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