DESC:FIELD OF INVENTION

The described invention relates to braking systems of roadster bicycles. It also relates to the means for simplified and ergonomic braking in porteur type handlebars so as to make manoeuvrability easier in a bicycle.

BACKGROUND OF THE INVENTION

The rider is in control of a bike once he is able to change the course of its direction at will, hence, the ability to comfortably manoeuvre the bicycle by means of its handlebar or otherwise, gives the rider confidence to ride the bicycle. Bicycles are an efficient, inexpensive and environment friendly means of converting mechanical energy into another form, in order to produce self-propelled motion by virtue of two wheels being driven into movement. One of the biggest problems for a cyclist on a roadster bicycle is being able to navigate through various lanes pathways while being in an ergonomically suitable ride position also ensuring that the steering of the handlebar does not obstruct the pedalling action required to propel the bike. The varied terrains, result in uphill and downhill situations where the cyclists might face problems due to the location of brake levers and design of the handlebar order to skilfully manoeuvre through the ride. Also, the riders commuting in traffic face the problem of navigation sudden turns and the need to be able to control the handling of the bicycle. These scenarios put the riders in dangerous situations, causing them to adapt to uncomfortable ergonomic positions which result in pains and strain to the hand and spine in the long run. As shown in FIG 6.

OBJECT OF THE INVENTION

The first object of the invention is to provide an improved “link-rod brakes” in a bicycle.

The second object of the invention is to eliminate the use of “cable brakes” in a bicycle.

Linkage based rod brakes were in porteur type handlebars which had been first used for bicycles which focused on heavy loading in front. The form of this handlebar has lost its relevance in today’s bicycles which are used for daily commute. Yet they are still widely used due to the fact that only this type of handlebar can accomodate for the “rod brakes”.

Due to ridability issues and suffering in “linkage based rod brakes” brakes, over a period of years bicycles have evolved to use the cable brakes as opposed to the rod brakes used earlier. But these are generally prone to being vandalized, as the cables can be cut and easily tampered with. Due to this several people of the Indian rural population prefer the “rod brake” handlebars on roadster cycles and hence the invention is addressing a solution towards this problem.

The current industry does not have any rod brakes that can be accommodated on the straight handlebars at minimum cost and the invention provides a design of a rod braking system.

The yet other object of the invention is to have a simple “rod brake” system that can be accommodated in a conventional bicycle.

PRIOR ART

The prior art is explained and disclosed with reference US patent 478,206 and accompanying fig. 1, 2 and 8 of US 478,206 marked herein Fig 7.

The brief description of US 478206: -

It is highly important in, cycling to have the machine entirely under control, and it is to this end-that of producing more friction on the .wheels by means of the same lever-arm and plunger-that my invention is directed, and it may be briefly described as follows:

To the plunger-rod is secured a brake-shoe, as usual. In some convenient position to bear on the rear wheel is pivoted a second brake shoe, connected by rods or cords to a bell crank lever pivoted to the frame near the plunger-rod. Adjustably secured to the plunger-rod is a stop that can be so adjusted as to engage the bell-crank lever in such a manner as to operate the rear brake alone or in. connection with the front brake; or the stop can be so placed as to be out of engagement with the bell-crank lever, and then the front brake alone would be operated.

The present invention is novel over this known prior art as detailed below:

The invention focuses on the suffering of a hinged mechanism with a plunger- rod to create a push against the tyre as against our invention which uses a pivoted lever mechanism to create a pull motion to press the brake shoe against the rim of the wheel. The mechanism, the method of actuation and the method of braking are the points of difference.

SUMMARY OF INVENTION

The invention consists of a handlebar and rod brake lever sub- assembly which can be assembled with any rod brake-set, centre pull or side pull or any other pulling mechanism that involves the usage of rods as opposed to cables. The handle bar consists of a set of tubes welded together with the main tube d2 (FIG2), being the primary member that supports the braking mechanism. The braking mechanism consists of the two rods a1, and a2, (FIG2) guided through the links e1, e2 and e3, e4 respectively. The links form a virtual pivotal axis for the brake lever to be guided through in a rotational movement, in order to actuate the brake mechanism. The brake lever actuates by virtue of rotation achieved due to pulling the lever in the direction as show shown in FIG1.1,FIG1.2. And springs back into position by virtue of the torsion spring (f1, f2) positioned as shown in FIG2. This entre handlebar and brake-lever sub assembly can be assembled with the any existing rod brake bicycle components.

BRIEF DESCRIPTION OF DRAWINGS

FIG 1.1 shows the method of actuation of the link rod braking system with the use of arrows. This figure refers to the state of the set up prior to brake lever engagement. [DISENGAGED VIEW]

FIG 1.2 shows the state of the setup after the actuation of the brake lever.it highlights the direction and manner in which each component has been moved. [ENGAGED VIEW]

FIG 2 shows the handlebar and brake sub assembly in isometric view along with the reference numerals for the components engaged in the subassembly.

FIG 3.1 illustrates the disengaged brakes-set with the main components highlighted in grey

FiG 3.2 illustrates the engaged break-set with the main components highlighted in blue.

FIG 3.3 illustrates the superimposition of the components before and after actuation market in grey and transparent blue respectively. [Engaged brake set and Disengaged brake set superimposed]

FIG 4 illustrates the differences in method of actuation and ergonomics due to the innovation. [Fig. 4.1 Existing set up, Fig. 4.2 New set up, Fig. 4.3 The dutch style riding style, Fig. 4.4 The hybrid/recreational style riding, Fig. 4.5 Before engagement, Fig. 4.6 After engagement, Fig. 4.7 Before engagement, Fig. 4.8 After engagement]

FIG 5 shows the orthographic views of the assembly with the actuating component being highlighted in green. It shows the spatial orientation of the actuating member.

FIG 6 showcases the problems faces by riders while riding with a porteur type handlebar.

DETAILED DESCRIPTION OF THE DRAWINGS OF THE INVENTION

Fig 1.1. Shows the isometric view of the handlebar and brake lever assembly, prior to the actuation of the brake lever. The process of braking is started by applying force with rotational motion as marked by the green arrow 1.1a, this is then translated along the rod as shown to a smaller rotational motion of 1.1b. The motion 1.1b further actuates an angular displacement in the manner shown in 1.1c. The displacement of 1.1c translates to the larger linear displacement marked as 1.1d and results in the linear pulling of the brake rod.

FIG 1.2. Shows the isometric view of the handlebar and brake lever assembly and the position of the components within the assembly post the actuation of the brake lever. The green arrows marked in the FIG 1.1 are now marked in blue with the same reference numerals to indicate the change in the affected components.

FIG 2. Shows a detailed view of the handlebar and brake sub assembly with each component labelled with reference numerals. The diagram represents the brake assembly set up in disengaged position. The components referenced for the right side of the subassembly engage in the actuation of the front brake –set whereas the components referenced on the left side of the setup actuate the rear brake set of the bicycle. The reference numerals for the set up are as follows:

a1, a2 – right and left rod brake lever respectively
b1, b2 –right and left grips
c1, c2 – right and left connect tubes
d1 – stem of the handlebar
d2 – handlebar tube
e1, e2, e3, e4 – guides for the rod brake lever
f1, f2 – right and left torsion springs
g1, g2 – right and left swing-arm cum stopper
h1, h2 –right and left washer and nut set up
i1, i2 – links joining the lever set up to the rod brakes
j1, j2 – right and left rods connecting to the brake set up.

FIG 3.1 illustrates the handlebar and brake sub assembly along with the front brake set up. The diagram highlights the main components of this assembly in grey colour. The highlighted components are in a disengaged position in this illustration. The diagram indicates the linkages and transfer of force from the lever 3.1b in rotational motion, to the arm 3.1a. Further, rotational motion of the arm actuates the link at 3.1c to move about in an angular fashion, prompting the upward pull of components 3.1d which is linked to component 3.1f via the linkage 3.1e. The motion described in the previous statement activates the main brake-set 3.1g, pulling it in the upward direction against the rim of the bicycle thereby completing the process of application of brakes.

FIG 3.2 illustrates the subassembly mentioned in FIG3.1 in an engaged position with the same components now being highlighted in blue for the purpose of differentiating both the figures.

FIG 3.3 illustrates the superimposed diagrams of FIG3.1 (grey) and FIG3.2 (blue) with a degree of transparency being applied to FIG3.2 to distinguish between both diagrams. The purpose of this illustration is to show the difference in positions of the main components of the subassembly, before and after the actuation of the brake lever.
The reference numerals for the FIG3.1, 3.2, 3.3 are as follows.

3.1a – Swing arm cum stopper
3.1b – Right brake lever
3.1c – link joining the lever set up to the rod brake
3.1d – 1st rod of brake assembly
3.1e – link between rod and tube connecting to brake-set
3.1f – 3.1 tube connecting to brake-set arm.
3.1g – brake-set.

FIG 4 is a tabular column that elaborates the difference between the object of invention and the existing set up which is being used in the industry for the past 80-90 years.

FIG4.1 provides a visual depiction of the existing subassembly

FIG4.2 provides a visual depiction of the new subassembly

FIG4.3 details the riding posture that the rider assumes on the basis of the existing rod brake handlebar setup.

FIG4.4 details the riding posture that the rider assumes on the basis of the new sports rod brake handlebar setup.

FIG4.5 details the cross-sectional view of the position and orientation of the palm and fingers of the hand on the handlebar and the brake lever prior to the actuation in the existing rod-brake handlebar setup. The dotted lines indicate the curvature of the figure joints. The green arrow indicates the direction of the motion of the brake lever, with the start of the arrow locating the current position of the brake lever as described in the diagram.

FIG4.6 details the cross-sectional view of the position and orientation of the palm and fingers of the hand on the handlebar and the brake lever post to the actuation in the existing rod-brake handlebar setup. The dotted lines indicate the curvature of the figure joints. The blue arrow indicates the direction of the motion of the brake lever, with the tip of the arrow locating the current position of the brake lever as described in the diagram.

FIG4.7 details the cross-sectional view of the position and orientation of the palm and fingers of the hand on the handlebar and the brake lever prior to the actuation in the new sports rod-brake handlebar setup. The dotted lines indicate the curvature of the figure joints. The green arrow indicates the direction of the motion of the brake lever, with the start of the arrow locating the current position of the brake lever as described in the diagram.

FIG4.8 details the cross-sectional view of the position and orientation of the palm and fingers of the hand on the handlebar and the brake lever post to the actuation in the new sports rod-brake handlebar setup. The dotted lines indicate the curvature of the figure joints. The blue arrow indicates the direction of the motion of the brake lever, with the tip of the arrow locating the current position of the brake lever as described in the diagram.

FIG 5 illustrates the orthographic views of the sports rod brake handlebar and brake lever sub assembly. The right rod brake lever is highlighted in green to draw attention to the structure of the lever in Top view, front view, and side view. Further the lever has been split into three sections; section “A” represents the length of the brake lever in contact with the fingers, where the direct force. Section “B” represents the extending section of the brake lever, and exists to create a minimum displacement from the section “C” which represents the length of the brake lever that connects to the braking subassembly and is fixed in terms of displacement from the main handlebar. The reference numeral for the FIG 5 is as follows.

F – Front view
S – Side view
T – Top view

DETAILED DESCRIPTION OF THE INVENTION

The invention consists of a handlebar and rod brake lever assembly. The sub assembly further comprises o the main components and the linkages between the components. The first component being the handlebar. The said handlebar consists of a stem (d1) that is connected to the rest of the bicycle via a telescopic insertion. The aforementioned stem is connected to the main handle bar tube (d2) either directly or via connecting members (c1, c2) the said connecting members, handlebar tube may be annular, oval, hexagonal, rectangular or triangular cross-section made from a material consisting of carbon steels, Hard polymers, brass, bronze, aluminium or something other than carbon steels, hard polymers, brass, bronze, aluminium, as suitable for supporting the handling function.

The handlebar tube (d2) is to be straight towards the centre of the object and then formed with appropriate angular or curved bending towards the grips (b1, b2) as necessitated for the ergonomics of the riding style. The current position indicates the sporty riding style as indicated in FIG 4.4. The said handlebar tube has fixed guides (e1, e2, e3, e4) attached to it. The said guides may be fixed to the handlebar tube by, adhesion, welding, bolting, riveting, expanding fasteners, any other method other than adhesion, welding, bolting, riveting, that can withstand the load o the braking function. The aforementioned guides may be annular, oval, hexagonal, rectangular or triangular cross-section, with a cylindrical hollow in the centre to allow for the rotation of the rod brake lever.

The said brake lever (a1, a2) is to be inserted through the aforementioned guides. The brake lever must be formed in the manner as shown in FIG 5, consisting of 3 main sections. The component mentioned may be formed of any material carbon steels, hard polymers, brass, bronze, aluminium or something other than carbon steels, hard polymers, brass, bronze, aluminium, as suitable for the purpose.

Section “A” of the brake lever as shown in FIG 5 can be of varying length as required by the rider's hand dimensions. This section of the said lever may be of annular, oval, hexagonal, rectangular or triangular cross-section.

Section “B” of the brake lever as shown in FIG 5 can be increased or decreased in length on the basis of the minimum required displacement that section “A” needs to have from the main handlebar tube. The said section “B” helps to displace the effort arm “A “of lever from the axis of rotation to create ease of handling.

Section ”C” constitutes of the part of the brake lever that forms the axis of rotation. The said section passes through the guides, e1, e2, e3, e4 as positioned in FIG 2. The aforementioned section “C” further links with a swing arm (g1, g2) that is shaped like a snail cam, displacing the rotational motion.

The structure of the brake lever (a1, a2) is a critical component of the invention as the spatial formation of the lever a described in FIG 5 forms the crux of the invention. The said formation defines the method of actuation and the resulting ergonomics of the user and constitutes the key point of difference from the existing system as detailed in the tabular column in FIG 4.

The components (g1, g2) further actuate the angular pull of the rods (j1, j2) via the moving pivots i1, 12 as shown in FIG 2. The said components (g1, g2) can be shaped like a snail cam or and oval, or any other shape that enables the displacement of the rotational motion while also restricts the angle of rotation to the maximum requirement. The said snail cam structure is also connected to torsion springs (f1, f2) to enable the brake lever to spring back to its disengaged position once the force on the effort arm section “A” (FIG5) is removed.

The rod component j1, j2 described in FIG2are linked with the braking set up of the existing rod braking systems, as showcased and described in the detailed descriptions of FIG3.1, FIG3.2 and FIG3.3.

In one aspect the invention is for a rod braking system for a bicycle based an angular movement of the fingers of the rider to provide an ergonomically designed handlebar. It comprises of a generally straight handlebar having a stem (d1), a handlebar tube (d2), a pair of connecting members (c1,c2), and said handlebar tube (d2) is curved towards its grips (b1,b2) and has fixed guides (e1,e2,e3,e4). A pair of brake lever rods (a1,a2) is inserted through guides (e1,e2,e3,e4) of the handlebar, and a swing arm cum stopper (g1,g2) adapted to actuate the angular pull of a pair of connecting rods (j1,j2) through a moveable pivots (i1,i2) and the said stopper (g1,g2) is also connected to a springs torsion (f1,f2) to enable the released brake lever (a1,a2) to spring back to its disengaged position, the said arrangement characterized in that the arrangement eliminates convention plunger-rod push arrangement against the bicycle tyre and instead uses a pivoted lever arrangement to create a pull motion to press the brake shoe against the rim of the wheel of the bicycle.

In another aspect the rod braking system can be arranged along with the handlebar into known conventional rod brake bicycles.

In another aspect the rod braking system can include in tne arrangement wherein the brake lever rods (a1,a2) is split into three sections sections A, B and C, wherein section A represents the length of the brake lever in contact with the fingers, section B represents the extending section of the brake lever, and exists to create a minimum displacement from section C, which represents the length of the brake lever that connects to the braking subassembly and is fixed in terms of displacement from the main handlebar.

In another aspect the rod braking system has a brake lever wherein section A of the brake lever is variable length based on the varying length as required by the rider’s hand dimensions.

In another aspect the rod braking system has a brake lever wherein section B of the brake lever is variably increased or decreased in length on the basis of minimum required displacement that section A needs to have from the main handlebar tube, such that section B assists to displace the effort arm A of lever from the axis of rotation to create ease of handling.

In another aspect the rod braking system has a brake lever wherein the section C is part of the brake lever which forms the axis of rotation, and section C passes through guides (e1,e2,e3,e4) and is linked with a swing arm (g1,g2) for displacing the rotational motion.

In another aspect the rod braking system is so designed wherein the distance of the brake rod (a1,a2) from the handlebar tube (d2) towards either end is of variable lengths based on anthropometric measurements of the bicycle rider, so that the distance is sufficiently matched with finger length of 25th percentile of the age group of the bicycle riders it is being made for.

In another aspect the rod braking system is so designed wherein the distance of the end of the brake rod (a1,a2) from the handlebar tube (d2) will be of minimum required radius such as to enable sufficient displacement in the pull exerted onto the brake set so as to exert the desired force on the rim of the bicycle.
ADVANTAGES OF THE INVENTION

The main advantage is that this design can be arranged on a conventional handlebar used in mostbicycles. This is a handlebar and braking set up that uses as many standardized components of the existing porteur type rod brake handlebars as possible, while creating an ergonomic configuration similar to the existing straight handlebars for kids and adults.

It is a rod braking set up that relies on the angular movement of the fingers to provide an ergonomically suitable handlebar design.

The set up consists of a main tube, which is the handlebar tube, the handle bar tube may have either circular/ oval, rectangular or any other ergonomically comfortable cross-section that also enables for easy positioning of the brake rod guides, as shown in the figure.

The shape of the rod may or may not vary as per design intent, may have a sleeve for extra comfort.

The linkages used, are components that are available and are standardized in the market.

The distance of the brake rod from the handlebar tube towards either end can be of varying lengths depending on the anthropometric measurements of the rider. The distance should be sufficient if matched with to the finger length of 25th percentile of the age group it is being made for.

The distance of the end of the brake rod must also be of minimum required radius to enable sufficient displacement, in the pull exerted onto the brake-set so as to exert the desired force on the rim of the Bicycle.

The rod brake levers can be linked with existing centre or side pull, rod brake-sets as per convenience. Cyclists using the rod brake roadster cycles, are confronted with problems due to the poor manoeuvrability and ergonomic riding posture due to the design of the handlebar which is constrained to accommodate the standard rod braking set-up. The sports style ergo-rod braking system is designed so as to provide the ergonomic comfort of right riding position and easy manoeuvrability of the handlebar without compromising on the effectiveness of a rod brake. The core of the system consists of a handle bar and brake lever sub assembly that can be assembled with any existing rod-brake bicycle. It is designed in a manner so as to make use of all existing fasteners and linkages currently being used in the industry.

The invention has been described as detailed above but various embodiments and variations are possible beyond the preferred embodiments disclosed in this document. All such variations and modifications as obvious to the skilled person is within the scope of this invention. The applicant intends to rely upon provisional specification and the drawings submitted along with provisional specification.
,CLAIMS:WE CLAIM :
1. A rod braking system for a bicycle based an angular movement of the fingers of the rider to provide an ergonomically designed handlebar comprising :-
- a generally straight handlebar having a stem (d1), a handlebar tube (d2), a pair of connecting members (c1,c2), and said handlebar tube (d2) is curved towards its grips (b1,b2) and has fixed guides (e1,e2,e3,e4),
- a pair of brake lever rods (a1,a2) is inserted through guides (e1,e2,e3,e4) of the handlebar, and
- a swing arm cum stopper (g1,g2) adapted to actuate the angular pull of a pair of connecting rods (j1,j2) through a moveable pivots (i1,i2) and the said stopper (g1,g2) is also connected to a springs torsion (f1,f2) to enable the released brake lever (a1,a2) to spring back to its disengaged position,

the said arrangement characterized in that the arrangement eliminates convention plunger-rod push arrangement against the bicycle tyre and instead uses a pivoted lever arrangement to create a pull motion to press the brake shoe against the rim of the wheel of the bicycle.

2. The rod braking system as claimed in claim 1 can be arranged along with the handlebar into known conventional rod brake bicycles.

3. The rod braking system as claimed in claim 1, wherein the brake lever rods (a1,a2) is split into three sections sections A, B and C, wherein section A represents the length of the brake lever in contact with the fingers, section B represents the extending section of the brake lever, and exists to create a minimum displacement from section C, which represents the length of the brake lever that connects to the braking subassembly and is fixed in terms of displacement from the main handlebar.
4. The rod braking system as claimed in claim 1 and 3, wherein section A of the brake lever is variable length based on the varying length as required by the rider’s hand dimensions.

5. The rod braking system as claimed in claim 1, 3 and 4, wherein section B of the brake lever is variably increased or decreased in length on the basis of minimum required displacement that section A needs to have from the main handlebar tube, such that section B assists to displace the effort arm A of lever from the axis of rotation to create ease of handling.

6. The rod braking system as claimed in claim 1 and 3, wherein the section C is part of the brake lever which forms the axis of rotation, and section C passes through guides (e1,e2,e3,e4) and is linked with a swing arm (g1,g2) for displacing the rotational motion.

7. The rod braking system as claimed in claim 1, wherein the distance of the brake rod (a1,a2) from the handlebar tube (d2) towards either end is of variable lengths based on anthropometric measurements of the bicycle rider, so that the distance is sufficiently matched with finger length of 25th percentile of the age group of the bicycle riders it is being made for.

8. The rod braking system as claimed in claim 1, wherein the distance of the end of the brake rod (a1,a2) from the handlebar tube (d2) will be of minimum required radius such as to enable sufficient displacement in the pull exerted onto the brake set so as to exert the desired force on the rim of the bicycle.