WO2023144844A1

WO2023144844A1 - Bicycle interface

Info

Publication number: WO2023144844A1
Application number: PCT/IS2023/050002
Authority: WO
Inventors: Saemundur GUDMUNDSSON; Jon Petur SNAELAND; Finnur Mauritz EINARSSON
Original assignee: Zerobars Ehf.
Priority date: 2022-01-31
Filing date: 2023-01-31
Publication date: 2023-08-03

Abstract

A bicycle interfacewhich acts between a cyclist and the handlebar of a bicycle when cycling. The bicycle interfacecomprises an armrest 11 and a forearm-strap 12, in order that the armrest 11 can be strapped to the forearm of a cyclist. The armrest 11 comprises a handlebar control section 13, a forearm engaging section 14 and a damping section 15. The damping sectionis arranged between the forearm engaging section 14 and the handlebar control section 13. The handlebar control section 13 comprises a grippy surface and a recess 16 to receive a portion of a handlebar. In use, a cyclist can engage the handlebar control section 13 with a handlebar in order to adopt an "aero" position.

Description

BICYCLE INTERFACE

Field of the invention

The present invention concerns bicycle accessories, that is to say, articles to be used specifically with bicycles. In particular, the invention concerns a bicycle interface which acts between a cyclist and the handlebar of a bicycle when cycling.

Background

The expression “handlebar” and “handlebars” are used interchangeably. The interface between the handlebars of a bicycle and the cyclist has undergone much innovation in the history of bicycles. Early handlebars were simple metal/wooden bars. These bars have changed in shape and size over time, and are currently available in all sorts of different shapes and sizes to suit different styles of bicycle (and cyclist). The interface between the cyclist and the handlebars has also changed, with many bicycles (e.g. BMX, hybrid and mountain bike) having (normally elastomer) grips mounted on the bars to be grasped by the hands, and other bicycles (e.g. racing, touring and gravel) being provided with grip tape wound around the handlebar to be gripped by the cyclist (who would frequently also wear cycling-gloves which offer a further cushioning effect at the interface between the hands and the handlebars).

Triathlon and time-trial bicycles are provided with specialised handlebars, which encourage the cyclist to bend towards the ground and rest her forearms on the handlebars in order to reduce aerodynamic drag. The aerodynamic benefit of the position has been proven to increase the cyclist’s speed. As shown in Figure 10, these specialised triathlon/time trial handlebars 1 are characterised by having forwardly extending tubes 2 arranged quite close together, with one on each side of the stem 3 of the bicycle 4; the bars further comprise armrests 5, supporting armrest pads (not shown), which are arranged outboard of each forwardly extending tube 2. In use, the cyclist 6 leans forward, rests their forearms on the pads of the armrests and grips the adjacent forwardly extending tubes 2 (towards the front of each tube).

Bicycles that are specifically designed for time trial and triathlon are very effective in reducing drag but have very limited usability outside of their specific discipline. Their specialised handlebars as described above, are generally costly, commonly priced around 650 EUR or more.

Accordingly, riders of road, gravel and mountain bikes, seeking to achieve the same advantage, can fit their existing handlebars with so-called aero bars which are less expensive and can be installed with relative ease. Most aero-bars are screwed on the existing handlebars but quick-release versions do exist, as exemplified in figures 11-14 of US10808741 B2 (REDSHIFT SPORTS LLC). Prices range from 40 to 600 EUR depending on materials and quality, but the majority are priced around 130 to 200 EUR. Aero bars often weigh around half a kilogram.

There are three major problems with conventional aero bars, namely: constraints on handlebar shape, weight, and ease of installation.

The shape of handlebars has changed a lot in the last few years. Their shape is not as standardized anymore with more and more manufactures leaning towards flatter, wing shaped handlebars for drag reduction purposes (rather than traditional circular-section bars). Conventional aero bars do not fit on these unconventional handlebars although some manufacturers have introduced tailor-made solutions for their specific handlebars, which only fit their specific handlebars, often at a high price (usually around or above 650 EUR).

Minimizing weight is important in cycling and extremely important in competitive cycling, where every gram counts. Race bikes often weigh around 7 to 8 kilograms, so adding half a kilogram is a large relative increase in overall weight.

In addition to the added weight, installation can be troublesome, to put it mildly, for a regular cyclist. An experienced mechanic at the local bike shop can do it without much hassle but frequent appointments at the workshop can get very expensive over time.

As mentioned above, today’s solutions are often priced at around 20 to 30 thousand ISK but can vary widely. That cost can be a barrier for some people, especially infrequent users, although price is not an issue for everyone as people are often willing to spend large sums of money for a minimal advantage in the sport of cycling.

ITUA20163202 discloses a bicycle interface of a shin guard type comprising a forearm strap and an armrest. The armrest further comprises a hard surface handlebar control section and a hard surface forearm engaging section made from carbon fibre and a damping section made from polyurethane, wherein the damping section is interlocked between the forearm engaging and handlebar control section using an adhesive, such as glue.

The present invention seeks to overcome/ameliorate these and other disadvantages and/or to provide an improved bicycle interface. The invention

In broad terms, the invention provides a bicycle interface, the bicycle interface comprising an armrest and a forearm-strap. The armrest may comprise a handlebar control section. The armrest may comprise a damping section. The armrest may comprise a forearm engaging section. The damping section may be arranged between the forearm engaging section and the handlebar control section. The handlebar control section may comprise a grippy surface. The handlebar control section may comprise a recess to receive a portion of a handlebar.

According to a first aspect of the invention, there is provided a bicycle interface, the bicycle interface comprising an armrest and a forearm-strap; wherein the armrest comprises a handlebar control section, a forearm engaging section and a damping section, the damping section arranged between the forearm engaging section and the handlebar control section; and wherein the handlebar control section comprises a grippy surface and a recess to receive a portion of a handlebar. In use, the armrest can be strapped to the forearm of the cyclist via the forearm strap. Typically, one armrest will be strapped on each arm. The cyclist can then lean forward, resting the armrest on the handlebars (typically close to the stem, in the same location as the armrest of an aero bar) and bend towards the ground in the same sort of position as if using aero bars. The bicycle interface is situated at the pressure point between the forearm and the handlebars to increase comfort and stability on the bicycle therefore increasing safety. The cyclist can then control the handlebars via the armrests, rather than by using their hands as would normally be the case when using the handlebars.

The armrest of the present invention may provide the cyclist with a certain range of leeway or margin in engaging with the handlebar by a recess which is broader than most handlebars and a grippy surface which secures the position the cyclist chooses on the handlebar. This is achieved by the armrest without using additional equipment fixed to the handlebar. The armrest may be made from at least one soft material to provide flexibility in fitting the user. To achieve comfort and stability, a bicycle interface needs to be able to withstand the stress, impacts and strain subjected to the bicycle interface during a bicycle ride and furthermore maintain gripping to the handlebar (and/or forearm) during the bicycle ride. The bicycle interface of the present invention offers enhanced gripping to the handlebar and/or forearm as well as further vibrational dampening or cushioning along with enhanced load distribution or load balancing due to an integrated damping section.

Moreover, the present invention provides a bicycle interface and a method for producing such a bicycle interface, where the armrest portion of the bicycle interface may be integrally formed as a single component by at least one step of mould casting, providing a flexible shield-like armrest with a damping section arranged between a forearm engaging section and a handlebar control section of the bicycle interface. By moulding the bicycle interface in one or more steps using one or more mould components a suitably stiff, comfortable, and long-lasting bicycle interface may be produced without using an adhesive.

The armrest portion of the bicycle interface may be formed as a flexible shield by moulding materials suitable for providing a grippy surface such as plastic polymers and rubber polymers and by arranging damping section as a layer or a plate with load distributing properties between the forearm engaging section and the handlebar control section of the bicycle interface during the moulding process. This type of moulded flexible shield armrest offers a unique combination of a grippy surface and the properties reducing vibrations, cushioning and load distribution, which cannot be found in other products. Furthermore, the advantage of a “one size fits all” recess with gripping properties provides a bicycle interface which does not require a special fitting to the bicycle. In fact, the bicycle interface can advantageously be used with any type of handlebar irrelevant of the profile or shape of the handlebar such as, but not limited to, conventional, flat and round handlebar profiles. The bicycle interface may for example be used with a group of handlebars comprising, but not limited to, conventional handlebars, drop handlebars, bullhorn handlebars, cruiser handlebars, aero handlebars, riser handlebars, upright handlebars, crazy bar handlebars and flat handlebars. The bicycle interface further allows the cyclist to adjust his position marginally during the bike ride without a problem to obtain optimal position. Furthermore, the lengthwise shape of the armrest may be tapered and/or the diameter of the armrest may steadily decrease along the longitudinal direction of the armrest as you move from the forearm towards the hands of the user, wherein the diameter and reduction in diameter is selected in accordance with the standard reduction in the diameter of an average forearm.

In the event that the cyclist has fitted the bicycle with any further accessories that are arranged in front of the handlebar, such as a handlebar bag, the cyclist’s hands may grasp such an accessory to provide greater control. However, the grippy surface and handlebar recess of the bicycle interface will allow an experienced cyclist to apply sufficient control to the bicycle under appropriate circumstances (e.g. when cycling on a clear cycle-track or closed road). Of course, when the cyclist is not in the aero position, and instead is gripping the handlebars as normal (e.g. when setting off, braking, or in an environment less suited for use of the bicycle interface of the invention, such as heavy traffic), the bicycle interface simply sits on the cyclist’s forearm. As such, the cyclist can switch back and forth easily between the “normal” and “aero” positions.

It will be appreciated that the invention goes completely against the prevailing teaching that armrests are attached to the bicycle, not the rider, and that they serve as a place to simply rest the forearms. In the prior art, the bicycle is controlled using the hands via the bars, not with the arm rests themselves.

The invention can also be much cheaper than aerobars, on account of not requiring special bars, and lighter, on account of not having bars. The overall weight of a pair of bicycle interfaces according to the invention can be just 10% of the weight of the average aero bars, or about 15% of the lightest weighing aero bars on the market today. It is noted that the prior art also includes body armour, including knee and elbow pads to be worn by cyclists, primarily for BMX or mountain biking. Notably, such body armour is not a bicycle interface. The bicycle interface of the invention acts between a cyclist and the handlebar of a bicycle when cycling. Body armour does not form an interface between cyclist and bicycle. On the contrary, body armour is not an interface at all, and is used to protect the cyclist (largely protecting from the branches of trees and the like, when cycling through trails and from the ground when falling off the bike).

The armrest may be configured to only lie on the forearm and to not cover the elbow.

As used in this specification, the term “grippy” surface means a surface which grips well to a typical handlebar, such as a handlebar made from aluminium. The grippy surface may be a surface which grips well to a carbon fibre handlebar. The grippy surface will grip well to a portion of a handlebar provided with bar tape as the bar tape itself has a good gripping quality. Those skilled in the art will be familiar with suitable materials used in bicycle engineering, such as the fairly hard, resilient, rubber (or elastomeric) shims used between a frame tube and a clamp when mounting ancillaries such as supports for child-seats, and stretchy silicone rubber straps provided on easily removeable accessories such as the portable lights manufactured by Knog pty ltd, described for example in W02020024001A1. Indeed, the materials typically used in the manufacture of inner tubes (e.g. butyl rubber or latex), tyres (natural and synthetic rubber) or grips (typically rubber/silicone), would also be suitable. Obviously those skilled in the art will also be aware of various materials that would not be considered “grippy”, such as various (normally lacquered and/or painted) metals, or carbon fibre that bicycle frames are made from, and the plastics found in numerous items, such as casings of e.g. cycle computers, dust caps and so forth.

Exemplary materials to form the grippy surfaces include plastic polymers and rubber polymers. The grippy surface may be formed of synthetic rubber polymers or organic rubber polymers. The grippy surface may be formed of a material selected from silicone rubber; ethylene-vinyl acetate (EVA); polyurethane and latex. A grippy surface may be formed of a material that comprises a large coefficient of friction when connected to a handlebar or more precisely materials as a person is skilled in the art is aware of. A grippy surface may comprise additional features to increase grippiness such as, but not limited to, regular or irregular patterns of nodules. Silicone rubber is a preferred material for the grippy surface, such as but not limited to the specific silicones mentioned in the below examples.

The recess may be a groove. The groove may be open at its ends and closed at its edges. The closed edges may be operable to engage with the front and rear of the handlebar, whilst the handlebar passes through the open ends. The groove may have a primary axis, the primary axis being the axis that aligns with the primary axis of the handlebars in use (the primary axis of the handlebars typically being the axis along which the handlebars extend through the stem, although of course some modern bicycles have integrated handlebars and stem). Of course, the primary axis need not be the longest axis. In the preferred embodiment of the present invention, the dimensions of the recess or groove are selected to fit majority of the commercially available handlebars.

The edges of the groove may be parallel with the primary axis. The groove may extend laterally across the armrest in use. The strap may also extend laterally. The groove may be aligned with the strap. The primary axis of the groove may be arranged at an angle with respect to the strap. The angle may be a slight angle, for example less than 30 degrees, less than 20 degrees or less than 15 degrees, such as 5-20 degrees, or 8-15 degrees, e.g. 10 degrees.

The groove may be a parallelogram, with its ends parallel to one another, and its edges parallel to one another, but its edges at a non-perpendicular angle to its ends.

The groove may extend across the armrest at an angle. Extending across the armrest at an angle, means that the primary axis of the groove will not be perpendicular to the length of the armrest. As such, the groove will be aligned with the handlebars when the cyclist’s forearms are not perpendicular to the handlebars, i.e. with the hands closer together than the elbows.

The armrest may be curved. It may be curved in use. In particular, it may be curved to follow the contour of the forearm of the user; especially the underneath of the forearm (which rests on the armrest in-use).

The armrest may be resilient. As such, the armrest may for example be curved in use, when strapped to the arm, but less curved, or even flat, when not in use.

The groove may extend across the armrest in the curved (in-use) configuration. The armrest may have a circular arc (i.e. an approximately circular arc) in the curved in-use configuration and the groove may form a chord (i.e. approximate a chord) across the circular arc. The recess may be provided with a textured surface to improve grip on the handlebar.

The armrest may have a length, a width and a depth. The width may be defined as the dimension laterally across the armrest; the length may be defined as the dimension extending parallel to the axis between the user’s hand and elbow, in use. The depth may be the thickness of the armrest.

Generally increased length increases the load distribution and thereby improves stability (and allows the user to move between different pressure points); as such, the length of the armrest may be at least 4cm; at least 5cm; at least 7cm; at least 8cm; at least 10cm; at least 12cm or at least 15cm. On the other hand, less length leads to less weight of the product and thereby price savings as well as potentially improving fastening to the hand; as such, the length of the arm rest may be less than 17cm; less than 15cm; less than 12cm; less than 10cm; less than 8cm; less than 7cm or less than 5cm.

The length of the armrest may for example be between 4cm and 17cm; preferably between 5cm and 15cm; and more preferably between 7cm and 12cm; for example 8cm.

Generally increased width improves the load distribution and gives more stability, as well as improving the fastening to the hand; as such, the width of the armrest may be at least 5cm; at least 6cm; at least 7cm; at least 8cm; at least 10cm; or at least 12cm. On the other hand, less width leads to less weight of the product and thereby price savings. A lower width also takes up less space and is less clumsy. As such, the width may be less than 15cm; less than 12cm; less than 10cm; less than 8cm; less than 7cm; or less than 6cm.

The width of the armrest may for example be between 5cm and 15cm; preferably between 6cm and 12cm; and more preferably between 7cm and 10cm; for example 8cm.

Generally, increased depth leads to improved cushioning, flex and damping and thus greater comfort to the rider; as such, the depth may be at least 0.3cm; at least 0.5cm; at least 0.7cm; at least 1cm; at least 1.5cm; or at least 2cm. On the other hand, reduced depth leads to lower material cost and weight and space savings, as well as a closer connection to the handlebar. As such, the depth of the armrest may be less than 3cm; less than 2cm; less than 1 ,5cm; less than 1cm; less than 0.7cm or less than 0.5cm.

The depth of the armrest may for example be between 0.3cm and 3cm; preferably between 0.5cm and 2cm; and more preferably between 0.7cm and 1.5cm; for example 1cm. The recess may have a length, a width and a depth. As with the dimensions of the armrest, the width may be defined as the dimension laterally across the armrest; the length may be defined as the dimension extending parallel to the axis between the user’s hand and elbow, in use. The depth may be the maximum extent that the recess extends into the thickness of the armrest.

The length of the recess may for example be between 1cm and 10cm; preferably between 1 ,5cm and 7cm; and more preferably between 2cm and 7cm; for example 2cm, or 5cm. It will be understood that the length of the recess is sized to fit to the handlebars of a bicycle. As such, different lengths may be provided to suit different handlebars, for example, traditional handlebars, whether “flat” or “drop” may have a diameter of approximately 2cm, and the length of the groove may correspond to that, whilst more modern drop handlebars with an aerodynamic cross section, may have a length of closer to 5cm, and the recess may have a corresponding length. On the other hand, the recess need not be an exact match to the size of the handlebar, even if smaller or larger than the handlebar, it can offer adequate support and stability.

The width of the recess may for example be between 1.6cm and 5cm; preferably between 2cm and 4cm; and more preferably between 2.5cm and 3.5cm; for example 3cm. It will be understood that the width of the recess may depend on the width of the armrest and of course armrests may be provided in different sizes to correspond to different sizes of arms of different users.

The depth of the recess may for example be between 0.1cm and 1cm; preferably between 0.2cm and 0.8cm; and more preferably between 0.3cm and 0.7cm; for example 0.5cm. It will be understood that the deeper the groove, the better the control may be, but the thicker the armrest will have to be to accommodate a defined thickness of damping section (or the thinner the damping section will have to be).

There may be more than one strap. In particular, if there is more than one strap, the groove may be parallel with the straps, rather than aligned with the strap.

The groove may extend across the middle of the armrest. The strap may extend laterally from the middle of the armrest. This is particularly suitable if there is only one strap. Where there is more than one strap, one strap may extend laterally from one end of the armrest and another strap may extend laterally from the other end of the armrest. The groove may then extend laterally between the straps. The (or each) strap is preferably flexible. The (or each) strap is preferably formed of a fabric, for example a woven fabric.

The (or each) strap may be elastic. For example, it may be woven with elasticated yarn. The (or each) strap may be formed in one-part. Where a strap is both formed in one part and elastic, it can be simply slid onto the forearm, in the same way as sliding a wristband onto a wrist (but pushing it further up the arm, to the forearm).

The (or each) strap may be inelastic.

The (or each) strap may be provided with a tightening mechanism. A tightening mechanism Is particularly useful where the strap is inelastic, but may have use with elastic straps too. The tightening mechanism may, for example, be an adjuster, such as a “tri-glide slide” (also known as a webbing slide) as is type well known for adjusting bra straps and so forth).

The (or each) strap may be formed in two parts, the two parts connected by a fastener. The fastener may for example be a buckle, such as a side-release buckle or a clip. Alternatively, the fastener may for example be of the hook-and-loop type well known by the trade mark VELCRO, hook-and-hook type, or the like, in which case it can function both as a fastener and an adjuster.

The (or each) strap may be fixed to the interface in various ways, for example, the strap or straps can be affixed to the interface as the interface is assembled or moulded. That it, the end or ends of the or each strap is placed inside a mould for moulding the interface, or placed in between elements assembled to form the interface or inside material forming the interface. Alternatively, instead or fixing the or each strap directly to the interface, strap holders such as plastic or metallic clips, loops or the like are fixed to the interface as described above for the straps, and the straps can then be threaded and fastened to said strap holders.

Regardless of the precise nature of the strap, strapping the bicycle interface to the user’s forearm is much quicker and easier for a cyclist than fitting conventional aero-bars to a handlebar, and allows for the bicycle interface to be easily used on different bicycles (as most keen cyclists have multiple bicycles).

The damping section dampens vibrations from the bicycle, for example, so-called “road buzz”.

The damping section may be resiliently deformable.

The damping section comprise a padding, such as foam, for example an elastomer foam, such as dual density foam as used in prior art arm rest pads. The padding may be enclosed in a cover, e.g. a fabric cover, to which the (or each) strap and the handlebar control section may be attached. Exemplary materials to form the padding include plastic polymers and rubber polymers. The padding may be formed of synthetic rubber polymers or organic rubber polymers. The padding may be formed of a material selected from silicone rubber; Ethylenevinyl acetate (EVA); polyethylene; polyurethane and latex

In another alternative, the padding may be attached directly to the handlebar control section, e.g. adhered thereto.

The damping section and the handlebar control section may, in a further alternative, be formed integrally. For example, a natural rubber foam or an elastomer foam, or indeed an elastomer which is not foamed, if sufficiently soft (such as silicone rubber) may provide both the grippy surface and provide the necessary damping between the cyclist’s arm and the handlebar.

The forearm engaging section may be provided with a grippy surface. This, in combination with the force applied by the strap, can hold the bicycle interface in place on the forearm so that it does not slip nor slide into another position until moved intentionally by the user. The grippy surface of the forearm engaging section may be formed from one of the materials defined above as suitable for the grippy surface of the handlebar control section; e.g. plastic polymers and rubber polymers, for example synthetic rubber polymers or organic rubber polymers, in particular a material selected from silicone rubber; ethylene-vinyl acetate (EVA); polyurethane and latex. The forearm engaging section and the handlebar control section may be formed of the same material. The forearm engaging section and the damping section may be formed integrally. The forearm engaging section, the damping section and the handlebar control section may be formed integrally.

In a preferred embodiment, the bicycle interface has a sandwich arrangement, with a damping section as one layer, arranged between a layer as the forearm engaging section and the handlebar control section as another layer. The layer forming the damping section may be foamed whilst the layers forming the forearm engaging section and the handlebar control section may be unfoamed. In a particularly preferred embodiment, the forearm engaging section and the handlebar control sections are formed of silicone rubber, and the damping section is formed of EVA or polyethylene polymer foam. Of course, all the optional/preferred features set out above apply equally to the invention set out in broad terms and that of the first aspect of the invention. In a second aspect, the invention provides a kit of parts comprising a pair of bicycle interfaces according to the aspect set out above or indeed as defined in broad terms above (and optionally including any or the optional/preferred features set out above).

The bicycle interfaces may be mirror images of one another.

The groove of one bicycle interface may be angled in one direction with respect to the length of the armrest, and/or with respect to the strap, and the groove of the other bicycle interface may be angled in the opposite direction. As such, one armrest will be particularly suited to the cyclist’s left forearm, and the other armrest will be particularly suited to the cyclist’s right forearm.

In a third aspect the invention resides in a method of riding a bicycle, the method comprising strapping a bicycle interface comprising an armrest and a forearm-strap to a forearm.

The bicycle interface may be according to the first aspect of the invention and/or may comprise any of the optional/preferred features set out above.

The method may further comprise engaging the armrest with a handlebar of a bicycle and controlling the bicycle via the armrest. The method may comprise taking the hands off the handlebars and leaning forwards to engage the armrest with the handlebar.

Where the armrest comprises a handlebar control section the method may comprise engaging the handlebar control section with the handlebars.

Where the handlebar control section comprises a recess to receive a portion of a handlebar, the method may comprise arranging the handlebar in the recess.

In the fourth aspect of the invention, a method for producing a bicycle interface is provided, in particular a bicycle interface of the invention, as is described above and is defined in the claims. The method is for producing a bicycle interface comprising a handlebar control section, a forearm engaging section and a damping section arranged there in between and comprises the steps of: providing at least one first mould component for forming a handlebar control section and a forearm engaging section, arranging a polymer foam material within the at least one first mould component, feeding liquid polymeric material into the first mould component, allowing the polymeric material to harden, releasing the hardened polymeric material. The polymer foam material forms the damping section of the bicycle interface, arranged (sandwiched) between the handlebar control section and forearm engaging section. The first mould component is advantageously shaped to form a recess in the surface of said handlebar control section, such as has been described above. The recess is preferably a groove shaped to receive a portion of a handlebar. Therefore, in one embodiment, the bottom of the first mould component comprises a protrusion region at the surface of the bottom of the mould to form the recess in the bottom-side surface of the hardened liquid polymeric material that forms the handlebar control section.

In one embodiment, the method for producing a bicycle interface is carried out in the order given by the following sequence of steps; providing the said at least one first mould component, pouring a first portion of liquid polymeric material into said first mould component, placing a second mould component on top of said liquid polymeric material arranged in the first mould component, wherein the second mould component comprises at least one protrusion on its bottom side, allowing the first portion of liquid polymeric material to harden, wherein said protrusion imprints a recess on the upper surface of the first portion of liquid polymeric material, arranging polymer foam into the recess of the hardened polymer, pouring a second portion of liquid polymeric material into the first mould component, covering the said hardened polymeric material and the polymer foam, placing a lid on said liquid polymeric material and allowing said liquid polymeric material to harden.

In one embodiment, the liquid polymeric material used in the method to produce a bicycle interface forms a grippy surface.

The polymer foam is preferably selected as an elastomer foam. The elastomer foam is preferably selected from the group of polyethylene foam, polyurethane foam and ethyl-vinyl- acetate foam.

The liquid polymetric material used in the method is preferably selected as an unfoamed polymetric material.

The liquid polymetric material used in the method is preferably selected as silicone rubber. The silicone rubber is preferably selected from the groupof Zhermack HT33 silicone rubber and Zhermack ZA 13 silicone rubber.

The first mould component preferably comprises a protrusion region on the bottom of the mould to form said recess in the bottom surface of the hardened liquid polymeric material comprising the handlebar control section. The recesss is preferably as described above. The method may comprise a step of arranging strap ends or strap fasteners inside said first mould component prior to feeding said liquid polymeric material into the first mould component.

In one embodiment the step of feeding the liquid polymeric material comprises feeding a first portion thereof prior to arranging the polymer foam material within the first mould component, and feeding a second portion of said liquid polymeric material after the polymer foam material has been arranged in the first mould component.

The method may further comprise placing a second mould component on the first portion of said liquid polymeric material for forming a depression shaped to fit said polymer foam material, and after removal of said second mould component, the polymer foam material is arranged in said depression, the method then comprises feeding the second portion of the liquid polymeric material to cover the polymer foam material.

The method may comprise arranging a mould lid on said first mould component for shaping the surface of the forearm engaging section of the bicycle interface.

In yet another embodiment, the method further comprises a step of arranging fasteners for a strap or straps to be connected to, inside said mould prior to feeding the first and/or second portion of liquid polymeric material into the first mould component.

In one embodiment of the method, the second mould component further comprises a pair of protrusions for forming a pair of depressions in the hardened first portion of liquid polymeric material, the method comprising arranging strap ends or strap fasteners in said pair of depressions, prior to pouring said second portion of liquid polymeric material into the first mould component.

In one embodiment, the method forms an integral component with the forearm engaging section, damping section and the handlebar control section being formed integrally in a sandwich arrangement, with the damping section as one layer, arranged between the forearm engaging section and the handlebar control section as outer layers; the layer forming the damping section being foamed whilst the layers forming the forearm engaging section and the handlebar control section are unfoamed; and the forearm engaging section and the handlebar control sections being formed of silicone rubber, and the damping section being formed of an elastomer material.

In a fifth aspect of the invention, a bicycle interface is provided, comprising an armrest further comprising; a handlebar control section, a forearm engaging section and a damping section, and a forearm-strap; wherein the forearm engaging section and the handlebar control section of the armrest are formed as a flexible shield with the damping section arranged there in between; and wherein the handlebar control section comprises a grippy surface and a recess to receive a portion of a handlebar.

Detailed Description of the Invention

In order that the invention may be more clearly understood one or more embodiments thereof will now be described, by way of example only, with reference to the accompanying drawings, of which:

Figure 1 shows an in-board underneath perspective view (from an in-use point of view) of an embodiment of a bicycle interface according to the invention for use on a right forearm, with the strap fastened;

Figure 2 shows an inboard top perspective view (from an in-use point of view) of the embodiment of figure 1 , with the strap fastened;

Figure 3 shows an outboard underside perspective view (from an in-use point of view) of the other side of the embodiment of figure 1 , with the strap fastened;

Figure 4 shows an end-on view (from an in-use point of view) of the embodiment of figure 1 , with the strap fastened;

Figure 5 shows an underside view (from an in-use point of view) of the embodiment of figure 1 , with the strap fastened;

Figure 6 shows a side view (from an in-use point of view) of the embodiment of figure 1 with the strap fastened.

Figure 7 shows an outboard underside perspective view (from an in-use point of view) of the embodiment of figure 1 , with the strap unfastened;

Figure 8 shows an outboard top perspective view (from an in-use point of view) of the embodiment of figure 1 , with the strap unfastened;

Figure 9 shows an underside view of a kit of parts made up of the bicycle interface according to the invention for use on a right forearm as shown in figures 1-8 and a bicycle interface according to the invention for use on a left forearm; and Figure 10 shows a side-perspective view of a prior art bicycle with triathlon/time trial handlebars;

Referring to figures 1-8, an embodiment of a bicycle interface 10 is shown. The embodiment of figures 1-8 is specifically designed to be worn on the right forearm of a cyclist, however, it is intended that the bicycle interface 10 for the right forearm would normally be supplied in a kit, together with a bicycle interface 9 for a left forearm. The bicycle interface 9 for a left forearm is a mirror image of the bicycle interface 10 for the right forearm, but otherwise identical in terms of function and construction. Accordingly, the majority of the following description focusses on the bicycle interface 10 for the right forearm.

The bicycle interface 10 is formed of an armrest 11 and a forearm-strap 12. The armrest 11 is strapped to the (right) forearm of the user using the forearm strap 12, which will be described in more detail below.

The armrest 11 is a curved panel. In the embodiment shown, the panel has a generally square outline with rounded corners and a shallow c-shaped curve; the width, being the dimension laterally across the armrest is 8cm; the length, being the dimension extending parallel to the axis between the user’s hand and elbow, in use is 8cm; and the depth, being the maximum thickness of the armrest is 1cm.

Of course, numerous alternative outlines and numerous alternative sizes would be effective. Indeed, it is envisioned that different sizes would be provided, as with clothes, to suit different sizes of arms and possibly different sizes of handlebars.

In the embodiment shown, the armrest 11 retains its curved shape both when fastened, in use (as in figures 1-5) and when unfastened and no longer in use (as shown in figures 5-8). The curve extends laterally, such that when worn on a forearm, the curved inside surface follows the curved contour of the forearm of the user, in particular the underneath of the forearm which rests on the armrest 11 in-use.

In this embodiment, the armrest 11 is resilient and may be bent out of shape, but returns to its curved shape. In an alternative, it could be resilient and take up a curved shape in use, when strapped to the arm, but adopt a flat configuration, when not in use.

The armrest 11 is made up of three sections, which are best seen in figure 2, and which may be integral. The three sections are a handlebar control section, 13, a forearm engaging section, 14 and a damping section, 15, sandwiched between the handlebar control section 13 and the forearm engaging section 15. The forearm engaging section 15, in combination with the force applied by the strap 12, can hold the bicycle interface 10 in place on the forearm so that it does not slip nor slide into another position until moved intentionally by the user.

The handlebar control section 13, as the name suggests, is intended to control the handlebars (not shown) of a bicycle (not shown). As such, the handlebar control section 13 forms the underside of the armrest 11 , in use, and engages with the top of the handlebars (not shown). To allow the handlebar control section 13 to engage firmly with the handlebars, it has a grippy surface and includes a recess 16 (in its underside) to receive a portion of a handlebar.

As used in this specification, the term “grippy” surface means a surface which grips well to a typical handlebar, such as a handlebar made from aluminium. In this particular example, the armrest 11 is formed in a sandwich arrangement, with upper and lower layers of silicone rubber sandwiching an internal layer of EVA or polyethylene foam; the silicone rubber is a material which has a grippy surface, as well as vibration reducing properties. The EVA or polyethylene rubber provides damping and load distribution. As such, both the surface of the handlebar control section 13, and the surface of the forearm engaging section 14 are grippy, whilst the intervening thickness, between the surface of the forearm engaging section 14 and the handlebar control section 13 has a damping effect on vibrations from the bicycle, for example, so-called “road buzz” and thus constitutes the damping section 15.

Obviously alternative arrangements are possible, in which different materials are selected for each of the three sections 13, 14, 15 of the armrest 11. Likewise arrangements are possible in which each section is formed from the same material; for example, silicone rubber has reasonable damping properties, in view of its ability to reduce vibration, and could be used alone, to form each of the sections 13, 14, 15.

Returning to the structure of the handlebar control section 13, in this embodiment, the recess 16 takes the form of a groove. Referring to figures 5 and 6, the groove is defined by opposing open ends 17 and closed edges 18. The groove extends laterally across the armrest 11 in use, so that the closed edges 18 engage with the front and rear of the handlebar, in use, whilst the handlebar passes through the open ends 17.

The groove extends across the armrest 11 in the curved (in-use) configuration. And it can be seen from figure 4 that the armrest has a circular arc and from figure 6 that the groove forms a chord across the circular arc.

The groove has a primary axis X-X, the primary axis X-X being the axis that aligns with the primary axis of the handlebars in use. Referring briefly to the kit of figure 9, it can be seen that the main difference between the right bicycle interface 10 and the left bicycle interface 9 is the orientation of the primary axis, with the two bicycle interfaces being mirror images of one another, both having grooves which extend across the armrest at an angle. Extending across the armrest at an angle, means that the primary axis of the groove will not be perpendicular to the length of the armrest. As such, the groove will be aligned with the handlebars when the cyclist’s forearms are not perpendicular to the handlebars, i.e. with the hands closer together than the elbows.

The edges 18 of the groove are somewhat curved, but parallel with the primary axis, whilst the ends of the grooves are straight; as such the groove takes the form of a rounded parallelogram, with its ends 17 parallel to one another, and its edges 18 parallel to one another, but its edges 18 at a non-perpendicular angle to its ends 17. In this embodiment, the parallelogram has internal angles of approximately 70 degrees and 110 degrees.

The recess 16 has a width, being defined as the dimension laterally across the armrest of 3cm; a length, being defined as the dimension extending parallel to the axis between the user’s hand and elbow, in use of 5cm; and a depth, being the maximum extent that the recess extends into the thickness of the armrest of 1 mm.

As noted above, as with the possibility of providing armrests of different size to suit different riders, so different lengths may be provided to suit different handlebars, for example, traditional handlebars, whether “flat” or “drop” may have a diameter of approximately 2cm, and the length of the groove may correspond to that, whilst more modern drop handlebars with an aerodynamic cross section, may have a length of closer to 5cm, and the recess may have a corresponding length (as in this embodiment).

The strap 12 extends laterally from the two opposing sides of the armrest. The groove is generally aligned with the strap 12, although the primary axis of the groove is arranged at an angle of about 10 degrees with respect to the strap 12, for the reasons outlined above.

It will be well understood that various straps would be effective, but in the embodiment shown, the strap 12 is formed of two parts, each formed of a fabric such as a lightweight webbing material. A first, shorter, part 12a, best seen in figures 2-4, extends from the outboard side of the armrest and is attached to a loop, for example, passed through one slot of a three-bar slide 19 and sewn/glued thereto, leaving the other eye of the three-bar slide 19 open.

The second part 12b, also best seen in figures 2-4 is substantially longer than the first part 12a and provided on its rear with a strip of hook-and-loop fastening material 20a, 20b. The strip of hook-and-loop fastening material includes a first portion 20a (seen in figure 2) at the distal end of the second part 12b of the strap 12, and a second portion 20b (seen in figures 2 and 3) arranged proximal of the first portion 20a. The first portion 20a includes hooks (not shown) and the second portion 20b includes loops (not shown), as such, the second part 12a, can be threaded through the open eye of the three-bar-slide, pulled tight on the forearm of the user, then folded back on itself so that the hooks on the first portion 20a engage the loops on the second portion 20b.

The hook and loop fastening material can engage at various positions, and, as such, functions both as a fastener and an adjuster, to fit forearms of different sizes.

As noted above, in use, the cyclist will normally obtain a pair of bicycle interfaces as shown in figure 10; a first bicycle interface 10 as described above and a second bicycle interface 9, which is a mirror image of the first bicycle interface, with its groove angled in the opposite direction with respect to the length of the armrest, and with respect to the strap, but otherwise identical.

The cyclist will strap the right bicycle interface 10 to their right forearm and the left bicycle interface 9 to their left forearm, both bicycle interfaces 9, 10 located just below the elbow and both arranged such that the armrest 11 is located on the underside of the forearm in use.

The cyclist can cycle “normally” with their hands on the handlebars, optionally grasping the brakes when necessary, but, when it is possible to adopt the “aero” position, the cyclist can lean forward, resting each armrest 11 on the handlebars, close to the stem, in the same location as the armrest of an aero-bar, with a portion of the handlebars arranged in each recess. The cyclist can then bend further towards the ground in the same position as if using aero bars.

In this location, the handlebar control section 13 will engage the handlebars, so the cyclist can then control the handlebars via the armrests 11 , with the grippy surface of the handlebar control section 13 and the edges 18 of the recess 16 helping to engage the handlebars, and the damping section deforming under pressure between the arms and the handlebars, to further improve the connection between the handlebars and the cyclist, that is formed by the bicycle interface.

As noted above, in the event that the cyclist has fitted the bicycle with any further accessories that are arranged in front of the handlebar, such as a handlebar bag, the cyclist’s hands may grasp such an accessory to provide greater control, and of course the cyclist can switch back and forth easily between the “normal” and “aero” positions, moving from “normal” to “aero” by taking the hands off the handlebars and leaning forwards to engage the armrest with the handlebar, and vice versa.

The one or more embodiments are described above by way of example only. Many variations are possible without departing from the scope of protection afforded by the appended claims.

Example 1. Development of bicycle interface

The development of the bicycle interface set out to optimize the interplay of four essential properties required for a durable, stable and comfortable bicycle interface, i.e., load distribution, gripping, stability and damping provided by the bicycle interface.

Vibrational damping of different prototypes

To measure the vibrational damping of the bicycle interface, the different prototypes were placed in an electric industrial shaker and the vertical acceleration (in z-direction) of the bicycle interface in response to the shaking carried out by the electrical shaker was measured as a function of time. The lower the average acceleration in the z-direction, the more vibrational damping is provided by the bicycle interface. The whole setup was adjusted to simulate the conditions of a bicycle ride using the bicycle interface as accurately as possible.

In each measurement, the prototype was arranged and fixed on top of a replica of a bicycle handlebar along with an acceleration sensor, wherein the handlebar control section of the bicycle interface was in contact with the replica. The handlebar replica was placed on top of a horizontal, Teflon (polytetrafluoroethylene) coded, board that was arranged on top of the electrical industrial shaker. Also, on top of the bicycle interface, in contact with the forearm engaging section of the bicycle interface, was a 3D printed replica of a forearm.

The bicycle interface and acceleration sensor were fixed in place on the industrial electrical shaker by using nuts and bolts connected to a lid. This provided a consistent pressure on the bicycle interface throughout the experiments, wherein the pressure corresponds to a 14-17 kg load being placed on top of the bicycle interface, which can be regarded as comparable to the load exerted by a cyclist on the bicycle interface in a bicycle ride to simulate real life conditions as closely as possible.

By the use of the aforementioned experimental setup, the acceleration of the bicycle interface in the vertical z-direction in response to mechanical shaking was readily measured. The measurements were carried out as a function of time for various prototypes, namely; • A bicycle interface prototype comprised solely of ethyl-vinyl-acetate (EVA-V 45/55) polymer foam

• A bicycle interface prototype comprised solely of polyethylene (BKJN400) polymer foam

• A bicycle interface prototype comprised solely of Zhermack ZA-13 silicone rubber

• A bicycle interface prototype comprised solely of Zhermack HT-33 silicone rubber

• A bicycle interface prototype comprising three sections or layers (i.e. the handlebar control section, damping section and forearm engaging section) with the handlebar control section and the forearm engaging section as silicone rubber and the intermediate damping region as either CKJN 1000 or CKJN800.

The measured time dependent data can then be transformed into its frequency components by using Fast Fourier Transform and the average acceleration as a function of frequency can be calculated. For each prototype, three individual measurements were carried out and the average, as well as the standard deviation of the three measurements was calculated and is shown in Table 1.

Table 1. The average acceleration (in z-direction) and standard deviation from three vibrational damping measurements for several prototypes of the bicycle interface, wherein the different prototypes differ by structural composition and the material selected for the bicycle interface.

From the data, it is evident that by using a bicycle interface with a three-section structure (wherein the handlebar control section and the forearm engaging section are comprised of Zhermack ZA-13 silicone rubber and the intermediate damping region is comprised of polymer foam (either CKJN 1000 or CKJN800) yields a low acceleration value in the z-direction of around 2.0 m/s². This result shows that enhanced vibrational damping can be obtained by using a three-section integral structure, wherein the structure is formed by moulding. The value obtained for a three-section structure is similar to that of the bicycle interface prototype comprised solely from Zhermack HT-33 silicone rubber.

To summarize the results of the development of the bicycle interface and the vibrational damping experiments, the integral structure comprising a handlebar control section, damping section and a forearm engaging section, wherein the handlebar control and forearm engaging section are comprised of silicone rubber and the damping section from polymer foam offers:

• excellent vibrational damping properties which allow the effort of the cyclist to be minimized when using the bicycle interface and additionally provides comfort to the cyclist.

• great load distribution properties such that pressure from the handlebar is transferred to the forearm through a large area of the bicycle interface.

• great gripping to the handlebar such that the bicycle interface, namely the handlebar control section, does not slide unexpectedly on the handlebar. This is supported by the recess arranged in the handlebar control section and by the relatively high coefficient of friction of silicone rubber.

• great gripping to the forearm such that the bicycle interface, namely the forearm engaging section, remains in place on the forearm.

• stability in the horizontal plane (relative to the handles of the handlebar) such that translational movement forward/backward and to the left/right is substantially fixed during a bicycle ride.

• Durability, wherein the bicycle interface can readily be used for extended periods without deforming or worse, breaking apart.

Many of the aforementioned properties are (at least partially) enabled by the fact that the bicycle interface is formed integrally, wherein the intermediate damping section is moulded into the handlebar control section and forearm engaging section, to provide a stiffer, more durable and comfortable bicycle interface.

Claims

1. A bicycle interface, the bicycle interface comprising an armrest and a forearm-strap; wherein the armrest comprises a handlebar control section, a forearm engaging section and a damping section, the damping section arranged between the forearm engaging section and the handlebar control section; and wherein the handlebar control section comprises a grippy surface and a recess to receive a portion of a handlebar.

2. A bicycle interface according to claim 1 , wherein the bicycle interface is integrally formed by moulding, wherein the damping section is arranged in a sandwich arrangement between the handlebar control section and the forearm engaging section.

3. A bicycle interface according to claim 1 or 2 wherein the grippy surface of the handlebar control section comprises silicone rubber.

4. A bicycle interface according to any of claims 1 to 3, wherein the forearm engaging section and the handlebar control section of the armrest form a flexible shield with the damping section arranged there in between.

5. A bicycle interface according to any one of the preceding claims wherein the recess is a groove which is open at its ends and closed at its edges, wherein the groove extends laterally across the armrest in use.

6. A bicycle interface according to claim 5 wherein the groove has a primary axis, wherein the edges of the groove are parallel with the primary axis, and wherein the primary axis of the groove is arranged at an angle of 8-15 degrees with respect to the strap.

7. A bicycle interface according to claim 5 or 6 wherein the groove is a parallelogram.

8. A bicycle interface according to any one of claims 5 to 7 wherein the groove extends across the armrest at an angle.

9. A bicycle interface according to any preceding claim wherein the armrest is curved to follow the contour of the underneath of the forearm of the user which rests on the armrest in-use.

10. A bicycle interface according to any preceding claim wherein the armrest is resilient.

11. A bicycle interface according to any preceding claim wherein the groove extends across the armrest in the curved in-use configuration; wherein the armrest has a circular arc in the curved in-use configuration and wherein the groove forms a chord across the circular arc.

12. A bicycle interface according to any preceding claim wherein the length of the armrest is between 7cm and 12cm; the width of the armrest is between 7cm and 10cm; and the depth of the armrest is between 0.7cm and 1 ,5cm.

13. A bicycle interface according to any preceding claim wherein the length of the recess is between 2cm and 7cm; the width of the recess is between 2.5cm and 3.5cm; and the depth of the recess is between 0.3cm and 0.7cm.

14. A bicycle interface according to any preceding wherein the strap is formed of a flexible fabric and formed in two parts, the two parts connected by a fastener, which fastener can function both as a fastener and an adjuster.

15. A bicycle interface according to any preceding claim wherein the damping section is formed from an elastomer foam.

16. A bicycle interface according to any preceding claim wherein the forearm engaging section, the damping section and the handlebar control section are formed integrally in a sandwich arrangement, with a damping section as one layer, arranged between an layer as the forearm engaging section and the handlebar control section as another layer; the layer forming the damping section being foamed whilst the layers forming the forearm engaging section and the handlebar control section are unfoamed; and the forearm engaging section and the handlebar control sections being formed of silicone rubber, and the damping section being formed of polyethylene.

17. A kit of parts comprising a pair of bicycle interfaces according to any preceding claim.

18. A kit of parts according to claim 17 wherein the bicycle interfaces are mirror images of one another, each having a groove, and wherein the groove of one bicycle interface is angled in one direction with respect to the length of the armrest, and/or with respect to the strap, and the groove of the other bicycle interface is angled in the opposite direction.

19. A method of riding a bicycle, the method comprising strapping a bicycle interface comprising an armrest and a forearm-strap to a forearm.

20. A method of riding a bicycle according to claim 19, wherein the bicycle interface is a bicycle interface according to any of claims 1 to 16, or wherein the method comprises strapping one bicycle interface of the pair of bicycle interfaces of the kit of claim 17 or 18 to each arm.

21 . A method of riding a bicycle according to claim 20 comprising engaging the handlebar control section of the armrest with a handlebar of a bicycle and controlling the bicycle via the armrest.

22. A method according to claim 21 wherein the handlebar control section comprises a recess to receive a portion of a handlebar, and the method comprises arranging the handlebar in the recess.

23. A method for producing a bicycle interface comprising a handlebar control section and a forearm engaging section and a damping section arranged therein between, the method comprising the steps of: a) providing at least one first mould component for moulding the handlebar control section and the forearm engaging section, the first mould component being shaped to form a recess in the surface of said handlebar control section, b) arranging a polymer foam material within the at least one first mould component, c) feeding liquid polymeric material into said at least one first mould component, d) allowing said liquid polymeric material to harden, e) releasing the hardened polymeric material, wherein the polymer foam material forms said damping section of the bicycle interface.

24. The method according to claim 23, wherein the first mould component comprises a protrusion region on the bottom of the mould to form said recess in the bottom surface of the hardened liquid polymeric material comprising the handlebar control section.

25. The method according to claim 23 or 24, wherein said recess is a groove and is shaped to receive a portion of a handlebar.

26. The method according to any of claims 23 to 25, wherein the liquid polymeric material forms a grippy surface.

27. The method according to any of claims 23 to 26, wherein the polymer foam material is an elastomer foam.

28. The method according to claim 27, wherein the elastomer foam is selected from a group consisting of polyethylene foam, polyurethane foam and ethyl-vinyl-acetate foam.

29. The method according to any of claims 23-28, wherein the liquid polymeric material comprises unfoamed polymeric material.

30. The method according to any of claims 23-29, wherein the liquid polymeric material comprises silicone rubber.

31 . The method according to claim 30, wherein the silicone rubber is selected from a group consisting of Zhermack HT33 silicone rubber and Zhermack ZA 13 silicone rubber.

32. The method according to any of claims 23 to 31 , further comprising a step of arranging strap ends or strap fasteners inside said first mould component prior to feeding said liquid polymeric material into the first mould component.

33. The method according to any of claims 23 to 31 , wherein step c) of feeding said liquid polymeric material comprises feeding a first portion thereof prior to arranging the polymer foam material within the first mould component, and feeding a second portion of said liquid polymeric material after the polymer foam material has been arranged in the first mould component.

34. The method according to claim 33, further comprising placing a second mould component on the first portion of said liquid polymeric material for forming a depression shaped to fit said polymer foam material, after removal of said second mould component, arranging the polymer foam material in said depression, and feeding said second portion of said liquid polymeric material covering the polymer foam material.

35. The method according to any of claim 23 to 34, comprising arranging a mould lid on said first mould component for shaping the surface of the forearm engaging section of the bicycle interface.

36. The method according to claim 35, wherein the sequence of steps is carried out in the order of; providing said at least one first mould component, feeding said first portion of the liquid polymeric material into said at least one first mould component, placing said second mould component on top of said liquid polymeric material arranged in said at least one first mould component, wherein the lid comprises at least one protrusion on the bottom side of the lid, allowing the first portion of the liquid polymeric material to harden, wherein said protrusion forms a recess on the upper surface of the hardened first portion of liquid polymeric material, arranging said polymer foam material into said recess, feeding the second portion of liquid polymeric material into said first mould component, covering the said hardened first portion of polymeric material and the polymer foam material, placing said mould lid on the second portion of liquid polymeric material and allowing said liquid polymeric material to harden.

37. The method according to claim 34 or 36, wherein the second mould component further comprises protrusions for forming a pair of depressions in the molded first portion of liquid polymeric material, the method comprising arranging strap ends or strap fasteners in said pair of depressions, prior to pouring said second portion of liquid polymeric material into the first mould component.

38. The method according to any of claim 23 to 37, wherein the produced bicycle interface forms an integral component with the forearm engaging section, damping section and the handlebar control section being formed integrally in a sandwich arrangement, with a damping section as one layer, arranged between the forearm engaging section and the handlebar control section as outer layers; the layer forming the damping section being foamed whilst the layers forming the forearm engaging section and the handlebar control section are unfoamed; and the forearm engaging section and the handlebar control sections being formed of silicone rubber, and the damping section being formed of an elastomer material. A bicycle interface, comprising

- an armrest further comprising o a handlebar control section, o a forearm engaging section and o a damping section, and

- a forearm-strap; wherein the forearm engaging section and the handlebar control section of the armrest are formed as a flexible shield with the damping section arranged there in between; and wherein the handlebar control section comprises a grippy surface and a recess to receive a portion of a handlebar.