Automated handlebar adjustment in a two-wheeler

Abstract

A handlebar adjustment apparatus for two-wheeled vehicle comprises a top plate 102, a bottom plate 104 and a control unit to receive an input from rider. The top plate comprises a first and a second handlebar 106-1,106-2 mounted at opposite ends of the top plate using a first 108-1 and a second clamp 108-2, respectively, and forming an angle with respect to horizontal axis corresponding to surface of top plate. The apparatus comprises a handlebar angle adjustment unit mounted on top plate to rotate first and second clamps to change the angle in response to the input. The apparatus comprises a scissor lift unit mounted on bottom plate and comprising at least a first 124 and a second 126 rod connected in cross shape and movable with respect to each other in response to the input to lift or lower top plate.

Description

AUTOMATED HANDLEBAR ADJUSTMENT IN A TWO-WHEELERTECHNICAL FIELD

[0001] The present subject matter relates, in general, to two wheeled vehicles and, particularly but not exclusively, to techniques of adjusting handlebar of a two wheeled vehicle.BACKGROUND

[0002] Two wheeled vehicles, as a mode of transportation, offer a sense of freedom and exhilaration that is often unmatched by other vehicles. A major part of this experience is the rider's interaction with the vehicle. In the realm of two-wheeler ergonomics, the rider's comfort and adaptability are of paramount concern. One of the primary factors influencing these aspects is the positioning and adjustability of handlebar of the two wheeled vehicle. The handlebars' position can greatly affect the rider's posture, comfort, and control over the vehicle, especially during long rides or when transitioning between different riding conditions.

[0003] Further, ride triangle is a major factor in determining the rider's comfort and control over the motorcycle. Ride triangle refers to the position of the rider's arms and legs in relation to the handlebars, seat, and footpegs. Adjustability of the handlebars can greatly influence the ride triangle, thereby affecting the overall riding experience.

[0004] Handlebars come in various designs and configurations, depending on the type of the two-wheeler and the intended use. For instance, racing motorcycles often have handlebar positioned lower to allow for aggressive cornering, while touring motorcycles have handlebar positioned higher for comfort during long rides.BRIEF DESCRIPTION OF DRAWINGS

[0005] The detailed description is described with reference to the accompanying figure. In the figure, the left-most digit(s) of a reference number identifies the figure in which the reference number first appears.IThe same numbers are used throughout the drawings to reference like features and components.

[0006] Figure 1 illustrates a handlebar adjustment apparatus 100 for a two-wheeled vehicle, in accordance with an implementation of the present subject matter.

[0007] Figure 2 illustrates an expanded view of the handlebar adjustment apparatus, in accordance with an implementation of the present subject matter.

[0008] The figure is not necessarily to scale, and the size of some parts may be exaggerated to more clearly illustrate the example shown. Moreover, the drawings provide examples and / or implementations consistent with the description; however, the description is not limited to the examples and / or implementations provided in the drawings.DETAILED DESCRIPTION

[0009] Design and configuration of handlebars offers a different level of adjustability and control. Some handlebars are fixed, offering no adjustability, while others may allow for some degree of movement or adjustment. The adjustability of handlebars can be manual or automatic, and the movement can be in one or more axes.

[0010] Conventionally, adjustable handlebars have been manually operated, requiring the rider to physically adjust the handlebars' position, typically when the two-wheeler is not in operation. This process can be time-consuming and inconvenient, particularly for riders who frequently switch between different riding styles or conditions. This lack of convenience during rides is a major drawback. Furthermore, these manual systems are limited in their range of adjustability, typically allowing movement of the handlebars in a single axis, i.e., up and down.

[0011] Automatic handlebar systems have been introduced to overcome the inconvenience of manual adjustments. Automatic adjustable handlebars allow for adjustments to be made electronically, often while the motorcycle is in operation. However, these systems are generally morecomplex and expensive than their manual counterparts and also rare in the market. Moreover, like manual systems, they still offer limited axis of motion, typically allowing the handlebars to move up and down, but not providing the ability of angular rotation or to adjust a sweep angle of the handlebar.

[0012] To this end, the present subject matter provides techniques for adjusting handlebar in a two wheeled vehicle automatically to overcome the above-described problems.

[0013] In accordance with an embodiment of the present subject matter, a handlebar adjustment apparatus for a two-wheeled vehicle is described. The apparatus comprises a top plate and a bottom plate placed below the top plate. The top plate comprises a first handlebar and a second handlebar mounted at corresponding opposite ends of the top plate using a first clamp and a second clamp, respectively. The first and the second handlebar form an angle with respect to a horizontal axis corresponding to a surface of the top plate. The apparatus comprises a control unit to receive an input from a rider of the two wheeled vehicle. The input comprises at least one of an indication to change an angle between the first handlebar and the second handlebar and an indication to move the first and the second handlebar upward or downward. The apparatus also comprises a handlebar angle adjustment unit mounted on the top plate. The handlebar adjustment unit is to rotate the first and second clamps to change the angle of each of the first and the second handlebars such that an angle between the first handlebar and the second handlebar is changed. The apparatus further comprises a scissor lift unit mounted on the bottom plate to move the top plate upward and downward in a vertical axis corresponding to a surface of the bottom plate in response to the input received from the rider such that the first handlebar and the second handlebar are moved upward and downward. The scissor lift unit comprises at least a first rod and a second rod connected with each other in a cross shape. The first rod and the second rod are movable with respect to each other such that ends of therods move close with respect to each other to lift the top plate and ends of the rods move away from each other to lower the top plate.

[0014] The handlebar adjustment apparatus allows for adjustment of the handlebar in two independent axes when the vehicle is in motion. The handlebar angle adjustment unit provides for the angular rotation of the handlebars, while the scissor lift unit provides for the adjustment of handlebars vertically. The apparatus also helps the rider to explore more handlebar positions and to switch to a position depending on the preference of the rider providing relatively inexpensive automatically adjustable handlebars.

[0015] The above and other features, aspects, and advantages of the subject matter will be better explained with regard to the following description and accompanying figures. It should be noted that the description and figures merely illustrate the principles of the present subject matter along with examples described herein and, should not be construed as a limitation to the present subject matter. It is thus understood that various arrangements may be devised that, although not explicitly described or shown herein, embody the principles of the present disclosure. Moreover, all statements herein reciting principles, aspects, and examples thereof, are intended to encompass equivalents thereof. Further, for the sake of simplicity, and without limitation, the same numbers are used throughout the drawings to reference like features and components.

[0016] Figure 1 illustrates a handlebar adjustment apparatus 100 for a two-wheeled vehicle, in accordance with an implementation of the present subject matter. Figure 2 illustrates an expanded view of the handlebar adjustment apparatus 100, in accordance with an implementation of the present subject matter. For the sake of ease of explanation, Figure 1 and Figure 2 have been explained in conjunction with each other.

[0017] In an implementation of the present subject matter, the handlebar adjustment apparatus 100 for two-wheeled vehicles, as illustrated in Figure 1 , comprises a top plate 102 and a bottom plate 104 placed below the topplate. The top plate and the bottom plate may be rigid plates of metal or fiber. The thickness of the top and bottom plates may be in the range of 3 mm to 5 mm. In an example, the top plate may be made of aluminum. A two-wheeled vehicle, such as a motorcycle may comprise a front end steering system. The front end steering system may include a front wheel of the vehicle mounted to two front forks 103-1 , 103-2. The bottom plate 104 may comprise three clamps. The two front forks 103-1 , 103-2 may be inserted into two respective clamps of the bottom plate 104 and the bottom plate 104 may be affixed to front forks 103-1 , 103-2 of the two wheeled vehicle through these clamps. Thus, the front forks connect the front wheel of the two wheeled vehicle to a frame of the two wheeled vehicle through the bottom plate 104. One remaining clamp of the bottom plate 104 may be used to mount a center steering pivot which may mount the front steering system to the frame of the vehicle through a pivot or shaft.

[0018] The top plate 102 may comprise a first handlebar 106-1 and a second handlebar 106-2 mounted at corresponding opposite ends of the top plate 102 using a first clamp 108-1 and a second clamp 108-2, respectively. The two front forks 103-1 , 103-2 may be inserted in the corresponding first 108-2 and second clamps 108-2 such that top plate 102 can slide along the two front forks. Each of the first handlebar 106-1 and the second handlebar 106-2 forms an angle with respect to a horizontal axis corresponding to a surface or plane of the top plate 102. In an example, the angle formed by both the first and the second handlebars 106-1 , 106-2 with respect to the horizontal axis corresponding to the surface of the top plate may be equal to equal other. The angle may be called a sweep angle of the handlebars 106-1 , 106-2. In an example, if an axis of each of the first and the second handlebar 106-1 , 106-2 is extended in the plane of the top plate 102, then an angle between the first handlebar 106-1 and the second handlebar 106-2 is said to be equal to an angle of intersection formed by the intersection of two said axis of the two handlebars 106-1 , 106-2. An adjustment or change in the angle formed the two handlebars 106-1 , 106-2 with the horizontal axis corresponding to the surface of the top plate 102 leads to a change in the angle between the first and the second handlebars 106-1 , 106-2.

[0019] In an example, the handlebar adjustment apparatus 100 may comprise a control unit (not shown in Figures). The control unit may be implemented as microprocessors, microcomputers, microcontrollers, digital signal processors, central processing units, state machines, logic circuitries, and / or any devices that manipulate signals based on operational instructions. Among other capabilities, the controller is configured to fetch and execute computer-readable instructions stored in a memory, for example, in order to receive an input from a rider of the two wheeled vehicle and accordingly change height of the handlebars 106-1 , 106-2 or the angle of intersection of the handlebars 106-1 , 106-2.

[0020] The rider of the vehicle, while driving, may require to adjust the height of the handlebars 106-1 , 106-2 or to adjust the angle of intersection of the handlebars 106-1 , 106-2, depending on his physical appearance, comfort or a change in a mode of driving. In an example, the mode of driving may comprise at least two modes including a first mode and a second mode, the first mode being a city-drive mode and the second mode being a sports mode. For a comfortable posture or ride in a sports mode, handlebars 106-1 , 106-2 are generally positioned lower and further back to allow for aggressive cornering, while in a city drive mode, handlebars 106- 1 , 106-2 are positioned higher and further away for comfort during long rides. Thus, each mode of driving has a corresponding position of the handlebars 106-1 , 106-2 including the height of the handlebars 106-1 , 106- 2 and the angle between the handlebars 106-1 , 106-2. In an example, the height of the handlebars 106-1 , 106-2 form the surface of the bottom plate 104 may be in a range of 50 mm to 100 mm and the angle between the handlebars 106-1 , 106-2 may be in a range of 25 degree to 45 degree in the city drive mode. In an example, the height of the handlebars 106-1 , 106- 2 form the surface of the bottom plate 104 may be in a range of 0 to 50 mmand the angle between the handlebars 106-1 , 106-2 may be in a range of 0 degree to 25 degree in the sports mode. To change the position of the handlebars 106-1 , 106-2, the rider may provide an input to the control unit. The input may comprise at least one of an indication to change the angle between the first handlebar 106-1 and the second handlebar 106-2 and an indication to move the first and the second handlebar 106-1 , 106-2 upward or downward.

[0021] In an example, the input may be provided to the control unit through a push button corresponding to each mode of driving. In another example, two push buttons may be provided to increase and decrease height of the handlebars 106-1 , 106-2 within a predetermined range of heights and an input may be provided through corresponding push button to the control unit. In an example, the predetermined range of height may be 0 to 100 mm. In a similar manner, two push buttons may be provided to increase and decrease angle between the handlebars 106-1 , 106-2 within a predetermined range of angles and an input may be provided through corresponding push button to the control unit. In an example, the predetermined range of angles may be 0 to 45 degree.

[0022] In an example, to change the angle between the first and the second handlebar 106-1 , 106-2, the handlebar adjustment apparatus 100 may comprise a handlebar angle adjustment unit mounted on the top plate 102 as depicted in the expanded view of the handlebar adjustment apparatus 100 illustrated in Figure 2. The handlebar adjustment unit may be configured to rotate the first and second clamps 108-1 , 108-2 to change the angle formed by each of the first and the second handlebars 106-1 , 106-2 with respect to the horizontal axis corresponding to the surface of the top plate 102 such that the angle between the first handlebar 106-1 and the second handlebar 106-2 is changed.

[0023] To enable rotation of the first and second handlebars 106-1 , 106- 2 mounted on the first and the second clamps 108-1 , 108-2 of the top plate 102, the first clamp 108-1 comprises a first spur gear 1 10-1 formed alongat least a part of a circumference of the first clamp 108-1 and the second clamp 108-2 comprises a second spur gear 1 10-2 formed along at least a part of a circumference of the second clamp 108-2. A spur gear may be a cylindrical gear comprising teeth perpendicular to an axis of the gear around its periphery. The handlebar adjustment unit may comprise a first worm gear 1 12-1 and a second worm gear 1 12-2 mounted at the top plate 102. A worm gear may be a cylindrical gear comprising teeth perpendicular to an axis of the worm gear around its periphery. The first worm gear 1 12- 1 is coupled to the first spur gear 1 10-1 such that the first spur gear 1 10-1 rotates in relation to a rotational movement of the first worm gear 1 12-1 to adjust the angle of the first handlebar 106-1 , and the second worm gear 1 12-2 is coupled to the second spur gear 110-2 such that the second spur gear 1 10-2 rotates in relation to a rotational movement of the second worm gear 1 12-2 to change the angle of the second handlebar 106-2.

[0024] In an example implementation, to rotate the first worm gear 112- 1 and the second worm gear 1 12-2, the handlebar angle adjustment unit comprises a first helical gear 114, a second helical gear 1 16 and a motor 1 18 mounted on the top plate 102. A helical gear is a cylindrical gear having slanted teeth around its periphery. The motor may be placed in a motor holder 120 provided at the surface of the top plate. The motor 1 18 is connected to the first helical gear 1 14 to rotate the first helical gear 114 in response to the input received from the rider. As described above, the control unit receives the input from the rider. In response to receiving the input comprising the indication to change the angle between the first and the second handlebars 106-1 , 106-2, the control unit may operate the motor 1 18. To increase the angle between the first and the second handlebar 106- 1 , 106-2, the motor 118 is rotated in a direction opposite to a direction in which the motor 1 18 is rotated to decrease the angle. The motor 1 18 in turn rotates the first helical gear 114.

[0025] In an example, the first worm gear 1 12-1 , the second worm gear 1 12-2 and the second helical gear 1 16 may be connected to a shaft 122.The first and the second worm gears 1 12-1 , 1 12-2 may be connected at two ends of the shaft 122 and the second helical gear 1 16 may be connected between the first and the second worm gears 1 12-1 , 112-2. The second helical gear 1 16 may be coupled to the first helical gear 1 14 such that the second helical gear 1 16 rotates in relation to a rotational movement of the first helical gear 1 14 to rotate the shaft 120. More specifically, the second helical gear 1 16 is engaged with the first helical gear 1 14 to transmit power and motion to the shaft 122. When the shaft 122 rotates, the first and the second worm gears 1 12-1 , 1 12-2 connected to the shaft 122 also rotate in synchronization with each other.

[0026] In another example implementation, to rotate the first worm gear 1 12-1 and the second worm gear 1 12-2, the handlebar angle adjustment unit comprises a first motor (not shown in Figure) mounted on the top plate 102 to rotate the first worm gear 112-1 and a second motor (not shown in Figure) to rotate the second worm gear 1 12-2 in response to the input received from the rider. In response to receiving the input comprising the indication to change the angle between the first and the second handlebars 106-1 , 106-2 from the rider, the control unit may operate the first motor and a second motor in synchronization with each other. The first and the second motor rotates the first worm gear 1 12-1 and the second worm gear 1 12-2 simultaneously.

[0027] The first spur gear 1 10-1 and the second spur gear 1 10-2 rotate along with the rotation of the first worm gear 1 12-1 and the second worm gear 1 12-2 respectively. As explained, the first and the second handlebars 106-1 , 106-2 are mounted at the first and the second clamps 108-1 , 108-2, respectively, of the top plate 102 and the first and the second clamps 108- 1 , 108-2 comprise the first and the second spur gears 110-1 , 1 10-2 around respective peripheries. Thus, the angle formed by each of the first and the second handlebar 106-1 , 106-2 with respect to the horizontal axis corresponding to the surface of the top plate 102 also changes in synchronization with each other. This also changes the angle between thefirst handlebar 106-1 and the second handlebar 106-2. The number of teeth in the first and the second spur gear 1 10-1 , 1 10-2 may be same and the amount of rotation of the first and the second spur gear 1 10-1 , 1 10-2 depends on the number of teeth around their periphery. Thus, the predetermined range of angles is also limited to the number of teeth of the first and the second spur gears 1 10-1 , 110-2.

[0028] In an example implementation, the handlebar adjustment apparatus comprises a scissor lift unit mounted on the bottom plate 104 to move the top plate 104 upward and downward in a vertical axis corresponding to a surface of the bottom plate in response to the input received from the rider such that the first handlebar and the second handlebar are moved upward and downward. The scissor lift unit may comprise at least a first rod 124 and a second rod 126 connected with each other in a cross shape. The first rod 124 and the second rod 126 are movable with respect to each other such that ends of the rods move close to each other to lift the top plate 102 with respect to the bottom plate 104 and ends of the rods move away from each other to lower the top plate 102.

[0029] In an example, to move the first rod 124 and the second rod 126 away from or close to each other, the scissor lift unit may comprise a screw rod 128 provided in a slot 130 formed in the bottom plate 104, a connecting element 132 slidably positioned on the screw rod 128 and a first gear 134 connected to the screw rod 128. The connecting element 132 may be a nut movable along the screw rod 128. The first gear 134 may be a miter gear. Miter or bevel gears are gears where the axes of the two shafts intersect and the tooth-bearing faces of the gears themselves are conically shaped. That is, miter or bevel gears are cone shaped gears which are often mounted on shafts that are 90 degrees apart and have the same number of teeth. These gears transmit motion between two intersecting shafts and change the axis of rotation of rotational power delivery. In an example, the first gear 134 may be mounted on a shaft 136 connected to the screw rod. The scissor lift unit may also comprise a third motor mounted on the bottomplate 104. The first gear 134 is operable through the third motor to rotate the screw rod 128 in response to the input received from the rider. In response to receiving the input comprising the indication to move the first and the second handlebar 106-1 , 106-2 upward or downward, the control unit operates the third motor. The third motor rotates the first gear which along with rotation of the shaft, rotates the screw rod. When the screw rod 128 rotates, the connecting element 132 moves along the screw rod 128.

[0030] A first end 124-1 of the first rod 124 is affixed to the bottom plate 104, and a first end 126-1 of the second rod 126 is connected to the connecting element 132. Further, a second end 124-2 of each of the first rod 124 and the second rod 126 is coupled to the top plate 102 such that when the connecting element 132 moves along the screw rod 128 in a first direction, the first end 126-1 of the second rod 126 moves towards the first end 124-1 of the first rod 124 to lift the top plate 102 and when the connecting element 132 moves along the screw rod 128 in a second direction, the first end 126-1 of the second rod 126 moves away from the first end 124-1 of the first rod 124 to lower the top plate 102. The top plate 102 may comprise a slot formed therein to allow the rods 124, 126 to move inside the slot. To enable the connecting element 132 to move in the second direction, the motor operates in a reverse direction.

[0031] In an example implementation as depicted in Figure 2, the scissor lift unit may also comprise the third 136 and the fourth rods 138, in addition to the first 124 and the second rods 126co. Similar to the first and the second rods 124, 126, the third and the fourth rods 136, 138 may be connected in cross shape and movable with respect to each other such that ends of the rods move close with respect to each other to lift the top plate 102 and ends of the rods move away from each other to lower the top plate 102. For this purpose, the first end 136-1 of the third rod 136 is affixed to the bottom plate 104, the first end 138-1 of the fourth rod 138 is connected to the connecting element 132 and a second end 136-2, 138-2 of each of the third 136 and the fourth rod 138 is coupled to the top plate 102. Eachof the first, second, third and fourth rods 124, 126, 136, 138 may be connected with each other at the point of intersection of the first and the second rods 124, 126 and the third and the fourth rods 136, 138 through a connecting pin 140. Further, the ends of the first 124 and the third 136 rods may be connected with each other through respective connecting pins 142- 1 , 142-2. The second ends 126-2, 138-2 of each of the second 126 and the fourth 138 rods may be connected to each other through a connecting pin 142-3. These connecting pins 140, 140-1 , 140-2, 140-3 couple the rods such that the rods are movable with respect to each other along the screw rod 128 to change the height of the handlebars. Further, the handlebar adjustment apparatus 100 may also comprise a cover plate 144 placed atop the top plate 102 to cover the handlebar angle adjustment unit mounted on the top plate.

[0032] Thus, the handlebar adjustment apparatus 100 allows the rider to effectively adjust height of the handlebars 106-1 , 106-2 and angle between the two handlebars 106-1 , 106-2 at multiple positions in order to achieve maximum comfort and control over the vehicle during ride when the vehicle is in motion. The apparatus is easy to assemble and cost effective.

[0033] Although implementations of a handlebar adjustment apparatus 100 for a two wheeled vehicle are described, it is to be understood that the present subject matter is not necessarily limited to the specific features of the apparatus described herein. Rather, the specific features are disclosed as implementations for the handlebar adjustment apparatus 100.

Claims

I / We Claim:

1. A handlebar adjustment apparatus 100 for a two-wheeled vehicle, the apparatus 100 comprising: a top plate 102 comprising a first handlebar 106-1 and a second handlebar 106-2 mounted at corresponding opposite ends of the top plate 102 using a first clamp 108-1 and a second clamp 108-2, respectively, and forming an angle with respect to a horizontal axis corresponding to a surface of the top plate 102; a bottom plate 104 placed below the top plate 102; a control unit to: receive an input from a rider of the two wheeled vehicle, the input comprising at least one of an indication to change an angle between the first handlebar 106-1 and the second handlebar 106-2 and an indication to move the first and the second handlebars 106- 1 , 106-2 upward or downward; a handlebar angle adjustment unit mounted on the top plate 102, the handlebar adjustment unit is to rotate the first and second clamps 108-1 , 108-2 to change the angle of each of the first and the second handlebars 106-1 , 106-2 such that an angle between the first handlebar 106-1 and the second handlebar 106-2 is changed; a scissor lift unit mounted on the bottom plate 104 to move the top plate 102 upward and downward in a vertical axis corresponding to a surface of the bottom plate 104 in response to the input received from the rider such that the first handlebar 106-1 and the second handlebar 106-2 are moved upward and downward, the scissor lift unit comprising at least a first rod 124 and a second rod 126 connected with each other in a cross shape, the first rod 124 and the second rod 126 being movable with respect to each other such that ends of the rods 124, 126 move close with respect to each other to lift the top plate 102 and ends of the rods 124, 126 move away from each other to lower the top plate 102.

2. The handlebar adjustment apparatus 100 as claimed in claim 1 , wherein the bottom plate 104 is affixed to front forks of the two wheeled vehicle, the front forks connecting a front wheel of the two wheeled vehicle to a frame of the two wheeled vehicle through the bottom plate 104.

3. The handlebar adjustment apparatus as claimed in claim 2, wherein the top plate 102 is connected to the front forks through the first clamp 108- 1 and the second clamp 108-2 such that the top plate 102 is movable along the front forks using the scissor lift unit.

4. The handlebar adjustment apparatus as claimed in claim 1 , wherein the first clamp 108-1 comprises a first spur gear 1 10-1 formed along at least a part of a circumference of the first clamp 108-1 and the second clamp 108-2 comprises a second spur gear 1 10-2 formed along at least a part of a circumference of the second clamp 108-2.

5. The handlebar adjustment apparatus as claimed in claim 4 wherein the handlebar angle adjustment unit comprises a first worm gear 1 12-1 and a second worm gear 1 12-2.

6. The handlebar adjustment apparatus as claimed in claim 5, wherein the handlebar angle adjustment unit comprises a first helical gear 1 14, a second helical gear 1 16 and a motor 118 mounted on the top plate 104 and connected to the first helical gear 1 14 to rotate the first helical gear 1 14 in response to the input received from the rider and, wherein the first worm gear 1 12-1 , second worm gear 1 12-2 and second helical gear 1 16 are connected to a shaft 122 and the second helical gear 1 16 is coupled to the first helical gear 1 14 such that the second helical gear 1 16 rotates in relation to a rotational movement of the first helical gear 1 14 to rotate theshaft 122 and the first and the second worm gears 1 12-1 , 1 12-2 connected to the shaft 122.

7. The handlebar adjustment apparatus as claimed in claim 5, wherein the handlebar angle adjustment unit comprises: a first motor mounted on the top plate 102 to rotate the first worm gear 1 12-1 in response to the input received from the rider; a second motor mounted on the top plate 102 to rotate the second worm gear 112-2 in response to input received from the rider.

8. The handlebar adjustment apparatus as claimed in claim 6 or claim 7, wherein the first worm gear 112-1 is coupled to the first spur gear 1 10-1 such that the first spur gear 1 10-1 rotates in relation to a rotational movement of the first worm gear 1 12-1 to adjust the angle of the first handlebar 106-1 , and the second worm gear 1 12-2 is coupled to the second spur gear 1 10-2 such that the second spur gear 1 10-2 rotates in relation to a rotational movement of the second worm gear 1 12-2 to change the angle of the second handlebar 106-2.

9. The handlebar adjustment apparatus as claimed in claim 1 , wherein the scissor lift unit comprises: a screw rod 128 provided in a slot 130 formed in the bottom plate 104; a connecting element 132 slidably positioned on the screw rod 128; and a first gear 134 connected to the screw rod 128, wherein the first gear 134 is operable through a third motor mounted on the bottom plate 104 to rotate the screw rod 128 in response to the input received from the rider.

10. The handlebar adjustment apparatus as claimed in claim 9, wherein a first end 124-1 of the first rod 124 is affixed to the bottom plate 104 and a first end 126-1 of the second rod 126 is connected to the connecting element 132, and wherein a second end 124-2, 126-2 of each of the first rod 124 and the second rod 126 is coupled to the top plate 102 such that when the connecting element 132 moves along the screw rod 128 in a first direction, the first end 126-1 of the second rod 126 moves towards the first end 124-1 of the first rod 124 to lift the top plate 102 and when the connecting element moves along the screw rod 128 in a second direction, the first end 126-1 of the second rod 128 moves away from the first end 124-1 of the first rod 124 to lower the top plate 102.1 1 . The handlebar adjustment apparatus as claimed in claim 9, wherein the first gear 134 is a miter gear.

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