WO2013063641A1

WO2013063641A1 - Motorcycle safety system

Info

Publication number: WO2013063641A1
Application number: PCT/AU2012/001328
Authority: WO
Inventors: Richard ANTOLIK
Original assignee: Individual
Current assignee: Individual
Priority date: 2011-10-30
Filing date: 2012-10-30
Publication date: 2013-05-10
Anticipated expiration: 2014-04-30
Also published as: GB201118829D0

Abstract

The present invention provides a safety system for a motorcycle or similar vehicle, the system comprising an accident detection device, the accident detection device operably connected to means for interrupting the motive power of the motorcycle or similar vehicle, wherein in an accident the system interrupts the motive power of the motorcycle or similar vehicle.

Description

MOTORCYCLE SAFETY SYSTEM

FIELD OF THE INVENTION

The present invention relates to safety systems useful in preventing damage to a motorcycle or injury to the rider in the event of an accident. The systems are also directed to prevent the uncontrolled movement of a motorcycle under power in the event of an accident.

BACKGROUND TO THE INVENTION

Motorcycles and similar vehicles are inherently less stable than automobiles and tend to be involved in accidents more often. Furthermore, the lesser structural protection provided about the engines of motorcycles (and particularly "naked" road motorcycles and trail motorcycles) often translates into significant damage when the machine collides with other vehicles or objects, or simply is "dropped".

Damage about the engine may result in a breach of the integrity of the fuel system. While damage to the fuel system most commonly results from more significant accidents (such as collision with another vehicle or the loss of control at speed), damage may also result from minor incidents such as parking mishaps.

Leaked fuel can damage parts of the motorcycle such as the alternator and other solvent-sensitive components such as plastics and rubbers.

In some circumstances, leaked fuel can ignite leading to fire and the potential for serious burns to the rider, or indeed any person in proximity to the motorcycle. Even small amounts of leaked fuel that ignite can cause a significant fire given the flammable components on motorcycles such as plastics. A more serious fire can lead to explosion of the fuel tank. There have been many media reports of tragic motorcycle accidents that have resulted in fire. For example, on 23 June 201 1 ABC News (United States) reported an accident in Philadelphia where a motorcycle skidded into the side of an illegally turning motor vehicle. Upon impact, the motorcycle immediately burst into flames while the rider was trapped under his motorcycle and suffered serious burns. A similar episode occurred in Utah where a motorcycle collided with a vehicle. The motorcycle slid under the vehicle and subsequently burst into flames. The rider was trapped under the car and again suffered serious burns (CBS News, 14 September 201 1 ).

These problems are relevant to motorcycles (including road, trail and racing motorcycles), scooters, and mopeds. Problems with accident-mediated fires are also noted with other vehicles that are inherently unstable and exposed fuel systems such as quad bikes.

Various accident management systems are known in the art, however they present problems. Prior art systems may not accurately detect an accident or an impending accident with sufficient accuracy. Some systems are triggered in non- accident situations, while others fail to trigger where required. Furthermore, some systems fail to adequately diminish the occurrence of an accident-mediated fire in a collision. As another shortcoming, prior art systems can be overly complex, prone to failure and expensive.

Other than fire, it is also known that injury can occur to a rider in an accident by entanglement in a drive component such as a chain, sprocket or wheel.

It is another problem that in an accident, or in the brief period of time leading up to an accident, a rider may lose contact with one or both of the handlebars. This can result in a loss of control of the steering, thereby leading to an accident which may have otherwise been avoided.

It is an aspect of the present invention to overcome or alleviate a problem of the prior art by providing for a system to prevent (or at least decrease the probability) of accident-mediated fires in motorcycles and related vehicles

It is a further aspect to provide a handlebar designed to reduce a loss of steering control. The discussion of documents, acts, materials, devices, articles and the like is included in this specification solely for the purpose of providing a context for the present invention. It is not suggested or represented that any or all of these matters formed part of the prior art base or were common general knowledge in the field relevant to the present invention as it existed before the filing date of this application. SUMMARY OF THE INVENTION

In a first aspect the present invention provides a safety system for a motorcycle or similar vehicle, the system comprising an accident detection device, the accident detection device operably connected to means for interrupting the motive power of the motorcycle or similar vehicle, wherein in an accident the system interrupts the motive power of the motorcycle or similar vehicle.

In one embodiment, the means for interrupting the motive power of the motorcycle or similar vehicle comprises (i) means for preventing or inhibiting the egress of fuel and/or (ii) means for preventing or inhibiting ignition of fuel, wherein in an accident the system: (a) prevents or inhibits the egress of fuel and/or (b) prevents or inhibits ignition of fuel.

In one embodiment, the means for interrupting the motive power of the motorcycle or similar vehicle comprises means for inhibiting or preventing rotation of a drive wheel of the motorcycle or similar vehicle. Optionally, the means for inhibiting or preventing rotation of a drive wheel of the motorcycle or similar vehicle (i) disengages a clutch, a drive shaft or a chain and/or (ii) engages a wheel brake of the motorcycle or similar vehicle. In one embodiment, the accident detection device is configured to detect contact of one or more parts of the motorcycle or similar vehicle with the road surface. The one or more parts of the motorcycle or similar vehicle may be one or both handle bars. In one embodiment of the system the accident detection device is an attitude detection device, optionally configured to detect an incline of the motorcycle or similar vehicle. The attitude detection device may comprises a vertical reference unit, or an accelerometer or a gyroscope.

105 In one embodiment, the means for preventing or inhibiting the egress of fuel is configured to interrupt the flow of fuel through the fuel system of the motorcycle or similar vehicle.

The means for preventing or inhibiting the ignition of fuel may be configured to 110 interrupt the electrical and/or ignition system of the motorcycle or similar vehicle.

In another aspect, the present invention provides a set of microprocesssor- executable instructions configured to operate a system as described herein.

115 A further aspect provides a microprocessor or microprocessor-associated memory comprising a set of microprocessor-executable instructions as described herein.

Yet a further aspect provides an electrical circuit configured to operate a 120 system as described herein.

Another aspect of the present invention provides a switch for use in a system as described herein, in combination with a part of a motorcycle or similar vehicle. Optionally, the part of the motorcycle or similar vehicle is a handle bar or a foot peg.

125

Still a further aspect provides a motorcycle or similar vehicle comprising a system as described herein.

Another aspect of the present invention provides a method for improving the 130 safety of a motorcycle or similar vehicle comprising retrofitting a system as described herein and/or a switch as described herein to the motorcycle or similar vehicle.

Another aspect provides a handlebar of a motorcycle or similar vehicle, the handlebar comprising a flange at or toward the terminus of the handlebar, the flange 135 configured to inhibit or prevent slipping of a rider's hand off the handlebar. In one embodiment the handlebar comprises a switch for use in a system as described herein .

In another aspect there is provided a handlebar of a motorcycle or similar 140 vehicle, the handlebar comprising a tapered handgrip. In one embodiment the handlebar comprises a switch for use in a system as described herein.

BRIEF DESCRIPTION OF THE DRAWINGS

Fig. 1 shows a motorcycle handlebar fitted with a bar end switch : A, E 145 exploded views; B, section view of assembled handlebar. C, assembled view; D section view of assembled handlebar.

Fig. 2 shows a motorcycle handlebar fitted with a bar end switch : A, E exploded views; B, section view of assembled handlebar. C, assembled view; D 150 section view of assembled handlebar.

Fig. 3 shows a motorcycle handlebar fitted with a bar end switch : A, E exploded views; B, section view of assembled handlebar. C, assembled view; D section view of assembled handlebar.

155

Fig. 4 shows a motorcycle handlebar fitted with a bar end switch : A, E exploded views; B, section view of assembled handlebar. C, assembled view; D section view of assembled handlebar.

160 Fig. 5 shows a motorcycle handlebar fitted with a bar end switch : A, E exploded views; B, section view of assembled handlebar. C, assembled view; D section view of assembled handlebar.

165 Fig. 6 shows a motorcycle handlebar fitted with a bar end switch : A, E exploded views; B, section view of assembled handlebar. C, assembled view; D section view of assembled handlebar.

Fig. 7 shows a bar end switch: A, partially assembled view; B exploded view. Fig 8 shows a schematic diagram of a switch and relay useful in a system described herein.

DETAILED DESCRIPTION OF THE INVENTION

175 After considering this description it will be apparent to one skilled in the art how the invention is implemented in various alternative embodiments and alternative applications. However, although various embodiments of the present invention will be described herein, it is understood that these embodiments are presented by way of example only, and not limitation. As such, this description of various alternative

180 embodiments should not be construed to limit the scope or breadth of the present invention. Furthermore, statements of advantages or other aspects apply to specific exemplary embodiments, and not necessarily to all embodiments covered by the claims.

185 Throughout the description and the claims of this specification the word

"comprise" and variations of the word, such as "comprising" and "comprises" is not intended to exclude other additives, components, integers or steps.

Reference throughout this specification to "one embodiment" or "an 190 embodiment" means that a particular feature, structure or characteristic described in connection with the embodiment is included in at least one embodiment of the present invention. Thus, appearances of the phrases "in one embodiment" or "in an embodiment" in various places throughout this specification are not necessarily all referring to the same embodiment, but may.

195

The present invention is predicated at least in part on Applicant's finding that a problem of the art may be overcome or alleviated by a system capable of interrupting the motive power of a motorcycle in the event of an accident, or an impending accident. The present system detects an accident situation and triggers one or more 200 actions intended to inhibit or prevent a fire, and particularly a liquid fuel-based fire.

The system may also prevent further travel of the motorcycle, after the rider has lost control or even been thrown from the vehicle, this preventing injury to bystanders or property. Accordingly, in a first aspect the present invention provides a safety system for a motorcycle or similar vehicle, the system comprising an accident 205 detection device, the accident detection device operably connected to means for interrupting the motive power of the motorcycle or similar vehicle wherein in an accident the system interrupts the motive power of the motorcycle or similar vehicle.

Applicant proposes that damage to a motorcycle and/or injury to the rider can be minimised or completely avoided by the fitting of a system that interrupts the motive 210 force of the vehicle. The system may blocks the leakage of fuel in the circumstances of an accident. Additionally or alternatively, the system may block ignition of fuel, be it from the motorcycle concerned or any other source.

As used herein, the term "motorcycle" includes any two-wheeled motor 215 vehicle powered by an internal combustion engine. This includes motorcycles designed to travel on the road, off road or racing tracks, and also scooters and mopeds. The scope of the invention extends to "similar vehicles" which have a higher propensity to roll than a standard car. Similar vehicles include three-wheeled vehicles powered by an internal combustion engine such as the Piaggio Ape, the 220 Piaggio MP3 and the Can Am Spyder. Also included are all-terrain vehicles, such as vehicles commonly referred to as "quad bikes".

The term "motorcycle" is used throughout this description for convenience. It will be understood that any use of the term is intended to extend to similar vehicles, 225 unless the contrary is expressly intended.

The term "fuel" in the context of the present invention includes fuel originating from the motorcycle, and also fuel originating from another vehicle. A motorcycle comprising the present system may collide with a second vehicle, the second vehicle 230 spilling fuel onto or about the motorcycle. While the present systems may limit the egress of fuel from the motorcycle and also inhibit the ignition system of the motorcycle, it will be appreciated that utility will be established where only the ignition of fuel is prevented or inhibited by the present system.

235 The term "operably connected" is intended to mean that the accident detection device and the means for preventing or inhibiting the egress of fuel and/or the means for preventing or inhibiting ignition of fuel, are in communication such that a positive signal from the device results in actuation of the (i) means for preventing or inhibiting the egress of fuel and/or (ii) means for preventing or inhibiting ignition of 240 fuel. Typically the communication will be via electrical or electronic means, however other means such as electromagnetic (such as radio signal) or mechanical means are also contemplated.

The accident detection device is central to the present system, having the 245 task of detecting an accident, or that an accident is likely to occur in the ensuing seconds. The device may comprise a single component, or multiple components.

In one embodiment of the system, the accident detection device is configured to detect contact of one or more parts of the motorcycle or similar vehicle with the 250 road surface. The term "road surface" is used for convenience, and is not intended to be limited to bituminous surfaces. The term road surface is intended to include any surface upon which a motorcycle or similar vehicle may travel such as a gravel road, dirt road, ground surface, sand, or even snow.

255 Applicant proposes that in some prior art systems, an accident may be erroneously detected where an accident has not occurred or is not likely to occur. For example, motorcycles may experience significant shock forces in the course of normal use, such as when riding over uneven surfaces or mounting a curb. The ability for a motorcycle to adopt more extreme positions such as wheel stands,

260 significant inclines and declines (for example in trail riding), and substantial lean angles when cornering provides the propensity for false positive signals being generated. Thus, in circumstances of normal riding, the false positive signal from an accident detection device leading to interference of the motorcycle fuel or ignition systems will be unwarranted, and indeed may even be dangerous. Applicant's

265 solution of detecting actual contact with a part of the motorcycle with the road surface addresses that problem, given that any contact will (at least in the vast majority of circumstances) be highly indicative of an accident.

This approach is distinguished from systems of the prior art that rely on 270 components such as collision sensors of the type often found in automobile airbag systems. Applicant has recognised that in many motorcycle accidents, sufficient collision force (or indeed no collision force) is generated. For example, where a motorcycle rider brakes hard in an accident situation and looses balance the machine is typically laid down on one side, skidding before coming to a rest. The 275 motorcycle often slides under a vehicle or collides with the vehicle at a relatively low speed. However, once laid down and in contact with the road significant damage can be effected to the fuel system leading to egress of fuel and the potential for fire.

Applicant has further recognised that sensors relying on collision force will not 280 actuate where a motorcycle is laid down at low speed (or no speed), or where no collision eventuates. Nevertheless, damage to the fuel system may result in these circumstances, leading to the potential of a fuel-based fire.

The part of the motorcycle for which contact to the road surface is detected is, 285 in one embodiment, a part which will first contact the road surface in an accident and/or is most likely to contact the road surface in an accident. It is very often the case that in an impending motorcycle accident the rider will attempt to avoid a collision by rapidly steering away from the impending accident, or braking hard. Either action may result in the laying down of the motorcycle on one side, leading to 290 a skid. Applicant proposes that use of the handlebar (and particularly the bar-end) in accident detection provides significant advantage, given that this part (be it the left of right side handle bar) typically contacts the road first in an accident, and also contacts the road in the vast majority of accidents.

295 As a further advantage, disposition of accident detection device within or about a handlebar allows for the system to detect impact from the side where the vehicle remains substantially upright at least for some time. This may occur, for example, where the motorcycle has been impacted from the side by a moving automobile.

300

Given the disclosure herein, it will be appreciated that other parts of the motorcycle may be suitable, including the foot peg (rider or pillion) or the wear indicator on a foot peg, a crash protector, a frame slider, an exhaust protector, an engine crash bar, a swing arm protector, a fork protector, a lock stop, a bar end 305 protector or an engine case cover. The motorcycle part may also be an accessory that extends away from the motorcycle such as a pannier, a top box or a luggage rack.

The detection of contact with the road surface may be achieved by the 310 actuation of a switch disposed within or about a part of the motorcycle. The switch may be normally open or normally closed. In one embodiment, the switch is normally closed so that the system continues to detect contact with the road surface even where the switch is destroyed in the course of an accident.

315 The system may be configured to be operable with a momentary switch such that actuation of the means for preventing or inhibiting the egress of fuel and/or means for preventing or inhibiting ignition of fuel occurs in response to a very brief opening or closing of the switch. Again, this approach prevents malfunction of the system caused by destruction of the switch.

320

The switch may be any simple or complex contrivance capable of adopting an open and closed state. Many standard types of switches of the type found in consumer outlets such as Radioshack™ will be suitable in the context of the present methods. For ease of fitting, miniature and micro switches are contemplated. 325 Alternatively, custom switches designed for particular applications in the context of the present systems are also contemplated.

A very simple switch may be comprised of a wire that is embedded in a sacrificial material disposed at the end of the handle bar end bell. Thus, were the 330 sacrificial material is stripped along with the embedded wire an open circuit is registered.

In one embodiment, the switch the switch may be positioned, or have certain characteristics to facilitate integration into the present systems while also integrating 335 into the motorcycle part in or about which it is to be disposed.

As mentioned supra the possibility exists that a switch may be damaged in an accident leading to malfunctioning of the system. Accordingly, in one embodiment a switch actuating member is included such that the switch per se is maintained 340 remote from the road surface by the member. The actuating member transfers force from the road surface to the switch without any part of the switch per se contacting the road. The actuating member may be configured or adapted to be sacrificial and may fracture if excessive force is applied. Alternatively the member may be compressible, or flexible or resilient acting as a shock absorbing component, again

345 with the aim of sparing the switch exposure to excessive forces.

In one embodiment, a dedicated shock absorbing compressible member is disposed between the switch and the actuating member, and/or between the road surface and the actuating member.

350

In one embodiment, the actuating member is spring loaded, configured such that maxi mum compression of the sprint occurs before any substantial damage to the switch is caused.

355 The switch may be positioned within in a protected space of the motorcycle or similar vehicle, with the actuation of the switch being caused by an actuation member extending to an external surface of the motorcycle or similar vehicle. In one embodiment, the switch is positioned within the cavity of the handlebar with an actuating member extending outwardly toward the bar end. In this embodiment,

360 contact of the actuating member with road surface results in actuation of the switch.

It will be appreciated that in this embodiment damage to the switch may result by the transfer of force from the actuating member to the switch. As mentioned supra, a shock-absorbing component may be disposed as a compressible member between the actuating member and the switch.

365

In one embodi ment, the accident detection device is an attitude detection device. As used herein, the term "attitude detection device" is intended to mean any device which is capable of providing an output, the output allowing for the determination of an angle away from a normal, completely upright position (i.e. all 370 wheels contacting the road surface, and at 90 degrees to the road). For example, the device may detect the lateral disposition of a motorcycle (i.e. both wheels contacting the road surface, but the vertical axis of the motorcycle being less than 90 degrees). Additionally or alternatively, the device may detect the longitudinal disposition (i.e. the vertical axis of the motorcycle being 90 degrees to the road 375 surface, but the horizontal axis being more than 0 degrees, such as when one wheel has lifted from the road surface).

The attitude detection device may be simple, and only provide one of two alternative outputs: the first to indicate that the motorcycle is disposed at a safe 380 angle, the second to indicate that the motorcycle is disposed at an unsafe angle. An example of a simple attitude detection device is a mercury tilt switch which is affixed to the motorcycle at an angle, the angle being one such that the switch moves from an open position to a closed position (or vice versa) when the motorcycle is tilted at an angle indicating that an accident has occurred, or is likely to occur.

385

In a slightly more complex embodi ment of the system, the attitude detection device may comprise one or more si mple inclinometers measuring slope or tilt with respect to the earth's gravitational pull. While electronic inclinometers can provide angular measurements at very high precision, it will be understood that they provide 390 less than complete attitude information.

The attitude detection device may be more complex still, and provide a graded output (typically to a microprocessor) of a number of measurements including pitch and/or yaw and/or roll. Many complex attitude detection devices are known for 395 various uses including naval navigation, virtual reality applications, aircraft instrumentation and the like. Generally, these devices are not reliant on external sources of information and are substantially self-contained.

In another embodiment, the attitude detection device may comprise one or 400 more accelerometers and/or one or more gyroscopes. It is understood by the skilled artisan that the output of such devices can be utilised to estimate attitude, or to detect a change in attitude. In particular gyroscopic switches are proposed to be useful.

405 In one embodiment of the system the attitude sensor is, or incorporates, an inertial measurement unit (IMU), also known as an inertial sensor unit (ISU). In one embodiment, the IMU is, or is similar to the Micro-ISU BP301 0 (BEC Navigation Ltd; Leeds, United Kingdom). This unit is a complete 6-DOF inertial

410 sensor unit, with 2 built in internally regulated power supplies for powering separate analogue and digital electronics and is calibrated over a temperature range of -40 to +85 degrees Celsius. The unit will perform accurately at angular rates up to +/-300 degrees/sec and accelerations up to +/-6g. Data is transmitted as angular incremental data in serial frames of 16 bytes at one of the selectable frequencies of

415 64 Hz, 32 Hz, 16 Hz or 8 Hz. This unit conveniently fits onto the footprint of a 24 DI P socket.

In the present systems, the attitude detection device is operably coupled to the motorcycle or similar vehicle. Typically, the attitude sensor is physically attached 420 (directly or indirectly) to the motorcycle such that an inclination in the motorcycle is mirrored by the attitude detection device. Thus, when the vehicle is inclined too far to one side (for example when dropped onto the road), the device detects the excessive inclination and can thereby detect that an accident has occurred.

425 In one embodiment the system comprises two or more accident detection devices. The two or more devices may be the same type of device disposed within or about two or more parts of the motorcycle. The two or more devices may be of different types, for example a first type being a switch that detects contact of part of the motorcycle with the road surface and a second type that is an attitude detection

430 device. The use of multiple accident detection devices and/or multiple types of devices is proposed to increase the accuracy of the system and minimise false positive and/or false negative signals being generated.

The system includes means for interrupting the motive power of the 435 motorcycle or similar vehicle. As will be understood, various systems exist to generate power and to also transmit that power to a wheel. Accordingly, the means will vary according to the vehicle concerned.

In one embodiment of the system the means for interrupting the motive power 440 comprises means for preventing or inhibiting the egress of fuel, which may be configured to interrupt the flow of fuel through the fuel system of the motorcycle or similar vehicle. As used herein, the term "egress of fuel" is intended to mean the leakage of fuel from any part of the motorcycle to which the fuel is normally confined, including a main tank, a sub tank, a reserve tank, a fuel line, a fuel cock, a fuel filter, 445 a fuel pump, a carburettor body or an injector rail. The egress may be caused by damage to one of the aforementioned components, or by dislodgement or any of these components from their normal fitting(s). The egress may be caused only by a change in position of the tank, with fuel leaking from a breather vent.

450 It is a general aim of the system to minimise the egress of fuel in the event of an accident. This may be achieved by a number of ways. Given that the fuel tank(s) are a major reservoir of fuel in the motorcycle fuel system, the present system may comprise means for isolating the fuel tanks(s). Thus, where a fuel line is damaged in an accident, the isolation of the fuel tank by the present system limits the amount of

455 fuel lost to only that present in the line. Lower amounts of lost fuel may translate to a less intense fire, or a fire of shorter duration.

In one embodiment the means for isolating the fuel tanks(s) is a valve disposed at an outlet of the tank such as the main fuel line, or a breather vent of the 460 tank. In an accident, the valve is closed by the system to prevent the egress of fuel.

In some fuel systems, the tank may be effectively isolated by cessation of the fuel pump in which case power to the pump may be interrupted. Where the tank is not effectively isolated, at least the volume of fuel leakage can be significantly 465 lessened by ceasing active pumping of the fuel.

In addition or alternatively to the fuel tank, other sites for the potential egress of fuel may be subject of the present systems. For example, the system may cause operation of the fuel injectors to cease, or the closing of one or more valves disposed 470 within a fuel line.

In addition or alternatively to the means discussed supra, the means for preventing or inhibiting the ignition of fuel is configured to interrupt the electrical and/or ignition system of the motorcycle or similar vehicle. It is contemplated that 475 even where the system is configured to prevent or inhibit the egress of fuel, it is possible that some fuel will be lost nevertheless. Accordingly, it is a general aim of the invention than any opportunity for the motorcycle to ignite fuel be diminished. In particular, the electrical system of a motorcycle may spark if any short circuits are formed in the course of an accident.

480

In one embodiment, the system comprises means for electrically isolating the battery of the motorcycle to completely cut power to all parts of the motorcycle. This may be achieved by the use of electrical isolation means disposed in line about the positive and/or negative terminal(s) of the battery. For example, a relay of high 485 amperage (normally closed) may be disposed in line between a terminal of the battery and the wiring loom of the motorcycle. In the event of an accident, the system triggers opening of the relay thereby isolating the battering from all electrical systems of the motorcycle. Thus, no spark will be generated if damage to the motorcycle wiring causes a short circuit.

490

Even where there is no damage to any electrical circuit, some electrical parts of a motorcycle may cause spark generation and may therefore be shut down. For example, the brushes of an electrical cooling fan can spark in normal operation and so it is desirable that power to the fan is cut.

495

The ignition system (and in particular the spark plugs) is also a potential means by which leaked fuel may ignite. Firing of spark plugs may be ceased by isolation of the battery (as discussed supra), or by isolation of the ignition coil(s) (on the high tension and/or low tension side).

500

The means for interrupting the motive power in a diesel-powered engine may be directed to other components or processes that are particular to that kind of engine. For example, diesel engines do not utilize a spark plug, instead igniting the fuel/air mixture by the compressive forces generated within the cylinder. 505 Accordingly, a sparking system is not available to be acted upon by the present systems. However, other means are available. For example, the motive power of a diesel engine may be cut by activating the fuel cut off solenoid to prevent fuel being admitted into the combustion chamber. This solenoid normally prevents "overrun" of a diesel engine, and is useful in the context of the present invention. 510

The motive power may also be interrupted by the system acting on a component or process of the drive system of the motorcycle. Accordingly, in one embodiment the means for interrupting the motive power of the motorcycle or similar vehicle comprises means for inhibiting or preventing rotation of a drive wheel of the 515 motorcycle or similar vehicle. In one embodiment, the means for inhibiting or preventing rotation of a drive wheel of the motorcycle or similar vehicle disengages a clutch, a drive shaft or a chain.

In addition or alternatively, the means for inhibiting or preventing rotation of a drive wheel of the motorcycle or similar vehicle may engage a wheel brake of the 520 motorcycle or similar vehicle.

Electrical actuation means (by a solenoid, for example) may be used to achieve the required disengagement or engagement as required.

Interrupting a component or process of the drive system of the motorcycle 525 may prevent or inhibit injury to the rider given the possibility of injury by body parts being caught in a rotating wheel or sprocket. Furthermore, the motorcycle is preventing from continuing to travel onwards at a time where the rider may have lost control, or has already been ejected from the vehicle.

530 Many modern motorcycles include a microprocessor-based management system which normally acts to coordinate the fuel system, ignition system, cooling system and other electronically-controllable aspects of the vehicle. In one embodiment the system is configured to be operably connected to a microprocessor- based management system of the motorcycle. Thus, the system may comprise

535 electronic connection means capable of interfacing with the microprocessor-based management system.

As an example of this embodiment, the system may comprise a connector capable of interfacing with an OBDI I connector such that the present system can 540 instruct the microprocessor-based management system to shut down the fuel injectors, halt operation of an electrical cooling fan, halt actuation of the spark plug(s), halt operation of the fuel pump and other activities that may lead to the loss of fuel and/or the ignition of leaked fuel.

545 Interfacing with an OBDII connector (or similar) is contemplated where the present system is retrofitted to a motorcycle. However, it is proposed that the present system may be fully integrated into the microprocessor based management system at the time of manufacture. Thus, in another aspect the present invention provides a set of microprocesssor-executable instructions configured to operate a

550 system as described herein. In another aspect, the present invention provides a microprocessor or microprocessor-associated memory comprising a set of microprocessor-executable instructions configured to operate a system as described herein

555 It will be understood that systems that do not rely on any microprocessor are clearly contemplated in the present invention. For example, simple circuits incorporating switches, relays and other basic electronic components are capable of achieving advantages. It is further contemplated that the present systems that are not reliant on a microprocessor may be fully integrated into the motorcycle at

560 manufacture.

In another aspect, the present invention provides a motorcycle or similar vehicle comprising a system and/or a switch as described herein.

565 In another aspect, the present invention provides a method for improving the safety of a motorcycle or similar vehicle comprising retrofitting a system and/or a switch as described herein to the motorcycle or similar vehicle.

In yet a further aspect there is provided a handlebar of a motorcycle or similar 570 vehicle, the handlebar comprising a flange at or toward the terminus of the handlebar, the flange configured to inhibit or prevent slipping of a rider's hand off the handlebar. Applicant has found that in an accident situation the rider may, in a panicked state, allow his or her hand to slide off the distal end of one or both of the handlebars. The presence of a flange of sufficient height to prevent such slippage 575 increases the likelihood of the rider retaining control of the vehicle, thereby decreasing the chance of an accident, or the severity of an accident.

It will be appreciated that the presence of a flange may be advantageous under normal riding conditions. For example, motorcycles may be fitted with "clip on" 580 handle bars which are directed generally downwardly. The flange may prevent slippage of the rider's hand from the handlebar, thereby improving safety and general comfort.

In one embodi ment, the flange has a height of at least about 2, 3, 4, 5, 6, 7, 8, 585 9, 10, 1 1 , 12, 1 3, 14, or 15 mm. In one embodiment, the flange has a height of at least about 4 mm. In another embodiment, the flange has a height of at least about 8 mm.

In one embodiment, the flange serves to prevent loss of control of the throttle 590 when the rider wishes to change grip on that throttle. The rider is able to control the throttle with the finger that is adjacent to the flange, whilst the remaining three fingers and thumb of the throttle hand change grip on the throttle. This manipulation removes or lessens the risk of the rider losing control of the throttle grip, whilst allowing the rider to release the throttle and change the position of his/her grip on it.

595

Another aspect of the present invention provides a handlebar of a motorcycle or similar vehicle, the handlebar comprising a tapered handgrip. Applicant has recognised that fixed circumference of standard motorcycle handlebars are not suited to many sized hands. Motorcycles are ridden by persons of varying size, with 600 hand sizes being significant different between individuals. Furthermore, some motorcycles are ridden by more than one individual, and so a variable grip size is desirable.

The tapered handlebar of the present invention allows for a rider to select the 605 most favourable diameter for their hand by simply positioning their hand on a distal region of the handlebar (for a larger hand), or a proximal region (for a smaller hand). It will be understood that the circumference may vary continuously along the handlebar, or may be stepped. 610 The larger circumference may be at the proximal or distal region of the handlebar, however it is preferably at the distal region. The tapering may be accomplished by slipping a tapered grip over a standard diameter handlebar, however this will allow only the smallest diameter to be that of the standard diameter handlebar. Preferably, the handlebar is designed de novo to achieve the required

615 range of circumferences.

In one embodiment, the handlebar comprises a switch for use in a system as described herein in combination with a flange at or toward the terminus of the handlebar. It is proposed that a significant safety improvement is achieved where 620 both switch and flanged are incorporated into a handlebar.

The present invention will now be more fully described by reference to the following non-limiting Examples.

625 EXAMPLE 1 : Motorcycle handlebar having switch with shock absorbing bar end.

This example is directed to the handlebar 28 of a motorcycle, having a switch 56 for detection of contact of the motorcycle with the road surface. The switch 56 is disposed in a recess of a bar end 60 composed of a rubberised material. Both

630 switch 56 and bar end 60 being located within a tapered body 42. The tapered body has a flange 40 disposed at the terminus of the handlebar to inhibit or prevent slippage of the rider's hand. The bar end 60 is retained in position by the retaining ring 72. The main body 64 is located in the tapered body 42 such that it abuts the switch 56 and retains it in place. It will be noted that the main body 64 includes a

635 longitudinal channel through which the wires 48 connected to the switch 56 are passed. An expanding clamp 54 is located in the handlebar 28, with the main body 54 screwed into the clamp 54 causing expansion and firm engagement with the internal surface of the handlebar 28.

The fixed grip 38 of the clutch-side handlebar, the rotating grip 36 of the 640 throttle-side handlebar, the throttle tube 34, and the switch block 44 are shown for completeness. The arrows directed toward the bar end 60 indicate the direction of forces applied to the bar end when the motorcycle contacts the road surface. Upon contact with the road surface, forces acting against the bar end 60 are transferred to the 645 switch 56 causing actuation. The actuation of switch 56 is interpreted by the system as an accident, with the system acting to isolate the motorcycle battery.

An advantage of using a rubberised bar end 60 in this embodiment is two-fold: acting as a shock absorbing compressible member to protect the switch, and to further acts as a friction material contacting the road surface to slow the travel of the 650 motorcycle when skidding on its side.

EXAMPLE 2: Motorcycle handlebars having switch with shock absorbing bar end and mounting screw.

This embodiment is similar to that described in Example 1 , but is assembled using the more standard arrangement of a retaining screw 74 extending through and 655 retaining the bar end 60 (composed of a rubberized material in this embodiment) against the switch 66 (in this embodiment adapted to receive the screw through the center). A washer 76 is disposed between the screw head and the floor of a recess in the bar end 60. A plug 2 seals the screw hole. Upon compression of the compressible member 60 the switch 66 is activated.

660 EXAMPLE 3: Motorcycle handlebars having switch with shock absorbing tip on bar end and spring.

The bar end 60 in this embodiment is tipped with a rubberised material 20. The bar end terminates in an actuating member 61 which actuates the switch 56 upon a force acting on the rubberised tip 20. A spring 6 is seated within the 665 compressible member housing 14, which in turn is seated inside the switch housing

16. A clip 76 and a switch retaining plug 18 are included.

An internal thread 12 of the handlebar bar 28 engages with a thread in the housing 14. In this embodiment, shock absorption to protect the switch 56 is provided by the spring 6 and rubberised tip 20.

670 EXAMPLE 4: Motorcycle handlebars having switch with solid bar end and spring. This embodiment is similar to that shown in Example 3, with the exception that the bar end 60 is composed of a single inflexible material. All shock absorption is performed by the spring 6. A clip 22 and retaining nut 102 are included. It will be 675 noted that a threaded assembly 62 is provided by this embodiment.

EXAMPLE 5: Motorcycle handlebars having switch with solid bar end and spring

This embodiment is similar to that shown in Example 4, although has a longer housing 14 and is therefore more suited to be assembled by press fitting, or being 680 chemically bonded into the handlebar.

EXAMPLE 6: Bar end with contact cup

In this embodiment, the bar end 60 is composed of a flexible rubberised material. A metallic cup 65 is disposed in a recess of the compressible member 60. Two wires 48 are disposed within the cup such that deformation of the compressible 685 member 60 in response to contact with the road surface causes the cup 65 to contact the two wires 48 thereby completing the circuit. This arrangement acts as a normally open momentary switch.

EXAMPLE 7: Bar End Switch

This Example shows a switch similar to that incorporated into the embodiment 690 of Example 6, having a compressible bar end 60, with a metal cup 106 disposed therein. The cup 106 is connected to the wire 155. A space 150 is normally maintained between the cup 106 and the main body 64. However, when the bar end 60 is deformed in an accident, the cup makes electrical contact with the main body 64 (which is fabricated from a conductive metal). When assembled, the metallic 695 washer 100 and connected wire 155 makes electrical contact with the main body 64.

Accordingly, when the cup 106 deforms the switch is closed by completing the circuit between wires 106 and 155.

EXAMPLE 9: System Circuitry

This example shows circuitry for operating the present system. The circuit is 700 wired to the motorcycle key barrel 200, the circuit only being powered when the key is in the "on" position. A series of switches 210 is shown (including impact and gyroscopic switches), all being normally open. The gyroscopic switch is configured to close at an incline of 70 degrees. Relay 220 is operably connected to ignition, fuel injection and battery isolation circuits 225. Relay 230 is energised upon closure of 705 any one of the switches 210 since all are connected in parallel. Relay 230 in turn energises relay 220 thereby powering the isolation circuits 225. A system alert indicator 240 lights upon activation of the system

It will be appreciated that while the present invention has been described in terms of a number of discrete aspects, with certain embodiments and/or preferred 710 features being disclosed with respect to each aspect, it is contemplated that any of the various embodiments or preferments could be implemented in conjunction with any aspect. Furthermore, the features of any given aspect may be implemented with the features of any other aspect.

While some embodiments described herein include some but not other 715 features included in other embodiments, combinations of features of different embodiments are intended to be within the scope of the invention, and form different embodiments, as would be understood by those in the art.

Claims

CLAIMS:

720 1 . A safety system for a motorcycle or similar vehicle, the system comprising an accident detection device, the accident detection device operably connected to means for interrupting the motive power of the motorcycle or similar vehicle, wherein in an accident the system interrupts the motive power of the motorcycle or similar vehicle.

725 2. A system according to claim 1 wherein the means for interrupting the motive power of the motorcycle or similar vehicle comprises

(i) means for preventing or inhibiting the egress of fuel and/or

(ii) means for preventing or inhibiting ignition of fuel, wherein in an accident the system:

730 (a) prevents or inhibits the egress of fuel and/or

(b) prevents or inhibits ignition of fuel.

3. A system according to claim 1 or claim 2 wherein the means for interrupting the motive power of the motorcycle or similar vehicle comprises means for inhibiting or preventing rotation of a drive wheel of the motorcycle or similar vehicle.

735 4. A system according to claim 3 wherein means for inhibiting or preventing rotation of a drive wheel of the motorcycle or similar vehicle

(i) disengages a clutch, a drive shaft or a chain and/or

(ii) engages a wheel brake of the motorcycle or similar vehicle.

5. A system according to any one of claims 1 to 4 wherein the accident detection 740 device is configured to detect contact of one or more parts of the motorcycle or similar vehicle with the road surface.

6. A system according to claim 5 wherein the one or more parts of the motorcycle or similar vehicle is one or both handle bars.

7. A system according to any one of claims 1 to 5 wherein the accident detection 745 device is an attitude detection device

8. A system according to any one of claims 1 to 7 wherein the attitude detection device is configured to detect an incline of the motorcycle or similar vehicle.

9. A system according to claim 7 or claim 8 wherein the attitude detection device comprises a vertical reference unit, or an accelerometer or a gyroscope.

750 10. A system according to any one of claims 2 to 9 wherein the means for

preventing or inhibiting the egress of fuel is configured to interrupt the flow of fuel through the fuel system of the motorcycle or similar vehicle.

1 1 . A system according to any one of claims 2 to 10 wherein the means for preventing or inhibiting the ignition of fuel is configured to interrupt the electrical

755 and/or ignition system of the motorcycle or similar vehicle.

12. A set of microprocesssor-executable instructions configured to operate a system according to any one of claims 1 to 1 1 .

13. A microprocessor or microprocessor-associated memory comprising a set of microprocessor-executable instructions according to claim 12.

760 14. An electrical circuit configured to operate a system according to any one of claims 1 to 1 1 .

15. A switch for use in a system according to any one of claims 1 to 1 1 , in combination with a part of a motorcycle or similar vehicle.

16. A switch for use in a system according to any one of claims 1 to 1 , in

765 combination with a part of a motorcycle or similar vehicle, wherein the part of the motorcycle or similar vehicle is a handle bar or a foot peg.

1 . A motorcycle or similar vehicle comprising a system according to any one of claims 1 to 1 1 .

18. A method for improving the safety of a motorcycle or similar vehicle

770 comprising retrofitting a system according to any one of claims 1 to 1 1 and/or a

switch according to claim 1 5 or claim 1 6 to the motorcycle or similar vehicle.

19. A handlebar of a motorcycle or similar vehicle, the handlebar comprising a flange at or toward the terminus of the handlebar, the flange configured to inhibit or prevent slipping of a rider's hand off the handlebar.

775 20. A handlebar of a motorcycle or similar vehicle, the handlebar comprising a tapered handgrip.

21 . A handlebar according to claim 19 or claim 20 comprising a switch for use in a system according to any one of claims 1 to 1 1 .