Abstract:
A handle bar mount for small vehicles and of the type having a pivoting handlebar cradle ( 24 ) attached to a top member ( 50 ) that is attached to a vehicle ( 20 ). A series of absorbers ( 38 ) is retained by absorber posts ( 42 ) using two independent pivot locations. The location of the pivots is ideally suited rearward and lower than the handlebar clamp. This provides a simple and cost effective dampening of vibration from the ground, acceleration, and breaking to the handlebars and the rider. The independent nature of the two pivoting locations allows a rider to lift on one end of the handlebars and push down on the other end of the handlebar and achieve different cushioning and control at each end of the handlebars.

Description:
CROSS REFERENCE TO RELATED APPLICATION 
       [0001]    This application is a continuation-in-part of applicant&#39;s co-pending application Ser. No. 10/954,694 filed Sep. 30, 2004 which claims priority to provisional application Ser. No. 60/507,757 filed Sep. 30, 2003 the entire contents of which is hereby expressly incorporated by reference herein. 
     
    
     FIELD OF THE INVENTION 
       [0002]    This invention relates to improvements in handlebar mounts. More particularly the handlebar mounts are used for cushioning steering small vehicles such as a motorcycle. More specifically providing a shock absorbing mounting to handlebars that reduces some of the vibration from the ground to the rider. 
       BACKGROUND OF THE INVENTION 
       [0003]    Traditional ATV, bicycle and motorcycle handlebar mounting structures have for the most part utilized a solid mount handlebar cradle molded into the top steering member. Other designs include a solid bolted mounting interface between the upper steering member and handlebar cradles providing in some cases adjustment of handle bar position but no vibration or impact damping. 
         [0004]    A significant improvement came when rubber bushings were included in a motorcycle handle bar cradle mount that was bolted to the top member using rubber bushings to insulate the vibration. Although the design is helpful during long periods of usage in reducing vibration transmitted to the handlebars, it has minimal effect on large impacts due to the minimal capacity for deformation of the bushings. 
         [0005]    Other prior inventions have used mechanical hydraulic shock absorbing system that requires the use of highly precision machined telescoping tubes, seals, and fluid that must be contained in a sealed unit and requires maintenance to minimize fluid leaks. 
         [0006]    U.S. Pat. No 6,712,541 Henricksen (2004) discloses a triple clamp plus a handlebar clamp. This invention uses multiple dampers, but the dampers do not pivot on the clamp mechanism, the dampers provide rocking and normal damping of the handlebar. This invention also requires at least three clamps plus a handlebar clamp to operate. 
         [0007]    U.S. Pat. No 6,371,263 Hoose (2002) discloses a dampening system with springs and hydraulic fluid that provides the dampening. This invention uses multiple dampers, but the dampers do not pivot on the clamp mechanism, the dampers provide only normal forces to be applied to the dampers. This provides dampening when the handlebars are being pushed down, but provides minimal damping when the rider is accelerating. The assembly is also expensive and prone to leaking hydraulic fluid. 
         [0008]    U.S. Pat. No. 5,511,444 Clausen and Allsop (1996) disclosed a system, which utilized parallel mounted arms and a damper unit. This patent describes using a shock absorbing bicycle handlebar assembly. This design requires the use of four pivots, which increased the complexity, and cost of the unit. 
         [0009]    U.S. Pat. No. 6,325,402 B1 Gogo and Wakamatsu (2001) disclose a system, which utilizes a spring and shock to dampen vibrations and impacts. This patent describes using a spring and shock damping design. This design makes it possible to absorb down ward impacts and general vibrations. However it is less effective in absorbing forward impacts that are transmitted to the operator as a result of hard braking. Another disadvantage is the use of guide slots to limit travel of the handlebar holder that can reduce the damping of impacts and vibration to the handlebars at full travel and in an acceleration direction it does not provide any additional damping. In addition, the use of a cylindrical member for means of preload adjustment to the coil spring extends above the handlebar mount, which could result in a safety problem for the rider in the event of an accident. The Gogo patent only allows for downward cushioning and does not provide for forward arc cushioning motion. 
         [0010]    Still other prior inventions have used a hard stop to limit movement of the handlebar cradle the proposed structure minimizes the impact that is transmitted to the operator when the handlebar cradle reaches full travel. As the force is increased the absorber overcomes the force of the impact at a progressive rate rather that stopping on a positive hard stop. 
       BRIEF SUMMARY OF THE INVENTION 
       [0011]    It is an object of the pivotal handlebar mounting structure to incorporate a pivoting handlebar cradle and a series of absorbers to create damping of vibration and impacts to the handlebars of a popular ATV, motorcycle or bicycle during operation and more specifically jumps, bumps de-acceleration and acceleration. 
         [0012]    One feature of the present handlebar mount shock absorber is the provision of a top member adapted to fit and retain a pair of forks or steering housing as a foundation for means of handlebar support. 
         [0013]    In accordance with this object of the present handlebar mount shock absorber is a pair of pivotally attached handlebar cradles mounted to the top member creating a secondary suspension for the handlebar cradles. The pair of cradles allows a rider to lift one end of the handlebar and press down on the opposite handle bar and achieve different cushioning on each end of the handlebar. 
         [0014]    In accordance with this object of the present handlebar mount shock absorber the pivot exists rearward and lower than the handlebar clamp. The pivot allows for arc motion in both directions and particularly forward arc motion. 
         [0015]    In accordance with this object of the present handlebar mount shock absorber is the provision of a series of absorber units fitted between and around the handlebar cradles and top member providing damping of vibration and impacts transmitted from the suspension to the handlebars. The use of the rubber absorbers will permit the use of the original handlebar and handlebar padding due to the location and size of the absorbers. 
         [0016]    In accordance with this object of the present handlebar mount shock absorber is the provision of a structure to retain said series of absorbers in place and to provide additional strength of the cradles when normal directional forces are applied as well as when lateral forces are applied. The opposing absorbers can be made stiffer or softer in compound and density as well as different shapes to control the movement of the handlebar. Additional bushing can be used at the handlebar cradle pivot minimizes the vibrations transmitted to the operator during operation. 
         [0017]    It is another object of the pivotal handlebar mount for each handlebar cradle and a series of opposing bumpers that allows movement in a forward downward and upward backward direction which can absorb impacts transmitted from off road terrain without sacrificing the steering accuracy of the vehicle and is more suitable to the natural direction of the rider operator movement with minimal components and cost to the manufacture. The presence of the opposing absorbers allows cushioning in both an acceleration direction when the vehicle is under full throttle for example and in a braking direction when entering corners. It allows movement of the handlebar when braking to absorb the bumps and potholes that usually occur when that section of the terrain has many vehicles traveling and braking at the same point. 
         [0018]    Various objects, features, aspects, and advantages of the present handlebar mount shock absorber will become more apparent from the following detailed description of preferred embodiments of the handlebar mount shock absorber, along with the accompanying drawings in which like numerals represent like components. 
     
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
         [0019]      FIG. 1  is a perspective view of a motorcycle incorporating the present handlebar mount shock absorber. 
           [0020]      FIG. 2  is a right side view of the present handlebar mount shock absorber removed. 
           [0021]      FIG. 3  is a top view of the present handlebar mount shock absorber top member with handlebar cradles removed. 
           [0022]      FIG. 4  is a lower perspective view of the present handlebar mount shock absorber removed. 
           [0023]      FIG. 5  is a top perspective view of the present handlebar mount shock absorber removed. 
           [0024]      FIG. 6  is a left side part view of an alternate embodiment of the present handlebar mount shock absorber configured for securing on an original equipment top clamp. 
           [0025]      FIG. 7A-C  shows the operation of the present handlebar mount shock absorber. 
           [0026]      FIG. 8A-B  shows cross sectional views of the absorbers in a neutral and compressed condition and shows the optional conical relief area for the absorbers. 
       
    
    
     DRAWINGS 
     Reference Numerals 
       [0027]      
         [0000]    
       
         
               
               
               
               
             
           
               
                   
               
             
             
               
                 20 
                 motorcycle 
                 21 
                 Mounting base 
               
               
                 22 
                 handlebar 
                 23 
                 Original equipment top member 
               
               
                 24 (a, b) 
                 handlebar cradle bottom 
                 26 
                 upper fork tube 
               
               
                 28 
                 front wheel 
                 30 (a, b) 
                 handlebar cradle top 
               
               
                 32 (a, b) 
                 handlebar pinch bolt 
                 33 
                 Bolt 
               
               
                 34 
                 lower fork tube 
                 35 
                 Bolt 
               
               
                 36 (a, b, c, d) 
                 washer 
                 38 (a, b, c, di) 
                 absorber 
               
               
                 40 (a, b, c) 
                 retaining nut 
                 42 (a, b) 
                 absorber post 
               
               
                 44 
                 pocket area 
                 46 (a, b, c, d) 
                 handlebar cradle pivot 
               
               
                 48 (a, b) 
                 handlebar clamping area 
                 50 
                 top member 
               
               
                 56 (a, b) 
                 absorber post bore 
                 58 
                 bottom member 
               
               
                 60 (a, b) 
                 fork tube clamping area 
                 62 
                 steering stem bore 
               
               
                 64 (a, b) 
                 pinch clamp slot 
                 66 (a, b) 
                 slot 
               
               
                 68 (a, b) 
                 pin 
                 70 (a, b) 
                 bolt 
               
               
                 72 
                 bushing 
                 74 
                 suspension assembly 
               
               
                 76 
                 hydraulic damper 
                 80 (a, b, c) 
                 pivot locations 
               
               
                 82 
                 cup 
                 84 
                 bulge 
               
               
                   
               
             
          
         
       
     
       DETAILED DESCRIPTION 
       [0028]      FIG. 1  shows a perspective view of a motorcycle incorporating a preferred embodiment of the handlebar mount shock absorber. A front prior art suspension assembly  74  has a bottom member  58  and a top member  50  pivotally connectable to the motorcycle  20  and a pair of telescoping upper fork tube  26  and lower fork tube  34  sets. A front wheel  28  is connected to the pair of lower fork tubes  34 . A pair of handlebar cradle bottoms  24  is pivotally attached to top member  50 . The pair of handlebar cradle bottoms is symmetrical and is mounted in a direction of the width of the motorcycle. Each handlebar cradle bottom  24   a  is connected via a handlebar cradle pivot  46   a  as shown in  FIG. 2 , to the top member  50  which allows movement of a handlebar  22  retained by a pair of handlebar cradle tops  30  and a series of handlebar pinch bolts  32   a ,  32   b  shown in  FIG. 2 . An absorber post  42   a  extends through a corresponding absorber post bore  56  to the lower side of top member  50 . A set of upper  38   a  and lower  38   d  absorbers is held in place by absorber post  42   a  and a retaining nut  40   a  to create damping of vibrations and impacts during acceleration, braking and maneuvering obstacles for example, on off road terrain. A series of washers  36   a, b, c, d  provide a maintainable surface for absorbers  38   a ,  38   d  to interface with. The nut  40   a  can be threaded onto the absorber posts  42   a  to increase the preload on the absorbers and provide firmer handlebar response. It is also possible to loosen the nut  40   a  to allow for some free travel of the handlebar before the free travel comes in contact with either the upper  38   a  or the lower  38   d  absorber. 
         [0029]      FIG. 3  shows top member  50  with handlebar cradle bottoms removed to show a pair of slots  66   a ,  66   b  where the handlebar cradle bottoms attach and their relationship to absorber post bore  56   a ,  56   b  and steering stem bore  62 . Each slot  66   a ,  66   b  is an area for the handlebar cradle bottom to fit between, providing areas for handlebar cradle pivot  46   a ,  46   b ,  46   c , and  46   d  to be machined where pins  68   a ,  68   b  are located as shown in  FIG. 4 . Pins  68   a ,  68   b  could be a threaded bolt, solid pin or hollow pin, referring back to  FIG. 3 . Fork tube clamping area  60   a ,  60   b  retains upper fork tube when bolt  70   a ,  70   b  is tightened closing pinch clamp slot  64   a ,  64   b  until top member  50  is holding upper fork tubes  26  as shown in  FIG. 1  secure. This is the most common method the motorcycle manufactures use to retain upper fork tubes shown in  FIG. 4 . 
         [0030]    The bottom of top member  50  ( FIG. 4 ) has a pocket area  44  where each lower absorber  38   c ,  38   d  is located. This bushing can be made of plastic, rubber, brass, bronze, aluminum, or a combination of these materials or other materials that provide similar results. Pocket area  44  is an area that allows deformation of each absorber  38   c ,  38   d . This also applies to the open area on the upper side of top member  50  shown in  FIG. 5 , where the upper absorbers  38  are located. This in turn allows each respective handlebar cradle bottom to move depending on the hardness and shape of absorber  38   a ,  38   b ,  38   c ,  38   d  shown in  FIGS. 4 and 5 . In  FIG. 3  the absorber bore hole  56  is elongated to allow the absorber post  42   a  to swing within the bore hole  56  as the top and bottom handle cradle pivots on the top member  50 . The material composition, hardness and shape of each absorber  38   a ,  38   b ,  38   c , and  38   d  can be changed to control the movement of handlebar cradle bottom  24  shown in  FIG. 1 . For example they could be rubber, polyurethane or any combination of a rubberized plastic composition that would aid in the proper amount of absorption for the given environment. In addition to the shape of absorber  38   a ,  38   b ,  38   c ,  38   d , the shape of washer  36   a ,  36   b  can be changed likewise to also aid in the control of the handlebar cradle bottom  24 . In  FIG. 2  the absorbers  38   a ,  38   b ,  38   c ,  38   d  are square shaped.  FIG. 5  shows that two separate and independent pivoting handlebar clamps are being used. The independent nature of the two pivoting locations allows a rider to lift on one end of the handlebars and push down on the other end of the handlebar and achieve different cushioning and control at each end of the handlebars. 
         [0031]      FIG. 6  is a right side view of an alternate embodiment of the present handlebar mount shock absorber is configured for securing on an original equipment top member. The mounting base  21  is configured to bolt  35  directly onto an original equipment top member  23  that is present on most motorcycles. A stock or custom handlebar  22  is clamped into the handlebar mount shock absorber with handlebar pinch clamps  32  that clamp the handlebar between the handlebar cradle top  30  and the handlebar cradle bottom  24 . The sub assembly of the top and bottle handlebar clamp  24  and  30  is pivotally secured to the mounting base  21  with a pin  68  that allows the handlebar  22  to move/rotate independently from the original equipment top member  23 . A bolt  33  extends through a bore in the handlebar cradle bottom  24  and then is secured into mounting base  21 . There is an upper absorber  38   a  that absorbs lifting motion of the handlebar  22  and a lower absorber  38   d  that absorbed downward motion of the handlebar  22 . The bolt  33  can be loosened from the nut  40  can be threaded onto the absorber posts  42   a  to increase the preload on the absorbers and provide firmer handlebar response. It is also possible to loosen the retaining nut  40   c  to allow for some free travel of the handlebar, if desired by a user, before the free travel comes in contact with either the upper  38   a  or the lower  38   d  absorber. 
         [0032]    The operation of the handlebar mount shock absorber structure is shown in  FIGS. 7A-C .  FIG. 7A  shows a state where external force is not applied to the handlebar and where distance “A 1 ” is the neutral position.  FIG. 7B  shows the lower absorber  38   b  in compression for example when the bike is accelerating and the rider is pulling on the handlebar  22  in handlebar cradle  24 . This action absorbs the impact felt by the rider and distance “A 2 ” has increased in an upward and rearward direction. The handle mount exhibits a forward arc motion where lower absorbers  38   b  absorb load variations while still maintaining control over the steering and the motorcycle.  FIG. 7C  shows the upper absorber  38   a  in compression when the rider and bike are decelerating or landing from a jump. Distance “A 3 ” has decreased whereby absorbing the force in a downward and forward direction. In both  FIGS. 7B and 7C  the absorbers  38   a  that are under compression are unconstrained from side expansion. The upper and lower opposing absorbers each have different absorption properties to control movement of said handlebars. The handle mount exhibits a rearward arc motion where upper absorbers  38   a  absorb impacts. As an example the upper absorbers would be firmer to provide control in acceleration while the lower absorbers would be softer to absorb ground impacts. The expansion of an absorber is shown and described in more detail in  FIGS. 8A and 8B . 
         [0033]      FIGS. 8A-B  shows cross sectional views of the absorbers in a neutral and compressed condition and shows the optional conical relief area for the absorbers.  FIG. 8A  shows the handlebar mount shock absorber system in a neutral unloaded condition. The top member  50  would be mounted to a vehicle as previously described. A bushing  72  connects to a pin  68  to allow for rotational movement of the lower handlebar cradle  24  on the top member  50 . The lower handlebar cradle is bolted to elongated handlebars  22  (shown in  FIG. 1 ) with a handlebar top cradle  30  using bolts  32  and  32   a  or equivalent fasteners. The bolt  32   a  extends as an absorber post  42   a  through the lower handlebar cradle  24 , through washer  236   a , absorber  38   a , top member  50 , absorber  38   d , and washer  36   d  where it is fastened with a nut or similar fastener  40   a . The fastener  40   a  can be a variety of fasteners that will not back-off the absorber post  42   a  when vibrated. Acceptable fasteners would include but not be limited to Nylon insert nuts, castle nuts, slotted nuts, locknuts, tamper resistant nuts and expanding nuts. The faces where the absorbers  38   a  and  38   d  mate with the upper and lower faces of the top member  50  are cupped  82  to allow each absorber  38   a  or  38   d  to expand into. The absorber bore hole  56  is elongated (as shown in  FIG. 3 ) to allow the absorber post  42   a  to swing within the bore hole  56  as shown in  FIG. 8B . 
         [0034]    In  FIG. 8B  the upper  30  and lower  24  handlebar cradles are shown rotated with absorber  38   a  pressed into the cup  82  and bulging  84  out the sides without being constrained from expansion. The cups  82  allow for a softer initial compression because the absorbers can initially expand into the cups  82  before they expand or bulge  84  out the sides. The cups may exist on one or both sides of the top member  50  and the existence or absence of the cup(s)  82  alter the cushioning from the absorbers  38   a  and  38   d . Because the absorber post  42   a  is threaded the fastener  40   a  can be turned up or down the length of the absorber post  42   a  to create a preload on the absorbers  38   a ,  38   d  to stiffen the cushioning. It is also possible to loosen the fastener  40   a  and allow for free travel of the handlebar cradle before the free travel contacts an absorber  38   a ,  38   d . This free travel is shown in  FIG. 8A  as a gap existing between the absorber  38   d  and top member  50 . 
         [0035]    Thus, specific embodiments of a pivoting motorcycle handlebar have been disclosed. It should be apparent, however, to those skilled in the art that many more modifications besides those described are possible without departing from the inventive concepts herein. The inventive subject matter, therefore, is not to be restricted except in the spirit of the appended claims.