Abstract:
A single motor system for automatically changing the height and tilt angle of handlebars on a vehicle. The inventive system includes a first shaft; a solenoid for translating the first shaft along a first axis from a first position to a second position; a first motor for rotating the shaft about the axis in the first and the second positions; an arrangement for rotating the payload about a second axis, in response of the rotational motion of the shaft, when the shaft is in the first position; and a gear set for converting the rotational motion of the shaft in the second position to translational motion of a payload coupled thereto along a third axis.

Description:
BACKGROUND OF THE INVENTION 
     1. Field of the Invention 
     The present invention relates to mechanical systems. More specifically, the present invention relates to systems and for inducing translational and rotational movement. 
     2. Description of the Related Art 
     For a variety of applications, there is a need for a mechanism for inducing rotational as well as translational motion. For example, it is well-known in the motorcycle community that the typically fixed position of the handlebars has numerous limitations including: 1) a suboptimal positioning of the handlebars for a rider; 2) even if optimal at one time, the fixed handlebar position can be uncomfortable for a rider on another occasion due to injury, illness, weight gain or a variety of other changes in the riders condition or mood; and/or  3 ) the position of the handlebars, even if comfortable at the start of a ride, can become uncomfortable over time after long hours on the road. 
     Accordingly, a need existed in the art for an apparatus and method for adjusting the position of handlebars for motorcycles and other similar vehicles. While adjustable handlebars were known in the art, these systems typically required the user to adjust the handlebar positions mechanically and by hand. This was slow, cumbersome and typically provided a discrete set of position options as opposed to a continuous set of position options. Hence, a need remained in the art for an easy to use motorized system and method for adjusting motorcycle handle bars over a continuous range of motion. 
     The need was addressed by an invention disclosed by P. Oravecz in U.S. Pat. No. 9,038,500 B1 entitled SYSTEM AND METHOD FOR CONTINUOUSLY VARIABLE MOTORIZED ADJUSTMENT OF MOTORCYCLE HANDLEBARS, issued May 26, 2015, the teachings of which are incorporated herein by reference. This application discloses and claims a motorized system for adjusting the tilt angle and telescopic position of handlebars mounted on a motorcycle, bicycle or other vehicle. 
     While this invention substantially addresses the need in the art, unfortunately, it requires two motors. This adds to the cost and weight of the arrangement. 
     Hence, a need remains for a system for a system for adjusting the rider&#39;s position while still controlling the motorcycle (i.e., throttle, brake, clutch, etc.) and allowing for use of the original handlebars with a single motor. More generally, a need remains in the art for a system and method for inducing rotational as well as translational motion of a mechanism with a single motor. 
     SUMMARY OF THE INVENTION 
     The need in the art is addressed by the single motor system for automatically changing the height and tilt angle of handlebars on a vehicle of the present invention. In the illustrative application, the inventive system includes a first shaft; a solenoid for translating the first shaft along a first axis from a first position to a second position; a first motor for rotating the shaft about the axis in the first and the second positions; an arrangement for rotating the payload about a second axis, in response of the rotational motion of the shaft, when the shaft is in the first position; and a gear set for converting the rotational motion of the shaft in the second position to translational motion of a payload coupled thereto along a third axis. 
    
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
         FIG. 1  is a side view of a motorcycle as an illustrative application of the two phase clutch-less transmission of the present invention. 
         FIG. 2  is a front view of the motorcycle depicted in  FIG. 1 . 
         FIG. 3A  is an exploded sectional fragmentary front view of the two phase clutchless transmission of the motorcycle depicted in  FIG. 2  in an angular mode of operation. 
         FIG. 3B  is a fragmentary end view of the shaft of the two phase clutchless transmission of  FIG. 3A  in the angular mode of operation. 
         FIG. 3C  is a fragmentary top plan view of the two phase clutchless transmission of the motorcycle depicted in  FIG. 2 . 
         FIG. 4A  is fragmentary front view of the two phase clutchless transmission of the motorcycle depicted in  FIG. 2  in a linear mode of operation. 
         FIG. 4B  is a fragmentary end view of the shaft of the two phase clutchless transmission of  FIG. 4A  in the linear mode of operation. 
         FIGS. 5-7  are fragmentary side views of the motorcycle of  FIG. 1  with the handlebars shown in upright, full rearward and full forward angular positions respectively. 
         FIGS. 8 and 9  are fragmentary side views of the motorcycle of  FIG. 1  with the handlebars shown in fully retracted and fully elevated linear positions respectively. 
         FIG. 10  is a block diagram of an illustrative embodiment of a control system of the two phase clutch-less transmission of the present invention. 
     
    
    
     DESCRIPTION OF THE INVENTION 
     Illustrative embodiments and exemplary applications will now be described with reference to the accompanying drawings to disclose the advantageous teachings of the present invention. 
     While the present invention is described herein with reference to illustrative embodiments for particular applications, it should be understood that the invention is not limited thereto. Those having ordinary skill in the art and access to the teachings provided herein will recognize additional modifications, applications, and embodiments within the scope thereof and additional fields in which the present invention would be of significant utility. 
       FIG. 1  is a side view of a motorcycle  10  as an illustrative application of the two phase clutch-less transmission  100  of the present invention. Those of ordinary skill in the art will appreciate that the transmission  100  of the present invention may be used in a variety of other applications as well. 
       FIG. 2  is a front view of the motorcycle depicted in  FIG. 1 . As shown in the figures, the motorcycle  10  has a fork  12  at which a wheel  14  is mounted. Handlebars  16 ,  18  extend from the fork  12  through the two phase clutch-less transmission  100  of the present invention. 
     As shown in  FIG. 2 , first and second prongs  13  and  15  engage first and second shock absorbers  17  and  19 . The two phase clutch-less transmission  100  of the present invention rests on headstock  11  secured to the fork  12  on the motorcycle headstock  11  between first and second prongs  13  and  15  thereof. 
       FIG. 3A  is an exploded sectional fragmentary front view of the two phase clutchless transmission  100  of the motorcycle  10  depicted in  FIG. 2  in a first (angular) mode of operation by which the tilt angle of the handlebars  16  and  18  are adjusted as discussed more fully below. (For clarity, some elements, e.g.  112 ,  114 , are shown in elevation as opposed to cross-section. Also the bevel gears are not shown in cross-section.) As shown in  FIG. 3A , the transmission  100  is mounted on a U-shaped frame  102  that is secured to a headstock  11  by first and second bolts  104  and  106 . The first and second bolts  104  and  106  extend through first and second washers  108  and  109  respectively. 
     A shaft  110  is mounted with its longitudinal axis parallel with the longitudinal axis of the frame  102  and extends through the distal and proximal ends thereof,  103  and  105 . The shaft  110  has a plurality of uniformly spaced ribs  111  extending along the length thereof that provide teeth, across the transverse axis thereof, adapted to engage gears in hinge gear assemblies  146  and  148  as shown in the sectional end view of  FIG. 3B  in the first (angular) mode of operation as discussed more fully below. 
     As shown in  FIG. 3A , the shaft  110  is driven by a motor  112  through a power train consisting of a gear assembly  114 , a first bevel gear  116  and second bevel gear  118 . The second bevel gear  118  is mounted on the shaft  110  such that rotation of the first bevel gear  116  by the motor  112  through the transmission  114  about a rotational axis of the first bevel gear  116  causes a rotation of the second bevel gear  118  about the longitudinal axis of the shaft  110  due to the engagement of the second bevel gear  118 . Those of ordinary skill in the art will recognize that the present invention is not limited to the gear arrangements shown herein. Other gear arrangements and power train designs may be utilized without departing from the scope of the present teachings. 
     The drive motor  112  is of conventional design. A suitable drive motor  112  may be purchased from Suzhou Chuangtou Machinery and Electrical Technology Co. Ltd. and other manufacturers. 
     An L-shaped bracket  120  secures the third bevel gear  118  and shaft  110  to the housing of the motor  112 . The arrangement is illustrated from another perspective in  FIG. 3C . 
       FIG. 3C  is a fragmentary top plan view of the shaft  110 , motor  112  and power train  114 ,  116  and  118  of the two phase clutchless transmission of the motorcycle depicted in  FIG. 2 . 
     Returning to  FIG. 3A , the motor  112  and associated transmission assembly  114  are mounted on a sled  122  that is mounted for translation of the floor of the U-shaped frame  102  in response to a solenoid actuator  124  through a plunger  125  operationally coupled to the sled  122 . The sled is secured to the frame  102  by a bolt  126 . In response to the force applied by the solenoid plunger  125 , the stem of the bolt  126  reciprocates in a channel  128  that defines the range of motion of the shaft  110  through sled  122 , motor  112 , and bracket  120 . The nut of the bolt  126  moves without constraint in a larger channel  129  machined into the underside of the frame  102 . 
     As shown in  FIG. 3A , third and fourth bevel gears  130  and  132 , respectively, are mounted on the proximal and distal ends of the shaft  110 . Linear (left and right) translation of the shaft  110  causes the third and fourth bevel gears  132  to engage and disengage fifth and sixth bevel gears  134  and  136  respectively. 
       FIG. 3A  shows a right most translation of the shaft  110  whereby the system  100  is in a first (angular) mode of operation). 
       FIG. 4A  is fragmentary front view of the two phase clutchless transmission of the motorcycle depicted in  FIG. 2  in a second (linear) mode of operation by which the height of the handlebars  16  and  18  are adjusted. 
     In the first (angular) mode shown in  FIG. 3A , the rotation of the shaft  110  drives a gear  150  ( FIG. 3B ) in first and second gear assemblies  146  and  148  causing these assemblies to rotate about the rotation axes thereof. In the best mode, the rotation axes of these assemblies are coaxial with the longitudinal axis of the shaft  110 . In the best mode, the first and second gear assemblies are implemented with recliner assemblies as disclosed in the copending patent application of P. Oravecz, the teachings of which have been incorporated herein by reference. These assemblies may be purchased from a number of manufacturers including Suzhou Chuangtou Machinery and Electrical Technology Co. Ltd. (Model: TJX-K5 Recliner, Power slider, Calf Support) by way of example. Inasmuch as such off-the-shelf mechanisms are optimized for automobile seats, some custom modifications may be required to remove superfluous and unnecessary components for a given application as will be appreciated by one of ordinary skill in the art. 
     The first and second gear assemblies  146  and  148  are secured to the frame  102  by first and second flanges  147  and  149 . 
     In the first angular mode of operation, rotation of the shaft  110  is effective to adjust the tilt angle of the handlebars  16  and  18  as depicted in  FIGS. 5 ,  6  and  7 . 
       FIGS. 5-7  are fragmentary side views of the motorcycle of  FIG. 1  with the handlebars shown in upright, full rearward and full forward angular positions respectively. The present invention allows the tilt angle of the handlebars to be set at any angle subject to the range of motion, if any, of the gear assemblies  146  and  148 . In the best mode, the range of motion is chosen to allow the rider to maintain a safe operation of the vehicle in a motorcycle application of the present teachings. However, for other applications, an unlimited range of motion might be preferred. 
     Returning to  FIG. 3A , a left most translation of the shaft  110  results in a linear mode of operation depicted in  FIG. 4A . In this mode, the shaft is moved to the left in  FIG. 3A  and the third and fourth bevel gears  130  and  132 , thereof, engage the fifth and sixth bevel gears  134  and  136  respectively. This allows the rotation of the shaft to effect rotation of the worm drives  138  and  140 , via the fifth and sixth bevel gears  134  and  136  respectively. The first and second threaded worm drives  138  and  140  are mounted in first and second shafts  142  and  144 , respectively. In turn, first and second shafts  142  and  144  are mounted to the first and second gear assemblies  46  and  148  through brackets  143  and  145  respectively. 
     As shown in  FIG. 4A , in accordance with the illustrative motorcycle application of the present teachings, the lower ends of the handlebars  16  and  18  have an internal female recess that is threaded to engage the threaded bolts of the worm drives  138  and  140  respectively. Hence, rotation of the drives  138  and  140  causes the handlebars  16  and  18 , respectively, to raise and lower in response thereto. This is depicted in  FIGS. 8 and 9 . 
       FIGS. 8 and 9  are fragmentary side views of the motorcycle of  FIG. 1  with the handlebars shown in fully retracted and fully elevated linear positions respectively. 
     In this second (linear) mode of operation, it is preferred (but not required) that the linear motion of the handlebars be separated from the angular motion thereof. This is effected by disengaging the shaft  110  from the gear assemblies  146  and  148 . This is achieved by providing a segment on the shaft  110  that is not ribbed so that when the shaft is in the second (linear) mode position depicted in  FIG. 4A , the teeth  111  thereof (shown in  FIG. 3B ) are do not engage the gear  150  of either gear assembly. This is depicted by smooth rib free gaps  154  and  156  in  FIGS. 4A and 4B . 
       FIG. 4B  is a fragmentary end view of the shaft of the two phase clutchless transmission of  FIG. 4A  in the linear mode of operation. 
     Those of ordinary skill in the art will appreciate that the gaps  154  and  156  can be eliminated whereby the height and tilt angle of the payload, in this case handlebars, are varied in unison. This may be an important feature in those situations where it is desired to maintain the controls within the reach of the user and/or to increase the speed of adjustment from one position to the other. 
     In any case, it can be seen that the present invention allows for handlebar height and tilt angle to be adjusted with a single motor. It should also be appreciated that the solenoid mode switching actuator is optional inasmuch as the mode of operation could be changed by manually moving the shaft from one position to another. In this case, a spring and latch arrangement (not shown) would be used to bias the shaft in a default mode, if desired, and to maintain the shaft and therefore the entire mechanism in a selected mode of operation. 
       FIG. 10  is a block diagram of an illustrative embodiment of a control system  200  of the two phase clutch-less transmission  100  of the present invention. The control system  200  includes a first switch  210  that provides forward and back or up and down actuation controls for the motor  112  via a controller  230 . A second switch  220  provides linear/actuator mode control for the solenoid  124  via the controller  230 . Power is supplied by the onboard battery  240 , a standalone battery, or the power generator of the motorcycle. The controller  230  may be implemented digitally or with analog circuitry. As an alternative embodiment, the controller  230  may be implemented with a remote control  250  through a receiver  260  coupled thereto. The remote control could be voice activated and helmet mounted. 
     Thus, the present invention has been described herein with reference to a particular embodiment for a particular application. Those having ordinary skill in the art and access to the present teachings will recognize additional modifications, applications and embodiments within the scope thereof. For example, the present invention is not limited to use on motorcycles. Those of ordinary skill in the art will appreciate that the present invention can be used in any application for which angular and linear motion are required or desired with a single driver. Those of ordinary skill in the art will also appreciate that the invention is not limited to the use of electric motors. Hydraulic, pneumatic and/or other actuators may be used without departing from the scope of the present teachings. The shaft could be mounted to extend through the rotor of the motor so that is driven by the motor directly. In this case, the motor rotor is coaxial with the shaft. 
     It is therefore intended by the appended claims to cover any and all such applications, modifications and embodiments within the scope of the present invention. 
     Accordingly,