Patent Publication Number: US-2022234676-A1

Title: Handlebar with directional performance characteristics

Description:
CROSS REFERENCE 
     This application Claims priority to and benefit of co-pending U.S. Provisional Patent Application No. 63/142,279 filed on Jan. 27, 2021, entitled “Bicycle Handlebar With Directional Performance Characteristics” by Bart Scicchitano and assigned to the assignee of the present application, the disclosure of which is hereby incorporated herein by reference in its entirety. 
    
    
     FIELD OF THE INVENTION 
     Embodiments of the invention generally relate to steering components such as handlebars. 
     BACKGROUND 
     Typically, a handlebar is used for steering a vehicle. Normally, the movement of the handlebar results in a change to the direction of travel for the vehicle. On a ground (or water) vehicle, the movement of the handlebar will usually result in a turn to the left or the right. In an air vehicle, the movement of the handlebar can result in a change to one or more of a roll, a pitch, and possibly even a yaw. 
    
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
       Aspects of the present invention are illustrated by way of example, and not by way of limitation, in the accompanying drawings, wherein: 
         FIG. 1  is a perspective view of a bicycle, in accordance with an embodiment. 
         FIG. 2  is a front view of a handlebar, in accordance with an embodiment. 
         FIG. 3  is a front view of a portion of the handlebar of  FIG. 2  with a number of cross-sections annotated thereon, in accordance with an embodiment. 
         FIG. 4  is a perspective view of the different radial measurements and angles for one or more of the cross-sections of  FIG. 3  in a first plane, in accordance with an embodiment. 
         FIG. 5  is a perspective view of the different radial measurements and angles for one or more of the cross-sections of  FIG. 3  in a second plane, in accordance with an embodiment. 
         FIG. 6  includes a plurality of cross-section views including cross-sections A-A through of  FIG. 3 , in accordance with an embodiment. 
         FIG. 7  includes a plurality of cross-section views including cross-sections J-J through Q-Q of  FIG. 3 , in accordance with an embodiment. 
     
    
    
     The drawings referred to in this description should be understood as not being drawn to scale except if specifically noted. 
     DESCRIPTION OF EMBODIMENTS 
     The detailed description set forth below in connection with the appended drawings is intended as a description of various embodiments of the present invention and is not intended to represent the only embodiments in which the present invention is to be practiced. Each embodiment described in this disclosure is provided merely as an example or illustration of the present invention, and should not necessarily be construed as preferred or advantageous over other embodiments. In some instances, well known methods, procedures, objects, and circuits have not been described in detail as not to unnecessarily obscure aspects of the present disclosure. 
     User experience is often heavily influenced by the dynamic response and structural properties of a handlebar. In some embodiments, the dynamic response (resonant frequency and damping ratio) and structural properties (stiffness and strength) for optimal user experience are not isotropic, but are instead specific to different planes of the handlebar (fore-aft plane and vertical plane, etc.). Embodiments disclosed herein adjust the asymmetry of at least a portion of a handlebar (as identified by an asymmetric cross-section) in response to various frequencies imparted to the handlebar while maintaining appropriate structural properties for the handlebar. In one embodiment, the asymmetric cross-section(s) of the handlebar are configured to reduce and/or change vibrational and/or resonant frequencies that would otherwise be transferred from the handlebar to a user during travel. 
     In one embodiment, the asymmetric cross-section(s) of the handlebar are configured to modify the aerodynamic profile of the handlebar to reduce air resistance during high-speed travel. For example, a circular cross-section of a stem clamp region of the handlebar can negatively affect the aerodynamic characteristics of the handlebar. Moreover, handlebars with circular cross-section stem clamp regions tend to rotate in a stem clamp, which may cause a crash. In one embodiment, the asymmetric cross-section(s) of the handlebar stem clamp region are configured to reduce and/or prevent the rotation of the handlebar in the stem clamp thereby improving the user&#39;s safety and comfort. 
     In one embodiment, the asymmetric cross-section(s) of the handlebar are configured for one or both control end regions of the handlebar, which allows for a positioning of bicycle controls (brakes, grips, gear shifters, etc.) in a way that improves the user&#39;s comfort and prevents user fatigue. For example, a circular cross-section at a control end region can allow the vehicle controls mounted thereto to rotate on the handlebar contributing to the rider&#39;s fatigue and causing potential danger of a crash. In one embodiment, by configuring at least a portion of the cross-section profile of one or both control end regions of the handlebar to be asymmetric cross-section(s), the rotation of the bicycle controls on the handlebar can be reduced and/or completely eliminated. 
     In one embodiment, the one or more uniquely defined asymmetric cross-sections in one or more different regions of the handlebar are configured to create different dynamic response and structural properties in multiple planes (e.g., a fore-aft plane, a vertical (or side-to-side) plane, both the fore-aft and vertical plane, etc.). 
     In one embodiment, the one or more uniquely defined asymmetric cross-sections in one or more different regions of the handlebar are not symmetric oval shapes as they would not meet the desired geometric constraints of the handlebar, e.g., the required upsweep and/or backsweep, smooth transitions between sections of the handlebar, and the like. Instead, as disclosed herein the one or more uniquely defined asymmetric cross-sections in one or more different regions of the handlebar are configured to provide improvements to normal handlebar aerodynamic characteristics as well as user safety and comfort. 
     In the following discussion, and for purposes of clarity, a bicycle is utilized as the example vehicle. However, in another embodiment, the handlebar could be used on one or more of a variety of vehicles such as, but not limited to, a bicycle, an electric bike (e-bike), a moped, a motorcycle, a snow machine, a personal watercraft (PWC), aircraft, or any vehicle that utilizes a bar style steering assembly, e.g., a stick in an aircraft, a U or W shaped aircraft steering assembly, etc. 
     Referring now to  FIG. 1 , a perspective view of a bicycle  50  is shown in accordance with an embodiment. In one embodiment, bicycle  50  has a frame  24  with a suspension system comprising a swing arm  26  that, in use, is able to move relative to the rest of frame  24 ; this movement is permitted by, inter alia, rear shock assembly  38 . The front fork assembly  34  also provide a suspension function via a shock assembly in at least one fork leg. 
     In one embodiment, bicycle  50  is a full suspension bicycle. In another embodiment, bicycle  50  has only a front suspension and no rear suspension (e.g., a hard tail). In different embodiments, bicycle  50  could be a road bike, a mountain bike, a gravel bike, an electric bike (e-bike), a hybrid bike, a motorcycle, or the like. 
     In one embodiment, swing arm  26  is pivotally attached to the frame  24  at pivot point  12  which is located above the bottom bracket axis  11 . Although pivot point  12  is shown in a specific location, it should be appreciated that pivot point  12  can be found at different distances from bottom bracket axis  11  depending upon the rear suspension configuration. The use of the specific pivot point  12  herein is provided merely for purposes of clarity. Bottom bracket axis  11  is the center of the pedal and crank assembly  13 . Although pivot point  12  is shown in a specific location, it should be appreciated that pivot point  12  can be found at a different location depending upon the rear suspension configuration. The use of the pivot point  12  herein is provided merely for purposes of clarity. 
     For example, in a hardtail bicycle embodiment, there would be no pivot point  12 . In one embodiment of a hardtail bicycle, frame  24  and swing arm  26  would be formed as a fixed frame. 
     Bicycle  50  includes a front wheel  28  which is coupled with the front fork assembly  34  via axle  85 . In one embodiment, front fork assembly  34  includes a crown  31 . In one embodiment, a portion of front fork assembly  34  (e.g., a steerer tube) passes through the frame  24  and couples with handlebar  36 . In so doing, the front fork assembly and handlebars are rotationally coupled with the frame  24  thereby allowing the rider to steer the bicycle  50 . 
     In one embodiment, bicycle  50  includes a rear wheel  30  which is coupled to the swing arm  26  at rear axle  15 . A rear shock assembly  38  is positioned between the swing arm  26  and the frame  22  to provide resistance to the pivoting motion of the swing arm  26  about pivot point  12 . Thus, the illustrated bicycle  50  includes a suspension member between swing arm  26  and the frame  24  which operate to substantially reduce rear wheel  30  impact forces from being transmitted to the rider of the bicycle  50 . 
     In one embodiment, bicycle  50  is driven by a chain  19  that is coupled with both crank assembly  13  and rear sprocket  18 . As the rider pedals, the rotational input to crank arms  100  cause the crank assembly  13  to rotate about bottom bracket axis  11 . This rotation applies a force to chain  19  which transfers the rider generated rotational energy to rear sprocket  18  which results in the rotation of rear wheel  30 . Chain tension device  17  provides a variable amount of tension on chain  19 . The need for chain  19  length variation can be due to a number of different gears that may be on one or both of crank assembly  13  and/or rear sprocket  18  and/or changes in chain stay length as the distance between bottom bracket axis  11  (where crank assembly  13  attaches to frame  24 ) and the rear axle  15  changes due to suspension articulation. 
     In one embodiment, saddle  32  is connected to the frame  24  via seatpost  33 . In one embodiment, seatpost  33  is a dropper seatpost. 
     In one embodiment, bicycle  50  may include one or more active suspension components, sensors, and the like, such as disclosed in U.S. Pat. No. 10,036,443 which is incorporated by reference herein, in its entirety. 
     With reference now to  FIG. 2 , a front view of handlebar  36  is shown in accordance with an embodiment. In one embodiment, handlebar  36  is broken down into a number of subsections, e.g.,  101 - 105 . In one embodiment, handlebar  36  consists of stem clamp region  103 , two transition regions (e.g., transition region  102  and transition region  104 ), and two control end regions (e.g., control end region  101  and control end region  105 ). 
     In one embodiment, handlebar  36  is attached to bicycle  50  via a handlebar stem clamped at stem clamp region  103 . 
     In one embodiment, controls and components such as, but not limited to, brake levers, grips, throttle, gear shifter, and the like are coupled to the handlebar  36  at one or both of control end regions (e.g., control end region  101  and control end region  105 ). In one embodiment, the layout of the controls and components at one or both of control end regions (e.g., control end region  101  and control end region  105 ) is defined by the manufacturer. In one embodiment, the layout of one or more of the controls and components at one or both of control end regions (e.g., control end region  101  and control end region  105 ) is arranged by the user. 
     In one embodiment, handlebar  36  comprise a material such as an aluminum alloy, a titanium alloy, steel, other metal alloys, metals, ceramic, or the like. In one embodiment, some of the components of handlebar  36  comprise a composite material such a composite material with a thermoset or thermoplastic matrix, a long or short fiber thermoplastic or thermoset composite, injection molded carbon fiber, carbon fiber reinforced nylon, carbon fiber reinforced epoxy resin, glass filled nylon, a compression molded material, composite layering, chopped carbon fibers, plastic, a polymer, long fiber-reinforced plastics, short-fiber reinforced plastics, or the like. In one embodiment, one, some, or all of the components of handlebar  36  could be formed from a combination of these materials, e.g., a composite/metal hybrid. The handlebar assembly can be manufactured by a variety of methods such as compression molding, bladder molding, vacuum molding, resin transfer molding (RTM), filament winding, automated fiber placement (AFP), automated tape laying (ATL), or the like. 
     In one embodiment, the cross-section of at least a portion of the stem clamp region  103  is asymmetric while the cross-section of one or both of the control end regions (e.g., control end region  101  and/or control end region  105 ) and one or both of the transition regions (e.g., transition region  102  and/or transition region  104 ) are symmetric. 
     In one embodiment, the cross-section of at least a portion of one or both of the control end regions (e.g., control end region  101  and/or control end region  105 ) is asymmetric while the cross-section of both the stem clamp region  103  and one or both of the transition regions (e.g., transition region  102  and/or transition region  104 ) are symmetric. 
     In one embodiment, the cross-section of at least a portion of one or both of the transition regions (e.g., transition region  102  and/or transition region  104 ) is asymmetric while the cross-section of both the stem clamp region  103  and one or both of the control end regions (e.g., control end region  101  and/or control end region  105 ) are symmetric. 
     In one embodiment, the cross-section of at least a portion of one or both of the control end regions (e.g., control end region  101  and/or control end region  105 ) and one or both of the transition regions (e.g., transition region  102  and/or transition region  104 ) are asymmetric while the cross-section of the stem clamp region  103  is symmetric. 
     In one embodiment, the cross-section of at least a portion of the stem clamp region  103  and at least a portion of one or both of the control end regions (e.g., control end region  101  and/or control end region  105 ) are asymmetric while the cross-section of one or both of the transition regions (e.g., transition region  102  and/or transition region  104 ) are symmetric. 
     In one embodiment, the cross-section of at least a portion of the stem clamp region  103  and at least a portion of one or both of the transition regions (e.g., transition region  102  and/or transition region  104 ) are asymmetric while the cross-section of one or both of the control end regions (e.g., control end region  101  and/or control end region  105 ) are symmetric. 
     In one embodiment, the cross-section of at least a portion of the stem clamp region  103 , at least a portion of one or both of the control end regions (e.g., control end region  101  and/or control end region  105 ), and at least a portion of one or both of the transition regions (e.g., transition region  102  and/or transition region  104 ) are asymmetric. 
     In one embodiment, the cross-section of at least a portion of the stem clamp region  103 , at least a portion of both control end regions (e.g., control end region  101  and control end region  105 ), and at least a portion of both of the transition regions (e.g., transition region  102  and transition region  104 ) are asymmetric. 
     As a result, embodiments of the handlebar  36  comprising at least a portion of asymmetric cross-section(s) are able to reduce and/or change the vibrations or other unwanted effects imparted to a vehicle user based on the conditions that the vehicle and/or handlebar  36  is experiencing. 
     In various embodiments of the present invention, handlebar  36  comprising at least a portion of asymmetric cross-section(s) “translates” the vibration that will be transferred to the user. That is, by adjusting the non-uniformity of the asymmetric cross-section(s), handlebar  36  alters the frequencies (makes the frequencies higher or lower) that are ultimately passed to the vehicle user. It should be further noted that in various embodiments, where it is desired to reduce the amplitude of a particular frequency, handlebar  36  reduces the vibration that will be transferred to the user by adjusting the non-uniformity of the asymmetric cross-section(s). Conversely, it should be further noted that in various embodiments, where it is desired to increase the amplitude of a particular frequency, handlebar  36  amplifies the vibration by adjusting the non-uniformity of the asymmetric cross-section(s). 
     Although embodiments of the handlebar  36  explicitly describe adjusting the non-uniformity of the asymmetric cross-section(s), various other embodiments of the present invention adjust the response and operation of the handlebar  36  by varying the material comprising at least a portion of the handlebar  36 . It should further be noted that the present invention also includes embodiments is which the non-uniformity of the asymmetric cross-section(s) are adjusted, and the material comprising at least a portion of the handlebar  36  is varied. 
     Referring now to  FIG. 3 , a front view of a portion of the handlebar  36  of  FIG. 2  with a number of cross-sections (e.g., cross-sections A-A through Q-Q) annotated thereon is shown in accordance with an embodiment. 
     In one embodiment, cross-sections A-A through Q-Q are not an axis-symmetric surface of revolution along the entire axial span of handlebar  36 . That is, in various embodiments, cross-sections A-A through Q-Q of handlebar  36  are non-uniform at, at least, one location along the axial span of handlebar  36 . Moreover, in embodiments of the present invention, the asymmetric cross-section(s) such as cross-sections A-A through Q-Q may be at any given location along the axial span of handlebar  36 . 
     In one embodiment, the asymmetric cross-section(s) will be non-uniform along half the axial span of handlebar  36  beginning at approximately the middle of stem clamp region  103  and will be mirrored to the other half of the axial span of handlebar  36 . Additionally, in one embodiment, the asymmetric cross-section(s) will be non-uniform along the entire axial span of handlebar  36 . 
     In one embodiment, handlebar  36  will have a non-uniform asymmetric cross-section lengths at multiple locations along the axial span of handlebar  36 . Furthermore, it should be noted, that in one embodiment, handlebar  36  may have a uniform asymmetric cross-section length at, at least, one location along the axial span of handlebar  36 . 
     In one embodiment, stem clamp region  103  includes cross-sections A-A and B-B. In one embodiment, the transition region (e.g., transition region  102  and/or transition region  104 ) includes cross-sections C-C through N-N. In one embodiment, the end region (e.g., control end region  101  and/or control end region  105 ) includes cross-sections O-O through Q-Q. 
     With reference still to  FIG. 3 , in one embodiment, asymmetric cross-section(s) of handlebar  36  are oval in shape. In one embodiment, asymmetric cross-section(s) of handlebar  36  may be selected from shapes such as, but not limited to, egg-shaped, elliptically-shaped, rectangularly-shaped, other geometric shapes, and/or a combination of two or more different shapes. In one embodiment, asymmetric cross-section(s) of handlebar  36  are different thickness. Importantly, regardless of the various examples of shapes and configurations described herein, handlebar  36  has at least one asymmetric cross-section(s) at, at least, one location along the axial span of handlebar  36 . 
     With reference now to  FIG. 4 , a perspective view  400  of the different radial measurements and angles for one or more of the cross-sections of  FIG. 3  in a first plane is shown in accordance with an embodiment. In one embodiment, perspective view  400  provides an example of a cross-section region of handlebar  36  formed by the intersection of 4 ellipses and defined by 4 radii (R 1 , R 2 , R 3 , R 4 ) and interior of angle (α) of axis  6  of symmetry of the ellipses. Although 4 ellipses are shown in  FIG. 4 , it should be appreciated that more or fewer ellipses may be used to generate each cross-section. The use of 4 ellipses is provided as one embodiment used to generate the desired shape for one or more of the given cross-sections. 
     Referring now to  FIG. 5 , a perspective view  500  of the different radial measurements and angles for one or more of the cross-sections of  FIG. 3  in a second plane is shown in accordance with an embodiment. In one embodiment, perspective view  500  provides an example of a cross-section region of handlebar  36  formed by the intersection of 4 ellipses and defined by 4 radii (R 1 , R 2 , R 3 , R 4 ) and exterior of angle (α) of axis of symmetry of the ellipses that is about a different axis than axis  6 . Although 4 ellipses are shown in  FIG. 5 , it should be appreciated that more or fewer ellipses may be used to generate each cross-section. The use of 4 ellipses is provided herein as one embodiment used to generate the desired shape for one or more of the given cross-sections. 
     With reference now to  FIG. 6 , a plurality of cross-section views including cross-sections A-A through I-I of  FIG. 3  are shown in accordance with an embodiment. 
     In one embodiment, stem clamp region  103  includes cross-sections A-A and B-B. In one embodiment, cross-sections A-A and B-B are both asymmetric. In one embodiment, cross-sections A-A is asymmetric and cross-section B-B is symmetric. In one embodiment, cross-sections A-A is symmetric and cross-section B-B is asymmetric. In another embodiment, the stem clamp region  103  may include other cross-sections such as cross-sections C-C through Q-Q. 
     Referring now to  FIG. 6  and to  FIGS. 3-5 , in one embodiment, cross-sections A-A and B-B are formed by the intersection of 4 ellipses and defined by 4 radii (R 1 , R 2 , R 3 , R 4 ) and angle (α) of axis ( 6 ) of symmetry of the ellipses. 
     In one embodiment, the shape of stem clamp region  103  provides a smooth transition (eliminating stress concentration in the handlebar  36 ) between stem clamp region  103  and transition regions (e.g., transition region  102  and transition region  104 ). In one embodiment, the shape of a cross-section of at least a portion of stem clamp region  103  is asymmetrically designed to improve the aerodynamic characteristics of the stem clamp region  103  of handlebar  36 . In one embodiment, the shape of a cross-section of at least a portion of stem clamp region  103  is asymmetrically designed to reduce handlebar vibrations transferred to the user. In one embodiment, the shape of a cross-section of at least a portion of stem clamp region  103  is asymmetrically designed to reduce and/or prevent the rotation of the handlebar  36  within the stem clamp. In one embodiment, by reducing handlebar  36  vibration and/or preventing the rotation of handlebar  36  in the stem clamp, a user&#39;s safety and comfort is improved while steering feedback is maintained along with vehicle controllability. 
     In one embodiment, stem clamp region  103  uses R 1 ≠R 2 ≠R 3 ≠R 4  (e.g., asymmetric cross-section shape) with R 1 , R 2 , R 3 , R 4  varying along the length of the region. In one embodiment, additionally, the angle (α) of the axis ( 6 ) of symmetry of the ellipses can vary along the length of the stem clamp region  103 . In one embodiment, since R 1 , R 2 , R 3 , R 4  and a are varied along the length of stem clamp region  103 , the dynamic response and structural properties of the handlebar  36  can be adjusted in multiple planes. 
     In one embodiment, control end regions (e.g., control end region  101  and control end region  105 ) and/or transition regions (e.g., transition region  102  and transition region  104 ) have R 1 =R 2 =R 3 =R 4  (e.g., symmetric cross-section shape). In one embodiment, control end regions (e.g., control end region  101  and control end region  105 ) and/or transition regions (e.g., transition region  102  and transition region  104 ) have R 1 ≠R 2 ≠R 3 ≠R 4  (e.g., asymmetric cross-section shape). 
     Referring now to  FIG. 7 , a plurality of cross-section views including cross-sections J-J through Q-Q of  FIG. 3  are shown in accordance with an embodiment. 
     Referring now to  FIGS. 6 and 7 , in one embodiment, transition regions (e.g., transition region  102  and/or transition region  104 ) include one or more of cross-sections C-C through N-N. In one embodiment, the transition regions (e.g., transition region  102  and transition region  104 ) may include other cross-sections such as cross-sections A-A through B-B and O-O through Q-Q. 
     Referring now to  FIG. 3-7 , in one embodiment, cross-sections C-C through N-N are formed by the intersection of 4 ellipses and defined by 4 radii (R 1 , R 2 , R 3 , R 4 ) and angle (α) of axis ( 6 ) of symmetry of the ellipses. 
     In one embodiment, the asymmetric shape of the cross-sections of the transition regions (e.g., transition region  102  and transition region  104 ) use R 1 ≠R 2 ≠R 3 ≠R 4  (e.g., asymmetric cross-section shape) with R 1 , R 2 , R 3 , R 4  varying along the length of the region to achieve a smooth transition (to eliminate stress concentration in the handlebar  36 ) between control end regions (e.g., control end region  101  and/or control end region  105 ) and stem clamp region  103 . In one embodiment, the variations in cross-sections (including asymmetric cross-sections) across transition regions (e.g., transition region  102  and/or transition region  104 ) are designed to reduce handlebar vibrations transferred to the user thereby improving the user&#39;s comfort while retaining (or even enhancing) steering feedback and vehicle controllability. 
     In one embodiment, the angle (α) of the axis ( 6 ) of symmetry of the ellipses can vary along the length of the transition regions (e.g., transition region  102  and transition region  104 ). In one embodiment, as R 1 , R 2 , R 3 , R 4  and a are varied along the length of the transition regions (e.g., transition region  102  and transition region  104 ) the dynamic response and structural properties of the handlebar can be adjusted in multiple planes. 
     In one embodiment, control end regions (e.g., control end region  101  and control end region  105 ) and/or stem clamp region  103  have R 1 =R 2 =R 3 =R 4  (e.g., symmetric cross-section shape). In one embodiment, control end regions (e.g., control end region  101  and control end region  105 ) and/or stem clamp region  103  have R 1 ≠R 2 ≠R 3 ≠R 4  (e.g., asymmetric cross-section shape). 
     Referring again to  FIG. 7 , in one embodiment, control end regions (e.g., control end region  101  and/or control end region  105 ) include one or more of cross-sections O-O through Q-Q. In another embodiment, the control end regions (e.g., control end region  101  and control end region  105 ) may include other cross-sections such as cross-sections A-A through N-N. 
     Referring now to  FIG. 7  and  FIGS. 3-5 , in one embodiment, cross-sections O-O through Q-Q are formed by the intersection of 4 ellipses and defined by 4 radii (R 1 , R 2 , R 3 , R 4 ) and angle (α) of axis ( 6 ) of symmetry of the ellipses. 
     In one embodiment, the asymmetric shape of the cross-sections of the control end regions (e.g., control end region  101  and control end region  105 ) use R 1 ≠R 2 ≠R 3 ≠R 4  (e.g., asymmetric cross-section shape) with R 1 , R 2 , R 3 , R 4  varying along the length of the region to achieve a smooth transition (to eliminate stress concentration in the handlebar  36 ) between transition regions (e.g., transition region  102  and/or transition region  104 ) and control end regions (e.g., control end region  101  and/or control end region  105 ). In one embodiment, the variations in the asymmetric cross-sections across control end regions (e.g., control end region  101  and/or control end region  105 ) are designed to reduce handlebar vibrations transferred to the user thereby improving the user&#39;s comfort while retaining (or even enhancing) steering feedback and vehicle controllability. 
     In one embodiment, the variations in the asymmetric cross-sections across control end regions (e.g., control end region  101  and/or control end region  105 ) are designed to prevent the rotation of one or more controls and components such as, but not limited to, brake levers, grips, throttle, gear shifter, and the like, attached to the control end regions (e.g., control end region  101  and/or control end region  105 ) thereby improving the user&#39;s safety. 
     In one embodiment, the angle (α) of the axis ( 6 ) of symmetry of the ellipses can vary along the length of the control end regions (e.g., control end region  101  and/or control end region  105 ). In one embodiment, as R 1 , R 2 , R 3 , R 4  and a are varied along the length of the control end regions (e.g., control end region  101  and/or control end region  105 ) such that the dynamic response and structural properties of the handlebar  36  can be adjusted in multiple planes. 
     In one embodiment, transition regions (e.g., transition region  102  and transition region  104 ) and/or stem clamp region  103  have R 1 =R 2 =R 3 =R 4  (e.g., symmetric cross-section shape). In one embodiment, transition regions (e.g., transition region  102  and transition region  104 ) and/or stem clamp region  103  have R 1 ≠R 2 ≠R 3 ≠R 4  (e.g., asymmetric cross-section shape). 
     Environment Induced Vibrational and/or Resonant Frequencies 
     In the various aforementioned embodiments of handlebar  36 , the asymmetric cross-section(s) are selected to provide additional support for handlebar  36  at locations thereof which are subjected to greater stress. If it is determined that a particular type of use is subjecting a handlebar  36  to a “fore and aft” force which is greater than a “side-to-side” force, embodiments of the handlebar  36  comprising at least a portion of asymmetric cross-section(s) will adjust the non-uniformity of one or more asymmetric cross-section(s) to provide additional support with respect to the fore and aft force. Conversely, if it is determined that a particular type of use is subjecting handlebar  36  to a “side-to-side” force which is greater than a “fore and aft” force, embodiments of the handlebar  36  comprising at least a portion of asymmetric cross-section(s) will adjust the non-uniformity of one or more asymmetric cross-section(s) to provide additional support with respect to the side-to-side force. 
     In one embodiment, asymmetric cross-section(s) of handlebar  36  will be oriented such that the asymmetric cross-section(s) provide additional support with respect to an anticipated load. For example, in one embodiment, if it is anticipated that the vehicle will experience a fore and aft force/load, handlebar  36  is oriented such that the asymmetric cross-section(s) will provide additional support with respect to the fore and aft force. 
     As yet another example, in one embodiment, asymmetric cross-section(s) of handlebar  36  are adjusted in response to various frequencies that are expected to be imparted to handlebar  36 . In one embodiment, handlebar  36  configures the asymmetric cross-section(s) such that fore and aft vibrational and/or resonant frequencies are reduced and/or changed. In another embodiment, handlebar  36  configures the asymmetric cross-section(s) such that side-to-side vibrational and/or resonant frequencies are reduced and/or changed. In another embodiment, handlebar  36  configures the asymmetric cross-section(s) such that aerodynamic drag is reduced and/or changed. In still another embodiment, handlebar  36  configures the asymmetric cross-section(s) such that fore and aft and side-to-side vibrational and/or resonant frequencies are reduced and/or changed. In still another embodiment, handlebar  36  configures the asymmetric cross-section(s) such that fore and aft and side-to-side vibrational and/or resonant frequencies are reduced and/or changed in conjunction with a reduction in aerodynamic drag. 
     As a result, embodiments of the handlebar  36  comprising at least a portion of asymmetric cross-section(s) are able to reduce and/or change the aerodynamics, vibrations, resonant frequencies, and/or other unwanted effects imparted to a vehicle user based on the conditions that the vehicle and/or handlebar  36  is experiencing. 
     Additional information regarding vibrations, resonant frequencies, and/or other unwanted effects can be found in U.S. Pat. No. 10,435,106, and U.S. patent application (Ser. No. 16/659,272) the contents of which are incorporated by reference herein, in their entirety. 
     Human Induced Vibrational and/or Resonant Frequencies 
     Pascal Fries, a German neurophysiologist with the Ernst Strüngmann Institute, has explored and studied the ways in which various electrical patterns, specifically, gamma, theta and beta waves, work together in the brain to produce the various types of human consciousness. His concept is communication through coherence (CTC) and it is based on interactions between different electrical oscillation rates. For example, gamma waves are typically defined as about 30 to 90 cycles per second (hertz), theta as a 4- to 7-Hz rhythm, and beta as 12.5 to 30 Hz. Thus, humans, in general, have a similar resonance or vibrational frequency. 
     Further, the resonance or vibrational frequency can vary depending upon the part of the body. For example, the head will normally have a resonance frequency between 20-30 Hz, the arm will normally have a resonance frequency between 5-10 Hz, and the hand will normally have a resonance frequency between 30-50 Hz. 
     CTC suggests that synchronized electrical oscillation rates work in harmony while out-of-synch electrical oscillation rates act detrimentally. 
     Thus, for example, in the example provided herein, the human hand has a resonance or vibrational frequency between 30-50 Hz, if the handlebar  36  is tuned to provide a coherent (or synchronized) resonance or vibrational frequency the system (e.g., user and handlebar) will work in harmony providing a feeling of interconnectivity, reducing stress and discomfort, thereby increasing endurance and the overall performance of the human body and mind. 
     In contrast, if the handlebar  36  is providing a resonance or vibrational frequency that is not in coherence (not-synchronized) with the resonance or vibrational frequency of the human hand, the system (e.g., user and handlebar) will be in discord reducing a feeling of interconnectivity and increasing stress and discomfort thereby reduced endurance and worsening the overall performance of the human body and/or mind. 
     As stated herein, there is a range of frequencies and further there is a difference between the resonance frequency of the arm (e.g., 5-10 Hz), the hand (e.g., 30-50 Hz), the head (e.g., 20-30 Hz), and or other human body parts. 
     As such, in one embodiment, the asymmetric cross-section(s) of handlebar  36  are adjusted in response to various human induced vibrational and/or resonant frequencies that are expected to be imparted to handlebar  36  by the user&#39;s interaction with the handlebar  36  and/or the vehicle they are operating. 
     For example, in one embodiment, handlebar  36  configures the asymmetric cross-section(s) such that vibrational and/or resonant frequencies produced by the handlebar  36  are synchronized with the human induced vibrational and/or resonant frequencies of the user&#39;s hand (e.g., 30-50 Hz). In another embodiment, handlebar  36  configures the asymmetric cross-section(s) such that vibrational and/or resonant frequencies produced by the handlebar  36  are synchronized with the human induced vibrational and/or resonant frequencies of the user&#39;s arm (e.g., 5-10 Hz). 
     In one embodiment, different handlebars may be manufactured with different asymmetric cross-section(s) such that vibrational and/or resonant frequencies produced by the handlebar  36  are synchronized with the human induced vibrational and/or resonant frequencies selectable by the intended user. For example, one user might find a handlebar  36  producing vibrational and/or resonant frequencies that are synchronized with the user&#39;s hand (e.g., 30-50 Hz) to be preferable, while another user might prefer a handlebar  36  producing vibrational and/or resonant frequencies that are synchronized with the user&#39;s arm (e.g., 5-10 Hz) or other human body resonance frequency. 
     In one embodiment, the handlebar  36  might include different adjustable aspects such as weights, features, or the like such that the vibrational and/or resonant frequencies of handlebar  36  can be modified within a given range to further tune the vibrational and/or resonant frequencies of handlebar  36  to the individual user. 
     In one embodiment, handlebar  36  configures the asymmetric cross-section(s) such that fore and aft, and side-to-side vibrational and/or resonant frequencies are reduced and/or synchronized with the human induced vibrational and/or resonant frequencies in conjunction with a reduction in aerodynamic drag. 
     As a result, embodiments of the handlebar  36  comprising at least a portion of asymmetric cross-section(s) are able to reduce and/or change the aerodynamics, vibrations, resonant frequencies, and/or other unwanted effects imparted to the user based on the conditions that the user, vehicle, and/or handlebar  36  is experiencing. 
     The examples set forth herein were presented in order to best explain, to describe particular applications, and to thereby enable those skilled in the art to make and use embodiments of the described examples. However, those skilled in the art will recognize that the foregoing description and examples have been presented for the purposes of illustration and example only. The description as set forth is not intended to be exhaustive or to limit the embodiments to the precise form disclosed. Rather, the specific features and acts described above are disclosed as example forms of implementing the Claims. 
     Reference throughout this document to “one embodiment,” “certain embodiments,” “an embodiment,” “various embodiments,” “some embodiments,” “various embodiments”, or similar term, means that a particular feature, structure, or characteristic described in connection with that embodiment is included in at least one embodiment. Thus, the appearances of such phrases in various places throughout this specification are not necessarily all referring to the same embodiment. Furthermore, the particular features, structures, or characteristics of any embodiment may be combined in any suitable manner with one or more other features, structures, or characteristics of one or more other embodiments without limitation.