CA2107312A1 - Roller skate brake - Google Patents
Roller skate brakeInfo
- Publication number
- CA2107312A1 CA2107312A1 CA002107312A CA2107312A CA2107312A1 CA 2107312 A1 CA2107312 A1 CA 2107312A1 CA 002107312 A CA002107312 A CA 002107312A CA 2107312 A CA2107312 A CA 2107312A CA 2107312 A1 CA2107312 A1 CA 2107312A1
- Authority
- CA
- Canada
- Prior art keywords
- brake
- cable
- braking system
- band
- secured
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Abandoned
Links
Classifications
-
- A—HUMAN NECESSITIES
- A63—SPORTS; GAMES; AMUSEMENTS
- A63C—SKATES; SKIS; ROLLER SKATES; DESIGN OR LAYOUT OF COURTS, RINKS OR THE LIKE
- A63C17/00—Roller skates; Skate-boards
- A63C17/04—Roller skates; Skate-boards with wheels arranged otherwise than in two pairs
- A63C17/06—Roller skates; Skate-boards with wheels arranged otherwise than in two pairs single-track type
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- A—HUMAN NECESSITIES
- A63—SPORTS; GAMES; AMUSEMENTS
- A63C—SKATES; SKIS; ROLLER SKATES; DESIGN OR LAYOUT OF COURTS, RINKS OR THE LIKE
- A63C17/00—Roller skates; Skate-boards
- A63C17/14—Roller skates; Skate-boards with brakes, e.g. toe stoppers, freewheel roller clutches
-
- A—HUMAN NECESSITIES
- A63—SPORTS; GAMES; AMUSEMENTS
- A63C—SKATES; SKIS; ROLLER SKATES; DESIGN OR LAYOUT OF COURTS, RINKS OR THE LIKE
- A63C17/00—Roller skates; Skate-boards
- A63C17/14—Roller skates; Skate-boards with brakes, e.g. toe stoppers, freewheel roller clutches
- A63C17/1409—Roller skates; Skate-boards with brakes, e.g. toe stoppers, freewheel roller clutches contacting one or more of the wheels
- A63C17/1418—Roller skates; Skate-boards with brakes, e.g. toe stoppers, freewheel roller clutches contacting one or more of the wheels with radial movement against the roll surface of the wheel
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- A—HUMAN NECESSITIES
- A63—SPORTS; GAMES; AMUSEMENTS
- A63C—SKATES; SKIS; ROLLER SKATES; DESIGN OR LAYOUT OF COURTS, RINKS OR THE LIKE
- A63C17/00—Roller skates; Skate-boards
- A63C17/14—Roller skates; Skate-boards with brakes, e.g. toe stoppers, freewheel roller clutches
- A63C17/1409—Roller skates; Skate-boards with brakes, e.g. toe stoppers, freewheel roller clutches contacting one or more of the wheels
- A63C17/1427—Roller skates; Skate-boards with brakes, e.g. toe stoppers, freewheel roller clutches contacting one or more of the wheels the brake contacting other wheel associated surfaces, e.g. hubs, brake discs or wheel flanks
Landscapes
- Braking Arrangements (AREA)
Abstract
ABSTRACT OF THE DISCLOSURE
A novel braking system for roller skates is provided herein. The wheels of the skate are provided with a brake drum. A cable or band is secured either directly or indirectly to the skate, and is wound around the brake drums from the secured end to the unsecured end. The unsecured end is connected to an actuating mechanism which is secured to the skate. Means are provided for operating the activating mechanism to apply a tension to the brake cable or brake band and hence to apply frictional braking forces to the brake drum. The braking system is self-energizing and only requires minimal force from the operating mechanism. This allows for the use of a plurality of operating mechanisms.
A novel braking system for roller skates is provided herein. The wheels of the skate are provided with a brake drum. A cable or band is secured either directly or indirectly to the skate, and is wound around the brake drums from the secured end to the unsecured end. The unsecured end is connected to an actuating mechanism which is secured to the skate. Means are provided for operating the activating mechanism to apply a tension to the brake cable or brake band and hence to apply frictional braking forces to the brake drum. The braking system is self-energizing and only requires minimal force from the operating mechanism. This allows for the use of a plurality of operating mechanisms.
Description
~ 7 3 1 ~
1) Title of the Invention ROLLER SKATE BRAKE
1) Title of the Invention ROLLER SKATE BRAKE
2~ ~ackqround of the Invention Li) Field of the Invention This invention relates to brakes usable with roller skates, particularly with in-line or tandem roller skates, to provide a safer, more effective, and easier-ta-use brake suitable for both experienced and inexperienced skaters.
(ii~ Description of the Prior Art It is known that in-line and tandem skates, roller-skates and skateboards are recreational products designed to allow users freedom of movement by means of rolling wheels. Relatively high speeds can easily be attained even by beginners on hilly terrains. It is an important safety need that these products provide reliable and adequate means for controlling speed and for bringing the user to a quick and controllable stop should the need arise. Various braking systems have been advanced in the prior art to meet these requirements. Current braking methods and systems for wheeled skates include dragging rubber pads, dragging of the wheels, and/or execution of tight radius turns.
A mounted rubber pad is the most common braking system used today on such skates. This system is comprised of a molded rubber plug which is mechanically fastened to a frame and is appropriately positioned with respect to the wheels of the skate wheels. Mounting locations are usually in front of the toe or just behind the heel. In both ;: ~
2 2~73~2 cases, the plug is positioned approximately one inch above the skating surface. Braking is achieved by tilting the skate forwards or backwards, and dragging the plug/pad across the skating surface.
One type of roller skate frame generally has such a rubber pad at either the front or rear thereof. The rear position is the more frequently used position, because a pad at the front of the skate requires the skater to lean forward to engage the brake and can adversely affect the 10 skater's balance and even cause the skatex to fall.
A rear positioned roller skate braking rubber pad is generally actuated by the skater pivoting rearwardly about the axis of the rear skate wheel and swinging the skate from the normal coasting position to a braking position 15 where the brake drags against the road surface and brings the skater to a stop.
While many different pad design have been used at the rearmost end of roller skates, most pads are generally circular in cross-section. When the road-engaging end of 20 such pads is urged against the road, only a small portion of the braking surface actually contacts the road surface until the brake has become notably worn. This results in poorer braking results until the brake pad has been broken in. Moreover, as the brake wears away during break-in use, 25 the surface area which engages the road surface gradually increases. However, in order to apply that increasing braking surface to the road, a still greater arc of swing must be completed by the skater to bring the more worn 3 ~ 073~2 brake pad to the road surface. It is desirable that the brake be conflgured to provide a maximum level of friction surface immediately on deployment without requiring a break-in period.
An effective brake assembly positioned rearward of the skate must not extend sidewardly beyond the width of the skate frame, or the brake may snag on roadside obstacles and affect the skater's balance or cause the skater to fall. An effective rear mounted brake must also be configured to avoid snagging when the skater encounters an incline, e.g., a driveway apron or when he crosses irregular height cracks on sidewalks or roads. Brakes previously used have attempted to avoid the problem of dragging when inclines or cracks are encountered by spacing the brake pad sufficiently upward from the road surface to avoid unwanted contact. Typically, a skater must pivot - such a brake through an arc of at least fifteen degrees and often even more to bring the brake pad into frictional contact with the road surface.
While such high positioning of the brakes does avoid snagging of the brake, the arc which is req~ired to be spanned before braking can occur forces the skater to move his foot through such a large arc that he must jeopardize his balance in order to apply the brake. An inexperienced skater finds it very intimidating to pivot his foot rearwardly through fifteen or more degrees in order to get the brake working, and this large arc has made many new skaters reluctant to use roller skates.
(ii~ Description of the Prior Art It is known that in-line and tandem skates, roller-skates and skateboards are recreational products designed to allow users freedom of movement by means of rolling wheels. Relatively high speeds can easily be attained even by beginners on hilly terrains. It is an important safety need that these products provide reliable and adequate means for controlling speed and for bringing the user to a quick and controllable stop should the need arise. Various braking systems have been advanced in the prior art to meet these requirements. Current braking methods and systems for wheeled skates include dragging rubber pads, dragging of the wheels, and/or execution of tight radius turns.
A mounted rubber pad is the most common braking system used today on such skates. This system is comprised of a molded rubber plug which is mechanically fastened to a frame and is appropriately positioned with respect to the wheels of the skate wheels. Mounting locations are usually in front of the toe or just behind the heel. In both ;: ~
2 2~73~2 cases, the plug is positioned approximately one inch above the skating surface. Braking is achieved by tilting the skate forwards or backwards, and dragging the plug/pad across the skating surface.
One type of roller skate frame generally has such a rubber pad at either the front or rear thereof. The rear position is the more frequently used position, because a pad at the front of the skate requires the skater to lean forward to engage the brake and can adversely affect the 10 skater's balance and even cause the skatex to fall.
A rear positioned roller skate braking rubber pad is generally actuated by the skater pivoting rearwardly about the axis of the rear skate wheel and swinging the skate from the normal coasting position to a braking position 15 where the brake drags against the road surface and brings the skater to a stop.
While many different pad design have been used at the rearmost end of roller skates, most pads are generally circular in cross-section. When the road-engaging end of 20 such pads is urged against the road, only a small portion of the braking surface actually contacts the road surface until the brake has become notably worn. This results in poorer braking results until the brake pad has been broken in. Moreover, as the brake wears away during break-in use, 25 the surface area which engages the road surface gradually increases. However, in order to apply that increasing braking surface to the road, a still greater arc of swing must be completed by the skater to bring the more worn 3 ~ 073~2 brake pad to the road surface. It is desirable that the brake be conflgured to provide a maximum level of friction surface immediately on deployment without requiring a break-in period.
An effective brake assembly positioned rearward of the skate must not extend sidewardly beyond the width of the skate frame, or the brake may snag on roadside obstacles and affect the skater's balance or cause the skater to fall. An effective rear mounted brake must also be configured to avoid snagging when the skater encounters an incline, e.g., a driveway apron or when he crosses irregular height cracks on sidewalks or roads. Brakes previously used have attempted to avoid the problem of dragging when inclines or cracks are encountered by spacing the brake pad sufficiently upward from the road surface to avoid unwanted contact. Typically, a skater must pivot - such a brake through an arc of at least fifteen degrees and often even more to bring the brake pad into frictional contact with the road surface.
While such high positioning of the brakes does avoid snagging of the brake, the arc which is req~ired to be spanned before braking can occur forces the skater to move his foot through such a large arc that he must jeopardize his balance in order to apply the brake. An inexperienced skater finds it very intimidating to pivot his foot rearwardly through fifteen or more degrees in order to get the brake working, and this large arc has made many new skaters reluctant to use roller skates.
4 ~ 07312 Still a further diffioulty with such brakes is that as the brake pad wears rapidly down, and the brake becomes less effective, many skaters do not initially realize the serious wear that has occurred and they replace the brake S only when the unit has failed so severely as to be inoperative or after the skate frame has been damaged.
Another braking technique used by skaters is to utilize braking forces created by dragging the skate wheels by shifting one's weight over one skate and turning the wheels of the second skate perpendicular to the direction of motion and pressing them into -the ground, thereby creating a drag. This braking technique is unsuitable because it promotes lateral wear of the wheels, requires "getting into position", and is not effective at high speed.
Still another braking technique is the execution of tight radius turns. This technique manifests itself in a series of "S" turns while travelling down a hill or in a tight circle while stopping at a specific location. Speed is reduced by high lateral forces against the wheels causing the wheels to skid slightly and thereby providing a braking action. This braking technique is unsuitable because it, too, promotes wear of wheels, needs an expert skater to execute it without rash of injury, and there is no 'linstantaneous" braking.
Many prior art patents have proposed solutions to these problems by suggesting a working brake housing and pad which must also be lightweight, strong, durable and ' ` ~`` 5 ~7312 aesthetically pleasing to the eye. Such brake system requires permanently engaging the brake to slow down beginn~rs. Thus, the pate~t literature is replete with proposals to provide brakes for in-line roller skates. The provisions of a friction pad draq by means of a ~ront pad is taught by Canadian Patent No. 1,113,520 and the provisions of a back pad is provided by U.S. Patent No.
Another braking technique used by skaters is to utilize braking forces created by dragging the skate wheels by shifting one's weight over one skate and turning the wheels of the second skate perpendicular to the direction of motion and pressing them into -the ground, thereby creating a drag. This braking technique is unsuitable because it promotes lateral wear of the wheels, requires "getting into position", and is not effective at high speed.
Still another braking technique is the execution of tight radius turns. This technique manifests itself in a series of "S" turns while travelling down a hill or in a tight circle while stopping at a specific location. Speed is reduced by high lateral forces against the wheels causing the wheels to skid slightly and thereby providing a braking action. This braking technique is unsuitable because it, too, promotes wear of wheels, needs an expert skater to execute it without rash of injury, and there is no 'linstantaneous" braking.
Many prior art patents have proposed solutions to these problems by suggesting a working brake housing and pad which must also be lightweight, strong, durable and ' ` ~`` 5 ~7312 aesthetically pleasing to the eye. Such brake system requires permanently engaging the brake to slow down beginn~rs. Thus, the pate~t literature is replete with proposals to provide brakes for in-line roller skates. The provisions of a friction pad draq by means of a ~ront pad is taught by Canadian Patent No. 1,113,520 and the provisions of a back pad is provided by U.S. Patent No.
5,02,701.
Canadian Patent No. 1,113,520 patented December 1, 1981 by E. Balstad provided a braking pad at ~he front of the skate. In that patent, a cylindrical braking member was mounted on a transverse horizontal shaft. A radially-extending bolt was countersunk into the shaft and extended upwardly through a slot in the toe of the foot plate of the skate. A groove in the foot plate above the slot received a nut.
U.S. Patent No. 5,052,701 patented October 1, 1991 by B. J. Olson, provided a back friction pad drag brake. The brake utilized a generally-flat, rectangular, road-surface-engaging base which pivoted about the rear wheel to a~hievefull facial engagement with the road surface to achieve braking. The brake pad was provided with an internal plate which provided an audible and vibrating wear indicator to alert the skatsr to replace the brake pad.
Another patent which alleged to provide improved braking force was Canadian Patent No. 1,179,691 which provided a friction pad drag actuating a lever with a friction pad at the other end pressing on a rear or front 6 ~1 073 1~
wheel. This Canadian patent, patented December 18, 1984 by P.R. Sarazen, provided a braking mechanism for a roller skate. The mechanism had an elongated frame to which a brake pad was secl~red in the vicinity of one end. A
friction stopper was also secured to the frame at its other end. The frame was secured to the base to pivot between idle and active positions about a transverse, horizontal axis in the vicinity of one pair of wheels. The brake pad, in its idle position, was paired opposite the roller surface of one of the wheels of that pair. Biasing means acted on the frame to maintain the brake pad normally in idle position. The frame was of such a construction and was positioned so that application of pressure to the friction stopper will cause the frame to pivot against the urging of the biasing means and cause the brake pad to bear against the roller surface the corresponding wheel achieving braking action.
Still another patent which alleged improved braking force and some dlrectional control was U.S. Patent No.
5,088,748, which provided a back additional wheel actuating a lever with a friction pad pressing on a rear wheel and another on a brake hub. This U.S. patent, patented February 18, 1992 by H. Koselka et al, provided a braking sys~em for an in-line skate wherein an additional wheel was connected to the skate by a linkage. The linkage was designed to provide progressive braking force on the hub of the additional wheel and the back wheel of the skate. The additional wheel was load bearing and could rotate freely . ~ , , ,.. , . ,.: .. ,,. , ,.. , ., ,: :. .,., . . ., . : :
Canadian Patent No. 1,113,520 patented December 1, 1981 by E. Balstad provided a braking pad at ~he front of the skate. In that patent, a cylindrical braking member was mounted on a transverse horizontal shaft. A radially-extending bolt was countersunk into the shaft and extended upwardly through a slot in the toe of the foot plate of the skate. A groove in the foot plate above the slot received a nut.
U.S. Patent No. 5,052,701 patented October 1, 1991 by B. J. Olson, provided a back friction pad drag brake. The brake utilized a generally-flat, rectangular, road-surface-engaging base which pivoted about the rear wheel to a~hievefull facial engagement with the road surface to achieve braking. The brake pad was provided with an internal plate which provided an audible and vibrating wear indicator to alert the skatsr to replace the brake pad.
Another patent which alleged to provide improved braking force was Canadian Patent No. 1,179,691 which provided a friction pad drag actuating a lever with a friction pad at the other end pressing on a rear or front 6 ~1 073 1~
wheel. This Canadian patent, patented December 18, 1984 by P.R. Sarazen, provided a braking mechanism for a roller skate. The mechanism had an elongated frame to which a brake pad was secl~red in the vicinity of one end. A
friction stopper was also secured to the frame at its other end. The frame was secured to the base to pivot between idle and active positions about a transverse, horizontal axis in the vicinity of one pair of wheels. The brake pad, in its idle position, was paired opposite the roller surface of one of the wheels of that pair. Biasing means acted on the frame to maintain the brake pad normally in idle position. The frame was of such a construction and was positioned so that application of pressure to the friction stopper will cause the frame to pivot against the urging of the biasing means and cause the brake pad to bear against the roller surface the corresponding wheel achieving braking action.
Still another patent which alleged improved braking force and some dlrectional control was U.S. Patent No.
5,088,748, which provided a back additional wheel actuating a lever with a friction pad pressing on a rear wheel and another on a brake hub. This U.S. patent, patented February 18, 1992 by H. Koselka et al, provided a braking sys~em for an in-line skate wherein an additional wheel was connected to the skate by a linkage. The linkage was designed to provide progressive braking force on the hub of the additional wheel and the back wheel of the skate. The additional wheel was load bearing and could rotate freely . ~ , , ,.. , . ,.: .. ,,. , ,.. , ., ,: :. .,., . . ., . : :
7~12 when the brake was not actuated. The braking system had a four bar linkage, a preload spring, a load bearing wheel hub and a skate wheel. The four bar linkage was made up of the in-line skate and three linkage bars interconnected in such a manner that they could move relative t~ one another.
Attached to the linkage was a load bearing wheel hub which was attached to a brake wheel. A preload spring was attached to the linkage so that a predetermined force must be applied to the linkage bars before they will move relative to one another. The geometry of the linkage was such that rela~ive bar movement results in a braking force being applied to the wheel hub and thereby to the braking wheel. The preload spring allowed the skater to exert high wheel-to-ground forces which in turn resulted in greater braking forces without skidding.
Another group of patents all alleged improved braking by means of direct pressure by a friction pad over the wheel, namely U.S. Patent Nos. 5,135,248, 5,143,387 and 5,171,032.
U.S. Patent No. 5,135,244 patented August 4, 1992 by W. D. Allison, provided a tandem roller skate employing a suspension system by which the tandem positioned wheels were articulated relative to each other through a truck and beam arrangement to absorb loads imposed on any one wheel and transmit the load to the other of the wheels. A
braking arrangement was formed by a leaf spring positioned selectively to either a forward or rearward wheel of the 8 2~073~ 2 skate to exert a variable frictional load on the corresponding wheel to impede rotational movement.
U.S. Patent No.5,143,387 patented September 1, 1992 by J. M. Colla provided a roller skate having a braking assembly operable against the wheels, and which was engayed when a user's toes were curled in the skate boot. That action moved a toe actuator attached to an external slide bar assembly, which slid toward the heel with attached brake pads, which in turn engaged with the wheels. A
resilient compressible member normally held the brake pads away from the wheels in a non-braking position.
U.S. Patent 5,171,032 patented December 15, 1992 by W.
Dettmer provided a skate brake for use on in-line roller skates. The brake had a channel-shaped sheet metal frame that fit around the wheel carriage of the skates. The frame held a number of brake pads in the spaces between the wheels of the skate. An actuator cable connected the frame to a hand-held control lever. When the lever was operated, it caused the frame to slide forward, bringing the brake pads into frictional contact with the wheels to cause a braking action.
Yet another type of brake which might have been proposed for roller skates was a band brake, which is the subject of several patents. In one such patent, Canadian Patent No. 418,166 patented February 1, 1944 to R. G. Le Tourneau, a self-energizing brake structure was provided.
Such brake structure included a drum and a brake band unit cooperating therewith. The band brake unit included a ` ~ 9 2~ 07312 strap having a plurality of ~urns encircling the drum in side by side relation. A self-energizing brake link was pivotally connected with one end of the strap. A spring was connected with the other end of the strap and urged the 5 strap in a braking direction. Normally inactive, manually actuated means were arranged with the other end of the strap, and were operative to urge the strap in a brake release direction and against the force of the spring. The strap tapered from end-to-end. The link was connected with the strap at its wide end, and the spring was connected with the strap at its narrow end.
In still another such patent, Canadian Patent No.
804,396 patented January 21, 1969 by C. E. Bricker et al, a wrap-around brake was provided. Such brake included a rotatable brake drum, a stationary frame adjacent the brake drum, and at least one uniform width brake band. The brake band was helically wound around the brake drum. The brake band had internal spring action tending to unwind the band from the drum so that under normal conditions, the band was not in contact with the drum. The band had one end secured to the stationary frame and had the opposite end free to move a limited distance around the circumference of the drum. Control means operatively connected the free end of each band to the frame for moving the free end radially to and from contact with the drum. This movement caused the band to wrap itself around the brake drum and to produce a self-energizing braking action when the free end of the band contacted the drum.
lo 21~731 2 The main purpose and function of a skate braking system is to enable a skater to maintain control over his speed and direction of motion. The limitations of the above-described braking systems and methods are that they all rely on a skidding action to achieve braking. It has been shown in automobile applications that skidding while braking causes a loss of control. This has led to the development of automobile anti-lock braking systems which reduce brake lock up and thereby skidding. For skaters, skidding also results in a reduction in control requiring additional effort to remain balanced. Directional changes are difficult at best for even expert skaters. Another drawback with current skate braking techniques is the high rate of wear on the brake pads due to the skidding. This changes the shape of the pad resulting in changed and deteriorating braking characteristics. Another problem, especially for beginner and novice skaters, is that it is difficult to control the amount of braking one obtains from a skidding pad. Actuation of the brake results in an immediate and often unpredictable dragging force as the pad contacts the ground. The immediacy and character of the braking effect is determined by the physical properties of the pad and ground. The result is a disruption to balance and control as the skater has great difficulty in gradually building braking forces to desired levels.
As summarized above, all currently known in-line roller skate brakes use one or the combination of the following principles, namely, requiring balancing on one ` f~ 11 21~
skate and inclining the other; and/or applying direct pressure by friction pad over the wheel. The inherent design flaw of using these principles in this particular application are, for the first type: it is difficult to achieve balance; poor braking force, rapid wear of braking pad; loss of direction control; and braking force depends on the surface (e.g., pavement or gravel) and the surface finish.
For the second type, even without brakes, the wheels tend to wear unevenly because the skater has different styles (more or less right in front of the skate, different ways of accelerating etc.).` Since the slowing down is achieved by friction, or by the statlonary pad on the turning wheel, there will be wear of the wheel and the pad.
As the braking wheel will incur additional wear, its diameter will get smaller and its contact with the ground reduced. The skater will then be supported by the other less worn wheels. When the wheel loses contact with the ground all breaking force will be lost.
Because of the uneven wear of the wheels and braking pads, such a braking mechanism will always need expert adjustments to perform well.
In other words all the braking mechanisms heretofore known suffer from a number of disadvantages:
(a) Thelr application requires skillful balancing and ~hifting of weight usually in a critical few seconds before possible injuries result. This skill cannot be taught but is learned through painful experience and results in many `~ ~ 12 ~1073~2 people abandoning the sport or fearfully slowing down and thereby not achieving the full enjoyment of roller skating.
(b) An unpredictable dependence on the frictional forces betwe2n the brake material and the dragging surface.
Since the skater cannot anticipate the proper ~orce application for controlled stopping, between a variety of surfaces su~h as pavement and gravel, he cannot stop under control and frequently has dangerous falls.
(c) The brakes themselves are not ergonomically designed for a comfortable fit and do not offer adjustability for personal preferences as well as replaceability.
(d) The brakes are inconvenient, necessitating stooping and using hands to apply the brakes.
(e) Brakes cannot be easily engaged in both skates and offer variable slowdown features for hills and the ability to speed turn via individual brake application.
(f) Brake assemblies that extend outside the skate boot and wheel housing detracting from the visual aesthetics of sleek skate design. Such brake systems require permanently engaging the brake to slow down beginners.
In the use of these previously described roller skate braking systems, which were done by an elastomer heel, it was necessary for the skater to balance on one skate and to jam his heel with the other foot. This kind of braking is:
slower; uncontrollable; virtually impossible to use at high speed; dangerous because a beginner cannot balance on one ~ 13 ~73~ 2 skate, i.e. those that need it the most can't use it; and inefficient, since the braking heels wear fast and have to be replaced. -3) Summary of the Invention (i) Aims of the Invention In spite of these patents there is still a need for an improved braking mechanism for a roller skate. Accordingly among the objects of this invention are the following, namely, to provide: a brake that is light and fits in a confined volume so as not to protrude from the frame of the wheels, a brake that distributes the load of braking over a large number of the in-line skate wheels; a brake which allows the skater to brake without the need to adjust the position of the feet; a brake that distributes braking force to many wheels; a braking system that slows and stops a skater under control regardless of the type of surfaces being skated upon; a braking system that is ergonomically integrated into the roller skate improving aesthetics by eliminating the brake pads; a brake that insures greater stability by distributing the greatest braking force to the last wheel in the direction of the displacement; a braking system that can be actuated by any part of the body that can supply an actuating force of around 0.1 lb; a braking system that can provide a lock position (for stair climbing).
~ 2:~.0731~
(ii) Statement of_Invention:
The pre~ent. il~re~iQn pr~ides ~ ~r~king sys~e~ for r~ller ~kat.es ~ompri~ing:
at lea~t one br~ke dr~m secured ~ ~t least. one whe~l; a br~ke c~ble o~ ~rake ~and, one end t~ereof being securçd to t.he ~k~te, the ~eellre~
br~ke ~able ~r ~rake band ~einy en~r~ined part~ ly to several full ~urn~ ~round eac.h brake drum ~f ~t lea~t one wheel, the br~ke cable or the brake ~nd termin~ting in ~n ac.ti~.~ating mechani~m ~t le~st at one end ~hereof; ~nd means fQr operating the acti~ting me~h~nism f~r applying a ~en~i~n tQ ~h~t ~ct.~ting ~ech~nism qnd, ~nd honc~
apply frictiQnal braking force~ tQ the ~rake drum.
(iii) Other Features of the Invention By one feature of the braking system, each wheel is provided with two lateral brake drums, and two lateral brake cables or brake bands are provided.
By a further feature of the braking system, the means for applying tension to the free end comprises a wire directly attached to the free end of the brake cable or brake band, and means are provided for applying a tensile force to the wires. In one variant of such feature, the means for applying a tensile force to the wires comprises a pivotal ankle support on the skate, the wires being secured to the rear of the ankle support, whereby tensile force is applied by tilting the ankle support forwardly.
In another variant of such feature, the means for applying 210~2 a tensile fo.ce to the wires comprises a pivotal ankle support on the skate, the wires being secured to the front of the ankle support, whereby tensile force is applied by tilting the ankle support rearwardly. In either of these two features, the wires preferably are a Bowden cable. In either of these two features, the braking system includes a spring operatively associated with the wires to return to the wires to their original orientation.
In a further feature of the brakirlg system, the means for applying a tensile force to the wire comprises a vertically-pivotal toe plate, the wire being secured to the front of the toe plate, whereby raising of the toe plate induces tension in the wire. In one variant of such feature, the raising of the toe plate is induced by applying a fluid force to a bladder situated between the top of the toe of the skate and the bottom of the toe plate, the fluid force being applied by squeezing a bladder.
In still another feature of the braking system, the means for applying a tensile force to the wire comprises a mechanism situated at the front of the skate, the end of the wire being secured to the head of a piston or to the inside of a bellows, comprising a part of the mechanism, whereby fluid force applied to the rear face of the piston, or to the interior of the bellows, induces tension in the wire. In a still further feature, the braking system includes a second and similar such mechanism situated at the rear of the skate. In either of the two variants, the , ,,. ,. . .. ,., :.; , i. ; -~ ~ 16 ~7~ ~
fluid force is applied by squeezing a bladder. By another feature, the fluid within the bladder is a gas, e.g., air, or is a liquid, e.g., a hydraulic liquid.
By yet another feature, the brake cable is formed of a stainless-steel wire jacketed with an aramid fibre and the brake drum made of aluminum.
By still another feature, the brake band is a band formed of stainless-steel, which may be ~acketed with an aramid fibre.
In either of these two features, the brake band or brake cable is formed to have an elastic memory at a diameter slightly larger than that of the brake drums. In a variant of such feature, the brake cable or brake band is suspended to the wheel frame by guides on the interior faces of the frame, or by an oblong lug retained in each axle aperture of the frame.
In another variant of that feature, the brake band is made of a heat treatable stainless-steel, the band being formed to have an elastic memory at the desired shape and then being heat treated to the desired hardness.
(iv) Generalized Descri~tion of the Invention In embodiments of the present invention, some or all the wheels of the skate are provided with a brake drum. A
brake cable or a brake band is secured to the skate, at the back, and is wound around each of the brake drums from the secured end to the unsecured end. That unsecured end only needs the application of a small tensile force of, e.g., a fraction of a pound, to block completely two or three back ` 17 ~ 2 wheels. Such a small tension is provided by an operating mechanism secured to the skate. In a preferred embodiment, this small tension is provided by the swivelling upper part of the plastic boot. The unsecured end or a wire attached to the unsecl~red end is attached to the back or to the front, of the swivelling ankle part of the boot.
When the skater wa~ts to brake, he simply squats down, the ankle flex pulling the cable. The lowered skater also lowers the centre of gravity, thus improving his stability lo before braking.
The cable has to be long enough to allow normal skating movements before engaging the brakes, so as not to interfere with the normal skating movements. A section of the cable is made of an elastomer, or a spring is attached to one end, so that the engagement of the brake is gradual and controlled.
An alternating braking movement to achieve braking is to push the skate in front, sliding the upper part of the boot backward.
There should be means provided between the upper and the lower part of the boot at the ankle guard so that a change in rigidity and a"popping" sound would warn the user that he is in the braking zone.
The cable operation mechanism may also be operated by a pneumatic actuating system.
18 2~7~
~) srief Description of the Drawinqs In the accompanying drawings, Fig. 1 is a central longitudinal section of a braking system of the present invention attached to an in-line roller skate/boot system;
Fig~ 2 is a central longitudinal section of another braking system of another embodiment of the present invention;
Fig. 3 is a central longitudinal section of yet another braking system of yet another embodiment of the present invention;
Fig. 4 is a section through the line IV-IV of Fig. 3;
Fig. 5 is a central longitudinal section of yet another braking system of another embodiment of this invention;
Fig. 6 i5 a central, longitudinal section of another braking system of yet another embodiment of the present nventlon;
Fig. 7 is a rear sectional view of the braking system of Fig. 6;
Yig. 8 is a front view of a modified skate wheel for use with the braking system of one embodiment of this invention;
Fig. 9 is a front view of a modified skate wheel for use with the braking system of one embodiment of this invention; and Fig. 10 is an end view of one embodiment of a braklng system of this invention.
~ 19 21~731 2 5~ Description of Preferred Embodiments (i) Description of Fiq. 1 Referring to the drawings, the braking system 10 of the present invention is associated with a conventional in-line roller skate 12. Such conventional in-line roller skate 12 includes a boo~ 14, formed, e.g., of plastic, for wear ~y a s~ater, and a strong, lightweight, molded plastic roller skate frame 16 carried by the boot 14. While the boot 14 as shown provides one type of attachment means for releasably securing the frame 16 to a skate, it should be understood that other boots, shoes, straps, clamps or skateboards can be substituted, and are within the pur~iew of the invention.
A plurality of wheels, 18, 20, 22, 24, is rotatably mounted to the frame 16 for rotation about a plurality of axles 26 having parallel axes, each of the wheels being mounted to the frame by a respective axle 26. The frame 16 will normally carry three to five wheels (four wheels being shown), and frames having five or more wheels are within the purview of the invention. As shown, each of the wheels 18, 20, 22, 24, has its central axis in a common plane which is substantially parallel to a road surface. Most of the wheels engage the road surface during coasting and are coasting wheels. While not shown, the axles can be supported within oblong holes, whereby the elevation of selected wheels with respect to the road surface may be adjusted at will. For example, if the front wheel 18 and the rear wheel 24 are raised above the level of the 2~7~1~
intermediate wheel 20,22, a "rocker~-type effect can be created.
To provide the braking system 10 of the present invention, each of wheels 18, 20, 22, 24 has a brake drum 30 secured to each side face thereof. Figures 8, 9, and 10 to be described later provide a detailed descrlption of the construction of a wheel 18 and the brake drum 30. Suffice to say, however, that in one embodiment, braXe drum 30 is a unitary member having three different diameter discs, i.e., a large diameter inner disc 32, a small diameter central disc 34 and an intermediate diameter outer disc 36 connected to the associated wheel by conventional means.
Thus, the small diameter central disc 34 acts as a brake drum 30 for the wheel 18, 20, 22, 24.
The braking mechanism of the braking system 10 includes a pair of cables 40, preferably formed of a steel wire which has been heat-treated to have an elastic memory which provides a diameter slightly greater than the diameter of the brake drum. Such wire is preferably jacketed with an aramid fibre known by the trade-mark KEVLARTM. Alternatively, the cables may be of a wire having a rectangular cross-section, i.e., they may be in the form of a band. The structure of the band is the same as the structure of the cable. One end, i.e., the rear end, of each cable or band 40 is secured to an attachment rod 42 secured at the rear of frame 16. The cable or band 40 is then entrained around each of the brake drums 30 associated with wheels 24, 22, 20 and 18. The cable or band 40 is 21 ~ ~ ~ 7 ~ t ~
entrained in such a way that, at rest, it is out of contact with the respective brake drum 30. The free end of the cable is attached to an operator cable 52 at junction 46.
A return spring 48 is secured at one end to the junction 46 and at its other end 50 to the frame 16 of the boot 14.
Operator cable 52 is threaded through a guide tube 54.
Preferably, however, operator cable 52/guide tube 54 is a BOWDENTM cable.
The skate boot 14 in this embodiment is one which includes an upper, rockable ankle guard 56 pivotally connected to the boot 14 at pivot points 58. The free end of cable S2 is secured at 60 to the rear of rockable ankle guard 56.
(ii) Descri~tion o~ the Embodiment of Fiq. 2 ~5 The embodiment of Fig. 2 is similar to, and virtually identical to, the embodiment of Fig. 1. Thus, in the embodiment shown in Fig. 2 the brake cable or band 40 is secured to attachment rod 42 secured at the rear of frame 16 and is cause to entrain the brake drums 30 of the wheels 24, 22, 20, 18, in sequence from the rear wheel 24 to the front wheel 18. It is preferred that the entraining be such that in its "at rest" orientation, there is very little, if any, contact between the brake cable or band 40 and the brake drum 30. It is also preferred that each wheel 24, 22, 20, 18, be provided with two lateral brake drums 30; there would consequently be two brake cables or bands 40. The cable or band 40 is connected at 46 to cable 52 and may then be threaded through guiding tube 54 22 ~ ~7~1 ~
following the contours of the boot 14 from the front bottom to the heel. As in the embodiment of Fig 1, operation cable 52/guide tlbe 54 may be a BOWDENTM cable. The cable 52 is secured to a cable stop 61 at the front of the roc~able ankle guard 56 of the boot 14. The rockable ankle guard S6 is pivotable about pivots 58. The brake cables or bands 40 are secured by means of cable 52 to the front 62 of the ankle guard 56.
(iii) Description of Embodiments of Fiqs. 3 and 4 10The embodiments of Figs. 3 and 4 as far as the construction of the skate 16 and boot 14 is the same as that shown in Figs. 1 and 2, with the exception that the boot 14 does not have the ankle guard 56. The wheels 18, 20, 22, 24 and th~ brake cable or band 40 are the same as in Figs. 1 and 2.
The free end of the brake cable or band 40 is operatively associated with an operator plate 70 in the ~ following way. Operator plate 70 includes two spaced-apart fluid operated bellows 72, and a connector 74 associated with each bellows 72 to secure the end of cable or band 40 thereto. Each bellows 72 is provided with an aperture 73 at its lower end to which a fluid-conducting conduit 76 is connected. The fluid conducting conduit 76 is connected by "TEE" connector 78 to a fluid conducting hose 80. Such hose 80 is connected to a hand-squeezable bladder 82.
(iv) _Description of Embodiments of Fia. 5 The embodiment of Fig. 5 is virtually identical to the embodiment of Figs. 3 and 4 described above. However, ~ ~ 23 ~1~73~ ~
instead of the rear of the brake cable or band 40 being secured to the rear of the skate by means of attachment rod 42, it is secured to a second or rear operator plate 71 whose structure and interconnection is identical to operator plate 70. This structure is advantageous since this arrangement allows braking in both directions essentially blocking the wheels.
(v) Descrlption of Embodiment of Fi~s. 6 and 7 The embodiment of Figs. 6 and 7, as far as the construction of the skate 16 and boot 14 and the fluid-conducting conduit 76 and bladder 82 is identical to that described for Figs. 4 and 5. The wheels 18, 20, 22, 24, and the brake cable or band 40 are the same as in Figs. 1 and 2.
To provide the braking mechanism, the free end of brake cable or band 40 is secured to a hook 90 forming part of a toe plate 92. The toe plate 92 is preferably formed of a high strength synthetic plastic material, e.g., a polycarbonate. The toe plate g2 is secured to the toe area of the boot 14, preferably by a silicone rubber material 94. A fluid-actuated bladder 98 is disposed between the upper surface 96 of the toe of the boot 14 and the lower surface 97 of the toe plate 92.
Actuation of the braking system 10 of this invention 2S is by means of a hand-squeezable, fluid-filled actuation bladder 98, connected by flexible hose 80 to the squeezable bladder 82.
~ 24 2~312 (vi ~ Descri~tion of the Wh~el of ~ia. 8 Fig. 8 shows a wheel 1~ and a brake drum 30 particularly suitable for cable use. The wheel 18 is provided with a pair of lateral members 100 disposed within an inset 102 in the side walls 104 thereof. Each member 100 includes a large diameter inset disc 106, and a smaller diameter outer disc 108 to define a brake cable channel 110, (i.e., a brake drum 30) therebetween. The members are secured by well known means, e.g.; rivets 112.
(vii~ Description of Wheel Embodiments of Fiqs. 9 and 10 Figs. 9 and 10 show a brake drum 30 particularly adapted for brake band use in its construction as a brake 10 for the roller skate. The wheel 18 is provided with a lS pair of lateral members 100 di~posed within an inset 102 in the side walls 104 thereof. Each lateral member 100 includes a large diameter inset disc 106 and a smaller diameter band disc 108. The band disc 108 is provided with a clean-out groove 114. The flat area of the smaller diameter band disc 108 defines a band brake channel 110 (i.e. a brake drum 30).
As sesn in Fig. 10, the wheel 18 is mounted on an axle 26 between two side walls 120 of the frame 16. The walls 120 constituting the brake support include an L-shaped lower, inwardly-directed circular guide 122 and an upper, inwardly-directed circular guide 124 secured to, or forming part of, the inner face of wall 120. The brake band 40 is pre-tensioned to be in contact with the circular guides ~.: - , . -~~ 25 2~ ~ 7~1 2 122, 124 when in the "at rest" positlon, and to contact the band disc 110 (brake drum 30) when placed under tension.
6) Operation of Preferred Embodiment (i~ OPeration of the embodiments of Fias. 1 and 2 To operate the embodiment of the braking system 10 shown in Fig. 1, it is necessary to apply a small tension to the cable 52. This may be done as follows: slight forward pressure against the ankle guard 56 causes a tension to be induced in the cable 52 to initiate the braking action. This can conveniently be done by the skater squatting down, the ankle flex pulling the cable 52.
The lowered skater also moves the centre of gravity, thus improving stability before braking and stopping. The cable is returned to its "at rest" position by a recall spring 48 at the front of the skate.
The operation of the embodiment of Fig. 2 is virtually identical. However, tension on the cable 52 is induced by backward tilting of the ankle guard 56. This can conveniently be done by the skater squatting down, the ¦ ankle flex pulling the cable 52. The lowered skater also moves the centre of gravity, thus improving stability before braking and stopping. The cable is returned to its ¦ "at rest" position by a recall spring 48 at the front of the skate.
These braking mechanisms provide braking from the rear wheel to the front wheel.
~- 26 ~-~07.~12 It is also within the scope of this invention to combine both actuating methods on one skate.
~ ii) O~eration of the Embodiments of Fiqs. 3 4 and 5 Actuation of the braking system 10 of these embodiments of the invention is by means of a hand squeezable, gas-filled bladder 82 connected, as previously described above by tube 80 to the bellows 74 in the operator plate 70. Squeezing of the bladder 82 creates a pressure within the interior of the bellows 74. This bellows 74 causes the upper portion of the bellows 74 to be lifted, and hence to apply tension to the cable or band 40.
This provides braking from the rear wheel to the front wheel.
In the operation of the embodiment of Fig. 5, the tension is applied to the brake cable or band 40 both at the front wheel 18 by the front operator plate 70 and at the rear wheel by the rear operating plate 71. Hence, the - braking action is cited on the front wheel 18 and on the rear wheel 24 simultaneously, thus blocking the wheels in both directions.
(iii) Operation of Embodiments of Fiqs. 6 and 7 Actuation of the braking system 10 of this embodiment is by means of a hand-squeezable, fluid-filled actuation bladder 82, connected by flexible hose 80 to the fluid-activated bladder 98. Inflation of the bladder 98 causescable or band 40 to be placed in tension. This applies a frictional force to the brake drums from the rear wheel 24 to the front wheel 18. This force increases dramatically ~ 27 210~12 to provide great braking torque. Thus, a small increase in tension of the cable or band 40 results in efficient braking.
7) Generalized Description of Essential Comrponents of Invention As described in detail above, the essential components of the braking system of this invention are as follows:
The first essential compound is the brake drum, which is preferably attached to each wheel. It consists of a channel in which the brake cable or brake band sits. By tensioning the brake cable or brake band, the braking will occur by the frlction of the cable in the channel. To provide even loading on the wheel bearings and to reduce heat build-up of the brake cable or brake band and brake drum, it is preferred that two brake drums (one on each side) be used. It is preferred that the brake drums be ~ incorporated in the wheel design as an extension of the outer bearing holder. "Spoke" design high speed wheels are most preferred since they could help in the cooling of the brake drums.
A second essential element is a brake cable or brake band which entrains the brake drums. In most embodiments, it is attached to the actuator in front and to the frame in the back. For optimum load distribution, it should service both sides of the wheels, thereby correcting any imbalance.
To insure that there is no friction from the brake system when it is not activated, it is preferred that the brake ~ ~ 28 21073~2 cable or brake drum be made of a material and in such a way, that has an elastic memory. The brake cable or brake band should be formed to a diameter slightly larger than the brake drum so that it does not touch the brake drum when no tension is applied to it. Further, the brake cable or brake band can be supported by supports fastened to the frame. This spring action of the cable will also help to return the actuator to its original position when it is released. To improve wear resistance, and heat dissipation, it is preferred to use a brake band.
The third essential element is the actuator, whose function is to provide the initial tension that will be amplified by the wheels. Since this initial tension is very small, several different kinds of actuators may be used. For example, fluid-type actuators, or specific fluid, e.g., hydraulic, pneumatic, or other types, e.g., electro-magnetic or mechanical actuators may be used.
~ In one embodiment as described above, a simple, light weight and low cost pneumatic actuator consists of two bellows that will pull on the cable when inflated. The air pressure is distributed evenly to have the same pull on each side. The bellows are attached to the frame. If the cable is not sufficient to restore the initial position of the bellows, an elastic or spring may be added to assist.
one type of actuator is a pressure pad similar to a small pneumatic pillow. When the pressure pad is squeezed, the pad will provide the air pressure to the bellows, activating the cable brake or the band brake. The pressure D
,~ 29 21~731~
pad can be clipped to a person's belt, providing braking at the pressure of the hand. Two pressure pads can be used if independent braking is desirable (for very fast turning).
The pressure pads may be actuated by the elbow (between the body and the arm) if both arms are needed to hold objects, e.g., a hockey stic~; small diameter tubing connect the pressure pad to the activating bellows. This tubing can be coiled to adjust to different height, light straps to the legs can help stabilize the tubing. An air valve should be provided to pre-pressurize the system by blowing into it.
The pre-pressurization will fine tune the sensitivity of the brakes.
The mathematics of the braking system are as follows:
T, ~f--=, ~/
- T2 = Tle3~
T~ = Initial tension in cable T2 = Tension in cable after wheel e = 2.718 ~ = Angle of wrapped or cable around the wheel expressed in radians ~ = Coefficient of dry friction between cable wheels Braking Torque (B.T.) is calculated as follows:
B.T. = (T2 - T,) R
= (T~ e~ - T~) R
B.T. = T~ R (e3~-1) ~7~1 2 For an anyle of wrap of one turn (2~ rad.) and a coefflcient of friction of 0.4, e2~l = 12.35, i.e. the tension in the cable is increased by 12.3S times by each of the wheels, if each wheel has the same coefficient of friction and same wrap angles. For a 4-wheel system, the tension after the fourth wheel will be:
(12.35)4 = 23,263 times the initial tension.
However, the increase in tension is limited ~y the maximum braking torque that stops the rotation of the wheel.
In summary, the present invention provides the following improvements: it allows progressive (graduated) braking; the braking is power assisted by the wheels themselves; it is of very light design; the brakes are self adjusting to wear or miss-alignment of the wheels; the first wheel to brake is the back wheel of the skate, then the second, third, etc. from the back, this feature greatly increasing the stability of the skater while braking; it allows braking at any speed; it is fast acting; and it is much more duxable than the heel brakes.
8) Conclusion From the foregoing description, one skilled in the art can easily ascertain the esséntial characteristics of this invention, and without departing from the spirit and scope thereof, can make various changes and modifications of the invention to adapt it to various usages and conditions.
Consequently, such changes and modifications are properly, 31 2~7~12 equitably, and "intended" to be, within the full range of equivalence of the following claims.
Attached to the linkage was a load bearing wheel hub which was attached to a brake wheel. A preload spring was attached to the linkage so that a predetermined force must be applied to the linkage bars before they will move relative to one another. The geometry of the linkage was such that rela~ive bar movement results in a braking force being applied to the wheel hub and thereby to the braking wheel. The preload spring allowed the skater to exert high wheel-to-ground forces which in turn resulted in greater braking forces without skidding.
Another group of patents all alleged improved braking by means of direct pressure by a friction pad over the wheel, namely U.S. Patent Nos. 5,135,248, 5,143,387 and 5,171,032.
U.S. Patent No. 5,135,244 patented August 4, 1992 by W. D. Allison, provided a tandem roller skate employing a suspension system by which the tandem positioned wheels were articulated relative to each other through a truck and beam arrangement to absorb loads imposed on any one wheel and transmit the load to the other of the wheels. A
braking arrangement was formed by a leaf spring positioned selectively to either a forward or rearward wheel of the 8 2~073~ 2 skate to exert a variable frictional load on the corresponding wheel to impede rotational movement.
U.S. Patent No.5,143,387 patented September 1, 1992 by J. M. Colla provided a roller skate having a braking assembly operable against the wheels, and which was engayed when a user's toes were curled in the skate boot. That action moved a toe actuator attached to an external slide bar assembly, which slid toward the heel with attached brake pads, which in turn engaged with the wheels. A
resilient compressible member normally held the brake pads away from the wheels in a non-braking position.
U.S. Patent 5,171,032 patented December 15, 1992 by W.
Dettmer provided a skate brake for use on in-line roller skates. The brake had a channel-shaped sheet metal frame that fit around the wheel carriage of the skates. The frame held a number of brake pads in the spaces between the wheels of the skate. An actuator cable connected the frame to a hand-held control lever. When the lever was operated, it caused the frame to slide forward, bringing the brake pads into frictional contact with the wheels to cause a braking action.
Yet another type of brake which might have been proposed for roller skates was a band brake, which is the subject of several patents. In one such patent, Canadian Patent No. 418,166 patented February 1, 1944 to R. G. Le Tourneau, a self-energizing brake structure was provided.
Such brake structure included a drum and a brake band unit cooperating therewith. The band brake unit included a ` ~ 9 2~ 07312 strap having a plurality of ~urns encircling the drum in side by side relation. A self-energizing brake link was pivotally connected with one end of the strap. A spring was connected with the other end of the strap and urged the 5 strap in a braking direction. Normally inactive, manually actuated means were arranged with the other end of the strap, and were operative to urge the strap in a brake release direction and against the force of the spring. The strap tapered from end-to-end. The link was connected with the strap at its wide end, and the spring was connected with the strap at its narrow end.
In still another such patent, Canadian Patent No.
804,396 patented January 21, 1969 by C. E. Bricker et al, a wrap-around brake was provided. Such brake included a rotatable brake drum, a stationary frame adjacent the brake drum, and at least one uniform width brake band. The brake band was helically wound around the brake drum. The brake band had internal spring action tending to unwind the band from the drum so that under normal conditions, the band was not in contact with the drum. The band had one end secured to the stationary frame and had the opposite end free to move a limited distance around the circumference of the drum. Control means operatively connected the free end of each band to the frame for moving the free end radially to and from contact with the drum. This movement caused the band to wrap itself around the brake drum and to produce a self-energizing braking action when the free end of the band contacted the drum.
lo 21~731 2 The main purpose and function of a skate braking system is to enable a skater to maintain control over his speed and direction of motion. The limitations of the above-described braking systems and methods are that they all rely on a skidding action to achieve braking. It has been shown in automobile applications that skidding while braking causes a loss of control. This has led to the development of automobile anti-lock braking systems which reduce brake lock up and thereby skidding. For skaters, skidding also results in a reduction in control requiring additional effort to remain balanced. Directional changes are difficult at best for even expert skaters. Another drawback with current skate braking techniques is the high rate of wear on the brake pads due to the skidding. This changes the shape of the pad resulting in changed and deteriorating braking characteristics. Another problem, especially for beginner and novice skaters, is that it is difficult to control the amount of braking one obtains from a skidding pad. Actuation of the brake results in an immediate and often unpredictable dragging force as the pad contacts the ground. The immediacy and character of the braking effect is determined by the physical properties of the pad and ground. The result is a disruption to balance and control as the skater has great difficulty in gradually building braking forces to desired levels.
As summarized above, all currently known in-line roller skate brakes use one or the combination of the following principles, namely, requiring balancing on one ` f~ 11 21~
skate and inclining the other; and/or applying direct pressure by friction pad over the wheel. The inherent design flaw of using these principles in this particular application are, for the first type: it is difficult to achieve balance; poor braking force, rapid wear of braking pad; loss of direction control; and braking force depends on the surface (e.g., pavement or gravel) and the surface finish.
For the second type, even without brakes, the wheels tend to wear unevenly because the skater has different styles (more or less right in front of the skate, different ways of accelerating etc.).` Since the slowing down is achieved by friction, or by the statlonary pad on the turning wheel, there will be wear of the wheel and the pad.
As the braking wheel will incur additional wear, its diameter will get smaller and its contact with the ground reduced. The skater will then be supported by the other less worn wheels. When the wheel loses contact with the ground all breaking force will be lost.
Because of the uneven wear of the wheels and braking pads, such a braking mechanism will always need expert adjustments to perform well.
In other words all the braking mechanisms heretofore known suffer from a number of disadvantages:
(a) Thelr application requires skillful balancing and ~hifting of weight usually in a critical few seconds before possible injuries result. This skill cannot be taught but is learned through painful experience and results in many `~ ~ 12 ~1073~2 people abandoning the sport or fearfully slowing down and thereby not achieving the full enjoyment of roller skating.
(b) An unpredictable dependence on the frictional forces betwe2n the brake material and the dragging surface.
Since the skater cannot anticipate the proper ~orce application for controlled stopping, between a variety of surfaces su~h as pavement and gravel, he cannot stop under control and frequently has dangerous falls.
(c) The brakes themselves are not ergonomically designed for a comfortable fit and do not offer adjustability for personal preferences as well as replaceability.
(d) The brakes are inconvenient, necessitating stooping and using hands to apply the brakes.
(e) Brakes cannot be easily engaged in both skates and offer variable slowdown features for hills and the ability to speed turn via individual brake application.
(f) Brake assemblies that extend outside the skate boot and wheel housing detracting from the visual aesthetics of sleek skate design. Such brake systems require permanently engaging the brake to slow down beginners.
In the use of these previously described roller skate braking systems, which were done by an elastomer heel, it was necessary for the skater to balance on one skate and to jam his heel with the other foot. This kind of braking is:
slower; uncontrollable; virtually impossible to use at high speed; dangerous because a beginner cannot balance on one ~ 13 ~73~ 2 skate, i.e. those that need it the most can't use it; and inefficient, since the braking heels wear fast and have to be replaced. -3) Summary of the Invention (i) Aims of the Invention In spite of these patents there is still a need for an improved braking mechanism for a roller skate. Accordingly among the objects of this invention are the following, namely, to provide: a brake that is light and fits in a confined volume so as not to protrude from the frame of the wheels, a brake that distributes the load of braking over a large number of the in-line skate wheels; a brake which allows the skater to brake without the need to adjust the position of the feet; a brake that distributes braking force to many wheels; a braking system that slows and stops a skater under control regardless of the type of surfaces being skated upon; a braking system that is ergonomically integrated into the roller skate improving aesthetics by eliminating the brake pads; a brake that insures greater stability by distributing the greatest braking force to the last wheel in the direction of the displacement; a braking system that can be actuated by any part of the body that can supply an actuating force of around 0.1 lb; a braking system that can provide a lock position (for stair climbing).
~ 2:~.0731~
(ii) Statement of_Invention:
The pre~ent. il~re~iQn pr~ides ~ ~r~king sys~e~ for r~ller ~kat.es ~ompri~ing:
at lea~t one br~ke dr~m secured ~ ~t least. one whe~l; a br~ke c~ble o~ ~rake ~and, one end t~ereof being securçd to t.he ~k~te, the ~eellre~
br~ke ~able ~r ~rake band ~einy en~r~ined part~ ly to several full ~urn~ ~round eac.h brake drum ~f ~t lea~t one wheel, the br~ke cable or the brake ~nd termin~ting in ~n ac.ti~.~ating mechani~m ~t le~st at one end ~hereof; ~nd means fQr operating the acti~ting me~h~nism f~r applying a ~en~i~n tQ ~h~t ~ct.~ting ~ech~nism qnd, ~nd honc~
apply frictiQnal braking force~ tQ the ~rake drum.
(iii) Other Features of the Invention By one feature of the braking system, each wheel is provided with two lateral brake drums, and two lateral brake cables or brake bands are provided.
By a further feature of the braking system, the means for applying tension to the free end comprises a wire directly attached to the free end of the brake cable or brake band, and means are provided for applying a tensile force to the wires. In one variant of such feature, the means for applying a tensile force to the wires comprises a pivotal ankle support on the skate, the wires being secured to the rear of the ankle support, whereby tensile force is applied by tilting the ankle support forwardly.
In another variant of such feature, the means for applying 210~2 a tensile fo.ce to the wires comprises a pivotal ankle support on the skate, the wires being secured to the front of the ankle support, whereby tensile force is applied by tilting the ankle support rearwardly. In either of these two features, the wires preferably are a Bowden cable. In either of these two features, the braking system includes a spring operatively associated with the wires to return to the wires to their original orientation.
In a further feature of the brakirlg system, the means for applying a tensile force to the wire comprises a vertically-pivotal toe plate, the wire being secured to the front of the toe plate, whereby raising of the toe plate induces tension in the wire. In one variant of such feature, the raising of the toe plate is induced by applying a fluid force to a bladder situated between the top of the toe of the skate and the bottom of the toe plate, the fluid force being applied by squeezing a bladder.
In still another feature of the braking system, the means for applying a tensile force to the wire comprises a mechanism situated at the front of the skate, the end of the wire being secured to the head of a piston or to the inside of a bellows, comprising a part of the mechanism, whereby fluid force applied to the rear face of the piston, or to the interior of the bellows, induces tension in the wire. In a still further feature, the braking system includes a second and similar such mechanism situated at the rear of the skate. In either of the two variants, the , ,,. ,. . .. ,., :.; , i. ; -~ ~ 16 ~7~ ~
fluid force is applied by squeezing a bladder. By another feature, the fluid within the bladder is a gas, e.g., air, or is a liquid, e.g., a hydraulic liquid.
By yet another feature, the brake cable is formed of a stainless-steel wire jacketed with an aramid fibre and the brake drum made of aluminum.
By still another feature, the brake band is a band formed of stainless-steel, which may be ~acketed with an aramid fibre.
In either of these two features, the brake band or brake cable is formed to have an elastic memory at a diameter slightly larger than that of the brake drums. In a variant of such feature, the brake cable or brake band is suspended to the wheel frame by guides on the interior faces of the frame, or by an oblong lug retained in each axle aperture of the frame.
In another variant of that feature, the brake band is made of a heat treatable stainless-steel, the band being formed to have an elastic memory at the desired shape and then being heat treated to the desired hardness.
(iv) Generalized Descri~tion of the Invention In embodiments of the present invention, some or all the wheels of the skate are provided with a brake drum. A
brake cable or a brake band is secured to the skate, at the back, and is wound around each of the brake drums from the secured end to the unsecured end. That unsecured end only needs the application of a small tensile force of, e.g., a fraction of a pound, to block completely two or three back ` 17 ~ 2 wheels. Such a small tension is provided by an operating mechanism secured to the skate. In a preferred embodiment, this small tension is provided by the swivelling upper part of the plastic boot. The unsecured end or a wire attached to the unsecl~red end is attached to the back or to the front, of the swivelling ankle part of the boot.
When the skater wa~ts to brake, he simply squats down, the ankle flex pulling the cable. The lowered skater also lowers the centre of gravity, thus improving his stability lo before braking.
The cable has to be long enough to allow normal skating movements before engaging the brakes, so as not to interfere with the normal skating movements. A section of the cable is made of an elastomer, or a spring is attached to one end, so that the engagement of the brake is gradual and controlled.
An alternating braking movement to achieve braking is to push the skate in front, sliding the upper part of the boot backward.
There should be means provided between the upper and the lower part of the boot at the ankle guard so that a change in rigidity and a"popping" sound would warn the user that he is in the braking zone.
The cable operation mechanism may also be operated by a pneumatic actuating system.
18 2~7~
~) srief Description of the Drawinqs In the accompanying drawings, Fig. 1 is a central longitudinal section of a braking system of the present invention attached to an in-line roller skate/boot system;
Fig~ 2 is a central longitudinal section of another braking system of another embodiment of the present invention;
Fig. 3 is a central longitudinal section of yet another braking system of yet another embodiment of the present invention;
Fig. 4 is a section through the line IV-IV of Fig. 3;
Fig. 5 is a central longitudinal section of yet another braking system of another embodiment of this invention;
Fig. 6 i5 a central, longitudinal section of another braking system of yet another embodiment of the present nventlon;
Fig. 7 is a rear sectional view of the braking system of Fig. 6;
Yig. 8 is a front view of a modified skate wheel for use with the braking system of one embodiment of this invention;
Fig. 9 is a front view of a modified skate wheel for use with the braking system of one embodiment of this invention; and Fig. 10 is an end view of one embodiment of a braklng system of this invention.
~ 19 21~731 2 5~ Description of Preferred Embodiments (i) Description of Fiq. 1 Referring to the drawings, the braking system 10 of the present invention is associated with a conventional in-line roller skate 12. Such conventional in-line roller skate 12 includes a boo~ 14, formed, e.g., of plastic, for wear ~y a s~ater, and a strong, lightweight, molded plastic roller skate frame 16 carried by the boot 14. While the boot 14 as shown provides one type of attachment means for releasably securing the frame 16 to a skate, it should be understood that other boots, shoes, straps, clamps or skateboards can be substituted, and are within the pur~iew of the invention.
A plurality of wheels, 18, 20, 22, 24, is rotatably mounted to the frame 16 for rotation about a plurality of axles 26 having parallel axes, each of the wheels being mounted to the frame by a respective axle 26. The frame 16 will normally carry three to five wheels (four wheels being shown), and frames having five or more wheels are within the purview of the invention. As shown, each of the wheels 18, 20, 22, 24, has its central axis in a common plane which is substantially parallel to a road surface. Most of the wheels engage the road surface during coasting and are coasting wheels. While not shown, the axles can be supported within oblong holes, whereby the elevation of selected wheels with respect to the road surface may be adjusted at will. For example, if the front wheel 18 and the rear wheel 24 are raised above the level of the 2~7~1~
intermediate wheel 20,22, a "rocker~-type effect can be created.
To provide the braking system 10 of the present invention, each of wheels 18, 20, 22, 24 has a brake drum 30 secured to each side face thereof. Figures 8, 9, and 10 to be described later provide a detailed descrlption of the construction of a wheel 18 and the brake drum 30. Suffice to say, however, that in one embodiment, braXe drum 30 is a unitary member having three different diameter discs, i.e., a large diameter inner disc 32, a small diameter central disc 34 and an intermediate diameter outer disc 36 connected to the associated wheel by conventional means.
Thus, the small diameter central disc 34 acts as a brake drum 30 for the wheel 18, 20, 22, 24.
The braking mechanism of the braking system 10 includes a pair of cables 40, preferably formed of a steel wire which has been heat-treated to have an elastic memory which provides a diameter slightly greater than the diameter of the brake drum. Such wire is preferably jacketed with an aramid fibre known by the trade-mark KEVLARTM. Alternatively, the cables may be of a wire having a rectangular cross-section, i.e., they may be in the form of a band. The structure of the band is the same as the structure of the cable. One end, i.e., the rear end, of each cable or band 40 is secured to an attachment rod 42 secured at the rear of frame 16. The cable or band 40 is then entrained around each of the brake drums 30 associated with wheels 24, 22, 20 and 18. The cable or band 40 is 21 ~ ~ ~ 7 ~ t ~
entrained in such a way that, at rest, it is out of contact with the respective brake drum 30. The free end of the cable is attached to an operator cable 52 at junction 46.
A return spring 48 is secured at one end to the junction 46 and at its other end 50 to the frame 16 of the boot 14.
Operator cable 52 is threaded through a guide tube 54.
Preferably, however, operator cable 52/guide tube 54 is a BOWDENTM cable.
The skate boot 14 in this embodiment is one which includes an upper, rockable ankle guard 56 pivotally connected to the boot 14 at pivot points 58. The free end of cable S2 is secured at 60 to the rear of rockable ankle guard 56.
(ii) Descri~tion o~ the Embodiment of Fiq. 2 ~5 The embodiment of Fig. 2 is similar to, and virtually identical to, the embodiment of Fig. 1. Thus, in the embodiment shown in Fig. 2 the brake cable or band 40 is secured to attachment rod 42 secured at the rear of frame 16 and is cause to entrain the brake drums 30 of the wheels 24, 22, 20, 18, in sequence from the rear wheel 24 to the front wheel 18. It is preferred that the entraining be such that in its "at rest" orientation, there is very little, if any, contact between the brake cable or band 40 and the brake drum 30. It is also preferred that each wheel 24, 22, 20, 18, be provided with two lateral brake drums 30; there would consequently be two brake cables or bands 40. The cable or band 40 is connected at 46 to cable 52 and may then be threaded through guiding tube 54 22 ~ ~7~1 ~
following the contours of the boot 14 from the front bottom to the heel. As in the embodiment of Fig 1, operation cable 52/guide tlbe 54 may be a BOWDENTM cable. The cable 52 is secured to a cable stop 61 at the front of the roc~able ankle guard 56 of the boot 14. The rockable ankle guard S6 is pivotable about pivots 58. The brake cables or bands 40 are secured by means of cable 52 to the front 62 of the ankle guard 56.
(iii) Description of Embodiments of Fiqs. 3 and 4 10The embodiments of Figs. 3 and 4 as far as the construction of the skate 16 and boot 14 is the same as that shown in Figs. 1 and 2, with the exception that the boot 14 does not have the ankle guard 56. The wheels 18, 20, 22, 24 and th~ brake cable or band 40 are the same as in Figs. 1 and 2.
The free end of the brake cable or band 40 is operatively associated with an operator plate 70 in the ~ following way. Operator plate 70 includes two spaced-apart fluid operated bellows 72, and a connector 74 associated with each bellows 72 to secure the end of cable or band 40 thereto. Each bellows 72 is provided with an aperture 73 at its lower end to which a fluid-conducting conduit 76 is connected. The fluid conducting conduit 76 is connected by "TEE" connector 78 to a fluid conducting hose 80. Such hose 80 is connected to a hand-squeezable bladder 82.
(iv) _Description of Embodiments of Fia. 5 The embodiment of Fig. 5 is virtually identical to the embodiment of Figs. 3 and 4 described above. However, ~ ~ 23 ~1~73~ ~
instead of the rear of the brake cable or band 40 being secured to the rear of the skate by means of attachment rod 42, it is secured to a second or rear operator plate 71 whose structure and interconnection is identical to operator plate 70. This structure is advantageous since this arrangement allows braking in both directions essentially blocking the wheels.
(v) Descrlption of Embodiment of Fi~s. 6 and 7 The embodiment of Figs. 6 and 7, as far as the construction of the skate 16 and boot 14 and the fluid-conducting conduit 76 and bladder 82 is identical to that described for Figs. 4 and 5. The wheels 18, 20, 22, 24, and the brake cable or band 40 are the same as in Figs. 1 and 2.
To provide the braking mechanism, the free end of brake cable or band 40 is secured to a hook 90 forming part of a toe plate 92. The toe plate 92 is preferably formed of a high strength synthetic plastic material, e.g., a polycarbonate. The toe plate g2 is secured to the toe area of the boot 14, preferably by a silicone rubber material 94. A fluid-actuated bladder 98 is disposed between the upper surface 96 of the toe of the boot 14 and the lower surface 97 of the toe plate 92.
Actuation of the braking system 10 of this invention 2S is by means of a hand-squeezable, fluid-filled actuation bladder 98, connected by flexible hose 80 to the squeezable bladder 82.
~ 24 2~312 (vi ~ Descri~tion of the Wh~el of ~ia. 8 Fig. 8 shows a wheel 1~ and a brake drum 30 particularly suitable for cable use. The wheel 18 is provided with a pair of lateral members 100 disposed within an inset 102 in the side walls 104 thereof. Each member 100 includes a large diameter inset disc 106, and a smaller diameter outer disc 108 to define a brake cable channel 110, (i.e., a brake drum 30) therebetween. The members are secured by well known means, e.g.; rivets 112.
(vii~ Description of Wheel Embodiments of Fiqs. 9 and 10 Figs. 9 and 10 show a brake drum 30 particularly adapted for brake band use in its construction as a brake 10 for the roller skate. The wheel 18 is provided with a lS pair of lateral members 100 di~posed within an inset 102 in the side walls 104 thereof. Each lateral member 100 includes a large diameter inset disc 106 and a smaller diameter band disc 108. The band disc 108 is provided with a clean-out groove 114. The flat area of the smaller diameter band disc 108 defines a band brake channel 110 (i.e. a brake drum 30).
As sesn in Fig. 10, the wheel 18 is mounted on an axle 26 between two side walls 120 of the frame 16. The walls 120 constituting the brake support include an L-shaped lower, inwardly-directed circular guide 122 and an upper, inwardly-directed circular guide 124 secured to, or forming part of, the inner face of wall 120. The brake band 40 is pre-tensioned to be in contact with the circular guides ~.: - , . -~~ 25 2~ ~ 7~1 2 122, 124 when in the "at rest" positlon, and to contact the band disc 110 (brake drum 30) when placed under tension.
6) Operation of Preferred Embodiment (i~ OPeration of the embodiments of Fias. 1 and 2 To operate the embodiment of the braking system 10 shown in Fig. 1, it is necessary to apply a small tension to the cable 52. This may be done as follows: slight forward pressure against the ankle guard 56 causes a tension to be induced in the cable 52 to initiate the braking action. This can conveniently be done by the skater squatting down, the ankle flex pulling the cable 52.
The lowered skater also moves the centre of gravity, thus improving stability before braking and stopping. The cable is returned to its "at rest" position by a recall spring 48 at the front of the skate.
The operation of the embodiment of Fig. 2 is virtually identical. However, tension on the cable 52 is induced by backward tilting of the ankle guard 56. This can conveniently be done by the skater squatting down, the ¦ ankle flex pulling the cable 52. The lowered skater also moves the centre of gravity, thus improving stability before braking and stopping. The cable is returned to its ¦ "at rest" position by a recall spring 48 at the front of the skate.
These braking mechanisms provide braking from the rear wheel to the front wheel.
~- 26 ~-~07.~12 It is also within the scope of this invention to combine both actuating methods on one skate.
~ ii) O~eration of the Embodiments of Fiqs. 3 4 and 5 Actuation of the braking system 10 of these embodiments of the invention is by means of a hand squeezable, gas-filled bladder 82 connected, as previously described above by tube 80 to the bellows 74 in the operator plate 70. Squeezing of the bladder 82 creates a pressure within the interior of the bellows 74. This bellows 74 causes the upper portion of the bellows 74 to be lifted, and hence to apply tension to the cable or band 40.
This provides braking from the rear wheel to the front wheel.
In the operation of the embodiment of Fig. 5, the tension is applied to the brake cable or band 40 both at the front wheel 18 by the front operator plate 70 and at the rear wheel by the rear operating plate 71. Hence, the - braking action is cited on the front wheel 18 and on the rear wheel 24 simultaneously, thus blocking the wheels in both directions.
(iii) Operation of Embodiments of Fiqs. 6 and 7 Actuation of the braking system 10 of this embodiment is by means of a hand-squeezable, fluid-filled actuation bladder 82, connected by flexible hose 80 to the fluid-activated bladder 98. Inflation of the bladder 98 causescable or band 40 to be placed in tension. This applies a frictional force to the brake drums from the rear wheel 24 to the front wheel 18. This force increases dramatically ~ 27 210~12 to provide great braking torque. Thus, a small increase in tension of the cable or band 40 results in efficient braking.
7) Generalized Description of Essential Comrponents of Invention As described in detail above, the essential components of the braking system of this invention are as follows:
The first essential compound is the brake drum, which is preferably attached to each wheel. It consists of a channel in which the brake cable or brake band sits. By tensioning the brake cable or brake band, the braking will occur by the frlction of the cable in the channel. To provide even loading on the wheel bearings and to reduce heat build-up of the brake cable or brake band and brake drum, it is preferred that two brake drums (one on each side) be used. It is preferred that the brake drums be ~ incorporated in the wheel design as an extension of the outer bearing holder. "Spoke" design high speed wheels are most preferred since they could help in the cooling of the brake drums.
A second essential element is a brake cable or brake band which entrains the brake drums. In most embodiments, it is attached to the actuator in front and to the frame in the back. For optimum load distribution, it should service both sides of the wheels, thereby correcting any imbalance.
To insure that there is no friction from the brake system when it is not activated, it is preferred that the brake ~ ~ 28 21073~2 cable or brake drum be made of a material and in such a way, that has an elastic memory. The brake cable or brake band should be formed to a diameter slightly larger than the brake drum so that it does not touch the brake drum when no tension is applied to it. Further, the brake cable or brake band can be supported by supports fastened to the frame. This spring action of the cable will also help to return the actuator to its original position when it is released. To improve wear resistance, and heat dissipation, it is preferred to use a brake band.
The third essential element is the actuator, whose function is to provide the initial tension that will be amplified by the wheels. Since this initial tension is very small, several different kinds of actuators may be used. For example, fluid-type actuators, or specific fluid, e.g., hydraulic, pneumatic, or other types, e.g., electro-magnetic or mechanical actuators may be used.
~ In one embodiment as described above, a simple, light weight and low cost pneumatic actuator consists of two bellows that will pull on the cable when inflated. The air pressure is distributed evenly to have the same pull on each side. The bellows are attached to the frame. If the cable is not sufficient to restore the initial position of the bellows, an elastic or spring may be added to assist.
one type of actuator is a pressure pad similar to a small pneumatic pillow. When the pressure pad is squeezed, the pad will provide the air pressure to the bellows, activating the cable brake or the band brake. The pressure D
,~ 29 21~731~
pad can be clipped to a person's belt, providing braking at the pressure of the hand. Two pressure pads can be used if independent braking is desirable (for very fast turning).
The pressure pads may be actuated by the elbow (between the body and the arm) if both arms are needed to hold objects, e.g., a hockey stic~; small diameter tubing connect the pressure pad to the activating bellows. This tubing can be coiled to adjust to different height, light straps to the legs can help stabilize the tubing. An air valve should be provided to pre-pressurize the system by blowing into it.
The pre-pressurization will fine tune the sensitivity of the brakes.
The mathematics of the braking system are as follows:
T, ~f--=, ~/
- T2 = Tle3~
T~ = Initial tension in cable T2 = Tension in cable after wheel e = 2.718 ~ = Angle of wrapped or cable around the wheel expressed in radians ~ = Coefficient of dry friction between cable wheels Braking Torque (B.T.) is calculated as follows:
B.T. = (T2 - T,) R
= (T~ e~ - T~) R
B.T. = T~ R (e3~-1) ~7~1 2 For an anyle of wrap of one turn (2~ rad.) and a coefflcient of friction of 0.4, e2~l = 12.35, i.e. the tension in the cable is increased by 12.3S times by each of the wheels, if each wheel has the same coefficient of friction and same wrap angles. For a 4-wheel system, the tension after the fourth wheel will be:
(12.35)4 = 23,263 times the initial tension.
However, the increase in tension is limited ~y the maximum braking torque that stops the rotation of the wheel.
In summary, the present invention provides the following improvements: it allows progressive (graduated) braking; the braking is power assisted by the wheels themselves; it is of very light design; the brakes are self adjusting to wear or miss-alignment of the wheels; the first wheel to brake is the back wheel of the skate, then the second, third, etc. from the back, this feature greatly increasing the stability of the skater while braking; it allows braking at any speed; it is fast acting; and it is much more duxable than the heel brakes.
8) Conclusion From the foregoing description, one skilled in the art can easily ascertain the esséntial characteristics of this invention, and without departing from the spirit and scope thereof, can make various changes and modifications of the invention to adapt it to various usages and conditions.
Consequently, such changes and modifications are properly, 31 2~7~12 equitably, and "intended" to be, within the full range of equivalence of the following claims.
Claims (27)
1. A braking system for roller skates comprising:
at least one brake drum secured to at least two wheels;
a brake cable or brake band, one end thereof being secured to said skate, said secured brake cable or brake band being entrained around each brake drum of said at least two wheels, said brake cable or said brake band terminating in an activating mechanism at least at one end thereof; and means for operating said activating mechanism for applying a tension to said one end, and hence to apply frictional braking forces to said brake drum.
at least one brake drum secured to at least two wheels;
a brake cable or brake band, one end thereof being secured to said skate, said secured brake cable or brake band being entrained around each brake drum of said at least two wheels, said brake cable or said brake band terminating in an activating mechanism at least at one end thereof; and means for operating said activating mechanism for applying a tension to said one end, and hence to apply frictional braking forces to said brake drum.
2. The braking system of claim 1 wherein: each wheel is provided with two lateral brake drums; wherein two brake cables or brake bands are provided; and wherein one or two activating mechisms are provided.
3. The braking system of claim 2 wherein each said second brake cable or brake band is secured to an activating mechanism which, in turn, is secured to said skate.
4. The braking system of claim 2 wherein: the means for applying tension to said one end of said brake cable or brake band comprises an operator cable directly attached to said one end; and wherein said operator cable is operatively associated with means for applying a tensile force to said brake or band.
5. The braking system of claim 4 wherein said cable or band includes at least one section formed of an elastomer to provide longitudinal elasticity to said cable, whereby a progressive tension is applied to said brake cable or band.
6. The braking system of claim 4 wherein: said means for applying a tensile force to said operator cable comprises a pivotal ankle support on said skate, said operator cable being secured to the rear of said ankle support, whereby tensile force is applied by tilting said ankle support forwardly past the normal skating position.
7. The braking system of claim 6 wherein said operator cable is a Bowden cable.
8. The braking system of claim 6 including a spring operatively associated with said operator cable to return said operator cable to its original position.
9. The braking system of claim 4 wherein: said means for applying a tensile force to said operator cable comprises a pivotal ankle support on said skate, said operator cable being secured to the front of said ankle support; whereby tensile force is applied by tilting said ankle support rearwardly past the normal skating position.
10. The braking system of claim 9 wherein said operator cable is a Bowden cable.
11. The braking system of claim 10 including a spring operatively associated with said operator cable to return said operator cable to its original position.
12. The braking system of claim 4 where said means for applying a tensile force to said operator cable comprises a pivotal toe plate, said operator cable being secured to said toe plate, whereby tilting of said toe plate induces tension in said operator cable.
13. The braking system of claim 12 wherein said tilting of said toe plate is induced by applying a fluid force to a first bladder situated between the upper surface of the toe of the skate and the lower surface of the toe plate, said fluid force being applied by squeezing a second bladder.
14. The braking system of claim 4 wherein said means for applying a tensile force to said brake cable or brake band comprises a bellows or piston, to which said brake cable or brake band is secured, whereby fluid force applied to a rear face of said bellows or piston induces tension in said operator cable, and wherein said fluid force is applied by squeezing a bladder.
15. The braking system of claim 14 wherein said bellows or piston is situated at the front of the skate.
16. The braking system of claim 15 including a second and similar means for applying a tensile force situated at the rear of the skate.
17. The braking system of claim 13 wherein the fluid is a gas, e.g., air.
18. The braking system of claim 13 wherein the fluid is a liquid, e.g., an hydraulic liquid.
19. The braking system of claim 1 wherein: said brake cable is formed of a stainless-steel wire jacketed with an aramid fibre; and wherein said brake drum is made of aluminum.
20. The braking system of claim 1 where said brake cable is formed to have an elastic memory at a diameter slightly larger than that of said brake drums.
21. The braking system of claim 1 wherein said brake band is a band formed of stainless-steel.
22. The braking system of claim 1 where said brake band is formed to have an elastic memory at a diameter slightly larger than that of said brake drum.
23. The braking system of claim 22 wherein said brake band is suspended to said wheel frame by means of guides.
24. The braking system of claim 20 wherein said brake cable is suspended to said wheel frame by means of guides.
25. The braking system of claim 22 wherein said brake band is suspended to said wheel frame by a support attached to a lug retained in each axle aperture of the frame.
26. The braking system of claim 20 wherein said brake cable is suspended to said wheel frame by a support attached to a lug retained in each axle aperture of the frame.
27 A braking system for roller skates comprising at least one brake drum secured to at least one wheel; a brake cable or brake band, one end thereof, being secured to said skate, said secured brake cable or said secured brake band being entrained partially to several full turns around each brake drum of said at least one wheel, said secured brake cable or said secured brake band terminating in an activating mechanism at least at one end thereof; and means for operating said activating mechanism for applying a tension to said activating mechanism end, and hence to apply frictional braking forces to said brake drum.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CA002107312A CA2107312A1 (en) | 1993-09-29 | 1993-09-29 | Roller skate brake |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CA002107312A CA2107312A1 (en) | 1993-09-29 | 1993-09-29 | Roller skate brake |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CA2107312A1 true CA2107312A1 (en) | 1995-03-30 |
Family
ID=4152380
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA002107312A Abandoned CA2107312A1 (en) | 1993-09-29 | 1993-09-29 | Roller skate brake |
Country Status (1)
| Country | Link |
|---|---|
| CA (1) | CA2107312A1 (en) |
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US9132337B2 (en) | 2013-03-13 | 2015-09-15 | Batmann Consulting, Inc. | In-line skate braking device |
| CN112169298A (en) * | 2020-10-10 | 2021-01-05 | 重庆第二师范学院 | Roller skating structure convenient for starting and accelerating and roller skating shoes |
-
1993
- 1993-09-29 CA CA002107312A patent/CA2107312A1/en not_active Abandoned
Cited By (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US9132337B2 (en) | 2013-03-13 | 2015-09-15 | Batmann Consulting, Inc. | In-line skate braking device |
| US9844720B2 (en) | 2013-03-13 | 2017-12-19 | Batmann Consulting, Inc. | In-line skate braking device |
| CN112169298A (en) * | 2020-10-10 | 2021-01-05 | 重庆第二师范学院 | Roller skating structure convenient for starting and accelerating and roller skating shoes |
| CN112169298B (en) * | 2020-10-10 | 2022-05-27 | 重庆第二师范学院 | Roller skating structure convenient for starting and accelerating and roller skating shoes |
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Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| FZDE | Discontinued |