US20020125659A1 - Steering and braking in-line skate or roller ski - Google Patents

Steering and braking in-line skate or roller ski Download PDF

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Publication number
US20020125659A1
US20020125659A1 US09/849,440 US84944001A US2002125659A1 US 20020125659 A1 US20020125659 A1 US 20020125659A1 US 84944001 A US84944001 A US 84944001A US 2002125659 A1 US2002125659 A1 US 2002125659A1
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United States
Prior art keywords
wheel
chassis
assembly
steering
user
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Abandoned
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US09/849,440
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English (en)
Inventor
James Page
Mark Batho
Matthew Page
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Individual
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Individual
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Publication date
Priority claimed from US09/187,627 external-priority patent/US6241264B1/en
Application filed by Individual filed Critical Individual
Priority to US09/849,440 priority Critical patent/US20020125659A1/en
Priority to PCT/US2001/044724 priority patent/WO2002043821A2/fr
Publication of US20020125659A1 publication Critical patent/US20020125659A1/en
Abandoned legal-status Critical Current

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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
    • A63C17/22—Wheels for roller skates
    • 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
    • A63C17/045—Roller skis
    • 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
    • A63C17/061—Roller skates; Skate-boards with wheels arranged otherwise than in two pairs single-track type with relative movement of sub-parts on the chassis
    • A63C17/064—Roller skates; Skate-boards with wheels arranged otherwise than in two pairs single-track type with relative movement of sub-parts on the chassis comprising steered wheels, i.e. wheels supported on a vertical axis
    • 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
    • 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
    • A63C17/16—Roller skates; Skate-boards for use on specially shaped or arranged runways
    • 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
    • A63C2017/1481—Leg or ankle operated

Definitions

  • the invention pertains to wheeled recreational devices such as skates, land skis and skate boards.
  • roller skates Many wheeled devices have been invented with varying degrees of public acceptance and popularity. Some of the most widely known are for sport and recreation, such as roller skates. Although very functional and popular, roller skates steer using a bulky mechanism which requires wheels to be in pairs. This allows them to have a certain degree of stability as well as steerability, but makes them heavier than ideal, and limits their overall performance in terms of speed, handling, and the range of terrain on which they may be used.
  • U.S. Pat. No. 4,382,605 to Hegna, 1983 relies on a chassis comprised of multitude of flexible members which bend and result in steering when the user's weight is shifted. This is complex from a manufacturing standpoint, and potentially unwieldy when used on a foot mounted device such as an in-line skate, roller ski, or the like.
  • U.S. Pat. No. 4,138,127 to Kimmell and Stansbury, 1979 describes a mechanism which uses cradle members to provide steering action to wheels of an in-line wheeled device.
  • These cradle members also require a load bearing frame structure which extends to the side of the wheel away from where the user's weight is principally applied in order to create a pivot with the cradle; for example, for a front wheel, the frame must extend beyond the front of the wheel even though the user's weight is primarily located behind the front wheel.
  • this type of mechanism would require a potentially unwieldy frame structure, similar to those described above.
  • a steerable wheel mechanism for a sports device that according to one aspect of the invention, includes a wheel, a wheel bearing, and a wheel support which is pivotally connected to a chassis by a pivot assembly substantially contained within the contour of, or centered inside the wheel, and configured to provide improved, weight responsive maneuverability with a compact mechanism.
  • a damping and centering force mechanism internal to the chassis of the sports device may be used in conjunction with the steerable wheel mechanism to provide improved handling, and includes a damper housing incorporated in the chassis, a damping piston, and optionally a centering force element such as a spring or elastomeric member.
  • the damping piston may be a spherical member, and the assembly may employ air as the damping fluid.
  • each device includes two or more wheels and a chassis having a primary structural member that runs along one side of the foot to provide strength, steering and ground clearance, simplicity, light weight, and ease of manufacture.
  • a brake mechanism may be actuated by the user's boot, and preferably brakes the rear wheel.
  • a braking system is provided on a sports device, e.g., on an in-line skate, skateboard, land ski or the like, including a brake linkage that extends between footwear, such as a boot, and a brake actuator assembly such as a cam or an hydraulic cylinder.
  • the linkage which may include a cable, pulls (or pushes) the actuator when the user's foot adopts a stance for braking, so that the user is automatically positioned in a stable posture as braking takes effect and deceleration occurs.
  • the linkage has an end connector that connects to the user's boot, or to a tensile element (such as a strap) that distributes force over the boot and is positioned to apply a high force, and undergo a displacement when the requisite stance is assumed by the user.
  • the end connector may include a ratcheting mechanism, that allows the linkage length or tightness to be quickly set (e.g., when a user dons the skates) by insertion of a mating part (such as the strap) in the end connector.
  • a further fine tension adjustment may be provided at the other end of the linkage. Such further adjustment may be a mechanism similar to a bicycle brake cable adjustment mechanism, or to a clutch cable tension adjustment mechanism.
  • the brake may be a disk brake mounted within the confine of, and protected against impact and debris by, a dished wheel hub of a wheel assembly, which is preferably the rear wheel, of the recreational device.
  • the disk may be bolted to the hub, and run within a caliper mounted on the body or chassis of the device.
  • One or more brake pads held by the caliper are pressed by an actuation mechanism actuated by the linkage.
  • the actuation mechanism may be a levered press arm, such as a pivoted caliper arm or pair of pincher arms, or a camming arm, that itself may also be positioned largely within the wheel contour, and may, for example move about a pivot shaft.
  • the actuation member may be a hydraulic actuation member, in which case the caliper may contain one or more hydraulic pistons, or a single piston acting between two movable arms, and the linkage may connect to a plunger or actuator mechanism of a hydraulic cylinder, e.g., a master cylinder, that is fluidically coupled to the braking cylinder.
  • a hydraulic cylinder e.g., a master cylinder
  • the linkage preferably connects to the user's boot, skate or shoe such that as the user shifts weight toward the heel, or tilts the shin backward, the linkage pulls or pushes to actuate the brake assembly.
  • the linkage may be, or may include, a lever, a plunger or a suitable link connected to a lever or plunger, that is actuated by leaning the boot backwards. This may be attached to an upper cuff of the boot that moves downwards as the user leans backwards, causing a plunger to depress a hydraulic actuation cylinder.
  • the actuation cylinder may be mounted on the lower portion of the boot, behind the user's heel.
  • One or more adjustable screw assemblies may be provided to move either the hydraulic cylinder or the plunger so as to modulate or set the activation angle of the cuff that will initiate braking. Such adjustment correspond to the free-play adjustment of a conventional (e.g., vehicular) hydraulic master cylinder.
  • the braking assembly may utilize a drum brake instead of a disk.
  • the drum or frictional contact surface may attach to the wheel hub, or may be integrally formed in the wheel hub, for example by steel inserts in a generally cylindrical surface of a cast or molded wheel hub assembly.
  • a brake shoe assembly attaches to the chassis, and linkage mechanisms of any of the types discussed above may be employed, with their geometry suitable adapted, to expand the shoes outward (against an internal drum surface) or to tighten the shoe assembly radially inward (when it is to bear against an outer surface of a drum or shaft/collar) to effect braking of the wheel.
  • FIGS. 1A to 1 C show prior art sporting devices either with a conventional steering mechanism or no steering mechanism, depending on the device.
  • FIG. 1A shows a typical roller ski without steering.
  • FIG. 1B shows an all terrain in line skate without a steering mechanism, which is typical.
  • FIG. 1C shows a land surfing device.
  • FIGS. 2A to 2 C show the preferred embodiment of a ski/skate sporting device configured with the steering, damping, and centering force mechanisms of the present invention.
  • the wheel being steered is the front wheel, and a damping/centering force mechanism is coupled with the steering mechanism.
  • the illustrated device is configured for a left foot.
  • FIG. 2A shows an isometric view.
  • FIG. 2B shows a right side view.
  • FIG. 2C shows a left side view.
  • FIGS. 3A to 3 F show various aspects of the preferred embodiment of a steering mechanism with steering bearings contained within the perimeter of the wheel being steered. These Figs show the mechanism as it applies to a front wheel of a sporting device.
  • FIG. 3A shows an isometric view of the steering mechanism connected to the wheel that it steers.
  • FIG. 3B shows a sectioned view of this mechanism to illustrate the interconnection of the parts.
  • FIG. 3C shows a top view with part of the wheel removed for clarity.
  • FIG. 3D shows a right side view including the relationship between the steering axis and the tire patch.
  • FIG. 3E shows a top view with the mechanism in a left turn configuration.
  • FIG. 3F shows a top view with the mechanism in a right turn configuration.
  • FIG. 3G shows an isometric view of a sporting device with the preferred mechanism configured to steer the rear wheel.
  • FIG. 4 shows an isometric view of a damping and centering force mechanism integrated with the chassis of a sporting device. Part of the chassis has been cut away to show the damper elements.
  • FIG. 5 shows an isometric view of the steering mechanism coupled with the damping and centering force mechanism and integrated with part of the chassis of a sporting device. This view shows part of the chassis cut away to show the arrangement of the internal components.
  • FIGS. 6 A- 6 C show an alternate embodiment of the steering mechanism coupled with an alternate embodiment of the damping and centering force mechanism.
  • FIGS. 7A and 7B show views of a sporting device employing the damping mechanism as a suspension means for the chassis of the device.
  • FIG. 7A shows the whole sporting device
  • FIG. 7B shows a partial view of the chassis with a cutaway to show the details of the internal damping and centering force mechanism.
  • This figure also shows an optional restoring force means similar to the steering centering force means of FIG. 5.
  • FIG. 7C illustrates a flex member steering pivot assembly useful in another embodiment of applicant's steerable wheel recreation device.
  • FIG. 8 illustrates a sporting device of the invention having a wheel brake coupled to the user.
  • FIG. 9 illustrates a detail of one coupling mechanism suitable for the device of FIG. 8.
  • FIGS. 10 A- 10 C illustrate a cable-actuated brake caliper mechanism used in a wheeled sporting device of the invention.
  • FIGS. 11 a and 11 b illustrate an embodiment having a flexure steering assembly
  • FIGS. 11C and 11D illustrate an embodiment having an elastomeric steering assembly.
  • a tire 10 a tire 10 , wheel 11 , damper sealing boot 12 , wheel bearing assembly 13 , wheel support assembly 14 , kingpin 15 , steering pivot assembly 16 , damper housing 17 , centering force mechanism 18 , damper piston 19 , steering link 20 , chassis 21 , steering axis 22 , tire patch 23 , fluid chamber 24 , connecting pin 25 , steering stop pin 26 , steering lockout hole 27 , steering limit track 28 , suspension pivot 29 , suspension link 30 , and wheel rotation axis 31 .
  • FIGS. 1A to 1 C show existing sporting devices that either do not have steering mechanisms or have steering systems that could be improved.
  • FIG. 1A shows a conventional roller ski.
  • This device does not employ an explicit steering mechanism. Turns are executed by the user by lifting up one ski and putting it down again in a different direction. The direction of each of the skis must be changed consecutively, one after the other, to execute a “step turn”.
  • Such devices are widely used specifically for Nordic ski training.
  • their overall use is limited due to their difficult handling characteristics. Specifically, their inability to turn gracefully or effortlessly at speed in the manner of a downhill ski makes them dangerous and difficult to use. Their use is thus limited to developing greater proficiency in a necessarily difficult muscular exercise. The situation would be greatly improved if they had a mechanism that allowed them to turn as the user transferred his or her weight. Additionally, it would be desirable to tailor the steering response to the user's input and to bumps in the environment. This is accomplished with embodiments of the present invention, described further below, which apply damping and centering forces to the wheel being steered.
  • FIG. 1B shows an all terrain in-line skate of the prior art.
  • This device also does not have an existing steering mechanism. Steering is accomplished either by step turning as described above, or by twisting the skate while the wheels are still in contact with the ground, although the latter control movement may be difficult to perform with a skate having a long wheelbase.
  • the illustrated construction results in poor handling and can lead to crashes, especially on narrow trails where the user's feet must be kept very close together. The usefulness and enjoyment from this type of device would be greatly improved if the user could steer by leaning or changing his weight distribution at the same time as moving quickly along a narrow winding path.
  • FIG. 1C shows a prior art land surfing device.
  • This device currently employs a weight displacement operated steering mechanism.
  • the steering ability is essential to the operation of the device.
  • the existing steering mechanism for this type of device so far as known to the applicant, works, but it is unwieldy because it requires large frame members that extend far beyond the front of the front wheel. This arrangement also makes the device heavier and less aesthetically pleasing than if it employed a compact steering mechanism such as the steerable wheel mechanism of the present invention described below.
  • Each of the devices described above would be improved with the use of a compact, lightweight, robust weight displacement steering mechanism coupled with a damping and centering force mechanism.
  • a list of other devices that would benefit from applicant's steering mechanisms includes, but is not limited to roller skates, ice skates, skate-skis, in-line skates, land or snow surfing devices, as well as various forms of non-sports equipment such as dollies, roller pallets and certain farm equipment or industrial machinery.
  • the weight-steerable sporting device proposed in this patent is intended to overcome many of the disadvantages noted above. Specifically, it allows the user to traverse terrain at speed with quick alpine-ski-like turns, a trait that is especially useful on downhill sections, while still providing for various forms of locomotion on level and uphill sections. The requirement of step turning is eliminated, as is the need to twist the entire skate for executing a turn.
  • FIGS. 2A to 2 C A preferred embodiment of the present invention is shown in FIGS. 2A to 2 C.
  • This embodiment is in the form of a skate or ski sporting device, which is to be used in pairs, with one worn on each foot.
  • the primary mode of use involves a motion similar to that of Nordic or Randoneé skiing.
  • Randoneé skiing is similar to Nordic skiing, except that the heels of the boots have the possibility of being locked down for better control on extended downhill runs.
  • the heel of each foot is free to lift somewhat, allowing a graceful striding motion to be used to generate forward motion when on flat ground or when going up hill.
  • One or both of the wheels may contain a one way clutch or ratchet mechanism, so that by pushing back, the wheel is made to exert a forward force to aid in forward propulsion.
  • a clutch When the user strides forward, the propelling skate will not roll backward.
  • an outward push, or skating type motion similar to that used in ice skating can also be used for propulsion when terrain merits.
  • the user steers at will by leaning toward the desired turning direction. This is particularly useful once an appreciable forward speed has been attained. Steering is accomplished via a mechanism which is described in greater detail below.
  • the steering response is modified with an optional damping and centering force mechanism which is also described below. Additional mechanisms may be provided to disable the steering mechanism and/or to lock the user's heel down to the device for more control under certain conditions. Brakes may also be included on the device to enhance control and safety, though the brake mechanism is not specifically shown in the figures, for clarity.
  • a sporting device configured as described above is more maneuverable and is usable on a wider range of terrain than the previously existing roller ski and skate devices. This is achieved by providing a wheel assembly that steers in response to the distribution of the user's weight.
  • the wheel steering mechanisms of the present invention also have utility when used with devices other than the preferred sports device embodiments described herein. The following describes the steering mechanism alone so that its component parts can be understood and used in various applications.
  • FIGS. 3A to 3 G A typical embodiment of the steering mechanism of the present invention is illustrated in FIGS. 3A to 3 G. These figures show a front wheel of a sporting device as the wheel being steered. In the figures, closely related elements have the same numerals, but different alphabetic suffixes.
  • the present invention is designed to cause steering action based upon the user's weight displacement and lean of the device with respect to the ground.
  • the mechanism has a wheel 11 with a hollow or dish shaped cross section.
  • a tire 10 is mounted around the perimeter of wheel 11 , which, in turn, is carried by a wheel support means 14 that includes an axle portion and a structural connection portion.
  • Wheel 11 is rotatably mounted to wheel support 14 with a wheel bearing assembly 13 .
  • Wheel 11 is thus able to rotate with respect to the device about a wheel rotation axis 31 (FIG. 3C) and allows the device to move with respect to the ground.
  • a one-way clutch assembly, roller clutch, or ratchet mechanism may be included as part of or next to wheel bearing 13 so that the wheel will roll forward but not backward, and a backward push on the device will result in forward propulsion.
  • a rigid chassis 21 constitutes a fixed body or stationary assembly which all other parts move relative to.
  • the structural connection portion of wheel support 14 is rotatably mounted to chassis 21 by a kingpin rod 15 and a steering pivot means 16 .
  • the operation of the steering mechanism described herein relies upon the steering axis 22 (FIGS. 3A, 3B, and 3 D), which is defined by the orientation of the steering pivot 16 .
  • Wheel 11 pivots relative to chassis 21 about the steering axis 22 .
  • Applicant defines the tire patch 23 as the contact region the where tire 10 deforms as it makes contact with the ground, as shown in FIG. 3D.
  • the steering axis 22 is positioned just ahead of the wheel axis, and the steering axis extends rearwardly and downwardly to intersect the plane of the ground in front of the center of tire patch 23 .
  • This configuration of the axis 22 relative to the chassis 21 and the tire patch 23 ensures that the wheel turns in the desired direction when weight is applied and chassis 21 is inclined.
  • the steering mechanism of this embodiment can utilize a wide range of bearings for both wheel bearing 13 and steering pivot 16 . It also possesses a wide steering range when compared with other in-wheel steering mechanisms, an ability to accommodate a cantilevered axle, and an ability to include a steering lockout mechanism.
  • the ability to use standard bearing types is made possible by the hollow or dish shape of wheel 11 , which allows a spindle and/or wheel hub take standard bearings or bushings, yet to be positioned close to the steering axis. This advantageously reduces the cost of the device, provides a robust pivot, and allows easy replacement.
  • the wide steering range is made possible by the fact that wheel support 14 (and the axle portion thereof) pivot with wheel 11 , rather than being stationary and limiting the pivot angle as in several of the prior art examples.
  • This wide range allows the steering to execute tighter turns than with other in-wheel steering mechanisms.
  • the use of a cantilevered axle allows the chassis of the device to be as simple and inexpensive as a single tube or other member, such as an elongated which runs along only one side of the device.
  • the steering lockout mechanism described further below, is facilitated by the easy access to the parts of the steering mechanism.
  • a steering stop pin 26 which can be placed either in a steering limit track 28 to allow steering action, or in a steering lockout hole 27 to disable steering action by locking the steering assembly 14 in a fixed alignment.(Figs 3 B, 3 C and 5 ). While this provides one example of a simple lockout mechanism, a variety of other mechanisms are possible.
  • FIG. 3B shows that in the preferred embodiment, chassis 21 has a “yoke” feature (i.e. two arms) which extend around both sides of wheel support 14 .
  • the “yoke” feature may be incorporated into the part of chassis 21 that supports wheel support 14 as shown in FIGS. 3A to 3 F; alternatively, wheel support 14 may have a “yoke” feature which reaches around part of chassis 21 (this configuration is not shown in the figures).
  • the “yoke” feature may be omitted entirely if kingpin 15 is cantilevered. In that case, the chassis and the wheel support may each hold one end of the kingpin 15 .
  • Kingpin 15 may be fixed to chassis 21 so that wheel support 14 rotates with respect to it, or it may be fixed to wheel support 14 and rotate with respect to chassis 21 .
  • the kingpin 15 may move rotationally within its mounting in both the chassis and the wheel support. The configuration chosen depends upon strength considerations, size of the desired steering pivot, as well as the arrangement of any other damping or centering force mechanisms that may be provided, as discussed below.
  • FIG. 3G shows an embodiment of the steering mechanism configured to steer a rear wheel of a sporting device.
  • the elements of the mechanism are the same as in the above description for front wheel steering.
  • front only or rear only steering it is also feasible to configure a sporting device with both front and rear wheels that steer using this type of mechanism.
  • a steering axis similar to axis 22 extends downwardly and forwardly, for example, to intersect the ground behind the center of the tire patch. This condition is required for the system to be stable without an additional centering force mechanism, so that it naturally returns to a neutral steering position during forward motion when no tilt of the chassis or leaning weight is applied.
  • a damping and centering force mechanism is provided to moderate the steering movements of the steerable wheel.
  • FIG. 4 shows a preferred embodiment
  • FIG. 5 shows a similar mechanism coupled with the steering mechanism of FIGS. 3A to 3 G.
  • This assembly advantageously adds biasing or centering forces to the steering system in addition to those provided by gravity and the configuration of the steering axis.
  • the specific handling characteristics for either a front or rear wheel will in general be dependent upon the centering forces applied by the centering force mechanism in addition to the centering forces applied by virtue of gravity and the geometrical configuration of the system.
  • Centering forces can be provided through the use of springs, elastomer elements, or any other element that provides centering force when its dimensions are changed.
  • a coil spring is shown as a centering force means 18 . Note that the spring 18 is attached at both ends so that it provides position-restoring centering forces when extended as well as when compressed. Applicant also contemplates the use of different spring members so that the centering forces are asymmetrical, or progressive or have an asymmetrical relationship to the angular displacement of the wheel.
  • Such restoring force characteristics may be provided, for example, by providing an additional spring positioned within the illustrated coil spring and disposed to be compressed but not stretched, or by employing a This can compensate for any relative ease of leaning a device one way versus the other, and further tailor the steering response to the user's needs.
  • damping is accomplished by coupling the steering assembly to move a damper piston 19 in a damper housing 17 when wheel 11 is rotated about steering axis 22 with respect to chassis 21 .
  • the steering and damping mechanisms are coupled by a steering link 20 which is rigidly connected to kingpin rod 15 and may be rotatably connected to piston 19 .
  • piston 19 changes with respect to housing 17 (i.e., the piston may rock in its bore) but a good seal or fit may be maintained between piston 19 and the inner bore of housing 17 by reason of a rounded or spherical surface of the perimeter of piston 19 .
  • the housing 17 is sealed at least on one end, and possibly on both ends, defining or housing a fluid chamber 24 that forms a fluid filled volume within which the piston 19 moves.
  • a pressure differential is created in the fluid (which may simply be air) on either side of it.
  • a flow-limited path is provided between areas of high and low pressure, either in the form of a small amount of clearance between the perimeter surface of piston 19 and housing 17 , or by a small port through the piston 19 , or a port or passage in one of the walls of housing 17 .
  • a damper sealing boot 12 shown in FIG. 4 is a flexible membrane, preferably made of rubber, which prevents the entry of grit and debris into the housing 17 .
  • the preferred embodiment uses air damping. This advantageously
  • chassis 21 uses part of chassis 21 as a housing for the damper system (housing 17 );
  • damping and centering force mechanism of the present invention can also be incorporated into a variety of devices either in conjunction with a steering mechanism, or for use with other mechanisms. Applicant also contemplates embodiments of the invention employing other steering mechanisms, or other centering and damping mechanisms.
  • FIGS. 6A to 6 C show an embodiment in which the steering centering force and damping mechanisms have been incorporated into wheel support 14 b instead of residing in the chassis.
  • the kingpin rod 16 b is rotatably connected to piston 19 b via a connecting pin 25 .
  • This embodiment employs two sets of centering elastomers 18 b , one on either side of piston 19 b .
  • wheel support 14 b has a cylindrical feature, housing 17 b , which essentially serves the same purpose as housing 17 in FIGS. 4 and 5, and contains the piston 19 b and centering elastomers 18 b.
  • Either of these embodiments of the steering mechanism can be used on various otherwise conventional wheeled recreation devices to enhance their performance with its compactness, light weight, and steering ability.
  • the invention may also be practiced in a sporting device that uses the damping and centering force mechanism in conjunction with a different steering mechanism. It is also possible to create a sporting device that uses the damping mechanism to control a suspension mechanism or many other mechanisms. Furthermore, it is possible to create a sporting device that uses multiple damping and centering force mechanisms for different purposes within the same device. For example, a damping and centering force mechanism may also serve as a suspension assembly.
  • FIGS. 7A and 7B show an embodiment of the damping and centering force mechanism arranged so that it works with a suspension mechanism for a sporting device.
  • the device shown here is similar to the skate or roller ski devices referred to above, but it may also be adapted so that it functions as part of many other devices, such as a bicycle frame.
  • the basic function of the suspension mechanism is to allow relative motion between parts of the chassis of the device when bumps or dips in the terrain are encountered. The result is that the forces and displacements transferred to the user are moderated.
  • chassis 21 c when the suspension mechanism is operated, the two parts of chassis 21 c move relative to one another, causing piston 19 c to slide inside of a housing 17 c .
  • Housing 17 c is part of chassis 21 c , or is rigidly attached to it. This motion causes a damping effect similar to the damping effect described in conjunction with the steering mechanism of this patent. This damping effect results in improved handling characteristics when the device is used on rough terrain.
  • the suspension mechanism shown here also incorporates a centering force mechanism 18 c similar to the centering force means for the steering described above.
  • Centering force mechanism 18 c is attached at one end to piston 19 c and at the other end to chassis 21 c , so that it expands or contracts as piston 19 c moves and it applies forces which urge the chassis toward a neutral or centered position.
  • centering force mechanism 18 c is depicted as a coil spring, although many other types of centering force mechanisms can be used.
  • chassis 21 c which comprises housing 17 c is pivotally mounted to rear part of chassis 21 c via a suspension pivot 29 .
  • the mechanism could also be configured so that the parts of chassis 21 c slide with respect to one another rather than pivoting.
  • a third method for performing a similar function can be arranged with the use of a four-bar linkage mechanism joining the two halves of chassis 21 c .
  • piston 19 c can be configured to slide in either the forward or the rear portion of chassis 21 c .
  • a separate, pre-existing damping mechanism could be incorporated into chassis 21 c rather than using the inner surface of chassis 21 c as the housing for piston 19 c.
  • the damping and centering force mechanism of the present invention When the damping and centering force mechanism of the present invention is arranged to provide a suspension action, it can greatly improve the operational characteristics of the device that it is employed in. For a sporting device, specifically, the smoothness of the ride, the handling, and the range of terrain on which the device can be used will be improved.
  • FIG. 7C illustrates a flexible spring embodiment of a steering pivot assembly for mounting a wheel so that it steers by means of the rider's weight distribution.
  • a curved leaf or flex spring 31 is attached to a chassis end portion 30 and holds the axle or bearing spindle 14 extending therefrom.
  • the leaf spring in the illustrated embodiment curves in a generally U-shaped contour, and may also have a slight twist, such that increasing the load on the wheel causes the plane of the flex spring 31 at the axle area to move in an inward-outward sense, shifting the angular disposition of the axle 14 , hence the steering direction of the wheel.
  • the flex spring is not a true pivot, in that it may also move the axle 14 outwardly as it pivots the orientation of its axle-supporting outer end; that is, it shifts or translates the axle 14 outwardly as it flexes, thus introducing additional translational movement. However this does not impair the desired steering effect.
  • the flex spring 31 may provide the steering pivot mechanism, a softened suspension, and an automatic centering effect to return the steering to a neutral position when loading is reduced.
  • Such a flex suspension having steering by weight distribution need not be restricted to flexures with a curved spring plate as shown, but may also be implemented with a central body of flexible material, such as a rubber block, having a suitable elastic modulus, in which separate axle-holding and chassis-attaching structural or connecting plates are embedded or attached, in respective orientations effective to support and constrain the elastic material such that when it flexes, they achieve the desired deflection of the steering direction as the weight loading on the axle varies.
  • FIGS. 11 A- 11 B, and FIGS. 11 C- 11 D illustrate other embodiments of a flexure-steering wheel unit, and of a flexible-block wheel unit of the invention respectively.
  • a flexure suspension is formed at the end 30 of the chassis by a pair of structural members 32 (attached to the chassis) and 33 (attached to the wheel spindle) that are interconnected by a flexible plate 31 a .
  • Plate 31 a forms a vertical strip, approximately 4-6 centimeters tall and 1-2 centimeters wide across the gap between the two solid members 32 , 33 , and flexes along a substantially vertically oriented axis to steer the wheel in response to weight loading.
  • the flexure also allows the wheel to accommodate lateral forces of impact while resiliently returning to alignment, thus providing enhanced suspension for use on rough terrain.
  • FIGS. 11 C- 11 D illustrate another embodiment of an elastomeric steering suspension which has a suitable structure positioned at the end 30 of the chassis, for elastomerically connecting and positioning the wheel assembly to the chassis.
  • structural members 32 attached to the chassis
  • 33 attached to the wheel spindle
  • an elastomeric or resilient connecting body 31 b are interconnected by an elastomeric or resilient connecting body 31 b .
  • Body 31 b is preferably shaped or is constrained, e.g., by rigid plates, rods shell or washers (not shown) contained in or bonded to the body 31 b , and optionally coupled to one of the members 32 , 33 , such that it allows limited deflections in response to weight loading, causing the spindle assembly to pivot about a substantially vertical steering axis.
  • the art of making elastomeric mounting blocks (often used for engine mounts, idler bearing mounts and the like) with high support strength and limited movement is well developed and no further details need be given of such construction.
  • the coupling block 31 b is configured to allow limited steering movement along the desired direction, while maintaining fairly exact alignment with respect to the non-steering degrees of motion.
  • the block may further be provided with an adjustment, such as an adjustable clamp or clamp screw that allows the user to compress and stiffen the elastomer, so that higher forces will be necessary to effect steering deflections. This is useful in setting the response characteristics so that they may be varied to accommodate steeper or rougher terrain, where g-forces might otherwise cause oversteering. Such adjustment may also be provided for use in normal terrain to adjust the unit for users of different body weight.
  • an adjustment such as an adjustable clamp or clamp screw that allows the user to compress and stiffen the elastomer, so that higher forces will be necessary to effect steering deflections. This is useful in setting the response characteristics so that they may be varied to accommodate steeper or rougher terrain, where g-forces might otherwise cause oversteering.
  • Such adjustment may also be provided for use in normal terrain to adjust the unit for users of different body weight.
  • FIGS. 2A to 2 C, 3 G, and 7 A show skate/ski devices which employ a chassis structure that runs along one side of the foot and wheels, rather than under the foot and around both sides of the wheels as in most of the prior art devices.
  • the configuration of running a structural member along the side of the foot is advantageous for the following reasons:
  • a foot-worn wheeled recreational device of the present invention may include a braking mechanism.
  • a braking mechanism is a disk brake assembly having a rotor affixed to one or more of the wheel assemblies of the device, and preferably actuated by a mechanism such as a cable which attaches to the cuff of the user's boot.
  • the cable exerts tension as the lower leg angles forward.
  • the actuating cable may connect to a hydraulic cylinder, or to a mechanical camming linkage for moving the friction material, e.g., shoes or pads, of the brake.
  • FIGS. 8 - 10 C and 12 Details of construction for several brake structures according to this aspect of the invention are shown in FIGS. 8 - 10 C and 12 .
  • a fixed (non-steering) rear wheel of a wheeled skate as described in the aforesaid U.S. and International patent applications is fitted with a brake 40 , illustratively a disk brake 42 with a mechanical caliper 45 mounted on the chassis and about the disk, so as to pinch the disk between arms of the caliper.
  • Two arms of the caliper 44 a , 44 b may be biased outwardly from each other by a spring 46 at their juncture end, and/or one of the arms maybe biased away from the other by a flex or other spring 47 attached to the chassis.
  • a spring bias may be provided between the two respective arms at their end distal to the points at which they pivot; for this purpose the disk may be made with a sufficiently small radius to allow room for a suitable spring acting between the arms in that region within the wheel hub.
  • An adjustment screw mounted on the chassis may counter the bias spring to center the caliper close to the disk surface.
  • the ends of the caliper arms distal to their mounting point on the chassis are pulled/pushed together by the action of a cable housing and pull cable assembly 50 contacting the outer surface of the respective calipers 44 a , 44 b .
  • the cable is preferably connected so that the user may actuate the brake mechanism by his stance, e.g., by movement of his foot or leg.
  • the cable may run on pulleys or curved guides affixed to the chassis to position the cable for tensile connection between the boot and the caliper arms, or it may run within a cable housing or tube extending within the chassis. In the latter case, short, contoured tube segments may be provided to orient the cable properly for chassis wall penetration and for positioning the cable ends at appropriate angles to the brakes and to the proximal end connector structure, respectively.
  • Tension adjustment settings may also be provided such as those known for cable-operated brake, derailleur and similar systems.
  • a quick-release cam or other mechanism such as the type used on bicycle brake assemblies, may also be provided, to allow quick set-up, to completely disable braking when desired.
  • Such quick setting may also allow a “drag brake” setting (with the brakes set ON at a low level even without user-applied tension) to prevent runaway acceleration on steep descents.
  • FIGS. 9 and 12 illustrate a boot-mounted cable connector system 62 , 65 .
  • the actuation cable 50 has one end of its sheath positioned by a chassis cable bracket 30 a such that the cable is aligned to a boot strap 62 .
  • the cable itself connects to an end connector 65 that grips the strap 62 .
  • the preferred connection is implemented with a ratchet connector/strap assembly.
  • the strap has a row of teeth or serrations 62 a , and the end connector has corresponding protrusions, together with a bias-release mechanism, so the connector may be pushed onto the shaft to quickly take up cable free play and lock in position.
  • the boot-connected cable then operates so that when tensioned it pulls the brake caliper closed.
  • FIG. 9 shows the strap running straight from a connection at the ankle band of the boot, the strap may also loop behind the achilles tendon and cross around to the front over the arch of the foot before connecting to the cable.
  • the boot-mounted strap structure may advantageously be incorporated in a special riding boot, to offer light weight, rigidly supported cushioned protection for the user's foot and ankle.
  • the cable connection may be implemented with a separate structure that allows the user to use his normal footwear, and connects via a special collar or strap-on ankle band or the like, with corresponding cable connector and adjustment structures.
  • brake actuation is preferably achieved by the user shifting position from a normal upright posture to a braking posture, in which, for example the center of gravity may be shifted back and/or lower so that the user does not lose control when braking takes effect.
  • braking occurs when the user changes between two stances (shown in solid and dashed outline, respectively, of the lower leg).
  • the side view of FIG. 8 further shows the advantageous geometry of the cantilevered foot mounting, with respect to the chassis, wherein the weight bearing center remains low, or even below the level of the wheel axles, while the chassis provides an extended length wheel base with the wheels substantially in line with the foot. This allows a high degree of stability, excellent clearance between left and right skate/ski devices, and an ergometric layout for optimal muscular propulsion and steering control.
  • the proximal end of the cable may be attached to a hand-held, pole-mounted, belt-mounted or other assembly carried by the user.
  • the assembly includes a bicycle-style hand lever mounted on a suitable body-mounted or hand-held grip assembly to apply tension to the proximal end of the cable.
  • a rigid curved tube mounted to the chassis at the distal end of the cable assembly may position and maintain suitable preload, entry angle, and tension in the cable at the caliper end.
  • Other embodiments may employ such a hand-held or pole-mounted hydraulic actuator, in a unit similar to the handlebar-mounted assemblies used for hydraulic actuation of a motorcycle disk or drum brake.
  • the brake may be activated by a hand-held remote unit—e.g., one that is not physically attached by cable or otherwise.
  • a hand-held remote unit e.g., one that is not physically attached by cable or otherwise.
  • an electronic unit preferably controls a force actuator at the caliper, such as a pneumatic valved piston, or a motorized cam positioner/actuator.
  • the steering mechanism of the invention can be used to greatly improve the maneuverability and handling characteristics of a device, particularly a skate or roller ski.
  • a naturally-actuated brake structure enhances safety and control at the relatively high velocities achieved in open roads or terrain, and the use of the damping and centering force mechanism of the invention, either in conjunction with a steering mechanism, or a suspension mechanism can further enhance the performance of such a device.
  • such a device can be manufactured simply and inexpensively with the use of the one-sided chassis of this invention.
  • a hinge could be used for the steering pivot, rather than the embodiments shown in the figures; other linkages could be used to facilitate suspension action while still using the damping and centering force mechanism of the invention, and the one-sided frame could support the front wheel from the left side and the rear wheel from the right side, or vise-versa, while still passing by the foot substantially to one side as provided in the invention.

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  • Axle Suspensions And Sidecars For Cycles (AREA)
  • Motorcycle And Bicycle Frame (AREA)
US09/849,440 1998-11-06 2001-05-04 Steering and braking in-line skate or roller ski Abandoned US20020125659A1 (en)

Priority Applications (2)

Application Number Priority Date Filing Date Title
US09/849,440 US20020125659A1 (en) 1998-11-06 2001-05-04 Steering and braking in-line skate or roller ski
PCT/US2001/044724 WO2002043821A2 (fr) 2000-11-28 2001-11-27 Patin a roues alignees et ski a roulettes pourvus d'un systeme de direction et de freinage

Applications Claiming Priority (4)

Application Number Priority Date Filing Date Title
US09/187,627 US6241264B1 (en) 1998-11-06 1998-11-06 Steerable wheel assembly with damping and centering force mechanism for an in-line skate or roller ski
PCT/US1999/026136 WO2000027488A1 (fr) 1998-11-06 1999-11-05 Ensemble roue directionnelle avec mecanisme d'amortissement et de force de centrage pour patin a roues alignees ou ski a roulettes
US25343800P 2000-11-28 2000-11-28
US09/849,440 US20020125659A1 (en) 1998-11-06 2001-05-04 Steering and braking in-line skate or roller ski

Related Parent Applications (2)

Application Number Title Priority Date Filing Date
US09/187,627 Continuation-In-Part US6241264B1 (en) 1998-11-06 1998-11-06 Steerable wheel assembly with damping and centering force mechanism for an in-line skate or roller ski
PCT/US1999/026136 Continuation-In-Part WO2000027488A1 (fr) 1998-11-06 1999-11-05 Ensemble roue directionnelle avec mecanisme d'amortissement et de force de centrage pour patin a roues alignees ou ski a roulettes

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US20020125659A1 true US20020125659A1 (en) 2002-09-12

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US09/849,440 Abandoned US20020125659A1 (en) 1998-11-06 2001-05-04 Steering and braking in-line skate or roller ski

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US (1) US20020125659A1 (fr)
WO (1) WO2002043821A2 (fr)

Cited By (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20040140634A1 (en) * 2003-01-17 2004-07-22 Shane Chen Turnable wheeled skate
US20070246308A1 (en) * 2006-04-20 2007-10-25 6144322 Canada Inc. Mountainboard
US20130009369A1 (en) * 2011-07-05 2013-01-10 Helmut Abel Roller skate
US9643074B2 (en) * 2015-03-25 2017-05-09 Jacob Barnes Wheeled ski
FR3065170A1 (fr) 2017-04-17 2018-10-19 Frederic Nicolas Viloteau Patin a 2 roues a stabilite maximale et garde au sol ajustable

Families Citing this family (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2006117442A1 (fr) * 2005-04-29 2006-11-09 Philippe Reynaud Patin de loisir a roue orientable pour la descente sur sols irreguliers
EP1749556A1 (fr) * 2005-08-04 2007-02-07 Sportissimo Sarl Ski de fond à roues
US8777235B2 (en) * 2012-04-24 2014-07-15 Koncept Technologies Inc. Braking mechanism for roller skates
FR3053258B1 (fr) 2016-07-04 2018-08-10 Commissariat A L'energie Atomique Et Aux Energies Alternatives Appareil de locomotion a roulettes
IT202000002176A1 (it) * 2020-02-04 2021-08-04 Leonardo Bacchi Pattino a ruote
ES2865390A1 (es) 2020-04-14 2021-10-15 Rodriguez Antonio Cosmen Patín de ruedas en línea dirigible y con frenos

Family Cites Families (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US1771855A (en) * 1929-04-20 1930-07-29 Macmillan Frank Skate
DE4123822C2 (de) * 1990-11-15 2003-02-06 Georg Wiegner Sportgerät
IT1266381B1 (it) * 1993-01-29 1996-12-30 Nordica Spa Struttura di dispositivo di frenatura, particolarmente per pattini
US5704617A (en) * 1995-05-31 1998-01-06 99 Innovations, Inc. In-line skate brake
US5752707A (en) * 1995-07-28 1998-05-19 David Geoffrey Peck Cuff-activated brake for in-line roller skate
US6161846A (en) * 1998-04-29 2000-12-19 Soderberg; Mark S. Skate

Cited By (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20040140634A1 (en) * 2003-01-17 2004-07-22 Shane Chen Turnable wheeled skate
US20070246308A1 (en) * 2006-04-20 2007-10-25 6144322 Canada Inc. Mountainboard
US20130009369A1 (en) * 2011-07-05 2013-01-10 Helmut Abel Roller skate
US8789835B2 (en) * 2011-07-05 2014-07-29 Helmut Abel Roller skate
US9643074B2 (en) * 2015-03-25 2017-05-09 Jacob Barnes Wheeled ski
FR3065170A1 (fr) 2017-04-17 2018-10-19 Frederic Nicolas Viloteau Patin a 2 roues a stabilite maximale et garde au sol ajustable

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WO2002043821A2 (fr) 2002-06-06
WO2002043821A3 (fr) 2004-02-19

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