Patent Document

This application is the national stage of PCT/US2010/039972, filed Jun. 25, 2010, which claims the benefit of U.S. Provisional Patent Application Ser. No. 61/220,632, filed on Jun. 26, 2009, the disclosures of which are incorporated herein by reference. 
    
    
     FIELD OF THE INVENTION 
     The present disclosure relates generally to a foot peg for riding and racing straddle-type vehicles, such as motorcross or supercross motorcycles or bicycles, off-road motorcycles or bicycles, all terrain vehicles (ATVs) or the like. In particular, it relates to a foot peg having an extended aft portion to catch and support an operator&#39;s foot for providing a certain amount of ankle flexion while preventing extreme ankle flexion in order to reduce the possibility of injury to the operator. 
     BACKGROUND OF THE INVENTION 
     Straddle-type vehicles used for racing and riding, such as motorcross, supercross and off-road motorcycles or bicycles, ATVs or the like often include traditional one-dimensional foot pegs for engaging an operator&#39;s or rider&#39;s feet and boots. Typically, these traditional foot pegs are fixed transversely to the frame of the vehicle and designed to allow the operator to rest the ball of his foot (or front portion of the foot, but not the heel) on the peg and help the operator maintain his or her balance. However, these traditional foot pegs fail to prevent extreme flexion to reduce the possibility of ankle injury to the operator during racing and off-road riding conditions. 
     In motorcycle racing and off-road riding, the operator is often forced to maneuver the vehicle at high speeds over jumps, berms and around turns over a track that may be composed of dirt, mud, sand and other components. The high speed and jumps lead to very hard and awkward landings due to the magnitude of the force and impact, which can cause injuries to the operator&#39;s feet and ankles, such as bruises, sprains and fractures. Moreover, in some instances, the operator may not have his or her feet placed properly on the foot peg causing extreme flexion of the ankle. Therefore, a need exists for a foot peg that prevents extreme flexion to reduce the possibility of ankle injury to the operator. A need also exists for a foot peg that provides additional support to allow superior performance and execution of riding dynamics. 
     As discussed above, motorcycle racing involves high rates of speed over rough terrain and numerous jumps, so a primary goal of the operator is to maintain his or her balance. Indeed, the operator often finds himself or herself, inadvertently, off balance and falling backward due to the high rates of speed and uneven terrain. As a result, the operator falls backward and his or her hand often twists the throttle applying power to the vehicle and exacerbating the off-balance situation. This sequence of events usually results in the operator becoming separated from the vehicle, which is dangerous for obvious reasons. In addition, the operator&#39;s boot may slide off of the foot peg, resulting in even more application to the throttle and, ultimately, resulting in separation of the operator from the motorcycle. Accordingly, a need also exists for an improved foot peg that allows the operator to better regain his or her balance. 
     Furthermore, racing or riding conditions are often arduous and sometimes include a repeated section of randomly spaced elevated bumps known as “whoops.” Under these conditions, operators typically use the technique of extending their arms and getting their buttocks over the back of the vehicles to allow the vehicles to articulate beneath them as they ride and bounce over the whoops at high rates of speed. In doing this, the operator&#39;s ankles tend to rotate downward and to the rear where no support is provided by the foot peg. Moreover, an operator&#39;s boots often come off of the foot pegs and regain contact with the pegs over and over again during this sequence, making it very difficult to get their boots back into the proper position. Therefore, a need also exists for an improved foot peg that provides additional ankle support at flexion under arduous racing conditions. 
     Finally, motorcycle racing involves a great deal of contact between an operator&#39;s foot and the foot peg. Accordingly, durability of the foot peg is desirable under such conditions to avoid breakage of foot pegs in order to avoid continual foot peg replacement or more-than-routine maintenance, which is expensive and time-consuming. Naturally, any improvements along such lines should further contemplate good engineering practices, such as relative inexpensiveness, stability, flexibility and ease of manufacturing. 
     SUMMARY OF THE INVENTION 
     In accordance with one aspect of the disclosure, an apparatus for supporting an operator&#39;s foot while riding a straddle-type vehicle is provided. The apparatus includes a foot peg having a first portion connected to the vehicle and arranged for engaging a forward portion of the operator&#39;s foot adjacent to or including the ball of the foot. The apparatus also includes a second portion extending rearwardly of the first portion and arranged for engaging a rearward portion of the operator&#39;s foot adjacent to or including the heel during flexion of an ankle of the operator. 
     Preferably, the second portion may be connected to a lower rear edge of the first portion. Further, the second portion may be configured to extend downward from the lower rear edge of the first portion at an angle between five degrees and forty-five degrees. The second portion may be evenly tapered at an angle between five degrees and forty-five degrees or tapered with a camber towards the vehicle to facilitate maintaining the operator&#39;s foot on the vehicle. The top surface of the first and second portions may have a plurality of spikes for engaging the operator&#39;s foot. 
     Another related aspect of the disclosure is an improvement in a foot peg for supporting a foot of an operator riding a saddle-type vehicle wherein the foot peg has a first portion connected to the vehicle for engaging a forward portion of the operator&#39;s foot. Specifically, the improvement comprises a second portion connected to the first portion for catching a rearward portion of the operator&#39;s foot during flexion of the operator&#39;s ankle. 
     Related methods also form part of the disclosure. 
    
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
       The accompanying drawings incorporated in and forming a part of the specification illustrate several aspects of the present invention and, together with the description, serve to explain the principles of the disclosed embodiments. 
       In the drawings: 
         FIG. 1  is a perspective view of a representative foot peg forming one aspect of the disclosure; 
         FIG. 2  is a top view of a representative foot peg forming one aspect of the disclosure; 
         FIG. 3  is a side view of a representative foot peg forming one aspect of the disclosure; 
         FIG. 4  is a bottom view of a representative foot peg forming one aspect of the disclosure; 
         FIG. 5  is a second side view of a representative foot peg forming one aspect of the disclosure; 
         FIG. 6  is a front view of a representative foot peg forming one aspect of the disclosure; 
         FIG. 7  is a rear view of a representative foot peg forming one aspect of the disclosure; and 
         FIG. 8  illustrates an example of a straddle-type vehicle in the form of a motorcycle including the foot peg as shown and described herein. 
     
    
    
     DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENT 
     In the following detailed description of the preferred embodiment, reference is made to the accompanying drawings that form a part hereof, and in which is shown by way of illustration, specific embodiments in which the invention may be practiced. These embodiments are described in sufficient detail to enable those skilled in the art to practice the invention and like numerals represent like details in the various figures. Also, it is to be understood that other embodiments may be utilized and that process or other changes may be made without departing from the scope of the present invention. The following detailed description is not to be taken in a limiting sense, and the scope of the present invention is defined only by the appended claims and their equivalents. In accordance with the present invention, a foot peg for a straddle-type vehicle is hereinafter described. 
     In one embodiment, a foot support in the nature of a peg is adapted for use on a straddle-type vehicle  10 , such as a motocross motorcycle (as shown in  FIG. 8 ). It should be appreciated that other types of straddle-type racing and riding vehicles such as full size motorcycles, minibikes, three wheelers, ATVs, snowmobiles, motocross bicycles (BMX), vertical trick bicycles (such as bicycles having trick pegs on the bike axles or elsewhere) or mopeds may also implement the foot peg described herein. 
     With reference to  FIGS. 1-7 , the vehicle  10  includes a foot peg  20  on one side. Of course, it should be appreciated that the vehicle  10  may have an identical foot peg  20  on each side to accommodate both of the operator&#39;s feet, but only one foot peg is described herein. Turning to  FIGS. 1 and 2 , the foot peg  20  in the illustrated preferred embodiment includes a first or main portion  30  having a direction of elongation L 1  extending substantially perpendicular to a direction of travel T of the vehicle  10 . The main portion  30  of the foot peg  20  is adapted to engage and provide support for the ball of the operator&#39;s foot when the operator is positioned on the vehicle  10 . In the illustrated embodiments, this main portion  30  includes a rigid body  40  forming a U-shape with an end piece  50 . The exterior of the end piece  50  may connect to a frame  60  of the vehicle  10 , such as at a proximal end of the main portion  30  opposite of the rounded distal end of the “U.” As shown in  FIG. 1 , the main portion  30  may have a center piece  110  extending through the center of the body  40  to provide addition support for the operator&#39;s foot. 
     In more detail, the main portion  30  may be rigidly or pivotally connected to the motorcycle  10  at one or more attachment points  70  on the frame  60  of the motorcycle. Specifically, the main portion  30  of the foot peg  20  may be connected to the frame  60  of the vehicle  10  in the same manner as traditional foot pegs. Methods of attachment include, but are not limited to, bolting, screw-fitting, welding and the like. As a result, manufacturers can assemble the foot pegs without any adjustment to the manufacturing process, thereby saving manufacturing costs. For example, the main portion  30  may be secured to the frame  60  through a flange (not shown) connected to the end piece  50  and a bolt or pin  80  positioned through a channel within the proximal end of the main portion  30 . Alternately, the foot peg  20  be used under after-market conditions as retrofits to existing vehicles. 
     The main portion  30  may also include a friction enhancing mechanism such as a plurality of spikes or teeth  90  extending along a top surface  100  of the main portion  30  to improve engagement of the foot peg  20  with the operator&#39;s foot. In more detail, the plurality of spikes  90  may contact the undersurface of a operator&#39;s boot to help keep it in the proper position. The plurality of spikes  90  have a height sufficient to operate in typically muddy environments. The spacing between the plurality of spikes  90  is sufficient to retain contact with an operator&#39;s boot even if mud accumulates between the plurality of spikes  90 . The number of spikes  90  may vary but is typically at least twenty. Spikes  90  may also be provided on the center piece  110  for better engagement with the operator&#39;s foot. It should be appreciated that the main portion  30  may have a solid platform (with or without a plurality of spikes) covering the top surface  100  and may also include other support structures to provide additional strength. 
     The foot peg  20  also includes a second or sub and aft portion  120 , which is positioned slightly below and behind the main portion  30 . During use, the sub and aft portion  120  functions when the operator&#39;s ankle is flexed to approximately forty-five degrees downward from a plane of the main portion  30  and a portion of the operator&#39;s foot adjacent to or including the heel engages it. In more detail, when an operator makes a hard and/or awkward landing following a jump, the sub and aft portion  120  acts as a catch for catching the heel of the operator&#39;s foot (which normally includes a shoe or boot) as the heel rotates downward from the level plane of the main portion  30  horizontal with the sole of the boot under normal riding conditions. The sub and aft portion  120  supports the boot or foot in such a manner to prevent extreme flexion of the operator&#39;s ankles, but does not otherwise impede normal ankle movement under riding conditions where some ankle flexion is desirable. Previously, the operator&#39;s boot would have slipped off of the main portion  30  of the peg  20  resulting in involuntary application to the throttle and separation of the operator and motorcycle or injury to the ankle caused by extreme flexion of the ankle. 
     With reference to  FIGS. 2 and 3 , the sub and aft portion  120  includes a rigid frame  130  having a direction of elongation L 2  generally aligned with and parallel to the direction of travel T, and generally perpendicular to the direction of elongation L 1 . A plurality of spikes  90  may be positioned along a top surface  200  of the frame  130 . The plurality of spikes  90  may be positioned in various patterns, such as extending substantially along the entire top surface  200  or equally spaced at various distances along the top surface. The frame  130  includes opposing ends  140 ,  150  extending away from a lower, rear edge  160  of the main portion  30  and connecting together. Consequently, the frame  130  is shaped similar to a horseshoe, or substantially U-shaped. The sub and aft portion  120  is connected to the main portion  30  at the lower, rear edge  160  of the main portion via the opposing ends  140 ,  150 . Methods of connection include a fixed or rigid connection such as welding and integral formation or a releaseable connection, including the use of fasteners, such as bolts or hooks. 
     As perhaps best shown in  FIGS. 2 and 4 , the sub and aft portion  120  includes an inner support  170 . The inner support  170  is positioned in between the opposed ends  140 ,  150  at a first end  190  (opposite the rounded rear end  180 ) of the frame  130 . The inner support  170  is shaped like an “A” to provide additional support. In other embodiments, the sub and aft portion  120  may include at least one support panel (not shown). The support panel may take the form of a flat panel attached to the rear edge  160  of the main portion  30  and attached to the front end  190  of the sub and aft portion  120 . In yet another embodiment, the sub and aft portion  120  may include a support bar (not shown) extending down the center of the frame  130  to provide additional support for the heel of an operator&#39;s boot. 
     Turning to  FIGS. 3 and 5 , the sub and aft portion  120  may curve or slope down from the rear edge of the main portion  30 . As a result, the sub and aft portion  120  allows an operator to better regain his or her balance. For example, the operator may inadvertently become off balance and fall backward from the motorcycle. In some instances, an operator&#39;s ankle rotates backward, as before, or an entirety of the operator&#39;s boot slides off of the main portion  30  of the foot peg  20 . If so, the sub and aft portion  120  acts as a platform for the operator&#39;s boot and assists the operator in regaining balance. As discussed above, the sub and aft portion  120  may include a plurality of spikes  90  to provide a suitable surface for gripping the bottom of the operator&#39;s boot which assists in gaining traction and stability. 
     With reference to  FIG. 4 , a distance D 1  exists between the rear edge  160  of the main portion  30  and the rear end  180  of the sub and aft portion  120 . A distance D 2  exists between the two opposed ends  140 ,  150  of the sub and aft portion  120 . The distance D 2  may vary from the first end  190  to the rear end  180  as the opposed ends extend slightly outward as they extend away from the front end and connect at the rounded rear end. Further, the distances D 1  and D 2  vary in different embodiments to accommodate a variety of sizes of riding vehicles and a variety of sizes of riders&#39; feet. Preferably, the distance D 1  is an amount that substantially corresponds to the distance between the ball and heel of the operator&#39;s foot, and may be between two (2) inches and eight (8) inches. Preferably, the distance D 2  is between two (2) inches and four (4) inches. The overall distance D 3  from a frontmost end of the main portion  30  to the rear end  180  will typically comprise a major portion of the length of the operator&#39;s foot (e.g., for a 12 inch foot, a distance D 3  greater than six inches). 
     Turning to  FIG. 5 , another distance D 4  exists between a top of the main portion  30  and a top of the sub and aft portion  120  of about 0.2 to 3 inches (although other distances are possible), to remain spaced from the operator&#39;s boot heel during normal riding conditions, but to catch the heel during extreme situations. In addition (as shown in  FIG. 3 ), the sub and aft portion  120  extends downwardly at an angle α with reference to the main portion  30 . Although the angle α may vary in different embodiments, it is preferably between five degrees and forty five degrees. In one embodiment, it may be evenly tapered at an angle of approximately 19° or 20°. However, a steeper angle may be desirable for a more aggressive design or a shallower angle may be desirable for greater support. Alternatively, the sub and aft portion  120  may be tapered with a slight camber leaning to the inside (i.e., towards the vehicle  10 ). This slight camber towards the motorcycle facilitates keeping the operator&#39;s foot on the foot peg in the event of a hard landing versus allowing the foot to slip off towards the outside of the foot peg  20 . 
     It should be appreciated that the foot peg  20  is specifically positioned to avoid interference with other parts of the riding vehicle, such as a kick stand or kick start (not shown). Alternately, the positioning of at least one portion of the foot peg  20  is made adjustable to avoid interference with other parts of the riding vehicle, such as the kick stand or kick start. 
     As shown in the embodiment illustrated in  FIGS. 1-7 , the sub and aft portion  120  has a direct arrangement with the main portion  30  (i.e., it contacts with the main portion without any intervening support structures). In other embodiments, the sub and aft portion  120  and the main portion  40  may be one continuous piece. Methods of manufacturing the entire foot peg  20  as one continuous piece include, but are not limited to, casting and forging. Alternatively, the sub and aft portion  120  may be independently attached to the riding vehicle  10  at one or more attachment points. Methods of attachment include, but are not limited to, bolting, screw-fitting and welding. Finally, the sub and aft portion  120  may be designed to be retrofitted to attach to an existing main portion. Methods of attachment include, but are not limited to, bolting, clipping, and welding. 
     As should now be appreciated, the sub and aft portion  120  assists an operator during arduous racing or riding conditions, such as riding over whoops. The sub and aft portion  130  provides support to the heel if the ankles rotate downward. In addition, under these conditions, the boots often come off of the pegs altogether and regaining contact with the pegs, in a proper position, can be difficult in some circumstances. Therefore, the sub and aft portion  120  also provides a larger platform at a proper angle to allow better control of the motorcycle as compared to the prior art. 
     The composition material of the foot peg  20  includes, but is not limited to, metal, steel, aluminum, titanium, blends of metal, fiberglass, and rigid polymers or the like. The foot peg  20  may include a gauge and thickness, which varies depending on the composition material. Preferably, the thickness is between one eighth (⅛) of an inch and one (1) inch. Methods of manufacturing the foot peg  20  also vary depending on the composition material. If the composition material is metal, steel, aluminum, titanium, a metal blend or a similar material, portions of the foot peg  20  may welded, bolted, forged or casted together. If the composition material is fiberglass, a rigid polymer or a similar material, the foot peg  20  may be formed integrally. 
     Additional embodiments are also possible without departing from the teachings of the present invention. This detailed description, and particularly the specific details of the exemplary embodiments disclosed herein, is given primarily for clarity of understanding, and no unnecessary limitations are to be imported, for modifications will become obvious to those skilled in the art upon reading this disclosure and may be made without departing from the spirit or scope of the invention. Relatively apparent modifications, of course, include combining the various features of one or more figures with the features of one or more of other figures.

Technology Category: 7