Metal working – Method of mechanical manufacture – Converting
Reexamination Certificate
2000-09-29
2001-12-25
Hughes, S. Thomas (Department: 3726)
Metal working
Method of mechanical manufacture
Converting
C029S434000, C029S426100, C074S512000, C074S560000, C074S564000
Reexamination Certificate
active
06332258
ABSTRACT:
BACKGROUND OF THE INVENTION
1. Field of the Invention
The present invention relates to a brake for motorcycles, and, more particularly, to a foot brake for use with motorcycles having foot boards on which the user may rest his or her feet while riding.
2. State of the Art
The use of large motorcycles, such as Harley-Davidsons, has found a renewed popularity in recent years. The popularity of such motorcycles which have foot boards instead of conventional foot pegs has increased at an even faster rate. The foot boards enable the rider to place his or her feet on a small board on each side of the motorcycle while riding.
The foot board used with the motorcycle is advantageous because the rider's foot is able to rest flat on the foot board, rather than resting on a foot peg, which provides minimal support. Those familiar with motorcycle touring will appreciate that the foot pegs provide little support for the lower leg, and can often result in sore ankles, etc., after long rides.
One problem which is present with the configurations which use the foot boards is that the brake is very uncomfortable to use. In
FIG. 1A
there is shown a perspective view of a rider
10
on a motorcycle
20
. The rider's foot
24
is resting on the foot board
30
near the bottom of the motorcycle
20
. The brake lever arm
40
has a brake pad arm
44
which brake assembly
40
extends upwardly above the foot board
30
.
In
FIGS. 1B through 1D
there are shown close-up views of the rider's foot
24
, the foot board
30
, and the brake lever arm
40
. As will be appreciated by those who have used such motorcycles, the design and positioning of the brake lever arm
40
results in a leg position which is uncomfortable, and which inhibits rapid deceleration as may be needed during an emergency.
Specifically, the brake lever assembly
40
is positioned so that a brake pad arm
44
extends upwardly and terminates at a position nearly one-half the distance of the foot board
30
distally from the front end
30
a
of the foot board. Likewise, the brake pad
48
attached to the end of the brake pad arm
44
is positioned several inches rearwardly from the front end
30
a
of the foot board
30
.
The positions of the brake pad arm
44
and brake pad
48
result in the user's leg being bent at the knee at such an angle (typically about 90 degrees) that the position can become very uncomfortable on long rides. The only way to alleviate some of the pressure which is placed on the knee is to slide the foot
24
forward under the brake pad
48
as is shown in FIG.
1
B. However, when the rider must use the braking assembly
40
, he or she must move the foot
24
out from under the brake pad
48
. Typically this is accomplished by pulling the foot
24
rearwardly as shown in FIG.
1
C. Once the foot
24
has been moved sufficiently rearward to enable it to be lifted above the brake pad
48
, the foot is moved into position on top of the brake pad as shown in FIG.
1
D. The rider then pushes downwardly on the brake pad as indicated by arrow
50
. The downward force causes the brake pad arm
44
to rotate about a pivot point
52
, and moves a brake actuator arm
56
which is connected to the brake cylinder (not shown) or some other brake mechanism which actuates the brake attached to the wheel.
In order to move the foot
24
into the proper position for braking, the rider
10
must either move the foot rearwardly, lift the foot, move the foot forwardly onto the brake pad
48
and push down as shown in
FIGS. 1B through 1D
; or slide the foot laterally outward past the brake pad, lift the foot, move the foot inwardly until it is positioned over the brake pad and push down. Either method which is used causes fatigue if performed often, e.g. when riding in a city, and dramatically increases reaction time in emergencies. The combination of fatigue and increased reaction time significantly lessens the safety which would be present with an improved brake lever assembly. Additionally, the arcuate movement path along which the brake pad
48
follows is somewhat awkward for many riders. (The movement of the foot is more of a downward movement than a forward movement). Of course, when the user's leg is bent, less force can be exerted pressing downward, than can be achieved by extending the leg and pressing forward.
After the brake has been applied and released, the rider must go through another series of movements to return the foot
24
to the original position. In a city or other stop and go traffic, the repeated process can become annoying.
Thus, there is a need for a brake lever assembly which may be used with motorcycles having foot boards which enables the rider to place his or her foot in a more comfortable position on the foot board, which does not cause fatigue when used frequently, and which improves reaction time when braking in an emergency. Such a brake lever assembly should be simple to install and use, and should not interfere with any other aspects of motorcycle operation.
SUMMARY OF THE INVENTION
Thus, it is an object of the present invention to provide an improved foot brake lever assembly for motorcycles having foot boards.
It is another object of the invention to provide such a brake lever assembly which is less fatiguing than the prior when used frequently during traffic congestion and the like.
It is yet another object of the present invention to provide such a brake lever assembly which does not require excessive movement of the lower leg to move the brake lever assembly, and which decreases reaction time during emergency braking situations.
Still another object of the present invention is to provide such an improved lever arm which is inexpensive, easy to install, and easy to use.
The above and other objects of the invention are realized in specific illustrated embodiments of an improved brake lever assembly having a brake pad arm configured for attachment at a first end to a brake pad, and for attachment to a motorcycle at a second end. The second end of the brake pad arm also is connected to a brake actuator arm or other actuator mechanism so that movement of the brake pad arm causes corresponding movement sufficient to engage the brakes.
In one embodiment the brake pad arm and the brake actuator arm are disposed relative to one another such that the angle of the brake pad arm relative to the brake actuator arm is greater than the prior art, thereby causing the brake pad arm to be disposed at a lower angle relative to the motorcycle. Such a position enables actuation of the brake with less foot movement. Typically, the brake of the present invention may be actuated without the heel of the rider's foot ever being lifted off the foot board
30
. Rather, the front of the foot may be lifted and rotated into place over the brake. Such a range of motion causes considerably less fatigue in frequent braking situations. The prior art typically has an angle of 30-35 degrees between the brake pad arm and the brake actuator arm resulting in the angle of the brake pad arm to the motorcycle foot board being about 60 degrees. In contrast, the present invention maintains a preferred angle of 50 to 65 degrees, lowering the angle of the brake pad arm with respect to the motorcycle foot board to an angle of between about 30 and 40 degrees, and preferably between 30 and 35 degrees.
In accordance with one aspect of the present invention, the brake pad arm is sufficiently long so that it extends forwardly to a position adjacent the front end of the foot board, thereby providing more available foot room on the foot board. Additionally, the brake pad is placed in a lower position so that the brake pad can be moved without the rider lifting his or her foot from the foot board.
In accordance with another embodiment of the invention, the second end of the brake pad arm is attached to a gear mechanism in a substantially similar manner as the brake pad arms of the prior art. However, modifications are made to the brake pad arm and the adaptor for connection of the brake pad so that the brake pad is p
Hong John C.
Hughes S. Thomas
Morriss Bateman O'Bryant & Compagni
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