WO2002043821A2 - Patin a roues alignees et ski a roulettes pourvus d'un systeme de direction et de freinage - Google Patents

Patin a roues alignees et ski a roulettes pourvus d'un systeme de direction et de freinage Download PDF

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Publication number
WO2002043821A2
WO2002043821A2 PCT/US2001/044724 US0144724W WO0243821A2 WO 2002043821 A2 WO2002043821 A2 WO 2002043821A2 US 0144724 W US0144724 W US 0144724W WO 0243821 A2 WO0243821 A2 WO 0243821A2
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WO
WIPO (PCT)
Prior art keywords
wheel
assembly
chassis
user
foot
Prior art date
Application number
PCT/US2001/044724
Other languages
English (en)
Other versions
WO2002043821A3 (fr
Inventor
James S. Page
Mark Batho
Matthew Page
Original Assignee
Crosskate, Llc
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Crosskate, Llc filed Critical Crosskate, Llc
Publication of WO2002043821A2 publication Critical patent/WO2002043821A2/fr
Publication of WO2002043821A3 publication Critical patent/WO2002043821A3/fr

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Classifications

    • A—HUMAN NECESSITIES
    • A63—SPORTS; GAMES; AMUSEMENTS
    • A63C—SKATES; SKIS; ROLLER SKATES; DESIGN OR LAYOUT OF COURTS, RINKS OR THE LIKE
    • A63C17/00—Roller skates; Skate-boards
    • A63C17/22—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.
  • in-line skates are faster, more maneuverable, and potentially lighter. However, they do not actually steer by weight displacement (although they may at first appear to do so). Steering of in-line skates is accomplished by actually scrubbing the wheels and twisting the skate relative to its direction of motion, i.e., by misalignment of the wheel to introduce lateral frictional force. This works well only with wheel configurations that have a relatively short wheelbase, typically shorter than the users foot, or that have central wheels which are lower than the other wheels, creating an effective wheelbase which is short enough to allow turning - a configuration commonly referred to as rocker.
  • U.S. Patent 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.
  • Patents 5,199,727 to Lai, 1993 and 5,443,277 to Kubierschky, 1995 describe mechanisms for the same purpose, which are both fully contained inside the wheel, and which eliminate some of the bulk of the previously mentioned methods. Although they do not require the use of bulky links or cradles, these mechanisms have several disadvantages. First, some, if not all, of the functional parts of these mechanisms must fit within the inner race of the wheel bearings (as the wheel is viewed from the side). This again necessitates the use of wheel bearings which are larger, heavier and probably more expensive than standard skate bearings. These mechanisms also do not lend themselves to the use of standard, inexpensive skate or skateboard wheel bearings for the steering pivot elements because of space constraints.
  • 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.
  • This mechanism 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 confines 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.
  • 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.
  • Figures 1A to IC show prior art sporting devices either with a conventional steering mechanism or no steering mechanism, depending on the device.
  • Figure 1 A shows a typical roller ski without steering.
  • Figure IB shows an all terrain in line skate without a steering mechanism, which is typical.
  • Figure IC shows a land surfing device.
  • Figure 2A is an isometric view of a ski/skate sporting device according to the present invention.
  • Figure 2B is a right side view of the device of Figure 2 A.
  • Figure 2C is a left side view of the device of Figure 2 A.
  • Figure 3 A shows an isometric view of the steering mechanism connected to the wheel that it steers.
  • Figure 3B shows a sectioned view of the mechanism of Figure 3 A to illustrate the interconnection of the parts.
  • Figure 3C shows a top view of the mechanism of Figure 3A with part of the wheel removed for clarity.
  • Figure 3D shows a right side view of the mechanism of Figure 3 A including the relationship between the steering axis and the tire patch.
  • Figure 3E shows a top view of the mechanism of Figure 3A in a left turn configuration.
  • Figure 3F shows a top view with the mechanism of Figure 3 A in a right turn configuration.
  • Figure 3G shows an isometric view of a sporting device with the preferred mechanism configured to steer the rear wheel.
  • Figure 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.
  • Figure 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.
  • Figures 6A - 6C show an alternate embodiment of the steering mechanism coupled with an alternate embodiment of the damping and centering force mechanism.
  • Figure 7A shows an embodiment of a sporting device employing the damping mechanism as a suspension means for the chassis of the device.
  • Figure 7B shows a partial view of the chassis of Figure 7A 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 Figure 5.
  • Figure 7C illustrates a flex member steering pivot assembly useful in another embodiment of applicant's steerable wheel recreation device.
  • Figure 8 illustrates a sporting device of the invention having a wheel brake coupled to the user.
  • Figure 9 illustrates a detail of one coupling mechanism suitable for the device of Figure 8.
  • Figures 10A-10C illustrate a cable-actuated brake caliper mechanism used in a wheeled sporting device of the invention.
  • Figures 11 A and 1 IB illustrate an embodiment having a flexure steering assembly
  • Figures 1 IC and 1 ID illustrate an embodiment having an elastomeric steering assembly.
  • Figure 12 is a perspective view of a brake structure according to one embodiment of the invention.
  • Figures 1A to IC show existing sporting devices that either do not have steering mechanisms or have steering systems that could be improved.
  • Figure 1 A 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. However, 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.
  • 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.
  • Figure IC 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 apparently 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 of the invention 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.
  • FIG. 2 A to 2C A preferred embodiment of the present invention is shown in Figures 2 A to 2C.
  • 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 ski / skate sporting device is 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.
  • the primary mode of use involves a motion similar to that of Nordic or Randonee skiing.
  • Randonee 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. With the use of such 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.
  • 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.
  • a typical embodiment of the steering mechanism of the present invention is illustrated in Figures 3 A to 3G, in which the steering mechanism utilizes steering bearings contained within the perimeter of the wheel being steered.
  • Figures 3A to 3G 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 steering 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 ( Figure 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 ( Figures 3 A, 3B, and 3D), 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 Figure 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.
  • 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 is facilitated by the easy access to the parts of the steering mechanism.
  • the user has access to 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. ( Figures 3B, 3C and 5). While this provides one example of a simple lockout mechanism, a variety of other mechanisms are possible.
  • chassis 21 has a "yoke” feature (i.e., two arms) which extend around both sides of wheel support 14. If kingpin 15 is to be supported at both ends (either fixed or in bearings), the "yoke” feature may be incorporated into the part of chassis 21 that supports wheel support 14 as shown in Figures 3 A to 3F. Alternatively, wheel support 14 may have a "yoke” feature which reaches around part of chassis 21. 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.
  • a "yoke” feature i.e., two arms
  • wheel support 14 may have a "yoke” feature which reaches around part of chassis 21.
  • 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. Alternatively, 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.
  • Figure 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. In addition to 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.
  • Figure 4 shows a damping and centering force mechanism is mounted or incorporated into the chassis of the sporting device.
  • Figure 5 shows a similar mechanism coupled with the steering mechanism of Figures 3A to 3G.
  • 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. Additional centering forces keep the wheel centered if it is lifted from the ground, and can modify steering behavior to suit specific terrain conditions. 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. In Figures 4 and 5, a coil spring is shown as a biasing element 18.
  • biasing element 18 which may be a coil spring, is attached at both ends so that it provides position-restoring centering forces when extended as well as when compressed. It is also contemplated that alternative biasing elements may be used 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 other spring arrangements. 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 Figure 4 is a flexible membrane, preferably made of rubber, which prevents the entry of grit and debris into the housing 17.
  • air damping is used.
  • a damping system advantageously uses part of chassis 21 as a housing for the damper system (housing 17), creates minimal visual clutter, requires few extra components, and adds minimal extra weight.
  • an effective embodiment can also be implemented using oil or another fluid as a damping medium, or using a wide variety of other damping mechanisms.
  • the 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.
  • Figures 6 A to 6C show an embodiment in which the steering centering force and damping mechanisms have been incorporated into wheel support 14b instead of residing in the chassis.
  • the kingpin rod 16b is rotatably connected to piston 19b via a connecting pin 25.
  • This embodiment employs two sets of centering elastomers 18b, one on either side of piston 19b.
  • the wheel support 14b has a cylindrical feature, housing 17b, which essentially serves the same purpose as housing 17 in Figures 4 and 5, and contains the piston 19b and centering elastomers 18b.
  • 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.
  • a sporting device that uses the steering mechanism without damping and centering force mechanism, or with a different damping and centering force mechanism. If damping is not needed, piston 19 and fluid chamber 24 are not required. If centering forces are not required, centering force means 18 is not required.
  • 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.
  • Figures 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 21c which comprises housing 17c
  • chassis 21c is pivotally mounted to rear part of chassis 21c via a suspension pivot 29.
  • the mechanism could also be configured so that the parts of chassis 21c 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 21c.
  • piston 19c can be configured to slide in either the forward or the rear portion of chassis 21c.
  • a separate, pre-existing damping mechanism could be incorporated into chassis 21c rather than using the inner surface of chassis 21 c as the housing for piston 19c.
  • 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.
  • Figure 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.
  • Figures 11 A-l IB and Figures 1 lC-1 ID 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 31a.
  • Plate 31a 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.
  • Figures 1 lC-1 ID 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 3 lb are interconnected by an elastomeric or resilient connecting body 3 lb.
  • Body 3 lb is preferably shaped or is constrained, e.g., by rigid plates, rods, shell or washers (not shown) contained in or bonded to the body 31b, 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 31b is preferably 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.
  • 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.
  • Figures 2 A to 2C, 3G, 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) It allows the use of a single tube or other member for simplicity; b) It facilitates making the device lightweight; c) It similarly allows the manufacturing to be economical; d) It allows the maximum possible ground clearance when bumps and debris are encountered; e) It facilitates the use of mechanisms including, but not limited to the in- frame damping and centering force mechanism of this patent; and f) It allows use of relatively large tires while maintaining a low center of gravity.
  • 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.
  • 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 44a, 44b 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 44a, 44b.
  • 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.
  • the proximal end of the cable 50 attaches to the boot of the wearer, or to a strap assembly that mounts over the user's foot or shin area.
  • Figures 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 30a 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 62a, 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.
  • Figure 9 shows the strap running straight from a connection at the ankle band of the boot
  • the strap may also loop behing 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 Figure 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.
  • the proximal end of the cable may be attached to a handheld, 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.
  • an electronic unit preferably controls a force actuator at the caliper, such as a pneumatic valved piston, or a motorized cam positioner/actuator.
  • a force actuator at the caliper such as a pneumatic valved piston, or a motorized cam positioner/actuator.

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  • Axle Suspensions And Sidecars For Cycles (AREA)
  • Motorcycle And Bicycle Frame (AREA)

Abstract

L'invention concerne un dispositif à roues directionnelles, tel qu'un patin à roues alignées ou un ski à roulettes, comportant une roue creuse ou en assiette, un roulement de roue et un support de roue reliant la roue à une structure de direction qui s'étend sensiblement à l'intérieur du rayon externe de la roue et change de direction au fur et à mesure que l'utilisateur déplace son poids. Le dispositif comporte de préférence un châssis latéral et des roues surdimensionnées disposées à l'avant et à l'arrière du pied de l'utilisateur. Le châssis peut comporter un mécanisme d'amortissement et de force de centrage servant à modérer le comportement du système de direction ou de suspension. Les freins, tels que des freins à tambour ou à disque, sont reliés à une ou plusieurs roues et sont de préférence actionnés au moyen, par exemple, d'un câble actionné par la chaussure de sorte que le freinage s'effectue lorsque l'utilisateur adopte une position bien précise. Dans un mode de réalisation préféré de l'invention, le positionnement fait basculer le poids vers l'arrière et/ou vers l'avant de manière que la décélération ne se produise pas avant que l'utilisateur se trouve dans une position stable.
PCT/US2001/044724 2000-11-28 2001-11-27 Patin a roues alignees et ski a roulettes pourvus d'un systeme de direction et de freinage WO2002043821A2 (fr)

Applications Claiming Priority (4)

Application Number Priority Date Filing Date Title
US25343800P 2000-11-28 2000-11-28
US60/253,438 2000-11-28
US09/849,440 2001-05-04
US09/849,440 US20020125659A1 (en) 1998-11-06 2001-05-04 Steering and braking in-line skate or roller ski

Publications (2)

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

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

Cited By (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
WO2007014858A2 (fr) * 2005-08-04 2007-02-08 SPORTISSIMO Sàrl Ski de fond a roues
CN103372301A (zh) * 2012-04-24 2013-10-30 刚硕技术有限公司 用于轮滑鞋的制动机构
US10661154B2 (en) 2016-07-04 2020-05-26 Commissariat A L'energie Atomique Et Aux Energies Alternatives Locomotion device with rollers
IT202000002176A1 (it) * 2020-02-04 2021-08-04 Leonardo Bacchi Pattino a ruote
EP3895766A1 (fr) 2020-04-14 2021-10-20 Miguel Carreño de Asúa Roller en ligne directionnel et avec freins

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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
DE102011078633B4 (de) * 2011-07-05 2014-07-17 Helmut Abel Rollschuh
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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US1771855A (en) * 1929-04-20 1930-07-29 Macmillan Frank Skate
US5312120A (en) * 1990-11-15 1994-05-17 Georg Wiegner Roller-ski
US5590889A (en) * 1993-01-29 1997-01-07 Pozzobon; Alessandro Braking device particularly for skates
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

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Publication number Priority date Publication date Assignee Title
US1771855A (en) * 1929-04-20 1930-07-29 Macmillan Frank Skate
US5312120A (en) * 1990-11-15 1994-05-17 Georg Wiegner Roller-ski
US5590889A (en) * 1993-01-29 1997-01-07 Pozzobon; Alessandro Braking device particularly for skates
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 (10)

* 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
WO2007014858A2 (fr) * 2005-08-04 2007-02-08 SPORTISSIMO Sàrl Ski de fond a roues
WO2007014858A3 (fr) * 2005-08-04 2007-10-25 Sportissimo Sarl Ski de fond a roues
CN103372301A (zh) * 2012-04-24 2013-10-30 刚硕技术有限公司 用于轮滑鞋的制动机构
EP2656887A3 (fr) * 2012-04-24 2013-11-27 Koncept Technologies Inc. Mécanisme de freinage pour patins à roulettes
CN103372301B (zh) * 2012-04-24 2016-09-07 刚硕技术有限公司 用于轮滑鞋的制动机构
US10661154B2 (en) 2016-07-04 2020-05-26 Commissariat A L'energie Atomique Et Aux Energies Alternatives Locomotion device with rollers
IT202000002176A1 (it) * 2020-02-04 2021-08-04 Leonardo Bacchi Pattino a ruote
WO2021156741A1 (fr) * 2020-02-04 2021-08-12 Bacchi Leonardo Patin à roulettes en ligne
EP3895766A1 (fr) 2020-04-14 2021-10-20 Miguel Carreño de Asúa Roller en ligne directionnel et avec freins

Also Published As

Publication number Publication date
WO2002043821A3 (fr) 2004-02-19
US20020125659A1 (en) 2002-09-12

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