FR3124090A1 - IMPROVED SKATEBOARD TYPE VEHICLE - Google Patents

Abstract

Improved skateboard type vehicleThe invention relates to a skateboard type vehicle (1) comprising a platform (2), to which is connected a support assembly (8) of a front wheel (9), the front wheel being mounted pivoting along a pivoting axis (C-C') which is inclined with respect to a mean plane (P2) of the ground (S), the projection of the said pivoting axis in a plane (P3) orthogonal to the mean plane of the ground forming with the latter an open angle (α) towards the front of between 65° and 85°, the front wheel being in contact with the mean plane of the ground at a point (17) of contact offset towards the rear by a distance ( d) between 60 mm and 150 mm from a point (18) of intersection of the pivot axis with the mean plane of the ground. Skateboard type vehicles. Figure for the abstract: Fig 1.

Description

IMPROVED SKATEBOARD TYPE VEHICLE

The present invention relates to the general technical field of vehicles of the wheel or castor board type, that is to say land boards provided with wheels or casters, intended to transport a user in the context of a sporting activity in particular.

In the field of vehicles of the skateboard or roller board type, a large number of different vehicles are already known, dedicated to an increasing number of different sports practices, whether in an urban environment or in a natural environment. Since the 1990s, in particular, land vehicles have been known which are intended to enable users who are adept at sliding sports on snow to move about, in the absence of snow, on earthy or grassy sloping ground. These vehicles, also called " mountain boards" or "all-terrain board", are terrestrial boards that combine a number of technical characteristics of snowboarding , the skateboard (“ skateboard ” in English), the all-terrain bike (MTB) or the “BMX” bike (for “ Bicycle Moto Cross ” in English). They generally have four wheels, assembled in pairs on two axles, which are respectively connected at a front end and at an opposite rear end to a central plate on which are mounted fixings for the feet. In general, the front axle is mounted slightly pivoting relative to the central plate, so as to allow the user to steer the vehicle by modifying his posture, and typically by leaning to the right or to the left to cause a change of direction corresponding. Not exclusively reserved for practice in the mountains, these "mountain boards" are sometimes used on sandy beaches in combination with a traction sail by users who are fond of sliding sports on water, and in particular by practitioners of windsurfing sports. (“ kitesurf ”), surfboard (“ surfboard ”) or wakeboard (“ wakeboard ”).

Although these known vehicles are generally satisfactory, they can still be improved in their ability to enable their users to best reproduce on solid ground the trajectories, postures and sensations specific to the practice of sliding sports on snow or on water. . In particular, the known vehicles do not generally make it possible to effectively make turns without skidding, according to so-called cut driving (or “ carving ” in English).

Faced with this observation, the objects assigned to the invention therefore aim to propose a new vehicle of the skateboard type which allows a user to reproduce as well as possible, easily and efficiently, trajectories, postures and sensations specific to the practice of sliding sports on snow or on water.

Another object of the invention aims to provide a novel vehicle of the skateboard type of particularly simple design.

Another object of the invention aims to provide a novel vehicle of the skateboard type of reliable and robust design.

Another object of the invention aims to provide a new vehicle of the skateboard type which allows a user to evolve on any terrain.

Another object of the invention aims to provide a new vehicle of the skateboard type that is simple to use and maintain.

Another object of the invention aims to provide a new vehicle of the skateboard type which is upgradable.

Another object of the invention aims to provide a new vehicle of the wheeled board type that is comfortable to use.

The objects assigned to the invention are achieved with the aid of a vehicle of the skateboard type comprising a platform intended to receive the feet of a user and extending longitudinally between a front end to which is connected a set of support of at least one front wheel, and an opposite rear end to which is connected a support assembly of at least one rear wheel, characterized in that said front wheel support assembly comprises a front frame and at least one arm before fixing at least said front wheel, said front arm and said front frame being connected by a front pivot which allows the front wheel to pivot relative to the front frame along a pivot axis orthogonal to an axis of rotation of the front wheel, the front wheel support assembly being designed and configured so that when the front and rear wheels are in contact with the ground,
- the pivot axis of the front wheel is inclined with respect to a mean plane of the ground, the orthogonal projection of the said pivot axis in a plane orthogonal to the mean plane of the ground forming with the said mean plane of the ground an open angle towards the front of the vehicle with a value between 65° and 85°,
- the front wheel being in contact with the mean plane of the ground at a point of contact which is offset towards the rear of the vehicle by an offset distance of between 60 mm and 150 mm with respect to a point of intersection of the pivot axis with the mean plane of the ground.

Other features and advantages of the invention will appear and emerge in more detail on reading the description given below, with reference to the appended drawings, given solely by way of illustrative and non-limiting examples, among which:

illustrates, in a schematic side view, a preferred embodiment of a vehicle according to the invention. The vehicle is shown held in a balanced position in contact with the ground using a stand (shown slightly sunk into the ground);

illustrates, according to a schematic view from above, the vehicle of the ;

illustrates, in a schematic bottom view, the vehicle of Figures 1 and 2;

illustrates, according to a schematic side view in sagittal section II (see ), the vehicle of Figures 1 to 3;

illustrates, in a schematic front view, the vehicle of Figures 1 to 4;

illustrates, in a schematic rear view, the vehicle of Figures 1 to 5;

illustrates, in a side perspective view, the vehicle of Figures 1 to 6;

illustrates, in a schematic side view, a variant of the vehicle of Figures 1 to 7.

The vehicle 1 according to the invention, of which a preferred non-limiting embodiment is illustrated by way of example in the figures, is a vehicle of the wheeled board type, that is to say a terrestrial board provided with wheels, intended to transport a user in the context of a sporting activity in particular.

The vehicle 1 comprises a platform 2 (or "bridge") intended to receive the feet (shown in dotted lines on the ) of a user. The platform 2 is advantageously rigid, non-deformable in bending and in torsion in normal use of the vehicle 1. The platform 2 advantageously comprises a frame structure 3, for example mechanically welded, preferably made of aluminum in order to however limit the total mass of the vehicle 1. The platform 2 has an upper face 4, preferably substantially planar, on which the feet of the user rest in use of the vehicle 1. The upper face 4 of the platform 2 is advantageously inscribed in a plane P1 d extension, which can be substantially parallel to an average plane P2 of the ground S, in particular when the vehicle 1 is stationary in a position of equilibrium, with its wheels in contact with the ground S, as in the example illustrated to figures. For example, as in the embodiment illustrated in the figures, the platform 2 can advantageously comprise an upper plate 5, monolithic or formed from a plurality of distinct upper plate portions, which is fixed to the frame structure 3 and of which one upper surface forms the upper face 4 of the platform 2. The platform 2 extends longitudinally, along an axis A-A' of longitudinal extension, between a front end 6, oriented towards the front of the vehicle 1 in consideration of the direction of movement normal of the latter, and an opposite rear end 7, therefore oriented towards the rear of the vehicle 1. The axis A-A' of longitudinal extension of the platform 2 advantageously defines an axis of longitudinal extension of the vehicle 1. Advantageously, the vehicle 1 has, along said axis A-A' of longitudinal extension, an overall length which is typically between 110 cm and 180 cm, depending in particular on the height of the user.

The platform 2 is advantageously intended to receive the user's feet oriented in a direction secant to the axis A-A' of longitudinal extension of the platform 2. The latter is therefore designed and configured to receive the standing user, positioned in profile relative to the axis A-A' of longitudinal extension of the platform 2 and to the direction of movement of the vehicle 1, the feet of the user being arranged one behind the other along the axis A-A' d longitudinal extension of platform 2 ( ). The vehicle 1 is thus advantageously provided to be used in an "asymmetrical" manner, the user being able to choose a position with the left foot in front of the right foot (position called "left foot in front" or " regular " in English, illustrated in example at the ) or a position with the right foot in front of the left foot (position known as “right foot in front” or “ goofy ” in English). The platform 2 thus advantageously extends transversely, in a direction B-B' of transverse extension orthogonal to the axis A-A' of longitudinal extension, between two opposite lateral edges, defined by the frame structure 3 and/or by edges sides of the upper face 4 of the platform 2. The width of the platform 2 along the direction B-B' of transverse extension is typically advantageously between 15 mm and 30 mm at the level of the zones 4A, 4B (identified schematically in dotted lines at the ) of the upper face 4 of the platform 2 intended to receive the feet of the user, so as to avoid - depending on the size of the user and the angular position of his feet - that the heel and tip of the feet or user's shoes do not protrude transversely by more than 3 cm beyond the side edges of the platform 2. For example, the width of the platform 2 may be between 20 cm and 28 cm so that the vehicle 1 is particularly well suited to a user whose shoe size is typically between about 20 cm and about 30 cm. This limits the risk of contact of the heel or the tip of the feet or the shoes of the user with the ground S, during the movement of the vehicle 1, when the platform 2 is laterally inclined along its axis A-A 'of longitudinal extension with respect to the average plane P2 of the ground S.

The vehicle 1 comprises a support assembly 8 of at least one front wheel 9, which is connected to the front end 6 of the platform 2, and a support assembly 10 of at least one rear wheel 11, which is respectively connected to the rear end 7 of the platform 2. As illustrated by example in the figures, the front wheel 9 support assembly 8 comprises a front frame 12 and at least one front arm 13 for fixing at least said front wheel 9. The front arm 13 and the front frame 12 are connected to each other by a front pivot 14 (or "front bearing") which allows the front wheel 9 to pivot relative to the front frame 12 according to an axis C-C' of pivoting which is orthogonal to an axis D-D' of rotation of the front wheel 9. The front wheel 9 of the vehicle 1 is therefore pivoting, directing. As in the embodiment illustrated in the figures, the front pivot 14 preferably comprises a first front pivot element 14A which is movable relative to the front frame 12, and the front arm 13 for fixing the front wheel 9 extends between a first end 13A at which the front arm 13 is secured to said first front pivot element 14A and an opposite second end 13B at which the front arm 13 is fixed to a hub 15 of the front wheel 9, for example to the using a nut. More preferably still, the front wheel 9 support assembly 8 comprises two front arms 13, which then advantageously form a fork 16 with said first front pivot element 14A.

In accordance with the invention, the front wheel 9 support assembly 8 is designed and configured so that, when the front 9 and rear 11 wheels are in contact with the ground S (as illustrated by example in FIGS. 1 and 4 in particular ),
- the axis C-C' of pivoting of the front wheel 9 is inclined with respect to the average plane P2 of the ground S, the orthogonal projection of the said axis C-C' of pivoting in a plane P3 orthogonal to the average plane P2 of the ground S forming with the said plane P2 mean of the ground S an angle α open towards the front of the vehicle 1,
- the front wheel 9 being in contact with the mean plane P2 of the ground S at a point 17 of contact which is offset towards the rear of the vehicle 1, by an offset distance d , with respect to a point 18 of intersection of the axis C-C' of pivoting with the average plane P2 of the ground S.

Assuming that the average plane P2 of the ground S is horizontal, the pivot axis C-C' of the front wheel 9 is therefore inclined with respect to the vertical towards the rear, from the top downwards and from the 'front to rear of the vehicle 1. The point 18 of intersection of the axis C-C' of pivoting with the ground S being located in front of the point 17 of contact of the front wheel 9 with the ground S, the front wheel 9 is thus self-steering. The inclination of the pivot axis C-C' of the front wheel 9 with respect to the average plane P2 of the ground S makes it possible to automatically return the front wheel 9 to an aligned position, or axial position, that is to say say in a plane parallel to the axis A-A' of longitudinal extension of the platform 2, when the vehicle 1 is in motion.

Advantageously, the vehicle 1 has no handlebar, rigid handle, or other similar rigid control member, on which the user would act or lean to guide the movement and the inclination of the vehicle 1. Thus, the change of direction of the vehicle 1 by pivoting of the front wheel 9 and the inclination (roll) of the platform 2, are controlled solely by the displacement by the user of his center of gravity, according to the posture of the user, as in the case of the classic practice of snowboarding (" snowboard ") or surfboard (" surfboard ") in particular. Furthermore, the support assembly 8 of the front wheel 9 does not have any mechanical means for automatically returning the front wheel 9 to the aligned position, such as for example one or more springs, the automatic return of the front wheel 9 to the aligned position operating only under the effect of the inclination of the pivot axis C-C' of the front wheel 9 and of said distance d of offset from the point 17 of contact of the front wheel 9 with the mean plane P2 of the ground S .

More specifically, the support assembly 8 of the front wheel 9 of the vehicle 1 according to the invention is designed and configured so that, when the front 9 and rear 11 wheels are in contact with the ground,
- said angle α of inclination of the pivot axis C-C' of the front wheel 9 has a value between 65° and 85° (± 1°), while
- said point 17 of contact of the front wheel 9 with the mean plane P2 of the ground S is offset towards the rear of the vehicle 1 by said offset distance d which is between 60 mm and 150 mm (± 1 mm) with respect to at said point 18 of intersection of the axis C-C' of pivoting with the average plane P2 of the ground S.

It has been observed that such a particular combination of angle value ranges α of inclination of the axis C-C' of pivoting and distance d of offset advantageously gives the vehicle 1 great stability in motion, and excellent responsiveness to changes in the user's posture. This particular suit is surprisingly particularly suited to reproducing trajectories, postures and sensations specific to the practice of snowboarding (" snowboarding ") on snowy ground, windsurfing (" kitesurfing "), surfboard (“ surfboard ”) or wakeboard (“ wakeboard ”) on water, in particular in terms of cut driving, practice consisting in taking a turn without skidding (or “ carving ” in English).

It has been observed that the aforementioned advantages of the vehicle 1 are further accentuated when the value of the angle α of inclination of the pivot axis C-C' of the front wheel 9 is more preferably between 70° and 85° (± 1°), while the offset distance d is preferably between 70 mm and 140 mm (± 1 mm), more preferably between 70 mm and 130 mm (± 1 mm), more preferably still between 70 mm and 120 mm (±1mm).

According to a variant, the support assembly 8 of the front wheel 9 is designed and configured so that said angle α of inclination of the axis C-C' of pivoting of the front wheel 9 with respect to the average plane P2 of the ground is preferentially between 70° and 75° (± 1°), said offset distance d being between 80 mm and 110 mm (± 1 mm), preferably between 90 mm and 110 mm (± 1 mm). For example, the angle α of inclination of the pivot axis C-C' of the front wheel 9 is equal to 73° (± 1°) and the offset distance d is equal to 100 mm (± 1°mm) . Such a combination of ranges of preferential values promotes in particular easy starting, very good stability and good reactivity of the vehicle 1 when moving, which is then particularly suitable for a novice user.

According to another variant, the support assembly 8 of the front wheel 9 is designed and configured so that said angle α of inclination of the axis C-C' of pivoting of the front wheel 9 with respect to the average plane P2 of the ground preferentially between 75° and 85° (± 1°), said offset distance d being between 80 mm and 110 mm (± 1 mm), preferably between 90 mm and 110 mm (± 1 mm). Compared to the variant above, such a combination of ranges of preferential values leads in particular to even greater reactivity, but to slightly less stability. The vehicle 1 is then particularly suitable for an experienced user. According to a first advantageous example, the angle α of inclination of the pivot axis C-C' of the front wheel 9 is equal to 77° (± 1°) and the offset distance d is equal to 100 mm (± 1 °mm) (experienced user). According to a second advantageous example, the angle α of inclination of the pivot axis C-C' of the front wheel 9 is equal to 81° (± 1°) and the offset distance d is equal to 100 mm (± 1 °mm) (even more experienced user).

According to an advantageous variant, implemented in the embodiment illustrated in the figures, the support assembly 8 of the front wheel 9 is removably connected to the platform 2. The support assembly 8 of the front wheel 9 can thus be separated from the platform 2 by the user, for example with a view to ensuring maintenance or repair of the support assembly 8 of the front wheel 9, or even to replace the support assembly 8 of the front wheel 9 by a other. This in particular allows a user to start using the vehicle 1 with a front wheel support assembly suitable for a beginner user profile, then to exchange this front wheel support assembly with another front wheel support assembly , adapted this time to a more experienced user profile. The vehicle 1 is thus advantageously upgradable. As such, the support assembly 8 of the front wheel 9 can, for example, be removably connected to the platform 2 by screwing or even using a removable fixing pin. Alternatively, the support assembly 8 of the front wheel 9 can be connected to the platform 2 in an irremovable, definitive manner (in normal use of the vehicle), for example by welding or even by continuity of material, the front frame 12 typically forming a one and the same part with a structural element of the platform 2. Conversely, the support assembly 10 of the rear wheel 11 can be connected to the platform 2 in a removable manner, or on the contrary in an irremovably, definitive manner.

Preferably, the support assembly 8 of the front wheel 9 is designed and configured to allow the pivoting of the front wheel 9 with respect to the front frame 12, along said pivot axis C-C′, in a lower bounded predetermined angular range. 360°. Thus, the front wheel 9 cannot pivot 360° along said pivot axis C-C', but only within a restricted angular range, open towards the rear of the vehicle 1. Advantageously defined by two opposite extreme angular abutment positions, said predetermined angular range is preferably between 170° and 90° (± 1°), and even more preferably between 160° and 120° (± 1°), and for example 160° (± 1°). Thus, the front wheel 9 is advantageously free to pivot along the axis C-C' of pivoting from 45° to 85° (± 1°), more advantageously from 60° and 80° (± 1°), and for example of 66° (± 1°), on either side of its aligned position, or axial position, in which the front wheel 9 is oriented in a plane parallel to the axis A-A' of longitudinal extension of the platform 2, as illustrated by example in the figures. This advantageously makes it possible to define an optimal turning radius, relatively small and therefore favorable to the maneuverability of the vehicle, in particular at low speed, while limiting the risk of accident linked to a positioning of the front wheel 9 according to a pivot angle too large with respect to the axis A-A' of longitudinal extension of the platform 2. When the vehicle 1 is moving, the front wheel 8 is capable of pivoting according to the inclination of the platform 2 around its axis A -A' of longitudinal extension and disturbances on the ground S (root, pebbles, pothole, etc.). The pivoting of the front wheel 8 advantageously has the effect of absorbing these disturbances. When the vehicle 1 encounters a bump, for example, the front wheel 9 can pivot and no longer be in contact with the ground S. The fact of limiting the pivoting capacity of the front wheel 9 to the angular range then makes it possible to facilitate the return of the front wheel 9 in the axial position, once the contact of the front wheel 9 with the ground S found.

Advantageously, the front arm 13 for fixing the front wheel 9 extends longitudinally, between said first end 13A at which the front arm 13 is secured to the first front pivot element 14A movable relative to the front frame 12 and said second opposite end 13B at the level of which the front arm 13 is fixed to the hub 15 of the front wheel 9, along an axis E-E' of longitudinal extension which forms, with the axis C-C' of pivoting of the front wheel 9, an angle β of between 22° and 42° (± 1°), preferably of between 27° and 42° (± 1°), more preferably of between 27° and 32° (± 1°), and for example equal to 30° (± 1°). Typically, the angle β can advantageously be between 22° and 42° when the angle α of inclination of the pivot axis C-C' of the front wheel 9 is between 65° and 85°, advantageously between 27° and 42° when the angle α of inclination is between 70° and 85°, and advantageously between 27° and 32° when the angle α of inclination is between 70° and 75°. For example, the angle β can advantageously be equal to 30° (± 1°), when the angle α of inclination is equal to 73° (± 1°). This advantageously makes it possible to simplify the design of the support element 8 of the front wheel 9, and to reduce its bulk.

Even more advantageously, said first front pivot element 14A comprises an offset portion 19 via which said front arm 13, and preferably each of the two front arms 13, is secured to said first front pivot element 14A at a point connection of the first end 13A of the front arm 13 to said offset portion 19 which is offset rearwards with respect to the pivot axis C-C' of the front wheel 9. For example, as in the mode of embodiment illustrated in the figures, said offset portion 19 may be formed of a lug or a plate, which extends radially with respect to the axis C-C' of pivoting, and which has two opposite faces to which are respectively the first ends 13A of the arms 13 are connected. The implementation of such an offset portion 19 advantageously contributes in particular to simplifying the design of the support element 8 of the front wheel 9, and to reducing its bulk.

As in the embodiment illustrated in the figures, the front pivot 14 can advantageously comprise a second pivot element 14B, which is immobile relative to the front frame 12. Typically, the second pivot element 14B forms a tubular part within which the first pivot element 14A is rotatably mounted along said pivot axis C-C', for example via bearings. As in the example illustrated in the figures, a tubular wall of the second pivot element 14B can then be provided with a window 20, through which the offset portion 19 of the first front pivot element 14A extends. The radial width of the window 20 can thus advantageously define the predetermined bounded angular range mentioned above, the window 20 being delimited by two opposite axial edges, interconnected by two radial edges, and against which the faces of the portion 19 of offset of the first front pivot element 14A can respectively come into abutment when the front wheel 9 pivots along said pivot axis C-C', so as to thus define said opposite extreme angular abutment positions. The front pivot 14 is thus of particularly simple, compact and robust design.

Preferably, the vehicle 1 comprises a single and unique front wheel 9, which is supported by the support assembly 8 of the front wheel 9. Preferably, the vehicle 1 comprises a single and unique rear wheel 11, which is supported by the support assembly 10 of the front wheel 11. Even more preferably, the vehicle 1 comprises only two wheels 8, 11, namely a single and unique front wheel 9 and a single and unique rear wheel 11, which front wheel 9 and rear wheels 11 are then arranged in line, in tandem, along the axis A-A' of longitudinal extension of the platform 2, as in the embodiment illustrated in the figures. The vehicle 1 is therefore advantageously a so-called “single-track” vehicle.

According to a variant, said at least one rear wheel 11 of vehicle 1 is non-directional, that is to say non-pivoting. Thus, only the front wheel(s) 9, and preferably only the single front wheel 9, is directional, which makes the vehicle 1 more particularly capable of reproducing the characteristics and sensations of cut driving (“ carving ”), such as these can usually be felt during the practice of snowboarding in particular. The axis F-F' of rotation of the rear wheel 11 is fixed, advantageously orthogonal to the axis A-A' of longitudinal extension of the platform 2. As in the embodiment illustrated in the figures, the wheel support element 10 11 may comprise a rear frame 21, and at least one rear arm or a rear plate 22 (and even more advantageously a pair of arms or rear plates) for fixing at least said rear wheel 11, said rear arm or said plate rear 22 and said rear frame 21 then being, according to this variant, secured to each other immobile with respect to each other.

According to an alternative variant (not illustrated), said at least one rear wheel 11 of the vehicle 1 could be directional on the contrary, and therefore itself also swiveling, so that the vehicle 1 thus reproduces at best both trajectories, postures and sensations of cut driving (“ carving ”) than skidding, without the front 9 and rear 11 wheels actually skidding. According to this variant, the rear wheel 11 support assembly 10 then advantageously comprises a rear frame and at least one rear arm or a rear mounting plate for at least said rear wheel 11, said rear arm or said rear plate and said rear frame then being connected by a rear pivot which allows rear wheel 11 to pivot relative to the rear frame along a pivot axis orthogonal to the axis of rotation F-F' of rear wheel 11.

Advantageously, the vehicle 1 is designed and configured so that the extension plane P1 of the upper face 4 of the platform 2 is advantageously arranged at an average height h of the average plane P2 of the ground S, considered along the axis A-A' of longitudinal extension of the platform 2, which is between 150 mm and mm (± 1 mm), when the front 9 and rear 11 wheels of the vehicle 1 are in contact with the ground S. This makes it possible to maintain the centers of gravity of the vehicle 1 and of the user closer to the ground S, and thus further improve the stability and maneuverability of the vehicle 1.

As in the embodiment illustrated in the figures, the front pivot 14 of the support assembly 8 of the front wheel 9 is preferably arranged in front of and above the axis D-D' of rotation of the front wheel 9, which makes it possible to improve the crossing capacity of the vehicle 1, by limiting the risk that the front pivot 14 abuts against obstacles on the ground upstream of the front wheel 9 when the vehicle 1 is moving on uneven, uneven ground S. The vehicle 1 is thus advantageously compatible with “all-terrain” use, on varied soils. Such an arrangement of the front pivot 14 also facilitates the design and manufacture of the support assembly 8 of the front wheel 9 of the vehicle 1. Advantageously, as illustrated in the figures, the front pivot 14 may have a lower end 23 free , which is arranged at a distance of at the apex of a plane including the axis D-D' of rotation of the front wheel 9 and parallel to the mean plane P2 of the ground S, said distance of being advantageously between 10 mm and 150 mm (± 1 mm), and for example equal to 69 mm (± 1 mm). Still in order to improve the crossing capacity of the vehicle 1, without however harming its performance in terms of stability and maneuverability, the vehicle 1 and in particular its platform 2 of the latter, has a ground clearance, considered according to the 'axis A-A' of longitudinal extension of the platform 2, which is advantageously between 100 mm and 250 mm (± 1 mm). As in the embodiment illustrated in the figures, the platform 2 can advantageously comprise a lower plate 24, monolithic or formed from a plurality of distinct lower plate portions, which is fixed under the frame structure 3 and of which a lower surface forms thus an underside of the platform 2. Said lower plate 24 thus advantageously forms a protective casing for the chassis structure 3. Advantageously, the lower surface of the lower plate 24 is substantially planar, smooth, in order to allow the platform 2 to slip or rub without difficulty on bumps, for example, in the event of contact with the ground S. The lower plate 24 is therefore advantageously devoid of screw or rivet welding protruding from said lower surface.

As illustrated in the figures, the vehicle 1 can be designed and configured so that the plane P1 of extension of the upper face 4 of the platform 2 is advantageously arranged above the axes D-D', F-F' of rotation front 9 and rear 11 wheels. The latter are therefore arranged between the ground S and the plane P1 of extension of the upper face 4 of the platform 2. However, according to a variant not shown, the vehicle 1 could be advantageously designed and configured so that the extension plane P1 of the upper face 4 of the platform 2 is arranged below the axes D-D', F-F' of rotation of the front 9 and rear 11 wheels. further the stability of the vehicle 1. A good ground clearance, as mentioned above, could then be advantageously maintained by adequately sizing the thickness of the platform 2 and/or the diameter of the front 9 and rear 11 wheels, for example .

The front 9 and rear 11 wheels typically each comprise a rim or a wheel body, and a tire 25, 26 mounted on the rim or the wheel body. Preferably, the tire 25, 26 of each of the front 9 and rear 11 wheels is a pneumatic tire (or “tyre”), with or without an inner tube. Less advantageously in terms of comfort in particular, the tire 25, 26 of the front 9 and rear 11 wheels could, on the contrary, be a solid tire (so-called “puncture-proof” or “puncture-proof” wheels), made of elastomeric material for example. . In order to obtain an excellent compromise between comfort and robustness, the tire 25, 26 of the front 9 and rear 11 wheels could advantageously be a tire with an internal honeycomb structure (“semi-full” tire). The choice of the diameter of the front 9 and rear 11 wheels has an impact on the ability of the vehicle 1 to move easily on uneven ground S, not perfectly flat, such as natural ground. Furthermore, the choice of a relatively large front 9 and rear 11 wheel diameter, in comparison with the typical diameter of skateboard wheels or roller skates, contributes to improving the stability of the vehicle 1. It is nevertheless preferable that the diameter of front 9 and rear 11 wheels are not too large, so as not to impair the maneuverability of the vehicle 1 and to maintain a relatively low center of gravity. This is why the front 9 and rear 11 wheels of the vehicle 1 preferably have a diameter (external diameter, tire included) at least equal to 150 mm (i.e. approximately 6 inches), preferably between 150 mm and 400 mm, and more preferably comprised between 250 mm (ie approximately 10 inches) and 350 mm (ie approximately 14 inches), and for example equal to 304.8 mm (ie 12 inches). Advantageously, the front 9 and rear 11 wheels have identical diameters. The front 9 and rear 11 wheels have a tread width (part of the tire 25, 26 intended to come into contact with the ground S) which is preferably between 50 mm and 150 mm, more preferably between 50 mm and 90 mm, and for example equal to approximately 63.5 mm (i.e. approximately 2.5 inches), which allows optimal contact of the vehicle 1 with the ground S, even when the front 9 and rear 11 wheels are strongly inclined with respect to to the average plane P2 of the ground S when the vehicle 1 describes a bend for example.

As in the embodiment illustrated in Figures 1 to 7, the support assembly 8 of the front wheel 9 can advantageously be pivotably connected to the front end 6 of the platform 2, along a pivot axis advantageously orthogonal to the 'axis A-A' of longitudinal extension of the platform 2, between a front rest position (illustrated in the figures) and at least one deformed front position (not shown), and the vehicle 1 can then comprise a front return member 27 (or front suspension member), such as a compression spring damper, to automatically return the support assembly 8 of front wheel 9 to said front rest position. The support assembly 8 of the front wheel 9 is then mechanically connected to the platform 2 via the front frame 12 on the one hand via a front pivot connection 28 and, on the other hand, via the front return member 27. The front rest position then advantageously corresponds to a static position, off-load, which the support assembly 8 of the front wheel 9 tends to occupy automatically, in particular when stationary and in the absence of user or any other load applied to platform 2 of vehicle 1 (FIGS. 1 and 4 in particular). In this case, the ranges of values mentioned above of the angle α of inclination of the pivot axis C-C' of the front wheel 9 with respect to the average plane P2 of the ground S, advantageously correspond to an intermediate position at said front rest position and deformed front position, which the support assembly 8 of the front wheel 9 occupies when the vehicle 1 is laden under the weight of the user in position with both feet on the platform 2. The front member of reminder 27 can advantageously be designed and configured to take account of the weight of the user. For example, the front return member 27 may be a compression spring damper whose piston stroke is adjustable to adapt the vehicle 1 to the weight of the user.

Alternatively, or additionally as in the embodiment illustrated in the figures, the support assembly 10 of the rear wheel 11 can advantageously be pivotably connected to the rear end 7 of the platform 2, along a pivot axis advantageously orthogonal to the axis A-A' of longitudinal extension of the platform 2, between a rear rest position (illustrated in the figures) and at least one deformed rear position (not illustrated), and the vehicle 1 can then comprise a member return rear 29 (or rear suspension member), such as a compression spring shock absorber, to automatically return the rear wheel support assembly 10 to said rear rest position. The support assembly 10 of the rear wheel 11 is then mechanically connected to the platform 2 on the one hand via a rear pivot connection 30 and, on the other hand, via the rear member of reminder 29. The rear rest position then advantageously corresponds to a static position, unloaded, which the support assembly 10 of the rear wheel 11 tends to automatically occupy, in particular when stationary and in the absence of a user or any other load applied to the platform 2 of the vehicle 1 (FIGS. 1 and 4 in particular).

The support assembly 8 for the front wheel 9 and/or the support assembly 10 for the rear wheel 11 is (are) thus advantageously mounted "in suspension" with respect to the platform 2, which makes it possible to dampen shocks and vibrations when the vehicle 1 evolves on uneven, uneven ground, or when the user performs jumps or other acrobatic figures using the vehicle 1. This contributes in particular to making the use of the vehicle 1 particularly comfortable on all pitch. In addition, the implementation of such front suspension member(s) and/or rear suspension member advantageously contributes to ensuring optimum maintenance of contact between the vehicle 1 and the ground S when the vehicle is moving on uneven S soil. In fact, the front suspension member and/or the rear suspension member then makes it possible to "push back" the front wheel 9 and/or the rear wheel 11 into the hollows of the ground S so as to maintain good grip on the ground S.

Alternatively, as alternatively illustrated in , the vehicle 1 may be devoid, on the contrary, of a front pivot connection 29, of a rear pivot connection 30, of a front return member 27 and of a rear return member 29. In this variant, the support assembly 8 of front wheel 9 and the rear wheel 11 support assembly 10 are then fixedly connected to the front end 6 of the platform 2 and to the rear end 7 of the platform 2 respectively, removably or not, as already envisaged previously. For example, the support assembly 8 of the front wheel 9 and the support assembly 10 of the rear wheel 11 can be fixedly connected to the platform 2 in a non-removable manner, the front frame 12, the rear frame 21 and the (or the rear arm (or plate(s)) 22 then advantageously forming a single and same mechanical sub-assembly with the frame structure 3 of the platform 2. Of simpler, more robust and less expensive design, this variant is more particularly advantageous in the case where the vehicle 1 is intended for use in an urban environment, on a substantially flat ground S.

Advantageously, the vehicle 1 comprises a system for fixing the user's feet to the platform 2. The fixing system typically comprises two fixing members 31A, 31B for the feet (or "toe clips"), respectively to fix (Or at the very least retain in contact with the platform 2) one and the other of the user's feet. The fixing system is preferably adjustable so as to be able to adjust the distance which separates the two fixing members 31A, 31B from the feet (or " stance ") along the axis A-A' of longitudinal extension of the platform 2 and/or the 'angular orientation of each of the user's feet with respect to said axis A-A' of longitudinal extension. Advantageously, the foot attachment system is designed and configured to allow adjustment of the spacing of the two attachment members 31A, 31B of the feet by 0.29 times the size expressed in centimeters for a male user and by 0.27 times the height expressed in centimeters for a female user. As such, the foot fixing system can comprise several sets of different inserts, arranged in the upper face 4 of the platform 2 and intended to receive screws for fixing the fixing members 31A, 31B of the feet. To the , the user's feet are shown schematically with their toes facing each other, inward. Preferably, however, the foot attachment system is provided to allow attachment of the feet with their points facing outwards (or "duck"). Alternatively, or preferably additionally, the fastening system is preferably adjustable in height relative to the upper face 4 of the platform 2, so as to adapt to different kicks and/or shoe thicknesses. The foot attachment system thus allows the user in particular to maneuver the vehicle 1 more easily and precisely, and also facilitates the realization of jumps and acrobatic figures by the user.

Preferably, the vehicle 1 comprises a braking system 32 of the rear wheel(s) at least. For example, as in the embodiment illustrated in the figures, the braking system 32 can be a hydraulic disc brake system, advantageously controllable manually by the user using a manual brake lever (not illustrated) connected by a hose (not shown) to a piston-carrying caliper 33 provided for pressing the brake pads into contact against a brake disc 34 secured to the rear wheel 11. Such a hydraulic disc brake system allows powerful braking, progressive and easy to dose by the user.

Optionally, the vehicle 1 can be provided with a propulsion engine 35 . The vehicle 1 can thus move even on a substantially horizontal plane ground S, and this without the need for human propulsion, for example by taking support of a foot of the user on the ground S. In this case, it could be envisaged that the extension plane P1 is inclined obliquely forwards with respect to the average plane P2 of the ground S, in particular when the vehicle 1 is stationary in a position of equilibrium, with its wheels 9, 11 in contact with the ground S, so as to compensate for the thrust force of the motor 35 and to maintain a strong, marked support of the front foot of the user on the platform 2. Preferably, it is a electric propulsion motor 35, in particular to limit the pollution and noise generated by the vehicle 1. Preferably, as in the embodiment illustrated in the figures, the propulsion motor 35 of the vehicle 1 can be a motor arranged in, or constituting a hub 36 of the rear wheel 11 of the vehicle 1 (“hub motor”). This makes it possible in particular to reduce the size of the vehicle 1 ( ), and to avoid the implementation of a transmission system (chain, belt, etc. between the motor and the rear wheel 11. The vehicle 1 is therefore less noisy in use, of less complex design and less costly, and its maintenance is easier and less costly.Advantageously, the electric motor 35 can be a direct current brushless motor.Advantageously, the propulsion motor 35 is chosen from a power between 250 W and 8000 W, and for example 1500 W, so as to be powerful enough to allow the user to go uphill with the vehicle 1.

As in the embodiment illustrated in the figures, the platform 2 can advantageously comprise an interior housing 37, provided within the frame structure 3, and within which is arranged an electric battery 38 for supplying the propulsion motor, as well as an electronic controller 39 for electric motor ( ). Preferably, the electric battery 38 is then arranged in a removable manner within the interior housing 37, and the upper plate 5 (or at least a portion of the latter) is advantageously fixed in a removable manner to the frame structure 3 (for example , by one or more quarter-turn screws), so as to allow the user to access the interior housing 37 and the electric battery 38 housed in the latter. Advantageously, the vehicle 1 can be provided with external port(s) 40 connected to the electronic controller 39 of the electric propulsion motor 35 and to which a manual wired control (not shown) can be connected, to allow the user to control the engine 35 and the speed of movement of the vehicle 1.

Advantageously, the vehicle 1 has a total mass (excluding the user) of between 9 kg and 25 kg, and for example approximately 18 kg. Such a total mass makes it possible to confer on the vehicle 1 great stability in movement, and in particular at high speed, without impairing the maneuverability of the vehicle 1. It also makes it possible to facilitate the transport of the vehicle 1 by hand and its storage.

Optionally, the front pivot 14 can advantageously be provided with a protective element 41 (or “bumper”) of the front pivot 14 against shocks, made of an elastic material, for example elastomer. As in the example illustrated in the figures, said protective element 41 against shocks can advantageously form a protective envelope which covers at least one front face of the front pivot 14, and in particular the second pivot element 14B, so as to dampen shocks that could occur between the front pivot 14 and any obstacle upstream of the vehicle 1.

Optionally, as illustrated by example in the figures, the vehicle 1 can comprise a retractable stand 42 (or “parking stand”). Preferably, the crutch 42 is an automatic crutch, that is to say designed and configured to retract automatically, once the vehicle 1 is moving. Such a crutch 42 makes it possible in particular to keep the vehicle 1 immobile when it is not in use. The implementation of such a crutch 42 also advantageously facilitates the starting of the vehicle 1, in particular on a substantially horizontal ground S and / or in the case where the vehicle 1 is provided with a propulsion engine 35 as envisaged above. -above. In fact, for a beginner user for example, it can be tricky when starting (and therefore at zero or very low speed) to position both feet on the platform 2 without losing their balance, in particular when the vehicle 1 does not comprises only one front wheel 9 and one rear wheel 11. The connection of the crutch 42 to the ground S at start-up thus allows the user to position his feet and find his balance more easily, before the vehicle 1 is set in motion. Advantageously, the crutch 42 can be removably mounted, so as to allow the user to separate the crutch 42 from the rest of the vehicle 1, when he no longer needs it in practice, and typically when the user is sufficiently comfortable when starting the vehicle 1.

Claims (15)

Vehicle (1) of the skateboard type comprising a platform (2) intended to receive the feet of a user and extending longitudinally between a front end (6) to which is connected a support assembly (8) of at at least one front wheel (9), and an opposite rear end (7) to which is connected a support assembly (10) of at least one rear wheel (11), characterized in that said wheel support assembly (8) front (9) comprises a front frame (12) and at least one front arm (13) for fixing at least said front wheel (9), said front arm (13) and said front frame (12) being connected by a front pivot (14) which allows the front wheel (9) to pivot relative to the front frame (12) along a pivot axis (C-C') orthogonal to a rotation axis (D-D') of the wheel front wheel (9), said front wheel (9) support assembly (8) being designed and configured so that, when the front (9) and rear (11) wheels are in contact with the ground (S),

• the pivot axis (C-C') of the front wheel (9) is inclined with respect to an average plane (P2) of the ground (S), the orthogonal projection of the said pivot axis (CC) in a plane (P3 ) orthogonal to the mean plane (P2) of the ground (S) forming with said mean plane (P2) of the ground (S) an angle (α) open towards the front of the vehicle (1) of a value between 65° and 85°,
• the front wheel (9) being in contact with the mean plane (P2) of the ground (S) at a point (17) of contact which is offset towards the rear of the vehicle (1) by an offset distance (d) between 60 mm and 150 mm with respect to a point (18) of intersection of the pivot axis (C-C') with the mean plane (P2) of the ground (S).

Vehicle (1) according to the preceding claim, characterized in that the angle (α) of inclination of the axis (C-C') of pivoting of the front wheel (9) with respect to the mean plane (P2) of the ground (S) is between 70° and 85°, while the offset distance (d) is preferably between 70 mm and 140 mm, more preferably between 70 mm and 130 mm, more preferably still between 70 mm and 120mm. Vehicle (1) according to the preceding claim, characterized in that the angle (α) of inclination of the axis (C-C') of pivoting of the front wheel (9) with respect to the mean plane (P2) of the ground (S) is between 70° and 75°, said offset distance (d) being between 80 mm and 110 mm, preferably between 90 mm and 110 mm. Vehicle (1) according to Claim 2, characterized in that the angle (α) of inclination of the axis (C-C') of pivoting of the front wheel (9) with respect to the mean plane (P2) of the ground (S) is between 75° and 85°, said offset distance (d) being between 80 mm and 110 mm, preferably between 90 mm and 110 mm. Vehicle (1) according to any one of the preceding claims, characterized in that the front wheel (9) support assembly (8) is removably connected to the platform (2). Vehicle (1) according to any one of the preceding claims, characterized in that the front pivot (14) comprises a first front pivot element (14A) movable relative to the front frame (12), the said arm (13) for fixing of the front wheel (9) extending longitudinally, between a first end (13A) at the level of which the arm (13) is secured to the said first front pivot element (14A) and a second end (13B) opposite at the level of which the arm (13) is fixed to a hub (15) of the front wheel (9), along an axis (E-E') of extension which forms with the axis (C-C') of pivoting of the front wheel an angle (β) comprised between 22° and 42°, and preferably comprised between 27° and 42°. Vehicle (1) according to the preceding claim, characterized in that said first front pivot element (14A) comprises an offset portion (19) by means of which said front arm (13) is secured to said first front pivot element (14A) at a point of connection of the first end (13A) of the front arm (13) to said offset portion (19) which is offset rearward with respect to the axis (C-C') of pivoting of the front wheel (9). Vehicle (1) according to any one of the preceding claims, characterized in that the said front pivot (14) is arranged in front of and above the axis (D-D') of rotation of the front wheel (9) . Vehicle (1) according to any one of the preceding claims, characterized in that it comprises a single and unique front wheel (9). Vehicle (1) according to any one of the preceding claims, characterized in that it comprises a single and unique rear wheel (11). Vehicle (1) according to claims 9 and 10, characterized in that said front (9) and rear (11) wheels are arranged in line along an axis (A-A') of longitudinal extension of the platform (2). Vehicle (1) according to any one of the preceding claims, characterized in that the said at least one rear wheel (11) is non-directional. Vehicle (1) according to any one of Claims 1 to 11, characterized in that the said at least one rear wheel (11) is directional. Vehicle (1) according to any one of the preceding claims, characterized in that the front (9) and rear (11) wheels have a diameter at least equal to 150 mm, preferably between 150 mm and 400 mm, and of preferably still between 250 mm and 350 mm. Vehicle (1) according to any one of the preceding claims, characterized in that it is provided with a propulsion motor (35), preferably electric.