WO1995003862A2

WO1995003862A2 - In-line skate and wheel and stopper therefor

Info

Publication number: WO1995003862A2
Application number: PCT/EP1994/002557
Authority: WO
Inventors: Stefan Kubierschky
Original assignee: Stefan Kubierschky
Priority date: 1993-08-02
Filing date: 1994-08-02
Publication date: 1995-02-09
Also published as: AU7534494A; EP0801587A2; WO1995003862A3

Abstract

An in-line skate having a generally U-shaped chassis channel and a plurality of wheels of which at least one is steerable is characterised in that a pair of elongate confronting grooves are formed in contronting inner sides of the U-shaped chassis channel and cooperate with corresponding surfaces at the end of each wheel axle such that the axle ends are secured by threaded fasteners insertable through oppositely disposed apertures in the oppositely disposed sides of the U-shaped chassis channel, with the threaded fasteners engaging into the ends of the axle. Also disclosed and claimed are a special wheel assembly, a special axle insert assembly secured within the wheel by labyrinth seal elements, a stopper assembly and a braking system.

Description

Description:

IN-LINE SKATE AND WHEEL AND STOPPER THEREFOR

The present invention relates to an in-line skate in accordance with the preamble of claim 1 and to a wheel and stopper for use in such a skate.

An in-line skate of this kind is known from the international patent application published under the number WO 90/01359. A further development of this in-line skate is known from the international patent application with the publication number WO 92/18210. A particularly preferred modification of these in-line skates is disclosed in German patent application P 40 13 018.5 which refers to a so-called canting angle for the axes of the wheels of the in-line skates which makes it easier for a skater, to use the skates in particular in-line skates with automatically steerable wheels.

The in-line skates disclosed in the two international patent applications referenced above are both concerned with such in-line skates having self-steering wheels. Basically the arrangement is such that when the skater leans to the left one or more wheels each turn about their respective steering axes so that the skater can turn the corner with ease. The particular arrangements described there ensure steering axes which are inclined at an angle of typically 25° to the vertical in the central longitudinal plane of the skate and which, when projected, pass through the ground contact patch of the respective wheel. It is only necessary for one wheel to be such a steering wheel, it is however preferred for several wheels or all wheels to be such self-steering wheels. For example, with a three-wheel skate the front wheel is provided with a steering axis which projects downwardly and rearwardly through the ground contact patch and this means that when the skater leans to the left the front wheel also turns to the left. The centre wheel is typically a non-steerable wheel and the rear wheel is typically a wheel having a steering axis which projects forwardly and downwardly through the ground contact patch of the wheel. This means, that when the skater leans to the left the rear wheel turns to the right. The respective steering movements of the wheels mean that their axes of rotation always intersect at a common point about which the in-line skate then describes an arc. This arrangement ensures perfect steering geometry. In-line skates can also be constructed with other numbers of wheels. E.g. a skate can have simply two steerable wheels, or four steerable wheels. In the latter case the two front wheels and the two rear wheels are steerable, with the steering axes of the two front wheels being arranged in the same position as the steering axis for the front wheel of a three wheel skate and with the steering axes for the two rear wheels being arranged in the same way as the steering axis for the rear wheel of a three-wheel skate. With a five wheel skate the centre wheel is again typically a non-steerable wheel. The orientations of the steering axes described above also ensure that when the skater leans to the right the skate also turns to the right.

The two above described international patent applications teach various constructions by which a compact arrangement can be achieved with the desired self-steering qualities. Particularly important is the design of the second named international patent application which realises the steering axis as a virtual axis and enables particularly compact and cost-favourable arrangement. Particularly important is also the concept that the wheel axle should generally have two flat parallel surfaces since these flat parallel surfaces slide relative to corresponding flat guide surfaces in a hollow axle insert during steering movement of the wheel plus axle insert relative to the fixed central axle of the wheel and this enables the stresses in both the fixed wheel axle and in the hollow axle insert to be reduced so that the design can be made smaller and more compact.

The object of the present invention is to provide a design of an in-line skate which is particularly compact, which can be made with a minimum distance between the ground contact patches of the wheels and the foot of the skater, which leads to increased stability, which is simple and relatively inexpensive to manufacture, which ensures proper positioning of the fixed wheel axles and proper positioning of the virtual steering axes, which enables the skates to be easily assembled, which permits a high degree of recycling and which enables a skater to turn relatively tight corners without the chassis of the skate rubbing on the ground.

In order to satisfy all these objects there is provided an in-line skate of the kind set forth in the preambles of claims 1 and 7 and having the characterising features of either claim l or claim 7, depending on whether one is dealing with an in-line skate having a metal chassis or an in-line skate having a plastic chassis.

With an in-line skate having a metal chassis the metal chassis will typically be realised as an aluminium extrusion which can be manufactured at favourable cost and can readily be recycled. In this case the two elongate confronting grooves formed in the confronting inner sides of the U-shaped chassis channel cooperate with flat surfaces at preferably both ends of the fixed wheel axle and this defines accurately the orientation of the fixed axle about its central axis. This in turn accurately defines the angle of the virtual steering axis. The fixed axle is also accurately secured in the chassis transverse to the central longitudinal plane by the threaded fasteners passing through counter-sunk bores in the side walls of the chassis into the ends of the fixed axle. Moreover, by arranging for one groove to be slightly higher than the other groove the desired canting can be achieved. Preferred embodiments of a metal chassis in-line skate are set forth in the further subordinate claims 2 to 6 and it is noted that a plastic chassis can also be constructed along these lines, i.e. claims 1 to 6 are also applicable to a plastic chassis as well as to a metal chassis.

With a plastic chassis it can be more favourable to provide respective confronting recesses in the confronting inner sides of the side walls of the chassis and to use special profiles for the recesses, either at the outside of the recess (for example a polygonal shape) and/or at the base of the recess to ensure that the fixed axles of the wheels are correctly positioned in the chassis at the correct angle. By selecting appropriate designs of the profiles of the recesses and of the ends of the axles it is possible to ensure, in the same way as with a metal chassis having two elongate confronting grooves for mounting the axles, that the same axles can be used irrespective of whether the axle is intended for a front or rear wheel which brings further manufacturing advantages.

Preferred versions of the plastic chassis are set forth in claims 7 to 11. It should be noted that with a plastic chassis it is also possible, while retaining the generally U-shaped configuration, to provide cross webs between the wheels, so as to stiffen the plastic construction.

The present invention also relates to a particularly cost-favourable recycable wheel in accordance with claim 12, with further developments of the wheel being set forth in claims 13 to 22. Moreover, the hollow axle insert and labyrinth seal arrangement of claims 13 to 22 could also be used with other wheels in which the bearing is not injection moulded to the rim as set forth in claim 12.

Finally, claims 23 to 25 relate to a particularly preferred stopper arrangement.

The invention will now be described in more detail by way of example only and with reference to preferred embodiments as shown in the accompanying drawings in which:

Fig. 1 shows a cross-section through an extruded chassis, or through a plastic chassis in accordance with the present invention.

Fig. 2 shows a cross-section through the extruded chassis of Fig. 1 but equipped with a steerable wheel,

Fig. 3 shows the fixed axle insert used with the chassis of Fig. 1,

Fig. 4 shows an end view of the hollow axle insert of Fig. 1 illustrating particulars of the bayonet locking feature,

Fig. 5 shows a schematic side view of the stopper arrangement,

Fig. 6 shows the detail of the stopper mount with

Fig. 6A being a view from above and Figs. 6B and C being views from the left and right sides of Fig. 6A respectively.

Fig. 7 is a side view of a roller skate chassis using the extrusion of Fig. 1,

Fig. 8 is a side view of a modified stopper and stopper mount,

Fig. 9 is a view of the stopper and stopper mount of Fig. 8 as seen from below.

Fig. 10 is a partially longitudinally sectioned view of a brake for a skate, and

Fig. 11 is a view of the brake of Fig. 10 as seen from below.

Turning now to Fig. 1 there can be seen the chassis 10 for the in-line skate which is here preferably made in the form of an elongate aluminium extrusion of generally U-shaped cross-section. The extruded chassis, which could however also be realised as an injection moulded chassis basically comprises two side walls 12 and 14 and a web 16 connecting the two side walls. Two further webs 18 and 20 are preferably provided. Moreover, it will be noted that the web 16 is extended to the right and to the left beyond the respective side walls 12 and 14 thus forming lateral flanges 22 and 24. The same is true for the web 18 resulting in the formation of lateral flanges 26 and 28. Moreover it will be noted that the outer surfaces of the side walls 12 and 14 converge towards one another downwardly away from the web 16. In addition, the side walls 12 and 14 are of slightly enlarged section at their lower ends and each have at their inner sides a respective elongate groove 30, 32, which in this embodiment have been selected to have a rectangular cross-section, but which could have other cross-sections if desired. In the design shown here each groove has an upper flat surface 34, a lower flat surface 36 and a flat base surface 38.

Although it is difficult to see from the drawing the elongate groove 30 is positioned slightly higher above the bottom end of the extrusion than the elongate groove 32 so that an axle having its ends clamped in the respective grooves is arranged not at 90° to the central longitudinal plane 40 of the extrusion but rather at an angle slightly different from a right angle, for example at 88.5° in order to realise the canting angle desired in German patent application P 40 13 018.5. It must be stressed however that this not absolutely essential, this canting angle can be omitted, particularly if the skates are to be used by profficient skaters.

The purpose of the two webs 16 and 18 and the respective side flanges 22, 24, 26 and 28 can readily be appreciated from the side drawing of Fig. 7. It will be noted that the web 16 typically serves for mounting to the heel portion of a boot and the web 18 for mounting to the toe portion of the boot with the top part of the extrusion being machined away (or omitted the case of the injection moulded chassis) , so that the skate is anatomically suited to the boot or foot of the skater. The securing of the skate to the boot of the skater can take place by means of bolts or rivets passing through the webs 16 and 18 or by rivets or other fasteners passing through the side flanges 24, 26, 28, respectively. The apertures and the webs 16 and 18 or the flanges 22, 24, 26, 28 for mounting onto the sole of a boot can be realised as elongate slots permitting the position of the chassis along the skater's foot to be varied or selected at will. It can also be noted from the side view of Fig. 7 that the side walls 12 and 14 of the chassis can be machined away between the wheels (i.e. removed) so as to lighten the chassis and to facilitate insertion and removal of the wheels.

The web 20 (which does not have to be provided) simply serves for additional stiffening and will typically be machined away (or omitted) in the vicinity of each wheel so that it does not hinder the steering movement of the wheel. This can be seen from the cross-sectional drawing of Fig. 2 wherein an elongate slot 42 has been provided in the web 20 above the wheel 44.

Turning now to the drawing of Fig. 2 it can be seen that the wheel 42 is adapted to rotate about a fixed axle 46 which is generally of square cross-section (as can be seen from Fig. 6) and which is secured at its ends into the two elongate grooves 30 and 32 in the confronting side walls of the chassis and anchored by screws 48 which have counter-sunk heads and pass through holes 50 in the side walls 12 and 14 of the chassis into respective threaded bores at the ends of the fixed axle 46. Moreover, the wheel 44 comprises a rim 52, a tyre 54 and a bearing 56 which is shown here as a two row ball bearing but which can however readily also be realised as a single row ball bearing. It will be noted that the outer race 58 of the ball bearing is injection moulded into the rim 52, that is to say, two circular beads or flanges 60, 62 are formed in the rim 52 on either side of the outer race 58, so that the bearing is inseparably located in the rim 52. This is a compact and stable arrangement which also has manufacturing advantages.

On either side of the bearing there is provided a labyrinth seal comprising a radially inner part 64 and a radially outer part 66. Within the radially inner part 64 of the two labyrinth seals there is provided a hollow axle insert 68 comprising two halves 70 and 72 as seen in Fig. 3 with the axle 46 passing through the hollow insert.

As can be seen from the drawing of Fig. 2 each half of the hollow insert has an arcuate guide track 74 formed therein having a central curvature located at the point 76. Moreover, as can be seen from Fig. 4 the fixed axle has three cylindrical pegs 73 the two outer ones of which project in the arcuate guide track 74. In use the wheel is steered under the action of the forces acting on it so that the hollow axle insert and the wheel turn relative to the three pegs 73 of the hollow axle insert resulting in steering about a steering axis passing through the point 76. In actual fact the drawing of Fig. 2 is misleading here because in practice the hollow axle insert is actually rotated through 65° relative to the position shown in Fig. 5 so that the steering axis 76 does not lie horizontally as indicated in Fig. 2 but rather projects downwardly at an angle of 25° to the vertical through the ground contact patch 80.

It will be noted that the two halves of the hollow axle insert form a cylindrical surface 82 which fits accurately within the inner race 84 of the bearing. Moreover, the radially inner parts 64 of the labyrinth seals have noses which fit into bayonet grooves 88 of the hollow insert. As can be seen from the drawing of Fig. 5 the bayonet grooves also have a raised bar 90 over which the noses 86 must be forced when tightening the bayonet connection. Thereafter the bars 90 lock the bayonet connection against unintentional release. It will be appreciated that the radially inner parts of the two lip seals also fit accurately against the sides of the inner race 82 of the bearing so that in this way the hollow axial insert is locked so that it cannot move axially relative to the ball bearing and wheel.

It will be noted that the inner part 64 of the labyrinth seals define a U-shaped outwardly open grooves 94 into which the radially inwardly directed flanges 96 of the radially outer parts 66 of the labyrinth seals project, however with clearance existing all around the radially inwardly directed flanges 96, so that there is no contact between the two parts of the labyrinth seal which would generate undesired noise and friction. To ensure that the radially outer parts 66 of the labyrinth seals are positively located and do not contact the side walls of the radially inner parts 64 of the labyrinth seals they are provided with circumferential beads 98 which lock into light circumferential depressions 100 provided in the rim. The radially outer parts 66 of the labyrinth seals are constructed as split rings so that they can be compressed to reduce their diameter before expanding so that the beads 98 lock into the grooves 100. This also permits the radially outer parts of the labyrinth seals to be expanded so that they can be fitted into the U-shaped grooves.

Moreover it will be noted from Fig. 2 that the radially inner parts 64 of the labyrinth seals are provided in the side surfaces with a circular array of cylindrical depressions 102 which can be used for the insertion of a tool to lock or unlock the bayonet connections.

The large cylindrical recess 104 in each of the two halves of the axle inserts accommodates resetting cushion which cooperates with the central one of the three pegs 73 in the hollow axle. This is known from the earlier applications and will not be described further here. Moreover it can be seen that the hollow axle insert has a tapered opening 106 at each side which provides the freedom for steering movement of the insert relative to the fixed axle 46. The rim 52 also has a radial flange 108 which ensures that the tyre 44, typically polyurethane, is firmly anchored to the rim when it is moulded on. The assembly of the chassis and wheel arrangement proceeds as follows:

First of all the fixed axle 46 is inserted between the two halves of the hollow axle with the rubber cushions having been inserted into the circular depressions 104 to provide the desired resetting torque. The split outer ring 96 of one of the two labyrinth seals is then taken and dilated so that it can be snapped into the U-shaped groove 94 of the respective radially inner labyrinth ring 64. Thereafter the two assembled inner and outer labyrinth seal parts 64 and 66 are placed over one end of the two halves of the hollow axle insert and rotated so as to tighten the bayonet connection so that the noses 86 jump over the bars 90 and are locked in place. The hollow axle insert with one labyrinth seal and central axis 46 is then pushed through the inner race of the integral wheel and bearing assembly until the bead 98 springs into the groove 100. The second labyrinth seal comprising the assembled radially inner and outer ring parts 64 and 66 is then placed over the other end of the hollow axle insert until the bead 106 springs into the corresponding groove in the rim. The second labyrinth seal arrangement is now rotated relative to the hollow axle insert so that the bayonet connection with the hollow axle insert is effected. The wheel and axle assembly is now complete and can be slid into the chassis so that the ends of the axle slide along the confronting grooves in the two side walls 12 and 14 of the chassis. Thereafter the threaded fasteners are inserted and tightened up. Use can be made of a thread locking compound which or of a conical spring washer to ensure that the screws 48 do not become loose. It is simply necessary to ensure that the wheels are put in the right way around so that the steering axes have the desired orientations.

The chassis will typically have been mounted on the boot prior to the insertion of the wheel assemblies.

The detail of the fixed axle is shown in Fig. 4 to which reference has already been made. It is only necessary to add that in the design shown here flanges are provided at each ends of the axle with the flanges being of generally rectangular cross-section with the orientation of the flanges being rotated relative to the orientation of the square section of the axle through 25° which ensures the desired position of the axle in the chassis with the two longer side surfaces of the flanges at the ends of the axle cooperating with the surfaces 35 and 36 of the elongate confronting grooves.

In the plastic chassis the elongate confronting grooves 30 and 32 can take the form of simple depressions having the same polygonal, in this case rectangular shape, as the flanges at the ends of the fixed axle. It is also conceivable that the axle could simply be made from square or rectangular bar and that the flanges could be omitted. In the injection moulded chassis the recesses for accommodating the ends of the axle would then be set at the desired angle to ensure correct orientation of the steering axis.

Fig. 6 shows the stopper design when mounted in a chassis. It can be seen that the stopper comprises a stopper mount 40 which is received in a fork 142 at the front end of the chassis (and/or at the rear end of the chassis) with the mount being rotatable about a transverse axis 144. This enables the position of the head 146 of the stopper to be varied and moved, for example, from the position shown in solid lines in Fig. 6 to the position shown in chain-dotted lines. The head of the stopper is a moulded polyurethane component (or of some like material) and has a threaded shank 148 which extends into a threaded bore 150 in the stopper mount. A lock nut 152 can be used to lock the stopper head in the desired position which can be varied by rotating the stopper head relative to the stopper mount. An alternative or supplementary locking mechanism is also possible in the form of an elongate slit 154 in the stopper mount 140 with a clamping bolt 156 being used to draw the opposite sides of the slit 154 towards each other thus clamping the shaft 148 of the stopper which is received in the bore. The drawing of Fig. 6A also shows the threaded bores by which the stopper mount 140 is secured in the fork at the front end of the chassis so that it is rotatable about the axis 144. Moreover, it will be noted that a plurality of further threaded bores 160 are provided in both sides of the stopper mount 140 and that further threaded fasteners 162 can be inserted through the walls of the fork at the front or rear of the chassis into the further bores to lock the stopper in the desired angular position. The user therefore has great freedom to vary the angle of the stopper shaft and stopper head in the central longitudinal plane of the chassis and to vary the distance between the head of the stopper and the ground. This means that the stopper position can be adjusted to the individual user's skating style and also permits compensation for wear of the stopper head which will inevitably occur in use.

To adjust the stopper to compensate for wear it is simply necessary to loosen the locking screw and/or the clamp bolt 156 and to screw out the shank 48 of the stopper to take up the wear that has occurred and then to reclamp the locking device.

An alternative simplified stopper design is shown on enlarged scale in Figs. 8 and 9.

In this design the stopper mount 40 is again mounted in a fork at the front end of the chassis (and/or at the rear end of the chassis) but is no longer rotatable in the chassis. Instead the lowermost web 20 of the chassis (which can for example be seen in Fig. 5) is retained in the fork region at the front of the chassis 142 but machined away to form two longitudinal side ribs extending parallel to the elongate axis of the extrusion which engage into the two grooves 164 provided in each side of the stopper mount 40. It can be seen that the stopper mount 40 also has two threaded bores 166 in each side and these threaded bores 166 serve to accept screws inserted through the side rails 12 and 14 of the chassis and the fork 142 thereof. Thus the grooves 164 cooperate with the residual rib-like sections of the lowermost web 20 to locate the stopper mount 40 in the vertical direction relative to the chassis and the screws entering into the two threaded bores 166 locate the stopper mount in the longitudinal direction of the chassis. Moreover the screws and the residual ribs cooperate with the stopper mount to prevent rotation thereof.

If desired a second or third set of grooves (not shown) could be provided in the stopper mount at a different angular orientation to permit, in cooperation with the same ribs, a variety of different angular positions for the mount. However, this is not essential and a single angular position of the stopper mount is frequently sufficient. The head 146 of the stopper is again molded from a polyurethane material, or similar material, and is fixed onto a threaded shank 148 (preferably of aluminium) . This threaded shank 148 is threaded into a threaded bore 150 in the stopper mount 40. A lock nut 152 again serves to lock the stopper head 146 in the desired angular position about the longitudinal axis of the threaded shank and at the desired vertical position above the ground. If it is desired to increase the distance from the ground then the lock nut 152 can be loosened and the stopper head 146 rotated in the clockwise direction so that the distance increases. Thereafter the lock nut 152 can be tightened again. To decrease the distance relative to the ground the lock nut 152 would be loosened and the stopper head 146 screwed in the anti-clockwise direction, the lock nut 152 must then be retightened against the bottom of the mount 40 to secure the selected position.

The surfaces indicated by the reference numerals 168 and 170 are chamfered surfaces which serve to blend the design of the stopper mount into the design of the chassis and to prevent the skater contacting the floor even when skating at extreme angles.

Finally, the reference numeral 172 shows a cut-out in the back of the stopper mount 40 which accommodates the front part of the front wheel (or the back part of the back wheel) , thus ensuring a compact design without adding unnecessarily to the length of the chassis.

Turning now to Figs. 10 and 11 there can be seen a preferred braking arrangement which can be used with any individual wheel, preferably with a pair of wheels.

In the embodiment shown here the brake arrangement 180 is illustrated between a pair of wheels 44 of which only the outer portions are illustrated in Fig. 11.

The brake basically comprises a mount 182 which is fixedly positioned in the chassis and secured by screws 184 which pass through the two side rails 12 and 14 of the chassis. The block 182, which may for example be injection molded in a tough engineering plastic, serves to mount two guide pins 186 and 188 which are provided with deformed portions 190 and 192 so that they are positively located and cannot move relative to the mounting block 182. The pins 186, 188 are conveniently made of metal, but could also be made of plastic, if required. In addition the mounting block 182 has a central vertical bore 194 and a slit 196 which extends from one side face of the mounting block 182 to the bore 194.

Brake blocks 198 and 200 each having a respective pair of bores 202 and 204 are able to slide vertically along the guide pins 186 and 188. The brake blocks 198 and 200, which are generally trapezoidal in the cross-section shown in Fig. 10 and have rounded cut-outs to accommodate the radially outer portions of the pair of wheels 44, are urged away from each other and away from the mounting block 182 by the action of four compression coil springs 206. The rounded cut-outs in the brake blocks are preferably preshaped to match the arc defined by the tyre of the wheels 44 during steering of the wheels 44 about the respective steering axes. One end of each compression coil spring 206 is braced against the mounting block 182 and the other end against the respective brake block. To complete the assembly there is provided a Bowden cable 208 the outer sleeve of which is braced against the upper brake block as shown in Fig. 10 and the inner cable 212 of which is provided with a nipple 214 which sits in a generally semi-cylindrical recess 216 in the bottom side of the lower brake block 198. The reference numeral 218 shows a schematically illustrated cable clip which is used to secure the outer Bowden cable to the chassis so that the outer cable follows a smooth guide curve as shown in Fig. 10.

To assemble the brake assembly the inner cable is first passed through a slit in the upper brake block 200 (this slit is not shown in the drawing but is identical to the slit 222 of the lower brake block 198) , through the slit 196 in the brake mounting block 182 and then through the slit 222 in the lower brake block 198 so that the nipple 214 sits in the semicircular recess 216 and the cable extends through the aligned bores 224 of the upper brake block 194, of the brake mount and 226 of the lower brake block. The cable outer 210 is then pushed into the stepped bore 228 of the upper brake block 200.

Although not shown in the drawing the Bowden cable 208, i.e. both the inner and the outer cable, continue on to an actuating mechanism for the brake. This can take various forms. It could for example take the form of a cycle-type handbrake on the end of a ski pole held by the skater. It could equally take the form of a scissor-type device simply held in each of the skater's hands, i.e. ultimately a device which resembles a handle bar and brake of a bicycle, so that on squeezing the bar and the brake handle together the inner cable is pulled out from the outer cable causing the distance between the nipple 214 and the end of the outer cable 210 to shorten thus drawing the two brake blocks towards one another and into contact with the wheels while compressing the compression coil springs 206.

Other possibilities would be a device mounted on the skate itself and actuated for example by the skater leaning backwards when he wishes to use the brake. Such a device could e.g. be realised as a lever hinged to the chassis and having an actuating end which is moved by the skaters calf.

Once braking has been terminated the compression coil springs 206 will push the brake blocks 198, 200 apart releasing them from the wheels.

One particular aspect of the present invention is the discovery that a metal block, in particular an aluminium block forms a particularly efficient braking block material when rubbing on a polyurethane wheel. It has surprisingly been found that, although the polyurethane is much softer than, for example, an aluminium block, the polyurethane wheel hardly wears at all, whereas the aluminium block is polished smoothly and wears away under the braking action. To compensate for wear a threaded nipple can be inserted into the bore 228 in similar manner to the compensation used in a bicycle brake. Alternatively a compensation device can be provided elsewhere in the Bowden cable braking system, for example at the actuating lever end.

While, in the present embodiment, a pair of brake members are proposed which cooperate with two wheels, it would be equally possible to use just a single braking member which cooperates only with one wheel. Equally braking systems can be provided for one or more, or indeed for all wheels of the skate depending on the requirements. Other ways of mounting the brake and chassis are also envisaged by the present application. For example the braking block could be mounted on one end of the pivoted lever and again actuated by a Bowden cable system. Hydraulic actuation would also be feasible.

Claims

Patent Claims:

1. In-line skate comprising a generally U-shaped chassis channel having a plurality of wheels at least one of which is steerable and means for attaching the chassis to a foot of a user, each said wheel having a fixed axle and said at least one steerable wheel being disposed in said chassis for steering movement about a steering axis which is inclined relative to the vertical in the central longitudinal plane of the skate and, when projected, at least substantially intersects or passes through the contact patch between said steerable wheel and the ground, in particular an in-line skate in which said steering axis is defined at the centre of curvature of an arcuate guide provided in a hollow axle insert of said steerable wheel, said arcuate guide cooperating with further guide means provided at said fixed axle of said steerable wheel, and said chassis having means for supporting said fixed axle at the desired inclination of said steering axis, and optionally also at a slight canting angle, characterised in that, in particular with an extruded metal chassis, said means for supporting said axle at the desired inclination of said steering axis comprises a pair of elongate confronting grooves formed in the confronting inner sides of said U-shaped chassis channel cooperating with at least one corresponding aligned flat surface at at least one end of said fixed axle and in that said axle ends are secured by threaded fasteners insertable through oppositely disposed apertures in said oppositely disposed sides of said U-shaped chassis channel.

2. In-line skate in accordance with claim 1, characterised in that one of said grooves in one of said sides of said U-shaped channel is set slightly higher than the groove - 2θ-

in the other of said sides of said U-shaped channel.

In-line skate in accordance with claim 2, characterised in that outer surfaces of said sides of said U-shaped channel converge towards one another away from the web of said channel.

In-line skate in accordance with any one of the preceding claims in which said U-shaped channel chassis has at least two webs spaced apart from another with a heel portion of a boot being connected to the outermost one of said webs and with the toe end of said boot being connected to the inner one of said webs, with the outer web of said channel being removed between said heel portion and said toe end.

In-line skate in accordance with claim 4, wherein at least said outermost web and preferably also said inner web extend outwardly at both ends beyond said sides of said U-shaped channel.

In-line skate in accordance with claim 4 or claim 5, wherein a third web is provided between said sides of said U-shaped channel on the opposite side of said inner web from said outer web and is locally removed at the position of each wheel to permit the insertion of the same.

In-line skate comprising a generally U-shaped chassis channel having a plurality of wheels at least one of which is steerable and means for attaching the chassis to a foot of a user, each said wheel having an axle and said at least one steerable wheel being disposed in said chassis for steering movement about a steering axis which is inclined relative to the vertical in the central longitudinal plane of the skate and, when projected, at least substantially intersects or passes through the contact patch between said steerable wheel and the ground, in particular an in-line skate in which said steering axis is defined at the centre of curvature of an arcuate guide provided in a hollow axle insert of said steerable wheel, said arcuate guide cooperating with further guide means provided at said fixed axle of said steerable wheel and said chassis having means for supporting said fixed axle at the desired inclination of said steering axis, and optionally also at a slight canting angle, characterised in that, preferably, with a plastic chassis, respective confronting recesses are provided in the confronting inner sides of the side walls of said chassis and are profiled to cooperate with complementary profiles formed at the ends of said axle to position said axle so as to secure the desired angle of inclination of said steering axis.

8. In-line skate in accordance with claim 7, characterised in that the recess at one side of said U-shaped chassis channel is positioned slightly higher than said confronting recess to realise a desired canting angle.

9. In-line skate in accordance with one of claims 7 or 8 in which each said recess is provided with radially orientated teeth in its base surface cooperating with complementary radially orientated teeth of the ends of said axle.

10. In-line skate in accordance with claims 7, 8 or 9, characterised in that an aperture is provided through each said side of said U-shaped chassis channel at the position of the base of each said recess permitting the securing of said axles to said chassis by threaded fasteners passing through said apertures.

11. In-line skate in accordance with any one of the preceding claims, wherein the side walls of said U-shaped chassis are partly cut away between positions at which wheel axles are received leaving lugs in which said apertures are formed.

12. A wheel for an in-line skate comprising a tyre on a rim and at least one rolling element bearing disposed within said rim, characterised in that said rim is an injection moulded rim and is injected around an outer race of the or each said rolling element bearing forming beads on either side of said race and thus positively locating said bearing within said rim.

13. A wheel in accordance with claim 12, in particular for use in an in-line skate in accordance with any one of the preceding claims 1 to 11, in which in manner known per se a hollow axle insert preferably comprising two identical halves is inserted through said inner race of said bearing, -characterised in that a bayonet mount is provided at at least one end of said hollow axle insert, and preferably at both ends for receiving a circular part cooperating therewith and abuting said inner race of said bearing to axially locate said hollow axle insert in said wheel.

14. A wheel in accordance with claim 13, characterised in that said circular part comprises an inner ring of a labyrinth seal protecting said bearing against the ingress of contamination.

15. A wheel in accordance with claim 14, characterised in that said circular part has a peripheral generally U-shaped groove into which a ring part of a cooperating radially outwardly disposed labyrinth seal part projects without contact between said radially outer and inner labyrinth seal parts and in that said radially outer labyrinth seal part is positively positioned in said rim to prevent contact between it and said radially inner labyrinth seal part.

16. A wheel in accordance with claim 15, characterised in that said radially outer labyrinth seal part is executed as a ring having a radial slit.

17. A wheel in accordance with claims 15 or 16, wherein said ring has a radially outer bead which projects into a radially inwardly facing ring groove in said rim to positively position said radially outer labyrinth seal part.

18. A wheel in accordance with any one of claims 13 to 17, characterised in that said circular part is provided with features in its axially outer face permitting the engagement of a tool for actuating said bayonet connection.

19. A wheel in accordance with any one of the claims 13 to 18, characterised in that the bayonet connection comprises a plurality of noses provided on said inner labyrinth seal part which engage in corresponding bayonet grooves at the mating end of said axle insert, at least one of said bayonet grooves having a raised bar over which the associated nose must be moved, e.g. with deflection of said nose or raised bar to lock said bayonet connection with the associated nose positioned between the end of the associated bayonet groove and said raised bar.

20. A wheel in accordance with claim 19, wherein said bayonet grooves are provided in said inner labyrinth seal part and said noses are provided on the associated end of said axle insert.

21. A wheel in accordance with claim 15, characterised in that an inverse arrangement is provided in which a U-shaped groove is provided in said radially outer labyrinth seal part and said radially inner labyrinth seal part comprises a radially outwardly directed ring flange projecting into said U-shaped groove.

22. A wheel in accordance with claim 21, characterised in that a modified arrangement is provided in which said labyrinth seal comprises a single radial flange on said radially outer labyrinth seal part.

23. A stopper for an in-line skate for mounting at the front or rear of the skate, preferably an in-line skate in accordance with any one of claims 1 to 11, characterised by a forked mount at said chassis for receiving a rotatable stopper mount having two generally parallel sides and securable in said fork in one of a variety of angular positions, said stopper mount having a bore extending therethrough in a generally central plane parallel to said two parallel sides for receiving the shank of a stopper having a generally rounded head for braking by contact with the ground.

24. A stopper in accordance with claim 23, comprising a slit communicating with said bore and extending along it and a threaded fastener for drawing the opposite sides of said slit together to lock said shank in said bore, which is preferably a threaded bore.

25. A stopper in accordance with claim 23 or claim 24, characterised in that said stopper mount is securable in said fork in a variety of angular positions by means of threaded fastener means extending through the arms of said fork into said stopper mount perpendicular to said parallel sides, and optionally in that at least one further threaded fastener is provided for insertion through at least one arm of said fork into one of a plurality of mating bores in said stopper mount to positively secure said mount in a desired angular position.

26. A stopper in accordance with claim 23 but modified so that it has one angular position in the forked mount at the chassis and is retained in that position by virtue of a longitudinal rib at at least one side of the chassis engaging into a corresponding groove in the body of said stopper mount and in that threaded fastener means are used to secure said stopper mount to the sides of the chassis.

27. A braking system for a skate comprising at least one brake block movable into engagement with at least one wheel of the skate, wherein said brake block comprises a metal, in particular a lightweight metal or metal alloy and especially aluminium or an aluminium alloy as the preferred rubbing partner for a polyurethane wheel.

28. A braking system for a skate comprising between at least one pair of wheels of each said chassis a pair of brake blocks which are guided for movement towards and away from one another on a generally vertically disposed pin means supported by a brake mount secured to both sides of said chassis, at a level preferably equal to or above the centers of the pair of wheels.

29. A brake for a skate as described above and further provided with a Bowden cable or hydraulic actuating system.