GB2623007A

GB2623007A - Handlebar assembly

Info

Publication number: GB2623007A
Application number: GB2320107.2A
Authority: GB
Inventors: Nyonyintono Christopher; Gallagher Michael; Ashman Joseph
Original assignee: Sirron Technologies Ltd
Current assignee: Sirron Technologies Ltd
Priority date: 2021-12-15
Filing date: 2021-12-15
Publication date: 2024-04-03
Also published as: GB202320107D0

Abstract

A handlebar assembly includes a stem 62, and a handlebar 72 pivotally attached to the stem 62 and moveable relative to the stem 62 between a riding position and a folded position. The handlebar assembly includes one or more electric cables 170 extending internally within the handlebar 72 and the stem 62 and arranged to bend in response to movement of the handlebar.

Description

HANDLEBAR ASSEMBLY

Technical Field

The present invention relates to a handlebar assembly.

Background

Vehicles such as scooters and bicycles typically comprise a handlebar assembly for steering the vehicle. The handlebar assembly may comprise handlebars that can be folded when not in use so that the vehicle may be more easily carried or stored. 10

Summary

In a first aspect, the present invention provides a handlebar assembly comprising: a stem; a handlebar pivotally attached to the stem and moveable relative to the stem between a riding position and a folded position; and one or more electric cables extending internally within the handlebar and the stem and arranged to bend in response to movement of the handlebar.

With conventional handlebar assemblies having folding handlebars, the cables are routed outside the handlebars. Since sufficient cable must be available to fold the handlebars, the cables can often form loops on which the vehicle may snag. Additionally, external cables may be more prone to damage from the surrounding environment and can detract from the aesthetic appearance of the vehicle.

With the handlebar assembly of the first aspect, the electric cables are routed internally within the handlebar, and bend as the handlebar moves from the riding position to the folded position. As a result, the aforementioned disadvantages associated with conventional handlebar assemblies may be mitigated.

The handlebar may be pivotally attached to the stem by a pivot pin, and the electric cables may bend at the pivot pin. For example, the electric cables may be straight (i.e., extend linearly) at the pivot pin when the handlebar is in the riding position, and the electric cables may be bent (i.e., extend through a bend angle) when the handlebar is in the folded position. In examples, the electric cables may bend through an angle of around 90 degrees when the handlebar is in the folded position.

The handlebar assembly may comprise a locking mechanism to releasably lock the handlebar in the riding position. The locking mechanism may comprise a catch moveable relative to the handlebar, a pin extending through the handlebar and engaging the catch, and a biasing member extending within the handlebar and biasing the catch towards the stem. Moreover, the biasing member may be attached at one end to the pin and at an opposite end to the pivot pin, and the electric cable may extend between the pin the handlebar. The locking mechanism provides a relative compact arrangement for biasing the catch towards the stem. In particular, the catch may be located outside the handlebar, whilst the pin and biasing member may be located inside the handlebar. By having a pin that extends through the handlebar, a good amount of space may be made available on one or both sides of the pin through which the electric cable may be routed. The biasing member is attached at one end to the pivot pin. As the handlebar moves between the riding position and the folded position, the end of the biasing member may pivot with or about the pivot pin. As a result, the biasing member does not bend as the handlebar moves between the riding position and the folded position. The electric cables may therefore be unimpeded by the biasing member.

The electric cables may extend along an inside of the biasing member. Alternatively, the electric cables may extend along an outside the biasing member. By extending along the outside of the biasing member, more space may be made available for the electric cables. For example, the diameter of the biasing member may be similar to that the diameter of the pin. As a result, the biasing member occupies little or no additional space and instead sits predominantly or wholly within the footprint of the pin.

With this particular arrangement of locking mechanism, it is possible to employ a pin and a biasing member having relatively small diameters. Indeed, the pin and the biasing member may each have an outer diameter of no greater than 5 mm.

This then has the advantage of freeing up more of the space inside the handlebar for the electric cables.

With this particular arrangement of locking mechanism, it is possible to employ a pin and a biasing member having relatively small diameters. Indeed, the pin and the biasing member may each have an outer diameter of no greater than 5 mm. This then has the advantage of freeing up more of the space inside the handlebar for the electric cables. As a result, a higher number of cables and/or thicker cables may be routed within the handlebar. Additionally or alternatively, electric cables may be routed within a handlebar having a relatively small outer diameter. For example, the handlebar may have an outer diameter of no greater than 40 mm. Employing a handlebar of smaller outer diameter, has the benefit that the handlebar may be gripped more easily. In spite of the relatively small outer diameter (and thus inner diameter), the locking mechanism makes it possible to route relatively thick cables through the handlebar. For example, each of the electric cables may have a diameter of at least 4 mm.

The locking mechanism may comprise a further catch, the pin may engage the further catch, and the biasing member may bias the further catch towards the stem.

The locking mechanism therefore comprises a pair of catches for locking the handlebar in the riding position. As a result, the risk of inadvertently unlocking the handlebar during use may be reduced and thus the safety of the vehicle may be improved. Both catches are biased towards the stem by means of the pin and the biasing member. By having an arrangement in which both catches are biased by the same biasing member, more space may be made available within the handlebar for the electric cables.

The catch and the further catch may be located on opposite sides of the handlebar. This then has the advantage that the catch and further catch may be moved together using the thumb and forefinger of one hand, and thus the handlebar may be unlocked using a single-handed action. Additionally, with this particular arrangement, the risk of trapping or pinching the skin may be reduced. With any mechanism that is intended to be moved using the hand of a user, there is a risk that the skin of the hand may be trapped or pinched by the mechanism. The thumb and forefinger are the digits that are most likely to be trapped or pinched. By arranging the catches on opposite sides of the handlebar, a user is essentially compelled to use the thumb and forefinger to move the catches. By ensuring that both of the thumb and forefinger are actively involved in moving the catches, the risk of trapping or pinching the skin may be reduced.

The catch may be moveable relative to the further catch. This then has the benefit that, should one of the catches be moved inadvertently during riding, the other of the catches continues to lock the handlebar in the riding position. As a result, the safety of the vehicle may be improved.

Movement of the catch relative to the further catch may cause the pin to pivot. In particular, movement of the catch relative to the further catch may generate a torque or shear force on the pin that causes the pin to pivot. The pin pivots such that one end of the pin (i.e., that end which engages with the moving catch) is moved further from the stem. As a result, the catch and further catch may be moved independently using a relatively simple, cost-effective and easy-to-assemble arrangement. In examples, the pin may engage grooves or oversized holes in the catches such pivoting of the pin is not inhibited by the catches.

The electric cables may comprise a first cable that extends over one side of the pivot pin and a second cable that extends over an opposite side of the pivot pin. The handlebar assembly therefore comprises at least two cables. By ensuring that the cables extend over the pivot pin on opposite sides, each of the cables has potentially more space in which to bend. By contrast, if both cables were to extend over the same side of the pivot pin, it is possible that, as the handlebar moves to the folded position, the innermost of the two cables may be forced to bend through a smaller bend radius.

The handlebar assembly may comprise a light provided on the handlebar and the electric cables may comprise a cable to supply electrical power to the light. Additionally or alternatively, the handlebar assembly may comprise a user-operable control provided on the handlebar to control one of an indicator, a throttle, and a brake of the vehicle, and the electric cables may comprise a cable connected to the user-operable control In a second aspect, the present invention provides a handlebar assembly comprising: a stem; a handlebar pivotally attached to the stem and moveable relative to the stem between a riding position and a folded position; one or more electric cables extending internally within the handlebar; and a locking mechanism to releasably lock the handlebar in the riding position, the locking mechanism comprising: a catch moveable relative to the handlebar; a pin extending through the handlebar and engaging the catch; and a biasing member extending within the handlebar and biasing the catch towards the stem, wherein the electric cables extend between the pin the handlebar.

Further disclosed is a handlebar assembly comprising: a stem having a notch; a handlebar pivotally attached to the stem and moveable relative to the stem between a riding position and a folded position; and a locking mechanism to releasably lock the handlebar in the riding position, the locking mechanism comprising: a catch moveable relative to the handlebar and comprising a projection; and a biasing member biasing the catch towards the stem, wherein: when the handlebar is in the riding position, the projection projects into and engages the notch in the stem to lock the handlebar; and moving the catch against the biasing member causes the projection to withdraw and disengage from the notch to unlock the handlebar.

The locking mechanism of a conventional handlebar assembly may comprise a collar that is biased towards the stem. When the handlebar is in the riding position, the collar passes over and engages a conical-like surface of the stem to lock the handlebar in position. A problem with this arrangement is that, owing to tolerances in the handlebar assembly, the collar does not engage the stem around the full circumference of the collar, but instead typically engages at just one or two distinct points on the collar. As a result, there is a degree of play between the handlebar and the stem, which can adversely affect the stability and control of the vehicle. The play in the handlebar can be particularly pronounced. For example, the handlebar may pivot up and down in the vertical plane between riding and folded positions. The collar, however, may engage the stem at points in the horizontal plane. As a result, the degree of play in the vertical direction can be significant.

With the disclosed handlebar assembly, the locking mechanism comprises a catch having a projection that engages a notch in the stem. As a result, the degree of play in the handlebar may be reduced. For example, the handlebar may pivot in a vertical plane, and the projection may engage the notch to prevent downward movement of the handlebar from the riding position. The projection may additionally engage the notch to prevent upward movement of the handlebar from the riding position. Alternatively, the handlebar may abut the stem when in the riding position to prevent upward movement of the handlebar from the riding position. As a result, play of the handlebar in the vertical plane may be significantly reduced.

The projection and the notch may be tapered. This then has the advantage that good engagement between the projection and the notch may be achieved in spite of geometric tolerances in the projection and/or notch. Additionally, as the projection and/or notch wear with repeated use, good engagement between the projection and notch may continue to be achieved.

Where the projection and notch are tapered, it is possible that the projection may disengage the notch should an excessive force be applied to the handlebar. As the taper angle increases, the force required to disengage the projection from the notch, and thus unlock the handlebar, decreases. Accordingly, in order to reduce the risk of the handlebar unlocking inadvertently, the projection and the notch may have taper angles of no greater than 25 degrees.

As the taper angles of the projection and the notch decrease, friction between the projection and the notch may increase. This then makes it more difficult for a user to move the catch to disengage the projection and unlock the handlebar. Accordingly, the projection and the notch may have taper angles of no less than 3 degrees.

The taper angles of the projection and the notch may be between 5 degrees and 15 degrees, and may be around 10 degrees. This then provides a relatively good balance between the desire to avoid inadvertent unlocking of the handlebar when in the riding position and the desire to make it easy for a user to move the catch to unlock the handlebar.

The projection, when engaged with the notch, may have a projected depth of between 5 mm and 20 mm. The projected depth (i.e., the extent or depth to which the projection projects into the notch when engaged) may also influence the magnitude of the force required to move the catch and unlock the handlebar. For example, as the projected depth increases, the projection is likely to engage the notches over a large surface area. As a result, the friction between the projection and the notch may increase and thus the force required to move the catch and disengage the projection may increase. Conversely, as the projected depth decreases, the force required to move the catch may decrease, and thus the handlebar may be forcibly unlocked by application of a smaller force to the handlebar. A projected depth of between 5 mm and 15 mm provides a good balance between these two competing factors.

The catch may be moveable along a length of the handlebar. That is to say that the catch may be moveable in a direction parallel to a longitudinal axis of the handlebar or, where the handlebar is not straight along its entire length, that section of the handlebar on which the catch is provided. Unlocking the handlebar is therefore relatively intuitive and easy for a user. In particular, a user may slide the catch away from the stem in a direction parallel to the handlebar. Moreover, a user may grip the handlebar and then, with the thumb or forefinger of the same hand, move the catch to unlock the handlebar whilst continuing to hold the handlebar. Additionally, by moving the catch along the length of the handlebar, the catch may remain within the profile or footprint of the handlebar and thus a relatively compact arrangement may be achieved.

The stem may comprise a further notch, and the locking mechanism may comprise a further catch having a further projection. When the handlebar is in the riding position, the further projection may project into and engage the further notch to lock the handlebar. Moving the further catch may then cause the further projection to withdraw and disengage from the further notch. The handlebar is therefore unlocked only when both the catch and the further catch are moved and disengaged from the notch and further notch. As a result, the risk of inadvertently unlocking the handlebar during riding may be reduced and thus the safety of the vehicle may be improved. Additionally or alternatively, the provision of a further catch and notch may further reduce play in the handlebar.

The catch and the further catch may be located on opposite sides of the handlebar. This then has the advantage that the catch and further catch may be moved together using the thumb and forefinger of one hand, and thus the handlebar may be unlocked using a single-handed action. Additionally, with this particular arrangement, the risk of trapping or pinching the skin may be reduced. With any mechanism that is intended to be moved using the hand of a user, there is a risk that the skin of the hand may be trapped or pinched by the mechanism. The thumb and forefinger are the digits that are most likely to be trapped or pinched. By arranging the catches on opposite sides of the handlebar, a user is essentially compelled to use the thumb and forefinger to move and disengage the catches. By ensuring that the thumb and forefinger are actively involved in unlocking the handlebar, the risk of pinching the skin may be reduced.

The catch and the further catch may be biased towards the stem by the biasing member. That is to say that the catch and the further catch may be biased by the 30 same biasing member. This then reduces the cost and complexity of the locking mechanism.

The locking assembly may comprise a pin that extends through the handlebar and engages both the catch and the further catch, and the biasing member may comprise a spring that extends within the handlebar and is attached at one end to the pin. This then provides a relatively cost-effective and easy-to-assemble arrangement in which the same biasing member may be used to bias the catch and the further catch. Moreover, by having a pin that extends through the handlebar and by employing a spring that extends within the handlebar, a relatively compact arrangement may be achieved.

Movement of the catch relative to the further catch may cause the pin to pivot. For example, as the catch is moved in a direction away from the stem, the catch may generate a moment of force or torque, which causes the pin to pivot about that point in contact with the further catch. One can also think of the opposing forces acting on the pin as generating shear, which causes the pin to pivot. The pin pivots such that one end of the pin (i.e., that end which engages with the moving catch) is moved further from the stem. As a result, the catch and further catch may be moved independently using a relatively simple, cost-effective and easy-to-assemble arrangement. In examples, the pin may engage grooves or oversized holes in the catches such that pivoting of the pin is not inhibited by the catches.

The handlebar may be pivotally attached to the stem by a pivot pin, and the spring may be attached at an opposite end to the pivot pin. This then provides a relatively compact and cost-effective option for biasing both the catch and the further catch towards the stem.

The stem may comprise a further notch and, when the handlebar is in the folded position, the projection of the catch may project into and engage the further notch to releasably lock the handlebar in the folded position. This then has the benefit that the handlebar may also be locked in the folded position. Consequently, when carrying or otherwise moving the vehicle when not in use, the handlebar is prevented from moving.

The further notch may have a larger taper angle than that of the notch and/or the projection, when engaged with the further notch, has a larger projected depth than that of the notch. As the taper angle of a notch increases and/or the projected depth of the notch decreases, it can become increasingly easier to disengage the projection from the notch (and therefore unlock the handlebar) by applying a force to the handlebar. When the handlebar is in the riding position, it is desirable that the handlebar does not unlock upon application of a reasonable force to the handlebar. In this way, the handlebar does not inadvertently unlock should a user, for example, lean heavily on the handlebar during use. By contrast, when the handlebar is in the folded position, there is no need to lock the handlebar quite so securely. Moreover, by ensuring that further notch has a larger taper angle and/or a shallower projected depth than that of the notch, the handlebar may be unlocked by applying a relatively small force to the handlebar. This then has the advantage that the user may unlock the handlebar without the need to move the catch. For example, a user may apply a force to (e.g., pull) the handlebar in order to unlock the handlebar from the folded position. With the handlebar unlocked, the user may continue to move the handlebar to the riding position, at which point the projection automatically engages with the notch by virtue of the biasing member to lock the handlebar in the riding position. In this way, moving the handlebar from the folded position to the riding position is made easier for the user.

The projection and at least a portion of the stem comprising the notch may be formed of a metal. The projection may be required to engage and disengage with the notch many times over the life of the vehicle. By forming the projection and notch of metal, wear of the projection and notch, which might otherwise increase play in the handlebar, may be reduced. Additionally, the projection and notch may be machined to tighter tolerances so as to reduce play in the handlebar.

The metal of the projection and/or the portion of the stem may be anodized. By 30 employing an anodized metal, such as anodized aluminium, the wear resistance of the projection and/or the stem may be increased. Additionally, a lower coefficient of friction may be achieved. As a result, the force required to move the catch to disengage the projection may be reduced, thereby making it easier for a user to unlock the handlebar.

Further disclosed is a handlebar assembly comprising: a stem having a first notch and a second notch; a handlebar pivotally attached to the stem and moveable relative to the stem between a riding position and a folded position; and a locking mechanism to releasably lock the handlebar in the riding position, the locking mechanism comprising: a first catch moveable relative to the handlebar and having a first projection; a second catch moveable relative to the handlebar and having a second projection; and a biasing member biasing the first catch and the second catch towards the stem, wherein: when the handlebar is in the riding position, the first projection projects into and engages the first notch and the second projection projects into and engages the second notch to lock the handlebar; and moving the first catch and the second catch against the biasing member causes the first projection and the second projection to withdraw and disengage from the first notch and the second notch to unlock the handlebar.

The locking mechanism comprises a pair of catches, each of which has a projection that engages with a corresponding notch in the stem. As a result, the degree of play in the handlebar may be reduced in comparison to, say, known locking mechanisms that employ a collar. Moreover, by employing a pair of catches, the handlebar is unlocked only when both the first catch and the second catch are moved and disengaged from the notches. As a result, the risk of inadvertently unlocking the handlebar during riding may be reduced and thus the safety of the vehicle may be improved.

The locking mechanism comprises a single biasing member (e.g., spring) that biases both catches towards the stem. This then reduces the cost and complexity of the locking mechanism.

The first catch and the second catch may each be moveable along a length of the handlebar. That is to say that the catches may be moveable in a direction parallel to a longitudinal axis of the handlebar or, where the handlebar is not straight along its entire length, that section of the handlebar on which the catches are provided. Unlocking the handlebar is therefore relatively intuitive and easy for a user. In particular, a user may grip the first catch and the second catch with one hand and then move both catches away from the stem in a direction parallel to the handlebar to unlock the handlebar. Moreover, a user may grip the two catches with the thumb and forefinger of the hand, and then move the catches to unlock the handlebar whilst retaining a hold of the handlebar. Additionally, by moving the catches along the length of the handlebar, the catches may remain within the profile or footprint of the handlebar and thus a relatively compact arrangement may be achieved.

The first catch and the second catch may be located on opposite sides of the handlebar. This then has the advantage that the first catch and second catch may be moved together using the thumb and forefinger of one hand, and thus the handlebar may be unlocked using a single-handed action. Additionally, by arranging the catches on opposite sides of the handlebar, a user may be compelled to use the thumb and forefinger to move and disengage the catches. By ensuring that both of the thumb and forefinger are actively involved in unlocking the handlebar, the risk of trapping or pinching the skin may be reduced.

The first catch may be moveable relative to the second catch. This then has the benefit that, should one of the catches be moved inadvertently during riding, the other of the catches continues to lock the handlebar in the riding position As a result, the safety of the vehicle may be improved.

The locking assembly may comprise a pin that extends through the handlebar and engages both the first catch and the second catch, and the biasing member may comprise a spring that extends within the handlebar and is attached at one end to the pin. This then provides a relatively cost-effective and easy-to-assemble arrangement in which the same biasing member may be used to bias the first catch and the second catch. Moreover, by having a pin that extends through the handlebar and by employing a spring that extends within the handlebar, a relatively compact arrangement may be achieved.

The handlebar may be pivotally attached to the stem by a pivot pin, and the spring may be attached at an opposite end to the pivot pin. This then provides a relatively compact and cost-effective option for biasing both the first catch and the second catch towards the stem.

Brief Description of the Drawings

Figure 1 is a side view of an example scooter; Figure 2 is a perspective view of a handlebar assembly of the scooter, wherein the handlebars of the assembly are in a riding position; Figure 3 is a perspective view of the handlebar assembly, wherein the handlebars are in a folded position; Figure 4 is an exploded view of part of the handlebar assembly; Figure 5 is a front view of a section through part of the handlebar assembly; Figure 6 is a top view of a section through part of the handlebar assembly; Figure 7 is the same view as that of Figure 6, wherein a first catch of the handlebar assembly is moved relative to a second catch; Figure 8 is a section through part of the handlebar assembly in the plane A--A of Figure 6, wherein the handlebar is in the riding position and a catch of the assembly is in (a) a first position and (b) a second position; Figure 9 is a front view of part of the handlebar assembly, wherein the handlebar is in (a) the folded position, and (b) a position between the folded position and the riding position; Figure 10 is a perspective view of a further handlebar assembly, wherein the handlebars of the assembly are in the riding position; Figure 11 is a side view of a section through part of the further handlebar assembly; and Figure 12 is a front view of a section through part of the further handlebar assembly, wherein the handlebar is in (a) the riding position and (b) the folded position.

Detailed Description

The scooter 10 of Figure 1 comprises a frame 20, a pair of wheels 30,31, and a steering assembly 40.

The frame 20 comprises a headtube 21, a downtube 22 and a deck 23. The downtube 22 interconnects the headtube 21 and the deck 23. The deck 23 forms a platform on which a user stands during use of the scooter 10 The wheels 30,31 comprise a front wheel 30 attached to the steering assembly 40, and a rear wheel 31 attached to the frame 20.

The steering assembly 40 comprises a handlebar assembly 50, a steerer 42, and a fork 43. The steerer 42 interconnects the handlebar assembly 50 and the fork 43.

The fork 43 is attached at one end to the steerer 42 and comprises a pair of blades at the opposite which are attached to the front wheel 30. The fork 43 extends through and is rotatably mounted within the headtube 21 of the frame 20. As a result, the steering assembly 40 is free to rotate relative to the frame 20.

Referring now to Figures 2 and 3, the handlebar assembly 50 comprises a stem 60, a first handlebar 70, a second handlebar 80, a first locking assembly 90 and a second locking assembly 100.

The stem 60 comprises a central body 61 and a pair of arms 62,63 that extend on opposite sides of the central body 61. The central body 61 comprises a bore (not shown) for receiving the steerer 42. The stem 60 is then attached to the steerer 42 by one or more fasteners, such as screws. The central body 61 also comprises a recess 64 located at the top of the central body 61 for holding a control unit of the scooter 10. The control unit is not shown in the example of Figures 2 and 3, but can be seen in the example of Figure 10, where it is labelled 155.

The first handlebar 70 is pivotally attached to the stem 60 on one side, and the second handlebar 80 is pivotally attached to the stem 60 on the opposite side. More particularly, the first handlebar 70 is pivotally attached to one of the arms 62 of the stem 60, and the second handlebar 80 is attached to the other of the arms 63. In this example, the handlebars 70,80 are attached to the stem 60 by clevis joints. In other examples, the handlebars 70,80 may be pivotally attached to the stem 60 by other forms of pivot joint, such as a knuckle joints.

Each of the handlebars 70,80 is moveable relative to the stem 60 between a riding position and a folded position. Figure 2 shows the handlebars 70,80 in the riding position, and Figure 3 shows the handlebars 70,80 in the folded position. In this example, each of the handlebars 70,80 pivots through 90 degrees from a horizontal riding position to a vertical folded position.

The first locking mechanism 90 is located on the first handlebar 70, and the second locking mechanism 100 is located on the second handlebar 80. The locking 10 mechanisms 90,100 engage with notches in the stem 60 to releasably lock the handlebars 70,80 in the riding positions and the folded positions.

The two handlebars 70,80 and the two locking mechanisms 90,100 are symmetrically identical, as are the first arm 62 and the second arm 63 of the stem 60. Accordingly, for the purposes of brevity, reference will hereafter be made to just the first handlebar 70, the first locking mechanism 90, and the first arm 62 of the stem 60.

Referring now to Figures 4 to 9, the arm 62 of the stem 60 comprises a plurality of notches 66,67,68,69. More particularly, the stem 60 comprises a first pair of notches 66,67 and a second pair of notches 68,69. The first pair of notches 66,67 are formed in an inner surface of the arm 62, and the second pair of notches 68,69 are formed in an outer surface of the arm 62. As described below, the locking mechanism 90 engages with the first pair of notches 66,67 when the handlebar 70 is in the riding position, and the locking mechanism 90 engages with the second pair of notches 68 when the handlebar 70 is in the folded position.

The handlebar 70 comprises a bar 71, a collar 72, and a grip 73. The collar 72 is attached to and surrounds one end of the bar 71. The grip 73 is attached to and surrounds the opposite end of the bar 71. The collar 72 comprises a sleeve 74 that surrounds the bar 71, and a fork 75 that extends outwardly from the sleeve 74. The fork 75 comprises apertures that form the eyes of the clevis joint. The handlebar 70 is then attached to the stem 60 by a pivot pin 65 (or clevis pin) that passes through the apertures in the fork 75.

The locking mechanism 90 comprises a first catch 91, a second catch 92, a pin 93 5 and a biasing member 94.

The first catch 91 and the second catch 92 are identical, with each of the catches comprising a locking projection 95,97 and a toggle 96,98. Each of the catches 91,92 may be formed as a single component. Alternatively, the projection 95,97 and the toggle 96,98 may be formed as separate components which are then attached to one another, e.g., by means of a fastener 101,102 such as a screw. Forming each of the catches 91,92 as separate components may reduce material waste. Additionally or alternatively, the projection 95,97 and the toggle 96,98 may be formed of different materials. In the present example, the projections 95,97 and toggles 96,98 are formed as separate components but of the same material.

The first catch 91 is mounted on one side of the handlebar 70 and the second catch 92 is mounted on the opposite side of the handlebar 70. Each of the catches 91,92 is moveable relative to the handlebar 70 along the length of the handlebar 70. That is to say that each of the catches 91,92 is moveable relative to the handlebar 70 in a direction parallel to a longitudinal axis of the handlebar 70. Each of the catches 91,92 is mounted to the collar 72 of the handlebar 70 and is moveable within a channel or groove 77 in the collar 72.

The pin 93 extends through the handlebar 70 and engages both the first catch 91 and the second catch 92. More particularly, the pin 93 extends through longitudinal slots 78 in the collar 72 of the handlebar 70. A first end portion of the pin 93 then engages the first catch 91 and a second end portion of the pin 93 engages the second catch 92. In this particular example, the pin 93 engages or is seated within a u-shaped recess in the rear of the projection 95,97 of each catch 91,92.

The biasing member 94 extends internally within the handlebar 70 and is attached at one end to the pin 93 of the locking mechanism 90 and at an opposite end to the pivot pin 65. The biasing member 94 acts to bias the pin 93 and thus the catches 91,92 towards the stem 60. In the present example, the biasing member 94 comprises a coil spring. In other examples, the biasing member 94 may take an alternative form, such as a polymer spring or elastomeric band.

The catches 91,92 may be moved against the biasing force of the biasing member 94 in a direction away from the stem 60. To do so, a user engages the toggles 96,98 and moves (e.g., pulls) the catches 91,92 in a direction away from the stem 60.

Each of the catches 91,92 is moveable relative to the other of the catches 91,92. That is to say that each catch 91,92 may be moved independently of the other catch 91,92. Referring now to Figure 7, when the first catch 91 is pulled or otherwise moved in a direction away from the stem 60, the first catch 91 pushes the first end of the pin 93 away from the stem 60. The second of the pin 93, however, continues to be biased against the second catch 92 in a direction towards the stem 60 by the biasing member 94. As a result, the pin 93 is caused to pivot. The force applied to the pin 93 by the first catch 91 effectively generates torque, which causes the pin 93 to pivot about that point in contact with the second catch 92. Alternatively, one can think of the opposing forces acting on the pin 93 as generating shear, which causes the pin 93 to pivot. The pin 93 is permitted to pivot because the pin 93 is seated within a u-shaped recess in each of the catches 91,92. In other examples, the pin 93 may be seated within an oversized hole or recess in the catches 91,92 such that the pin 93 is free to pivot. In further examples, the two catches 91,92 may be arranged to move together. For example, the pin 93 may be seated within fitted holes in the catches 91,92 such that movement of one catch 91 relative to another catch 92 is prevented.

Referring now to Figure 8, when the handlebar 70 is in the riding position, the projection 95 of the first catch 91 projects into and engages with the first notch 66 of the first pair of notches in the stem 60, and the projection 97 of the second catch 92 projects into and engages with the second notch 67 of the first pair of notches. The engagement of the projections 95,97 with the notches 66,67 prevents the handlebar 70 from moving from the riding position. The handlebar is thus locked in the riding position, as shown in Figure 8(a).

In this particular example, the projections 95,97 engage only the bottom of the 5 notches 66,67 to prevent the handlebar 70 from moving downward from the riding position. Upward movement of the handlebar 70 from the riding position is then prevented by the fork 75 of the handlebar 70 which is in contact with the top of the arm 62 of the stem 60. This can be seen in Figure 5. In other examples, the projections 95,97 may engage both the bottom and the top of the notches 66,67 to 10 prevent the handlebar 70 from moving both upwards and downwards from the riding position.

In order to unlock the handlebar 70, a user is required to move (e.g., pull) the catches 91,92 in a direction away from the stem, as shown in Figure 8(b). In response to moving the catches 91,92, the projections 95,97 are caused to withdraw and disengage from the notches 66,67. With the projections 95,97 disengaged from the notches 66,67, the handlebar 70 is free to move relative to the stem 60. As already noted, each catch 91,92 is free to move relative to the other catch 91,92. Consequently, the handlebar 70 is unlocked only when both catches 91,92 are pulled back. This then improves the safety of the handlebar assembly 50 by ensuring that inadvertent movement of one of the catches 91,92 does not cause the handlebar 70 to unlock. As noted above, in other examples, the two catches 91,92 may be arranged to move together. Whilst this arrangement no longer prevents inadvertent unlocking of the handlebar 70 due to movement of just one of the catches, the provision of two catches 91,92 nevertheless improves the safety of the handlebar assembly 50. For example, in comparison to a single catch, it is generally more difficult to move two catches 91,92 that are arranged to move together, particularly when they are provided on opposite sides of the handlebar 70.

The projections 95,97 and the notches 66,67 are tapered. This then helps ensure that a good engagement is achieved between the projections 95,97 and the notches 66,67. In particular, good engagement may be achieved in spite of geometric tolerances in the projections 95,97 and the notches 66,67, as well as any wear in the projections 95,97 and notches 66,67 that may occur with repeated use.

In the present example, the projections 95,97 of the catches 91,92 are formed of a metal, such as aluminium. Similarly, the stem 60, or at least that part of the stem 60 that comprises the notches 66,67, is formed of a metal such as aluminium. As a result, the projections 95,97 and the notches 66,67 may be machined to relatively tight tolerances. Additionally, wear of the projections 95,97 and notches 66,67 with repeated use may be reduced. The projections 95,97 and/or the stem 60 may be formed of an anodized metal, such as anodized aluminium. As a result, the wear resistance of the projections 95,97 and/or the notches 66,67 may be increased. Furthermore, a lower coefficient of friction may be achieved between the projections 95,97 and the notches 66,67. A lubricant, such as grease, may also be provided on the projections 95,97 and/or notches 66,67 to further reduce the coefficient of friction. As a result, the force required to move the catches 91,92 to disengage the projections 95,97 may be reduced, thereby making it easier for a user to unlock the handlebar 70.

If the taper angle of the projections 95,97 and the notches 66,67 is excessive, it is possible that the handlebar 70 may be inadvertently unlocked by applying an excessive force to the handlebar 70. For example, applying an excessive downward force on the handlebar 70 may cause the projections 95,97 to slide along the surface of the notches 66,67, causing the catches 91,92 to be pushed backwards against the biasing force of the biasing member 94. With sufficient downward force, the projections 95,97 may disengage altogether from the notches 66,67, causing the handlebar 70 to become unlocked. Accordingly, in order to reduce the risk of the handlebar 70 unlocking inadvertently, the projections 95,97 and the notches 66,67 may have taper angles of no greater than 25 degrees.

As the taper angles of the projections 95,97 and the notches 66,67 decrease, friction between the projections 95,97 and the notches 66,67 is likely to increase. This then makes it more difficult for a user to move the catches 91,92 to disengage the projections 95,97 and unlock the handlebar 70. Accordingly, the projections 95,97 and the notches 66,67 may have taper angles of no less than 3 degrees.

In the illustrated example, the projections 95,97 and the notches 66,67 have taper angles of around 10 degrees. This then provides a relatively good balance between the desire to avoid inadvertent unlocking of the handlebar 70 when in the riding position and the desire to make it easy for a user to move the catches 91,92 to unlock the handlebar 70.

In addition to the taper angles, the extent or depth to which the projections 95,97 project into the notches 66,67 may also influence the magnitude of the force required to move the catches 91,92 and unlock the handlebar 70. For example, as the projected depth increases, the projections 95,97 are likely to engage the notches 66,67 over a large surface area. As a result, friction between the projections 95,97 and the notches 66,67 increases and thus, for a given taper angle, the force required to move the catches 91,92 and disengage the projections 95,97 increases. Conversely, as the projected depth decreases, the force required to move the catches 91,92 decreases, and thus the handlebar 70 may be forcibly unlocked by application of a smaller force to the handlebar 70. The projected depth of the projections 95,97 into the first pair of notches 66,67 may therefore be between mm and 20 mm. This then provides a relatively good balance between these two competing factors.

The catches 91,92 are located on opposite sides of the handlebar 70. More particularly, the first catch 91 is located on a front side of the handlebar 70 and the second catch 92 is located on a rear side of the handlebar 70. This then has the advantage that both catches 91,92 may be moved together using the thumb and forefinger of one hand, and thus the handlebar 70 may be unlocked using a single-handed action. Additionally, the risk of trapping or pinching the skin may be reduced with this arrangement. With any mechanism that is intended to be moved using the hand of a user, there is a risk that the skin of the hand may be trapped or pinched by the mechanism. The thumb and forefinger are the digits that are most likely to be trapped or pinched. By arranging the catches 91,92 on opposite sides of the handlebar 70, a user is effectively compelled to use the thumb and forefinger to grip and move the catches 91,92. By ensuring that both the thumb and forefinger are actively involved in unlocking the handlebar 70, the risk of pinching the skin may be reduced.

Referring now to Figure 9, upon unlocking the handlebar 70, the handlebar 70 may be moved to the folded position and the catches 91,92 may be released. When in the folded position, the catches 91,92 engage with the second pair of notches 68,69 in the stem 60 to lock the handlebar 70 in the folded position, as shown in Figure 9(a).

The second pair of notches 68,69 have a larger taper angle and a shallower projected depth than the first pair of notches 66,67. As noted above, as the taper angle increases and/or the projected depth decreases, it becomes increasingly easier to move the catches 91,92 and disengage the projections 95,97 from the notches. When the handlebar 70 is in the riding position, it is desirable that the handlebar 70 does not unlock upon application of a reasonable force to the handlebar 70. In this way, the handlebar 70 does not inadvertently unlock should a user, for example, lean heavily on the handlebar 70 during use. By contrast, when the handlebar 70 is in the folded position, there is no need to lock the handlebar 70 quite so securely. Moreover, by ensuring that second notches 68,69 have a larger taper angle and/or a shallower projected depth, the handlebar 70 may be unlocked by applying a relatively small force to the handlebar 70. This then has the advantage that a user may unlock the handlebar 70 without the need to move the catches 91,92. For example, a user may pull the handlebar 70 in order to unlock the handlebar 70 from the folded position, as shown in Figure 9(b). With the handlebar 70 unlocked, the user may continue to pull the handlebar 70 upwards and into the riding position, at which point the catches 91,92 automatically engage with the first pair of notches 66,67 by virtue of the biasing member 94 to lock the handlebar 70 in the riding position. In this way, moving the handlebar 70 from the folded position to the riding position is made easier for the user.

In order to better encourage the unlocking behaviour described above, the taper angles of the second pair of notches may be no less than 40 degrees. In the illustrated example, each of the second pair of notches 68,69 has a first taper angle of around 50 degrees and a second taper angle of 10 degrees. The first taper angle ensures that the handlebar 70 may be unlocked from the folded position by applying a relatively small force to the handlebar 70. The second taper angle, on the other hand, ensures that the handlebar 70 is prevented from pivoting beyond vertical. In other examples, the handlebar 70 may be prevented from pivoting beyond vertical by alternative means. For example, the arm 62 of the stem 60 may comprise a hard stop against which the fork 75 of the handlebar 70 abuts when in the vertical position.

In the illustrated example, the stem 60 comprises a pair of second notches 68,69 for locking the handlebar 70 in the folded position. In other examples, the stem 60 may comprise a single second notch for locking the handlebar 70. As a result, unlocking the handlebar 70 from the folded position may be made easier.

Locking the handlebar in the folded position has the benefit that the handlebar 70 is prevented from moving when carrying or otherwise moving the scooter when not in use. In spite of this advantage, in other examples, the second notches 68,69 may be omitted and the handlebar 70 may be unlocked in the folded position or the scooter 10 may comprise alternative means to lock the handlebar 70 in the folded position.

Handlebar assemblies having folding handlebars are known. However, such assemblies often suffer from a relatively large degree of play in the handlebars when locked in the riding position. At best, this play results in a poor user experience and poor ride quality; at worst, the play adversely affects the stability and control of the scooter. The locking mechanism of some handlebar assemblies comprises a collar located on the handlebar and biased towards the stem by a spring. When the handlebar is in the riding position, the collar passes over and engages a conical-like surface of the stem to lock the handlebar in position. A problem with this arrangement is that, owing to tolerances in the handlebar assembly, the collar does not engage the stem around the full circumference of the collar, but instead typically engages at just one or two distinct points on the collar. As a result, there is a degree of play between the handlebar and the stem, which can be particularly pronounced. For example, the handlebar may pivot up and down in the vertical plane between the riding and folded positions. The collar, however, may engage the stem at points in the horizontal plane. As a result, the degree of play in the vertical direction can be significant.

With the handlebar assembly 50 described herein, the locking mechanism 90 comprises a pair of catches 91,92 having projections 95,97 that engage notches 66,67 in the stem 60. As a result, the degree of play in the handlebar 70 may be reduced in comparison to that of other handlebar assemblies. In the example described above, the fork 75 of the handlebar 70 engages a top of the stem 60 to prevent upward movement of the handlebar 70 when in the riding position. The projections 95,97 then engage the bottom of the notches 66,67 to prevent downward movement of the handlebar 70 when in the riding position. Since the projections 95,97 and the notches 66,67 are tapered, and the projections 95,97 are biased towards the notches 66,67, the projections 95,97 are effectively wedged into the notches 66,67 so to remove or significantly reduce any vertical play in the handlebar 70.

In the example described above, the locking mechanism 90 comprises a pair of catches 91,92. By having two catches 91,92 rather than one, play in the handlebar 70 may be further reduced. Additionally, the risk of inadvertently unlocking the handlebar 70 during riding may be reduced and thus the safety of the scooter may be improved. Nevertheless, in other examples, the handlebar assembly 70 may comprise a single catch to lock the handlebar 70 in the riding position.

The locking mechanism 90 of the handlebar assembly 50 is relatively compact, cost-effective and easy to assemble. In particular, two catches 91,92 are biased by means of a single biasing member 94. Moreover, in spite of the use of common biasing member 94, the catches 91,92 are capable of independent movement. In addition to these advantages, the locking mechanism 90 provides space through which cables may be routed through the handlebar 70, as will now be described with reference to the example of Figures 10 to 12.

Figures 10 to 12 illustrate a further handlebar assembly 150 that is identical in many respects to that described above and illustrated in Figures 2 to 9. However, in contrast to that described above, the further handlebar assembly 150 comprises a control unit 155, and plurality of electric components 160-164, located on the handlebars. The electric components 160-164 are then electrically connected to the control unit 155 via electric cables 170,171,172 that are routed within the handlebars 70,80. In all other respects, the further handlebar assembly 150 is unchanged from that described above.

The electric components comprise a pair of indicator lights 160,161, an indicator switch 162, a brake lever 163, an accelerator control 164. Each of the indicator lights 160,161 is located at one end of a respective handlebar 70,80. The indicator switch 162 and the brake lever 163 are located on the first handlebar 70, and the accelerator control 164 is located on the second handlebar 80. The indicator switch 162, the brake lever 163 and the accelerator control 164 are user-operable controls that are intended to be operated by a user. It will be appreciated that the electric components 160-164 listed here are provided by way of example only and that the handlebar assembly 150 comprise an alternative number, type and/or arrangement of electric components.

Each of the electric cables 170,171,172 is connected at one end to a respective electric component 160-164. The electric cables 170,171,172 then extend internally within the handlebars 70,80 and the stem 60. Three electric cables therefore extend within the first handlebar 70 and two electric cables extend within the second handlebar 80.

Figures 11 and 12 show the electric cables 170,171,172 that extend within the first handlebar 70. The electric cables that extend within the second handlebar 80 do so in a similar manner.

The electric cables 170,171,172 extend within the handlebar 70 and pass between the pin 93 of the locking mechanism 90 and the handlebar 70. Two of the cables 170,171 pass over the top of the pin 93, and one of the cables 172 passes beneath the pin 93. The cables 170,171,172 then extend along the outside of the biasing member 94 and pass over or beneath the pivot pin 65 and into the stem 60. In the present example, the electric cables 170,171,172 are connected to the control unit 155. The control unit 155 then comprises one of more cables that extend down the inside of the steerer 42 and into the frame 20 of the scooter 10, which houses the battery and motor controller.

As the handlebar 70 pivots from the riding position shown in Figure 12(a) to the folded position shown in Figure 12(b), the cables 170,171,172 bend at the pivot pin 65. In this example, the electric cables 170,171,172 are fixed to the handlebar 70 but are not fixed to the stem 60. Consequently, as the handlebar 70 pivots and the cables 170,171,172 bend, excess cable from within the stem 60 is paid out.

With other handlebar assemblies that have folding handlebars, the folding 20 mechanism and/or the locking mechanism prevent the internal routing of cables due to the lack of available space. As a result, internal routing of cables within folding handlebars has not previously been seen.

The locking mechanism 90 of the handlebar assembly 150 described herein, by contrast, provides a relative compact arrangement that frees up much of the space within the handlebar 70. In particular, the catches 91,92 are located outside the handlebar 70, whilst the pin 93 and biasing member 94 are located inside the handlebar 70. By having a pin 93 that extends through the handlebar 70, a good amount of space is made available on either side of the pin 93 through which the electric cables 170,171,172 may be routed.

The biasing member 94 is attached at one end to the pin 93 and at an opposite end to the pivot pin 65. Consequently, as the handlebar 70 moves between the riding position (Figure 12(a)) and the folded position (Figure 12(b)), the biasing member 94 does not bend. The electric cables 170,171,172 may therefore pass unimpeded along the outside of the biasing member 94. By extending along the outside of the biasing member 94, more space may be made available to the electric cables 170,171,172. For example, the diameter of the biasing member 94 may be similar to that the diameter of the pin 93. As a result, the biasing member 94 occupies little or no additional space and instead sits predominantly or wholly within the footprint of the pin 93. Nevertheless, in other examples, the biasing member 94 might be much larger and the electric cables 170,171,172 could conceivably pass through the inside of the biasing member 94.

With the locking mechanism 90 described above, it is possible to employ a pin 93 and a biasing member 94 having relatively small diameters. Indeed, the pin 93 and the biasing member 94 may each have an outer diameter of no greater than 5 mm.

This then has the advantage of freeing up more of the space inside the handlebar 70. As a result, a higher number of cables or thicker cables may be routed within the handlebar 70. Additionally or alternatively, electric cables may be routed within a handlebar having a relatively small outer diameter. Indeed, with the locking mechanism 90 described herein, one or more cables having a diameter of at least 4 mm may be routed internally within a handlebar having an outer diameter of no greater than 40 mm. Employing a handlebar having a smaller outer diameter has the benefit that the handlebar may be gripped more easily by a user.

With conventional handlebar assemblies having folding handlebars, the cables are routed outside the handlebars. Since sufficient cable must be available to fold the handlebars, the cables can often form loops on which the vehicle may snag. Additionally, external cables may be more prone to damage from the surrounding environment and can detract from the aesthetic appearance of the scooter. With the handlebar assembly 150 of Figures 10 to 12, the electric cables are routed internally within the handlebars 70,80 and thus the aforementioned disadvantages may be mitigated.

In the example illustrated in Figures 11 and 12, all three cables 170,171,172 could conceivably be routed above the pivot pin 65. However, the innermost cable 172 is then likely to bend through a smaller bend radius as the handlebar 70 pivots to the folded position. By routing one of the cables 172 below the pivot pin 65, the cable 172 has more space in which to bend and therefore a larger bend radius may be achieved.

Whilst reference has thus far been made to handlebar assemblies 50,150 that form part of a scooter 10, it will be appreciated that the handlebar assemblies 50,150 may form part of other types of vehicle, such as a bicycle.

It is to be understood that any feature described in relation to any one example may be used alone, or in combination with other features described, and may also be used in combination with one or more features of any other of the examples, or any combination of any other of the examples. Furthermore, equivalents and modifications not described above may also be employed without departing from the scope of the invention, which is defined in the accompanying claims.

Clauses 1. A handlebar assembly comprising: a stem having a notch; a handlebar pivotally attached to the stem and moveable relative to the stem between a riding position and a folded position; and a locking mechanism to releasably lock the handlebar in the riding position, the locking mechanism comprising: a catch moveable relative to the handlebar and comprising a projection; and a biasing member biasing the catch towards the stem, wherein: when the handlebar is in the riding position, the projection projects into and engages the notch to lock the handlebar; and moving the catch against the biasing member causes the projection to withdraw and disengage from the notch to unlock the handlebar.

2. A handlebar assembly as claimed in clause 1, wherein the projection and the notch are tapered.

3. A handlebar assembly as claimed in clause 2, wherein the projection and the notch have taper angles of no greater than 25 degrees.

4. A handlebar assembly as claimed in clause 2 or 3, wherein the projection and the notch have taper angles of no less than 3 degrees.

5. A handlebar assembly as claimed in any one of the preceding clauses, wherein the projection, when engaged with the notch, has a projected depth of 15 between 5 mm and 20 mm.

6. A handlebar assembly as claimed in any one of the preceding clauses, wherein the catch is moveable along a length of the handlebar.

7. A handlebar assembly as claimed in any one of the preceding clauses, wherein: the stem comprises a further notch, the locking mechanism comprises a further catch moveable relative to the handlebar and comprising a further projection; when the handlebar is in the riding position, the further projection projects into and engages the further notch to lock the handlebar; and moving the further catch causes the further projection to withdraw and disengage from the further notch.

8. A handlebar assembly as claimed in clause 7, wherein the catch and the further catch are located on opposite sides of the handlebar.

9. A handlebar assembly as claimed in clause 7 or 8, wherein the catch is moveable relative to the further catch.

10. A handlebar assembly as claimed in any one of clauses 7 to 9, wherein the catch and the further catch are biased towards the stem by the biasing member.

11. A handlebar assembly as claimed in clause 10, wherein the locking assembly comprises a pin that extends through the handlebar and engages both the catch and the further catch, and the biasing member comprises a spring that extends within the handlebar and is attached at one end to the pin.

12. A handlebar assembly as claimed in clause 11, wherein movement of the catch relative to the further catch causes the pin to pivot.

13. A handlebar assembly as claimed in clause 11 or 12, wherein the handlebar is pivotally attached to the stem by a pivot pin, and the spring is attached at an opposite end to the pivot pin.

14. A handlebar assembly as claimed in any one of the preceding clauses, wherein: the stem comprises a further notch; and when the handlebar is in the folded position, the projection projects into and engages the further notch to releasably lock the handlebar in the folded position.

15. A handlebar assembly as claimed in clause 14, wherein the further notch has a larger taper angle than that of the notch, or the projection, when engaged with the further notch, has a larger projected depth than that of the notch.

16. A handlebar assembly as claimed in any one of the preceding clauses, wherein the projection and at least a portion of the stem comprising the notch is formed of a metal.

17. A handlebar assembly as claimed in clause 16, wherein the projection or the portion of the stem is formed of an anodized metal.

18. A handlebar assembly comprising: a stem having a first notch and a second notch; a handlebar pivotally attached to the stem and moveable relative to the stem between a riding position and a folded position; and a locking mechanism to releasably lock the handlebar in the riding position, the locking mechanism comprising: a first catch moveable relative to the handlebar and having a first projection; a second catch moveable relative to the handlebar and having a second projection; and a biasing member biasing the first catch and the second catch towards the stem, wherein: when the handlebar is in the riding position, the first projection projects into and engages the first notch and the second projection projects into and engages the second notch to lock the handlebar; and moving the first catch and the second catch against the biasing member causes the first projection and the second projection to withdraw and disengage from the first notch and the second notch to unlock the handlebar.

19. A handlebar assembly as claimed in clause 18, wherein the first catch and 25 the second catch are each moveable along a length of the handlebar.

20. A handlebar assembly as claimed in clause 18 or 19, wherein the first catch and the second catch are located on opposite sides of the handlebar.

21. A handlebar assembly as claimed in any one of clauses 18 to 20, wherein the first catch is moveable relative to the second catch.

22. A handlebar assembly comprising: a stem; a handlebar pivotally attached to the stem and moveable relative to the stem between a riding position and a folded position; and one or more electric cables extending internally within the handlebar and the 5 stem and arranged to bend in response to movement of the handlebar.

23. A handlebar assembly as claimed in clause 22, wherein the handlebar is pivotally attached to the stem by a pivot pin, and the electric cables bend at the pivot pin.

24. A handlebar assembly as claimed in clause 22 or 23, wherein: the handlebar assembly comprises a locking mechanism to releasably lock the handlebar in the riding position, the locking mechanism comprising: a catch moveable relative to the handlebar; a pin extending through the handlebar and engaging the catch; and a biasing member extending within the handlebar and biasing the catch towards the stem, the biasing member is attached at one end to the pin, and the electric cables extend between the pin and the handlebar.

25. A handlebar assembly as claimed in clause 24, wherein the electric cables extend along an outside of the biasing member.

26. A handlebar assembly as claimed in clause 24 or 25, wherein the pin and the 25 biasing member each have an outer diameter of no greater than 5 mm.

27. A handlebar assembly as claimed in any one of clauses 24 to 26, wherein the locking mechanism comprises a further catch, the pin engages the further catch, and the biasing member biases the further catch towards the stem.

28. A handlebar assembly as claimed in clause 27, wherein the catch and the further catch are located on opposite sides of the handlebar.

29. A handlebar assembly as claimed in clause 27 or 28, wherein the catch is moveable relative to the further catch.

30. A handlebar assembly as claimed in clause 29, wherein movement of the catch relative to the further catch causes the pin to pivot.

31. A handlebar assembly as claimed in any one of clauses 22 to 30, wherein the handlebar is pivotally attached to the stem by a pivot pin, and the electric cables comprise a first cable that extends over one side of the pivot pin and a second cable that extends over an opposite side of the pivot pin.

32. A handlebar assembly as claimed in any one of clauses 22 to 31, wherein the handlebar has an outer diameter of no greater than 40 mm.

33. A handlebar assembly as claimed in any one of clauses 22 to 32, wherein each of the electric cables has a diameter of at least 4 mm.

34. A handlebar assembly as claimed in any one of clauses 22 to 33, wherein the handlebar assembly comprises a light provided on the handlebar and the electric cables comprise a cable to supply electrical power to the light.

35. A handlebar assembly as claimed in any one clauses 22 to 34, wherein the handlebar assembly comprises a user-operable control provided on the handlebar to control one of an indicator, an accelerator, and a brake, and the electric cables comprise a cable connected to the user-operable control.

36. A handlebar assembly comprising: a stem; a handlebar pivotally attached to the stem and moveable relative to the stem between a riding position and a folded position; one or more electric cables extending internally within the handlebar; and a locking mechanism to releasably lock the handlebar in the riding position, the locking mechanism comprising: a catch moveable relative to the handlebar; a pin extending through the handlebar and engaging the catch; and a biasing member extending within the handlebar and biasing the catch towards the stem, wherein the electric cables extend between the pin and the handlebar.

Claims

CLAIMS1. A handlebar assembly comprising: a stem; a handlebar pivotally attached to the stem and moveable relative to the stem between a riding position and a folded position; and one or more electric cables extending internally within the handlebar and the stem and arranged to bend in response to movement of the handlebar.
2. A handlebar assembly as claimed in claim 1, wherein the handlebar is pivotally attached to the stem by a pivot pin, and the electric cables bend at the pivot pin.
3. A handlebar assembly as claimed in claim 1 or 2, wherein the handlebar assembly comprises a locking mechanism to releasably lock the handlebar in the riding position, the locking mechanism comprising: a catch moveable relative to the handlebar; a pin extending through the handlebar and engaging the catch; and a biasing member extending within the handlebar and biasing the catch towards the stem, the biasing member is attached at one end to the pin, and the electric cables extend between the pin the handlebar.
4. A handlebar assembly as claimed in claim 3, wherein the electric cables 25 extend along an outside of the biasing member.
5. A handlebar assembly as claimed in claim 3 or 4, wherein the pin and the biasing member each have an outer diameter of no greater than 5 mm
6. A handlebar assembly as claimed in any one of claims 3 to 5, wherein the locking mechanism comprises a further catch, the pin engages the further catch, and the biasing member biases the further catch towards the stem.
7. A handlebar assembly as claimed in claim 6, wherein the catch and the further catch are located on opposite sides of the handlebar.
8. A handlebar assembly as claimed in claim 6 or 7, wherein the catch is moveable relative to the further catch.
9. A handlebar assembly as claimed in claim 8, wherein movement of the catch relative to the further catch causes the pin to pivot.
10. A handlebar assembly as claimed in any one of claims 1 to 9, wherein the handlebar is pivotally attached to the stem by a pivot pin, and the electric cables comprise a first cable that extends over one side of the pivot pin and a second cable that extends over an opposite side of the pivot pin.
11. A handlebar assembly as claimed in any one of claims 1 to 10, wherein the handlebar has an outer diameter of no greater than 40 mm.
12. A handlebar assembly as claimed in any one of claims 1 to 11, wherein each of the electric cables has a diameter of at least 4 mm.
13. A handlebar assembly as claimed in any one of claims 1 to 12, wherein the handlebar assembly comprises a light provided on the handlebar and the electric cables comprise a cable to supply electrical power to the light.
14. A handlebar assembly as claimed in any one claims 1 to 13, wherein the handlebar assembly comprises a user-operable control provided on the handlebar to control one of an indicator, an accelerator, and a brake, and the electric cables comprise a cable connected to the user-operable control.
15. A handlebar assembly comprising: a stem; a handlebar pivotally attached to the stem and moveable relative to the stem between a riding position and a folded position; one or more electric cables extending internally within the handlebar; and a locking mechanism to releasably lock the handlebar in the riding position, the locking mechanism comprising: a catch moveable relative to the handlebar; a pin extending through the handlebar and engaging the catch; and a biasing member extending within the handlebar and biasing the catch towards the stem, wherein the electric cables extend between the pin the handlebar.