  27  arranged opposite the holding head  34 ; the stopping means  27  are suitable for axially constraining the second pin  18  when it is inserted into the second holes  23  and in holes  24 , that is, when the gripping lever  7  and the thrust lever  2  are turnably associated. 
     Preferably, the stopping means  27  comprise a snap ring suitable for cooperating with an annular grove  28  obtained at a second end of the second pin  18 . 
     Thus, the holding head  34  and the stopping means  27  lock the second pin  18  into holes  23  and into holes  24 , actually preventing the disconnection of the gripping lever  7  from the thrust lever  2 . 
     As said, according to the present invention the gripping lever  7  is actuable along an angular adjustment stroke C, opposite said angular actuation stroke A. 
     The angular stroke C is obtained by a rotation about the second pin  18 , for obtaining a release of the selected coupling means  13  from the coupling counter-means  29 . 
     By turning the gripping lever along the adjustment stroke C, the rotating cam  9  disengages from the coupling counter-means  29 . 
     At this point, it is possible to rotate the rotating cam  9  itself about the first pin  10  so as to select the desired coupling seat  13 , and thus the desired depth of the coupling seat  13  itself. 
     In accordance with a preferred embodiment, the rotating cam  9  exhibits an operating tip  126  protruding from the body of the rotating cam  9  by such extension as to produce a mechanical stop action on the rotation of the rotating cam  9  itself ( FIG. 8   b ). 
     The operating tip  126  is suitably arranged between the minimum depth coupling seat  13  and the maximum depth coupling seat  13 . 
     In fact, the operating tip  126  has such length as to interfere with the coupling counter-means  29 ; in this way it is possible to avoid the case where, by rotating the rotating cam  9 , a maximum depth coupling seat  13  (corresponding to a minimum adjustment of the angular actuation stroke A) changes into an adjacent minimum depth coupling seat  13  (corresponding to a maximum adjustment of the angular actuation stroke A), or vice versa. 
     Thus, by providing the operating tip  126 , it is possible to avoid sudden changes from a minimum adjustment extreme to a maximum adjustment extreme. 
     For example, therefore, when the maximum depth coupling seat  13  is selected, a further rotation in counterclockwise direction (see  FIG. 8   b ) is prevented; in this case, to select the desired minimum depth coupling seat  13 , it will be necessary to rotate the rotating cam  9  in clockwise direction until the position of the minimum depth coupling seat  13  coincides with the position of the coupling counter-means  29 . 
     The selection of the desired coupling seat  13  precedes the step where the gripping lever  7  itself is returned along the angular adjustment stroke C, that is, towards handlebar  35 , in rest position R and thus carries out the coupling of the coupling seat  13  itself to the coupling counter-means  29 . 
     The return of the gripping lever  7  is obtained by special elastic means  20 ,  120 , as illustrated in detail hereinafter. 
     Once such coupling has been carried out, the new rest position R of the gripping lever  7  selected by the user is obtained. 
     Thus, at least one portion of the rotating cam  9  is directly accessible and can be influenced from the outside for adjustment, for example by the motorcyclist&#39;s fingers. 
     In other words, at least one portion of the rotating cam  9  is visible from the outside, thus allowing quick access for adjusting the position of the lever relative to handlebar  35 . 
     The cam portion directly accessible by the user, for the rotation thereof and the lever adjustment, as said above, protrudes laterally rather than transversally from the gripping lever  7 , relative to the development direction of the gripping lever  7  itself. 
     Moreover, the protruding cam portion also exhibits surfaces comprising the coupling means  13 , that is, the seats, and the operating portions  26 . 
     In other words, when a coupling seat  13  of the cam engages in the coupling counter-means  29 , that is, when the gripping lever  7  is in rest position R or actuated along the angular actuation stroke A, at least one of the remaining coupling seats  13  of the rotating cam  9  laterally protrudes from the gripping lever  7 , that is, outside substantially towards handlebar  35 , along for example with the two operating tips  26  that laterally define and delimit it. 
     In fact, device  1  exhibits the gripping lever  7 , the thrust lever  2  and the rotating cam arranged between the two levers, laterally protruding from the gripping lever towards handlebar  35  rather than transversally from the gripping lever  7 , in a region, or recess, of the system comprised of the gripping lever  7 , the thrust lever  2  and the cylinder-piston unit, which is particularly protected. 
     In other words, the adjustment means  9 , that is, the cam, are arranged between the gripping lever  7  and the coupling counter-means  29  of the thrust lever  2  as if they were arranged between “anvil and hammer”, where “anvil” means the thrust lever  2  and in particular, the coupling counter-means  29  whereas “hammer” means the gripping lever  7 . 
     According to the present invention, moreover, device  1  comprises elastic contrast means  20 ,  120  housed into seat  22  ( FIGS. 8 ,  9 ) suitable for elastically and constantly influencing the second operating means  7  for allowing a return, that is, for carrying out the return of the gripping lever  7  to the angular rest position R. 
     The elastic means  20 ,  120  are preferably axially associated to the rotating cam  9  by coupling to the first pin  10  ( FIGS. 10 ,  11 ). 
     In other words, the rotating cam  9  and the elastic means  20 ,  120  are associated to one another in seat  22  and afterwards fixed to the gripping lever  7  by the first pin  10  and to the thrust lever  2  as described hereinafter. 
     When the gripping lever  7  is actuated along the angular adjustment stroke C, the elastic means  20 ,  120  are suitable for constantly stressing the gripping lever  7  to return to the rest position R. 
     Thus, by the elastic means  20 ,  120  it is allowed the return, that is, the recall to the selected angular rest position R, after the gripping lever  7  has been rotated for releasing the rotating cam  9  from the coupling counter-means  29 . 
     In other words, the elastic means  20 ,  120  are suitable for allowing the return to the selected angular hole position R when the gripping lever  7  is actuated along the angular adjustment stroke C, for releasing the rotating cam  9  and adjusting the position of the gripping lever  7 . 
     Preferably, the elastic means  20 ,  120  exhibit a portion  31 , at least partly annular, wherein the first pin  10  inserts, that is, suitable for axially engaging with the first pin  10 . 
     Portion  31  for example is circular or hook-shaped, or curved. 
     Moreover, the elastic means  20 ,  120  exhibit a first end  32 ,  132  suitable for interfering with the thrust lever  2 . 
     According to a preferred embodiment, the elastic means  20  comprise a traction spring  20  which exhibits a substantially cylindrical spring body  42  and comprising the first end  32 , for coupling with the thrust lever  2  ( FIGS. 8 and 10 ). 
     Preferably, the thrust lever  2  exhibits a special cylindrical housing  43 , suitable for housing the spring body  42  of the traction spring  20  therein. 
     Preferably, housing  43  is a through hole obtained in the thrust lever  2 , for allowing the assembly of the elastic means  20 . 
     Alternatively, housing  43  is a cylindrical seat. 
     Housing  43  of the thrust lever  2  is provided with a suitable hooking portion, for coupling the first end  32  to the thrust lever  2  itself. 
     The traction spring  20  therefore couples with the first pin  10  by portion  31  and with the thrust lever  2  by the first end  32 ; in this way, when the gripping lever  7  is rotated along the angular adjustment stroke C, the traction spring  20  tends to extend, elastically deforming and thus to recover its non-deformed shape and therefore return the gripping lever  7  itself to the rest position R. 
     According to a further alternative embodiment, the elastic means  120  comprise, as said, the first end  132  ( FIGS. 9 ,  11 ). 
     Preferably, the first end  132  is inserted in a holding seat  39  and interferes with the walls of said holding seat  39  during the angular adjustment stroke C, for example moving in abutment on one of the side surfaces thereof ( FIGS. 9 and 11 ). 
     Moreover, the elastic means  120  exhibit a second end  133  suitable for engaging into the corresponding holding recess  38  obtained into seat  22  and which interferes with the walls of said holding recess  38 , during the angular adjustment stroke C. 
     The second end  133  is associated to the thrust lever  7 , whereas the first end  132  is pre-loaded so as to allow the return to the angular rest position R when the second operating means  7  impart the adjustment movement along the angular adjustment stroke C, that is, so as to carry out the function of returning the gripping lever  7  to the rest position R. 
     According to the present invention, the elastic means  120  preferably comprise a helical spring, that is, a torsion spring, having the first end  133  that engages in a portion of seat  22  and the second end  132  that engages in a portion of the thrust lever  2 , jointed by the annular central portion  31  suitable for being inserted into said first pin  10 . 
     In accordance with a further embodiment of the present invention, the thrust lever  2  exhibits a portion  15 , that is, a travel end, suitable for abutting against a corresponding portion of the gripping lever  7 . 
     Favourably, portion  15  is comprised in the recessed region  36 , so that the tines  17  are housed in the same recessed region  36  and therefore that at least one of tines  17  meets portion  15  at the end of the angular adjustment stroke C. 
     Thus, the gripping lever  7  has tines  17  inserted in the recessed region  36  of the thrust lever  2  and is pivoted to the thrust lever  2  itself: the rotation of the gripping lever  17  is thus limited by the travel end portion  15 . 
     In fact, when the gripping lever  7  is rotated along the angular adjustment stroke C, at least one of its tines  17  moves in abutment against portion  15 , thus limiting the width of the adjustment stroke C itself. 
     Favourably, a recessed region  36  is obtained on each of the two opposite faces of the thrust lever  2  and each of them comprises a travel end portion  15 , so that both tines  17  have an angular adjustment stroke C limited by portions  15  themselves. 
     In this way, the elastic means  20 ,  120  are subject to an elastic stress limited by the presence of the travel end portion  15 , during the adjustment stroke C, so that no yield or non-elastic deformation of the elastic means  20 ,  120  themselves occurs, for example due to an excessive rotation of the gripping lever  7  itself, along the adjustment stroke C (see  FIGS. 1 ,  1   a ,  8 ,  8   a ,  9 ). 
     Therefore, device  1  in accordance with the present invention advantageously allows minimising the excessive overall dimensions of the adjustment means of the rest position R of the gripping lever, in the transversal direction relative to the gripping lever itself. 
     Advantageously, in fact, the cam portion that receives the twisting torque from the user is integrated with the cam portion that contributes to the coupling with the thrust lever  2 , thus allowing considerable reduction of the axial overall dimensions, that is, transversally relative to the main direction of development of the gripping lever  7 , of the system for adjusting the position of the gripping lever  7  relative to handlebar  35 . 
     According to a further advantageous aspect thereof, in the only surface or side skirt  12  there are integrated two surfaces, that is, the coupling surface, or the cam seats, and the thrust surface for the adjustment rotation, or the cam tips, thus allowing considerable and advantageous reduction of the axial overall dimensions of the adjustment device, with evident economical and aesthetic advantages. 
     In this way, moreover, the cam is very advantageously hidden and protected from accidental shocks, or from items raised during the drive such as stones and mud, in a recess defined by the handle or grip of the handlebar and by the thrust lever and gripping lever together, even though it is at the same time advantageously accessible in quick and effective manner by the user wishing to adjust the cam position, the cam itself in fact facing the motorcyclist, that is, the direction opposed the driving direction. 
     In fact, since such adjustment devices are normally arranged in the outermost and most exposed portion of the motorcycle, during a fall, one of its particularly protruding portions may abruptly collide with the ground, thus causing the breakage or deformation of the adjustment device or of its handlebar support and fixing structure. 
     Such damages could imply serious consequences for the motorcyclist&#39;s safety, for example preventing an effective braking action. 
     Advantageously, however, the device according to the present invention is carefully protected by the gripping lever, while remaining easily accessible by the user for adjustments. 
     Advantageously, moreover, the resistance of the brake fluid which is compressed while braking, or the counter-pressure exerted on the transmission portion  8 , is evenly discharged on the thrust lever  2 , for example partly on eyebolt  19  and not directly on the rotating cam  9 , since the coupling counter-means  29  are a portion of said thrust lever  2  which is different from said transmission portion  8 , that is, the directrix along which the thrust of the gripping lever  7  acts on the thrust lever  2  differs from the directrix along which the actuation of the transmission portion  8  acts on the cylinder-piston unit; in this way, the rotating cam  9  and the first pin  10  are prevented from harmful thrusts, which tend to tilt or in any case stress the first pin  10  relative to the expected operating position. 
     According to a further advantageous aspect thereof, moreover, the thrust lever  2  is integrally formed with the coupling counter-means  29 , thus allowing considerable advantage during the assembly of the adjustment device  1 . 
     Advantageously, moreover, the elastic means  20 ,  120  or the spring that allows the gripping lever to automatically return to the rest position R after it has been stressed for adjustment, are directly associated to the cam during assembly, thus allowing considerable reduction of the difficulties connected to the assembly of this return system. 
     In fact, the provision of cam and thus rotation pin  10  not directly stressed by transmission portions of the actuation movement of the gripping lever to the cylinder-piston unit, advantageously allows the use of elastic means, such as a traction, helical or torsion spring, directly associated to the first rotation pin  10 .