Note: Descriptions are shown in the official language in which they were submitted.
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SHOCR ABSORBENT IN-LINE ROLLER SKATE
FIELD OF THE INVENTION
This invention is directed to in-line roller
skates. More particularly, this invention pertains to
shock absorbent in-line roller skates wherein the wheels
are resilient mounted to navigate over rough, bumpy sur-
faces. The invention also relates to a wheel stopping
mechanism which can be activated to retard wheel rotation.
BACKGROUND OR THE INVENTION
In-line roller skates have become very popular
with the public in the past few years. However, the in-
line roller skates that are available on the market have a
number of inherent limitations. For one thing, the wheels
and axles are rigidly mounted to the frame member under the
boot and there is minimal shock absorbing capacity built
into the wheels. Accordingly, it is difficult for a person
wearing conventional in-line roller skates to skate over
uneven or bumpy surfaces. This is particularly important
during long downhill runs at high speeds. Transmission of
excessive high frequency low amplitude vibration due to
road surface irregularities may blister a skaters foot as
well as cause fatigue. Impacts of high amplitude at any
frequency may cause a loss of balance and a serious fall.
Existing in-line skates offer limited shock
absorption through the use of a slightly soft tire compound
which compensates for only minor bumps. Such tires require
frequent replacement due to wear and tear. Use of a
relatively soft tire compound, while lending more shock
absorbing capacity, increases rolling friction and
detrimental heat buildup. This may soften the tire,
degrade bearings and overall, require greater skating
effort, particularly in high ambient temperatures.
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Existing in-line skates usually have three to
five tandem wheels in relatively rigid horizontal and
vertical alignment. In a three wheel skate, when a skater
encounters a bump, in forward motion, the initial upward
wheel impact forces the toe upward. Impact with the
following middle wheel raises the toe still further leaving
ground contact substantially with the final wheel. This
action tends to destabilize the skater by removing toe
contact which normally supplies the best control.
Allowing independent wheel deflection vertically
while maintaining lateral rigidity would enable greater
control and stability over relatively rough terrain.
Transferring the resilient action away from the tire also
would allow the use of harder tire compounds
Another problem is braking. Most in-line skates
have a rear brake pad on one skate. It would be helpful if
a wheel rotation stopping mechanism could be used. This
would avoid unwanted wheel rotation.
U.S. Patent No. 4,915,399, Merandel, granted
April 10, 1990 discloses a front and rear wheel roller
skate design which has a suspension system on the front and
rear wheels. The roller skate is equipped at the level of
the front and rear pivoting axles, with a suspension system
for damping shocks resulting from unevenness of a skating
surface. The front and rear pivoting axles are each
provided with a suspension system which is fixed at one end
on the central part of the pivoting axle, and at the other
end being guided by a centring barrel located inside a base
of the skate. The pivoting axles are also each equipped
with a pivoting system secured at one end to the base by a
pivoting device while the other end is secured to an arm of
the central part by resilient washers. Marandel does not
disclose in-line roller skates. He discloses conventional
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roller skates with a pair of wheels on a front axle and a
pair of wheels on a rear axle.
U.S. Patent No . 5,092,614, Malewicz, assigned to
Rollerblade, Inc., granted March 3, 1992, discloses a
lightweight in-line roller skate frame and frame mounting
system. The in-line roller skate has a frame including a
pair of side rails, each side rail having front and rear
mounting brackets for attachment of the frame to the boot
of the in-line roller skate. Each frame side rail includes
a curved portion and a planar portion. The planar portion
carries a plurality of axle apertures through which an axle
for a wheel may be inserted. Preferably, the axle aper-
tures are configured to receive an axle aperture plug, have
an eccentrically disposed axle bore and are situated on the
frame side rails such that the wheels may be mounted at
multiple relative heights to each other. Malewicz does not
disclose any shock absorbing mechanism for the in-line
wheels, or any ability for the wheels to move upwardly or
downwardly in order to recede when the wheels impact a bump
or obstruction.
SUMMARY OF THE INVENTION
The invention is directed to an in-line roller
skate comprising: (a) a boot with a heel and toe adapted
to receive a foot of a skater; (b) a first wheel supporting
rail means secured to an underside of the boot and extend-
ing from the heel to the toe; (c) a second wheel supporting
rail means secured to an underside of the boot, and extend-
ing from the heel to the toe adjacent and generally paral-
lel to the first rail means; (d) a plurality of wheel means
mounted in tandem in a line between the first and second
rail means, the wheel means being respectively connected to
the first and second rail means by respective axle means
and bearing means; and (e) a plurality of resilient shock
absorbing means located between the respective axle means
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and bearing means and the rail means to enable the respect-
ive wheel means to move under force individually upwardly
or downwardly relative to the first and second rail means.
There are variable choices in the degree and
placement of the resilient elements concomitant with
greater control and enhanced wear characteristics of the
ground engaging wheels.
As an alternative embodiment, the resilient shock
absorbing means can be absent and the wheels can have
resilient spokes which enable the circumferences of the
respective wheels to move upwardly or downwardly relative
to the first and second rail means. There can be at least
three wheel means and the first rail means and the second
rail means can include at least three respective resilient
means and the at least three wheel means can be rotation-
ally mounted in the respective resilient means.
A pair of respective resilient shock absorbing
means can be used for each wheel, axle and bearing means
and the resilient shock absorbing means can be mounted in
respective cavities formed in the first and second rail
means. The respective resilient shock absorbing means can
be resilient members which fit in cavities in the first and
second rail means.
At least three spring cavity means can be formed
in the first rail means and at least three cavity means can
be formed in the second rail means, the cavity means
coinciding with the positions of the three wheel means
respectively, each cavity means being adapted to receive
respective removable resilient shock absorbing means.
The resilient shock absorbing means can be
removable and invertible resilient plugs which can be posi-
tioned in the respective cavity means in the first rail
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means and the second rail means, the resi~lient plugs
impinging on the axle and bearing means for each respective
wheel means, and absorbing compression force when the
respective wheel means moves upwardly, and dispensing
compression force when the respective wheel means moves
downwardly.
The first and second rail means can have formed
therein, in association with the respective cavity means,
axle wells which permit the axles to move upwardly or
downwardly in relation to the first and second rail means.
The invertible resilient plugs can be held in place in
relation to the axle means and the rail means by spacer
sleeve means. The resilient means can also be held in
place by washer means.
The resilient means can have protective covers
thereon. Each resilient means can have a crescent shape
and can fit in respective vertical elongated cavities in
the first rail and second rail means, the axle fitting in
the concave curve of the crescent.
The axles can be positioned at a first elevation
when the concave side of the crescent faces upwardly and
can be positioned at a second lower elevation when the
concave side of the crescent faces downwardly.
The respective resilient means can be held in
place by respective removable washer means which fit about
the respective axle means. The respective resilient means
can be held in place by respective spacer sleeves which fit
about the respective axle means on a side of the resilient
means opposite to the washer means. At least one reinforc-
ing web can be located between the first and second rail
means to lend stability.
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The invention is also directed to an in-line dual
wheel roller skate comprising: (a) a boot adapted to
receive a foot of a skater; (b) a resilient wheel sup-
porting means secured to the underside of the boot; (c) at
least three pairs of wheels mounted in tandem linear
relationship on the wheel support means in dual pair
relationship with one another, the dual wheels being
individually moveable relative to the boot when a force is
exerted on the wheels thereby flexing the wheel supporting
means.
The dual wheels can be rotationally mounted on
either side of the wheel supporting means by a laterally
extending axle, the axle being adapted to pivot upwardly or
downwardly in relation to the boot by compressing the wheel
supporting means. The wheel supporting means can have
positioned therein, at least one resilient spring disc
which enables the wheels to move upwardly or downwardly
relative to the boot. The wheel supporting means can have
one or more compressible cavities thereon.
The wheel support means can have formed therein
a cavity which can be adapted to receive a coil spring, the
coil spring impinging upon the axle means and enabling the
axle means to move upwardly or downwardly in relation to a
force exerted upwardly or downwardly on the dual wheels and
the axle.
The invention is also directed to an in-line
roller skate comprising: (a) a boot adapted to receive a
foot of a skater; (b) a resilient yoke-like wheel sup-
porting means secured to an underside of the boot, the
supporting means having forward extending and rearward
extending fork-like arms; and (c) a plurality of wheels
rotatably arranged within the fork-like arms of the wheel
support means;
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A pair of wheels can be arranged in line between
the forward fork-like arm, and a pair of wheels can be ar-
ranged between the rearward fork-like arm, and the wheels
and arms can move upwardly when the wheels are placed on
the ground, to absorb compression forces.
The invention is also directed to an in-line
roller skate comprising: (a) a boot adapted to receive a
foot of- a skater; (b) a resilient wheel mounting means
secured to the underside of the boot, longitudinal with the
boot, and having an elongated longitudinal wheel receiving
cavity therein; with at least one opening formed in the
wheel mounting means; (c) a plurality of wheels rotatably
mounted in series within the wheel receiving cavity; and
(d) a removable resilient compression force absorbing means
fitted in the opening in the wheel mounting means.
Alternatively, an opening can be formed in each
wall of the wheel mounting means on either side of the
wheel receiving cavity, the openings~ being adapted to
receive a plurality of detachable resilient compression
force absorbing means. The detachable resilient compres-
sion force absorbing means can be formed in the shape of
discs which can have a peripheral groove around the circum-
ference thereof, the peripheral groove being adapted to fitwith the edges of the opening, the discs receiving axles of
the wheel means.
Each wall of the wheel mounting means can have
formed therein a plurality of openings, each opening
receiving a pair of resilient disc-like compression force
absorbing means. The disc-like resilient compression force
absorbing means can have compressible openings therein.
The disc-like resilient compression force absorbing means
can be hollow.
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The wheels can have rotatable bearings therein
and can be mounted on axles which are secured to the side
walls of the wheel supporting means. A pair of disc-like
resilient compression absorbing means can be detachably
fitted to the wheel mounting means for every axle.
A releasable toe wheel lock for hill or stair
climbing may be installed. This wheel lock may be applied
to one wheel per boot or simultaneously to two or more if
desirable. The wheel lock may operate in a ganged manner.
The invention is also directed to an in-line
roller skate comprising: (a) a boot adapted to receive a
foot of a skater; (b) a wheel mounting means secured to the
underside of the boot, longitudinal with the boot, and
having an elongated longitudinal wheel receiving cavity
therein; (c) a plurality of wheels rotatably mounted in
series within the wheel receiving cavity in longitudinal
alignment with one another; and (d) a releasable wheel
rotation stop means located between the underside of a toe
of the boot and above a forward wheel of the plurality of
wheels.
The wheel stop means can move between a first
position wherein the stop means can be free of the forward
wheel and permits the forward wheel to rotate and a second
position wherein the stop means abuts the forward wheel and
prevents rotation of the forward wheel. The wheel stop
means can have releasable lock means which enables the stop
means to be locked in a first or second position.
The wheel stop means can be located between the
underside of a heel of the boot and above a rear wheel of
the plurality of wheels.
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BRIEF DESCRIPTION OF THE DRAWINGS
In the drawings which represent specific embodi-
ments of the invention but which should not be regarded as
restricting the spirit or scope of the invention in any
way:
Figure l illustrates a perspective view of a
conventional in-line roller skate with four in-line wheels
and a rail frame securing the wheels to a boot.
Figure 2 illustrates a front partial section view
of an in-line roller wheel, spring-mounted to a wheel
carrying frame attaching the wheel and axle to the boot.
Figure 3 illustrates a side view of a wheel
bearing and axle, spring-mounted to a frame of an in-line
roller skate.
Figure 4 illustrates a side view of a second
embodiment of shock absorbent in-line roller skate and boot
design comprising elastic shock absorbing rails with
variable density shock absorbing discs in receptacles.
Figure 4A illustrates a section view taken along
section line 4A-4A of Figure 4.
Figure 4B illustrates a variation of a section
view taken along section line 4A-4A of Figure 4 when the
roller wheel is reacting to upward compression, and a disc
is on one side only.
Figure 4C illustrates a side view of a third
embodiment of shock-absorbent in-line roller skate.
Figure 4D illustrates a side view of a fourth
embodiment of shock-absorbent in-line roller skate.
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Figure 4E illustrates a side view of a fifth
embodiment of shock-absorbent in-line roller skate.
5Figure 4F, which appears on the same sheet as
Figures 4A and 4B, illustrates an isometric view of a
resilient shock absorbent spring plug.
Figure 4G, which appears on the same sheet as
Figures 4A and 4B, illustrates an end partial section view
of a sixth embodiment of the invention with air-filled
resilient discs.
Figure 5 illustrates an end section view of a
first embodiment of a lateral dual wheel in-line roller
skate.
Figure 5A illustrates a side view of the dual
wheel in-line roller skate illustrated in Figure 5.
Figure 6 illustrates an end-section view of a
second embodiment of a lateral dual wheel in-line roller
skate.
25Figure 6A illustrates a side view of the dual
wheel in-line roller skate illustrated in Figure 6.
Figure 7 illustrates a end-section view of a
third embodiment of a lateral dual wheel in-line roller
skate.
Figure 7A illustrates a side view of the dual
wheel in-line roller skate illustrated in Figure 7.
35Figure 8 illustrates a side view of an in-line
roller skate with spring yoke wheel suspension.
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Figure 8A illustrates a side view, of an in-line
roller skate with spring yoke wheel suspension, when
contacted with the ground and under a limited load.
Figure 8B illustrates a side view of an in-line
roller skate with spring yoke wheel suspension, when
subjected to further ground compression action, compared to
the configuration illustrated in Figure 8A.
Figure 9 illustrates a bottom view of an in-line
roller skate with spring yoke wheel suspension.
Figure 10 illustrates a section view taken along
section line 10-10 of Figure 9.
Figure 11 illustrates a section view taken along
section line 11-11 of Figure 9.
Figure 12 illustrates a section view taken along
section line 10-10 of Figure 9 of an alternative embodiment
of hollowed-out lightweight yoke supports.
Figure 13 illustrates a section view taken along
section line 13-13 of Figure 4, showing a lightweight wheel
assembly with a low profile tire.
Figure 13A illustrates a view of the wheel of
Figure 13 taken along section line 13A-13A of Figure 13.
Figure 14 illustrates a section view taken along
section line 14-14 of Figure 4, showing a lateral stabi-
lizer web in the wheel support rail.
Figure 15 illustrates an enlarged section view of
an in-line roller skate wheel and support with a pair of
axle-mounted resilient shock absorbing axle plugs and tire
mounting means.
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Figure 15A, which appears on the same sheet of
drawings as Figures 13 and 14, illustrates an isometric
view of a resilient shock absorbing axle plug.
Figure 15B, which appears on the same sheet of
drawings as Figures 13 and 14, illustrates an isometric
view of an inverted shock absorbing axle plug.
10Figure 16 illustrates a section view of a detail
of the axle and resilient shock absorbing axle plug of
Figure 15. under compression.
Figure 17 illustrates a section view taken along
15 section line 17-17 of Figure 15.
Figure 18, which appears on the same sheet of
drawings as Figure 4, illustrates a spring action angled
spoke shock absorbing wheel.
Figure 19, which appears on the same sheet of
drawings as Figure 4C, illustrates a means of varying disc
density.
25Figure 20 illustrates a further means of varying
disc density.
Figure 21, which appears on the same sheet of
drawings as Figure 4D, illustrates a means of adjusting the
30 density of the disc of Figure 20.
Figure 22 illustrates a section view taken along
section line 22 - 22 of Figure 21.
Figure 23, which appears on the same sheet of
drawings as Figure 4E, illustrates a graded density disc.
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Figure 24 illustrates an asymmetrically resilient
fluid filled disc.
Figure 25 illustrates a side view of a partially
5 shock-absorbent in line skate with a releasable toe wheel
lock.
Figure 26 illustrates a section view taken along
section line 26 - 26 of Figure 25.
Figure 27 illustrates a section view taken along
section line 27-27 of Figure 25.
DETAILED DESCRIPTION OF SPECIFIC
EMBODIMENTS OF THE INVENTION
Figure 1 illustrates in perspective view a
conventional in-line roller skate 10. The skate 10 in-
cludes a boot 12 and a rigid wheel frame 14 attached on the
20 underside thereof. Frame 14 rotatably supports four in-
line wheels which are identified from front to rear respec-
tively as wheels 16, 18, 20 and 21. Frame 14 is attached
to the under-sole 26 of boot 12 at a front sole attachment
28 and a rear sole attachment 30. Frame 14 includes
25 parallel first and second side rails 32 and 34 respective-
ly. Side rail 34 is partly visible in Figure 1. The side
rails 32 and 34 are used for mounting the axles of the
wheels 16, 18, 20 and 21. Frame 14 may include at the rear
a brake assembly 36 having a braking pad 37 which a skater
may use to assist in stopping forward or reward motion, by
pressing the pad against the ground.
Boot 12 includes an ankle cuff 29 which is
pivotally attached to boot 12 by a cuff pivot point 31.
35 Boot 12 further includes a plurality of boot closure means
22 for closely conforming the boot 12 to a skater's foot.
As shown in Figure 1, closure means 22 are individual
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buckle type closures, which are conventional. Other known
means of tightening a boot onto a foot, such as laces and
eyelets, or hook and pile fastener straps are also feasible
and are within the scope of the present invention. Boot 12
5 may include a soft absorbent liner 24 which may be remov-
able if desired.
Figure 2 illustrates a front partial section view
of a wheel 16, which is rotatable on an axle 38. The axle
10 38 rotates in a pair of ball bearings 15 in the wheel 16,
which is conventional. The bearings 15 reduce friction and
minimize heat development when the wheels 16, 18, 20 and 21
(see Figure 1) rotate while the skater is skating. The
axle 38 is held in place by nut 39. The first side rail 32
15 is constructed to include therein a vertical cavity 40
which can receive a coil spring 42. The top end of the
coil spring 42 bears against the top of the cavity 40,
which is slightly notched. At its lower end, the spring
42 bears against the top side of axle 38. The wheel 16
20 rotates by bearings 15 on the axle 38 which is basically
stationary. The second side rail 34 is constructed to have
therein a similar second spring cavity 44 and a second coil
spring 46. This construction with dual springs 42 and 46,
one on each side of the wheel 16, enables wheel 16 to move
25 upwardly or downwardly (depending upon the degree of
softness of the springs 42 and 46) against the pair of
springs 42 and 46 respectively when the wheel 16 contacts
an obstruction or bump in the ground surface over which the
skate is traversing. The construction also permits a
30 slight amount of lateral tilting of the wheel 16, which can
be controlled by the degree of stiffness of the coil
springs 42 and 46.
The other three wheels illustrated in Figure l,
35 namely, wheels 18, 20 and 21, are similarly equipped with
corresponding coil springs and cavities in the side rails
32 and 34 in order to enable those wheels to also yield
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upwardly against the springs when bumps or obstructions are
encountered on the ground surface. The springs 42 and 46,
and the other springs, are selected to have sufficient
compression force to carry the weight of the skater. The
springs can be removed and replaced with springs of other
compressive force to proportionately accommodate the weight
of lighter or heavier skaters. Spring systems other than
coil springs, for instance, resilient rubber blocks, or
leaf springs may be used.
Figure 3 illustrates a side view of the axle 38,
wheel bearing 15 and spring construction illustrated in
Figure 2. The wheel 16 is not shown. In Figure 3, it can
be seen that side rail 32 has formed therein a vertical
longitudinal axle well 48, in which axle 38 and wheel 16
can move upwardly or downwardly within fixed limits.
Forward or rearward movement of the axle and wheel a
restricted. The downward movement of axle 38 and wheel 14
is restricted by cross bar 50. Bar 50 is held in place
against rail 32 by a pair of counter sunk screws 51. Like-
wise, the upward movement of axle 38 and bearing is limited
by the top 52 of well 48. As seen in Figure 3, wheel 16,
which rotates about axle 38 by means of the ball bearings
15, is free to move upwardly against the downward force
exerted by coil spring 42, whenever the bottom of wheel 16
hits an obstruction in the ground surface over which the
skater is skating. The distance of axle travel between bar
50 and the top 52 of well 48 is sufficient to enable the
spring 42 to absorb the shock caused by most bumps encoun-
tered by the skater. While spring 42 is visible in Figure3, as depicted, side rail 32 can be designed and formed
(such as by injection molding) to provide a cover for
spring 42, and well 48, so that they are not visible. This
may be desirable for cosmetic or design reasons or retard
inclusion of foreign particles.
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As used in this disclosure the term "resilient
material" means a material which is elastic, recoils.
rebounds and resumes shape and size after being stretched
or compressed under a force, which is subsequently removed.
Figure 4 illustrates a side view of a second
embodiment of shock absorbent in-line roller skate and boot
design. As with the previous design, the boot 12 (shown
schematically) has four wheels 16, 18, 20 and 21 on the
underside thereof, and a brake assembly 36 and pad 37 at
the rear end thereof. However, in the second embodiment
illustrated in Figure 4, the pair of parallel side rails 56
and 58 (side rail 58 is visible in Figure 4) have a differ-
ent construction. The side rail 58 is typically con-
15 structed of a resilient strong material such as extrudedhigh density polyethylene, polypropylene, or some other
suitable material, (which can, if desired, be reinforced
with glass or graphite fibres) which provides both rigid-
ity, strength and a certain amount of flexibility. The
20 material should be relatively rigid in the linear alignment
direction and reasonably flexible in the vertical direction
to prevent linear wobble of the wheels, but allow some
vertical movement of the wheels. The side rail 58 is ex-
truded to have formed therein a series of four dumbbell
25 shaped openings, 60, 62, 64 and 66. The centre of each
dumbbell opening 60, 62, 64 and 66 is positioned above the
axle 38 of the underlying wheel. The regions between the
adjacent ends of each dumbbell opening 60 can be rein-
forced, if desired, to increase strength and rigidity.
Figure 4 also illustrates in dotted lines a
series of lateral stabilizing webs 150, 151, 152, 153 and
154 which lend additional lateral stability to the side
rails 56 and 58. These webs assist in preventing the
35 wheels from wobbling laterally out of tandem alignment.
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Fitted in the large opening at each end of the
dumbbell 60 are a series of spring plugs or discs 68 which
are formed of a suitable compressible material, such as a
polyurethane elastomer, or the like. These spring plugs or
discs 68 act like compression springs and provide shock
absorbing capacity to the wheels when the wheels contact
bumps or uneven terrain. The spring discs 68 can be
exchanged with either softer or firmer versions in order to
provide the desired amount of shock absorbing or spring
action to the dumbbell 60 and spring disc 68 combination.
The elasticity of each disc can be individually selected to
customize the bump absorbing action or some or all of the
discs may be removed to produce desired shock absorbing
action. The degree of elasticity may be chosen with regard
skater weight and ability for various road conditions and
skating styles. The discs may be colour coded for density
e.g. clear or translucent for lighter elements, grading to
dark for less resilient discs. Alternatively, the discs
may be patterned and coloured for coding or for decorative
purposes.
Figure 4, as an alternative embodiment, illus-
trates second forward wheel 18 having an enlarged hub,
spoke and rim assembly 17. Prior art wheels have large
relatively soft tires to absorb a very limited amount of
shock. These tires fail to dissipate heat adequately and
thereby increase bearing stresses. These factors generate
increasing rolling friction both in the bearing and tire
compound. The soft tire compound and bearings of the prior
art thus tend to wear more quickly and require more effort
to increase speeds. The hub, spoke and rim assembly 17
serves to provide better cooling while the low profile tire
inherent with the assembly 17 may be of a harder wear
resistant nature. While only one wheel 18 is shown, it
will be understood that all four wheels may be of the
spoked design.
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As an alternative embodiment, the spoked wheel 18
may be constructed of different materials to provide shock
absorbing action or reduction in weight.
Figure 4A illustrates a section view taken along
section-line 4A-4A of Figure 4. In Figure 4A, spring discs
68 are shown at each side. For purposes of illustration,
a plug remover 69 and hooked rod 71 are shown removing the
disc 68 in the opening 60. The discs may be press fitted
for installation, with or without a tool. The first side
rail 56 extends downwardly from the boot 12 at the left
side of the figure, while the parallel side rail 58 extends
downwardly the right side of the figure. The dual side
rail combination 56, 58 can be injection molded as a unit,
15 and fibre reinforced, which is evident in Figure 4A. The
axle 38 extends through the base regions of the side rail
combination 56, 58, and is secured with nut 39 on the
opposite side. The axle 38, and nut 39 combination holds
the wheel 16 in the interior opening provided by the
20 parallel spaced side rails 56 and 58.
Figure 4B illustrates, in section view, upper lip
74 and lower lip 76 which are formed in the upper and lower
regions of the dumbbell opening 60. The upper lip 74 and
25 lower lip 76 are designed to engage snugly with the groove
78 which is formed around the periphery of the spring disc
68. In Figure 4B, the upper lip 74 and lower lip 76 are
shown having a rounded form, and the groove 78 in the
spring disc 68 also has a congruent rounded form. How-
30 ever, the respective configurations can have differentdesigns, for instance, square, triangular, dove-tail, and
the like, if greater interaction between the groove 78 and
the respective lips 74 and 76 is required. In Figure 4B,
no disc 68 is shown in the left side opening 60. This can
35 be by design. As a rule, however, discs 68 are normally
installed on both sides.
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As seen in Figure 4A, the spring disc 68 is in a
non-compressed configuration. However, when the wheel 16
encounters a bump or an obstruction of some sort (level
102), the wheel 16 is forced upwardly, as illustrated in
Figure 4B, which illustrates a section view taken along
section line 4A-4A of Figure 4, except in the depiction
illustrated in Figure 4B the roller wheel 16 is under
upward compression. The initial position of wheel 16 is
indicated by dashed lines 72. The upward movement of the
wheel 16 forces the axle 38, nut 39 to move upwardly as
indicated by dashed lines 73. As is evident in Figure 4B,
this upward action compresses dumbbell opening 60, and
spring disc 68. Spring disc 68 absorbs the upward compr-
essive force by contracting vertically and expanding
laterally. A similar action would take place in a compan-
ion spring disc 68 if it were fitted in left dumbbell
opening 60. The spring disc 68 has an opening 70 through
the centre thereof. The size of this opening 70 can be
varied in order to provide increased control over compress-
ibility of the spring disc 68. AS a general rule, thelarger the spool opening 70, the more resilient is the
spring disc 68. However, compressibility is also governed
by the degree of elasticity of the elastomeric material
from which spring disc 68 is formed. The opening is also
used to enable the disc 68 to be installed or removed by
disc remover 69 as shown in Figure 4. Further embodiments
of wheel discs are discussed below and illustrated in
Figures 19 to 24.
Figure 4C illustrates a side view of a third
embodiment of shock-absorbent in-line roller skate. As
seen in Figure 4C, the four wheels 16, 18, 20 and 21 are
arranged in an arc configuration so, in the embodiment
shown in Figure 4C, only the two centre wheels 18 and 20
touch the ground 101. In certain instances, for example,
increased maneuverability, may be desirable to have the
forward wheel 16 and the rear wheel 21 raised above the two
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middle wheels 18 and 20. The forward wheel 16 and the rear
wheel 28 would then only contact the ground under certain
conditions. The side rail position linking the axles 38
can be designed to have a vertical bowing action, and a
5 relatively rigid linear configuration. This region of the
rail 79 can be post-tensioned or pre-tensioned, as re-
quired, in order to accommodate the elasticity of the discs
68.
As seen in Figure 4C, the side rail 79, rather
than having formed therein a series of four dumbbell
openings, has formed therein a single continuous undulating
"string of beads" type opening, in which the spring discs
68 are fitted. The discs 68 can have uniform or varying
15 degrees of elasticity as required to provide the proper
shock absorbency action. The central discs can be of a
larger diameter than the end discs. As with the design
illustrated previously in Figure 4, there is a pair of
spring discs 68 for every wheel and axle combination.
20 Again, the side rails 58 and 56 (not visible) are formed of
appropriate resilient material to provide a certain amount
of flexibility, so that the dimensions of the continuous
undulating opening 80 will compress upwardly to a certain
extent, when the wheels 16, 18, 20 and 21 impact the
25 ground. The compression action of the opening 80, however,
is controlled both by the degree of resiliency of pre or
post-tensioning of the linking area between the axles 38
and by the degree of compressibility provided by the spring
discs 68. Figure 4C also illustrates in dotted lines
30 lateral stabilizer webs 160, 161, 162, 163 and 164, which
give lateral stability to the rails 79.
Figure 4D illustrates a side view of a fourth
embodiment of shock-absorbent in-line roller skate. The
35 design illustrated in Figure 4D is similar to a certain
extent to that illustrated in Figure 4C, except that the
undulating opening 90, is formed (or deformed by pre- or
2151787
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post-tensioning) so that it accommodates significantly
different sizes of spring discs. Also, the middle three
discs 86 as seen in Figure 4D have air valves so that the
internal air pressure can be adjusted. As seen in Figure
4D, there are five spring discs, arranged so that they fit
on the outsides and the interiors of the four axles of the
four wheels 16, 18, 20 and 21. A single large size hollow
air filled spring disc 84 is fitted into the central
portion of the opening 90, between the middle wheels 18 and
20. A pair of medium size air filled spring discs 86, are
fitted between the two forward wheels 16 and 18, and the
latter two wheels 20 and 21. A pair of small exterior
spring discs 88, are fitted in the two ends of the opening
90. The action provided by the embodiment illustrated in
Figure 4D is similar to that provided by the previous
embodiments, but represents a alternative means of achiev-
ing the shock absorbent, compressible wheel design pro-
vided by the invention. As illustrated, spring disc 85 and
discs 86 are oversized to lower the centre wheels 18 and 20
relative to wheels 16 and 20, to provide a convex curved
ground contacting wheel bottom profile, but may be replaced
with smaller discs to allow all wheels to contact the
ground simultaneously. Figure 4D also illustrates lateral
stabilizer webs 170, 171, 172, 173 and 174.
Figure 4E illustrates a side view of a fifth
embodiment of shock-absorbent in-line roller skate. As
seen in Figure 4E, four discs, 94, 96, 98 and 100, are
fitted in oval openings formed in side rail 92. The four
discs, 94, 96, 98 and 100 are positioned above and slight-
ly to the rear of the respective axles 38 of the respective
wheel 16, 18, 20 and 21. However, to provide the shock
absorbing capacity along the force line that would be
generated by wheel 16 impacting a bump, or the like, the
front spool 94 is positioned slightly farther behind axle
38 of front wheel 16, than with the other three discs.
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Figure 4E illustrated by means of dashed lines
102, the manner in which wheel 18 reacts when it impacts a
bump indicated by dashed line 102. The wheel 18 moves
upwardly, thereby compressing disc 96, into a more oval
shape configuration. A resiliency of the disc 96 absorbs
the upward compressive force, and thereby enables wheel 18
to negotiate the bump 102 readily. The wheels 16, 18, 20
and 21 provide independent suspension because they all act
independently as the bump 102 moves under each wheel.
Figure 4F illustrates an isometric view of
resilient shock absorbent spring disc 68. The spring disc
68 has a general disc-like configuration, with a peripheral
groove 78 around its circumference. Disc opening 70 is
also indicated in the central area of the spring disc 68,
and penetrates through the interior of the spring disc 68.
This opening 70 can vary in size in order to regulate the
degree of elasticity of the disc 68. It can also be used
to receive plug remover 69 for installation or removal on
the skate rail.
Figure 4G illustrates a partial section view of
an embodiment of the invention with air-filled discs. The
discs 77 are at an angle to avoid any interference with
wheel movement under severe compression. The discs 77 are
hollow so that they can be air filled via valves 85. The
air can be pumped in by pump 78 and needle 83. The manner
in which the discs compress when wheel 16 contacts a bump
102 is indicated in dashed lines. The pump 78 can be of
small size and clamped to or incorporated in boot 12.
Figure 5 illustrates an end section view of a
dual wheel in-line roller skate. The boot 12 as seen in
Figure 5 has on the underside thereof two parallel rows of
wheels 102 and 104 mounted by axle 38 to a central mount
106. This dual wheel in-line roller skate design is also
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adapted to absorb shocks and bumps as wlll be explained
below.
In the end section view illustrated in Figure 5,
5 the first wheel 102 is paired with a second wheel 104, both
of which are rotatably mounted on a common axle 38, and are
rotatable about respective ball bearings 108 and 110. The
pair of wheels 102 and 104 are fixedly mounted on a central
dual wheel mount 106, which is secured to the undersigned
of the boot 12. The central dual wheel mount 106 is
constructed, such as by extrusion molding, from a strong
semi-rigid material which has a certain amount of lateral
"give" to it. The degree of stiffness of the material from
which the wheel mount 106 is constructed can be varied as
required. Reinforcing with glass or graphite fibres may be
advisable. Figure 5A illustrates a side view of the dual
wheel construction with four pair of wheels 102 mounted in
spaced relation rotatably on central dual wheel mount 106,
which is secured to the underside of boot 12.
As indicated by the double ended arrow in Figure
5, the pair of wheels 102 and 104 can move laterally due to
the semi-flexibility of the central dual wheel mount 106.
This action enables each wheel 102 and 104 to negotiate
25 individually a bump or an obstruction. The result is that
the four pair of wheels on the skate (see Figure 5A) are
adapted to yield to obstructions on the surface over which
the skater is travelling.
Figure 6 illustrates and end section view of the
second embodiment of the dual wheel in-line roller skate.
Figure 6A illustrates a side view of the dual wheel in-
line roller skate illustrated in Figure 6. The dual wheel
design illustrated in Figures 6 and 6A vary from that
35 illustrated in Figures 5 and 5A in that the central mount
112 has formed therein a plurality of openings 114, into
which can be fitted resilient spring discs 116. The action
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provided by this combination is similar to that described
previously for the openings and the spring disc combina-
tions described for the single in-line roller skate designs
illustrated in Figures 4, 4A, 4B, 4C, 4D, 4E, 4F and 4G.
The configuration illustrated in Figure 6 and 6A
enables lateral movement and vertical wheel movement to be
achieved, as indicated by the pair of double headed arrows.
Figure 7 illustrates an end section view of a
third embodiment of a dual wheel in-line roller skate.
Figure 7A illustrates a side view of the roller skate
design illustrated in Figure 7. In this design, the
central wheel mount 118 has an "open-ended" design, with
two central openings 120. This design also has lateral and
vertical dual wheel movement, as indicated by the pair of
double headed arrows in Figure 7. The material from which
central mount 118 is constructed can be selected to provide
the requisite amount of flexibility and shock absorbing
capacity. A semi-rigid resilient plastic material such as
density polyethylene, high density polypropylene, suitable
reinforced with fibreglass or graphite filaments, or the
like, can be utilized.
The three embodiments of dual wheel in-line
roller skate design illustrated in Figures 5, 5A, 6, 6A, 7
and 7A show the wheels mounted in pairs. In each case, the
pair of wheels can move upwardly or downwardly by compress-
ing the openings or in a lateral direction about the
central dual wheel mount which is constructed of a suitable
resilient material.
Most bumps and obstructions encountered by a
skater as he or she skates over the ground are not very
large and accordingly it is unlikely that each of the dual
wheels will encounter the same bumps simultaneously. Thus,
when one of the dual wheel pairs encounters a bump, it is
2151787
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able to move upwardly relative to the other dual wheel, and
thereby absorb at least a portion of the impact caused by
the bump. The pair of wheels are also able to move
laterally. This pivotal dual wheel configuration provides
a more smooth operating and shock absorbing in-line skate
design, than the conventional in-line roller skate design
where the wheels are rigidly mounted to the frame.
With the dual wheel mounting, one or both of the
wheels are free to move upwardly against the compression
force exerted by the central mound, with or without spring
discs, when one or both wheels encounter a bump or
obstruction the ground surface over which the skater is
skating. This construction provides a very smooth operat-
ing dual wheel in-line roller skate. Furthermore, when the
skater negotiates a turn, and "leans" into the turn, the
wheel mounting flexes somewhat and enables the inner wheel
to yield more than the outer wheel, as the case may be,
thereby enabling all wheels to remain in contact with the
ground surface, even though the skater is leaning into the
turn.
Figure 8 illustrates a side view of an in-line
roller skate with spring yoke wheel suspension, shown in an
unstressed condition. In this design, the four wheels 16,
18, 20 and 21, are mounted on a yoke-like wheel suspension
122, which is secured to the underside of the boot 12.
Figure 8 illustrates the arrangement the wheels and the
yoke 122, which is constructed of a semi-ridge spring-line
resilient material, such as flexible metal alloys, graphite
fibre, or similar material, used in bicycle forks and
frames, tennis rackets, or similar sports equipment con-
structions. The front pair of wheels 16 and 18 are mounted
on the forward portion 124 of the yoke. Wheels 20 and 21
are rotatably mounted on the rear portion of the yoke 122.
21~ 1787
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When the skater wearing the boot 12, contacts the
ground, the forward and rear arms 124 and 125 of the yoke
122 yield upwardly as illustrated in side view perspective
in Figure 8A. This action is illustrated by the vertical
double headed arrow on boot 12. As the skater applies more
weight, the yoke 122, by means of the compression action
provided by elongated oval opening 126, provides further
shock absorbing and compression force absorbing action as
seen in Figure 8B. Figure 8B illustrates in dotted lines
an optional set of upper and lower front bumpers 123 and
127 which prevent the forward wheel 16 from bumping and
stalling against the underside of boot 12, when wheel 16
encounters a large bump. As shown in Figure 11, the upper
front graded bumper 123 can be inserted into a socket 121
formed between side rails 128 and 129 and below boot 12.
Figure 8B also illustrates in dotted lines a
wedge-like graded braking pad 130 which may be inserted
into a rear socket under the heel of the boot 12 similar
to socket 121. As viewed in Figure 8B, the graded braking
mechanism acts as follows: When the toe of the boot 12 is
rotated upwardly, as shown by upward arrow 133, initial
braking commences when third wheel 20 contacts surface 131
of the pad 130. This begins to apply a mild braking action
to wheel 20 while still allowing contact of front toe wheel
16 and second wheel 18 with the ground surface. Further
upward rotation of the toe of the boot 12 increases the
braking action applied to wheel 20 and initiates braking
action between under surface 132 of pad 130 and wheel 21.
Meanwhile, toe wheel 16 remains in ground contact
permitting continued directional control. Continued upward
toe rotation, in the direction of arrow 133, finally
engages brake pad 37 with the ground surface 101. This
also applies progressively more braking force to wheels 20
and 21 and in combination increases overall braking
effectiveness. Bumper 123 and brake pad 130 can be
removably replaced with similar shaped elements of varying
215 1787
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physical characteristics of elasticity and wear. The in-
line roller skate design illustrated in Figure 8, 8A and 8B
by selecting the appropriate constructing material for the
yoke 122, can provide a cushioning-type action to the
5 skate.
Figure 9 illustrates a bottom view of an in-line
roller skate with spring yoke wheel suspension, as
illustrated Figures 8, 8A and 8B. The forward arm 124 of
the yoke and the rear arm 125 of the yoke 122 are forked,
thereby providing openings in the interior in which the
wheels 16, 18, 20 and 21 can be rotatably mounted
respectively by axles 38.
Figure 10 illustrates a-section view taken along
section 10-10 of Figure 9. The wheel 16 is shown rotatably
mounted on axle 38, which is held by forward yoke arm 124.
Figure 11 illustrates a section view taken along section
11-11 of Figure 9. Wheel 18 is rotatably mounted on axle
20 38, nut 39 combination, which is mounted in yoke 122. The
opening 126 is also indicated. The yoke 122 is secured to
the underside of the boot 12.
Figure 12 illustrates a section view taken along
25 section line 10-10 of Figure 9 with an alternative embodi-
ment of hollowed-out lightweight yoke supports. The yoke
supports 124A are constructed of strong, lightweight,
resilient material and are hollowed out to reduce weight
while maintaining lateral rigidity and allowing resilient
30 vertical movement to carry axle 38 and wheel 16.
Figure 13 illustrates a section view taken along
section line 13-13 of Figure 4. The section line 13-13
passes through the narrowest part of the dumbbell shaped
35 disc receiving cavity 62. This central portion of the
opening 62 serves as a bumper preventing wheel contact with
the sole plate of the boot 12 thereby avoiding inadvertent
21~1787
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braking of the wheels in extreme situations. Figure 13
shows inter alia a lightweight composite wheel 18,
including a metal or plastic bearing housing hub, spoke and
rim element 17 mounting a ground engaging tire 19 of low
profile with good wear characteristics. The spokes serve
to lighten the weight of the wheels. They also serve to
conduct unwanted heat away from the circumference of the
wheels, axles and bearings by allowing circulating air
between the radial spoke members. The tire is mounted on
the rim element 17 which may include a tire engaging
annular ring l9A. As the shock absorption in taken within
the rail members, and/or the elements 17, if constructed of
resilient material, the tires 19 may be constructed of
generally firm material such as hard rubber or plastic such
as polyurethane, neoprene, or polybutadiene. In extreme
situations the tire compound may even include imbedded hard
particulates or grit for grip on slippery surfaces such as
ice. The particulates may be coarse or fine and of metal,
sand or other suitable friction enhancing materials.
Figure 13A illustrates a side view of a wheel 18
with the vented spokes in the element 17 mounting the
bearings 15 and tire 19. The position of the annular tire
anchoring ring l9A is shown in dotted lines. The ring l9A
aids in bonding the tire 19 to the rim of wheel element 17.
Adhesive may be used. Referring to Figure 15, bonding may
be further enhanced through boring of a plurality of radial
spaced apart holes 17A, in the rim of element 17 and spaced
apart annular holes l9B, in tire anchor l9A.
Figure 14 illustrates a section view taken along
section line 14-14 of Figure 4, showing a lateral stabi-
lizer web 152. These stabilizer webs 150, 151, 152, 153,
and 154 can be hollow, semi-hollow or of a lattice struc-
ture to reduce weight, and lend lateral stability to theside rails and prevent wander, wiggling or wobbling of the
in-line wheels.
21~1787
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Figure 15 illustrates a section view of an in-
line roller skate wheel and support with axle-mounted
resilient shock absorbing axle plug. As seen in Figure 15,
5 a pair of resilient shock absorbing plugs 200 are posi-
tioned between the wheel supporting rails 202 and a pair of
respective spacer sleeves 204 which fit over the axle 206
at each end. The plugs 200 are confined at the opposite
side by respective washers 208. The sleeves 204 and
washers 208 have extended vertical flanges 205 and 209
respectively which contain the plug member 200 and can be
constructed of a suitable lightweight plastic such as
polyethylene or metal such as aluminum. This construction
enables the axle 206 to yield upwardly to bumps and
15 obstructions to which the wheel may be subjected when the
skater is traversing over uneven terrain.
Figure 15A, which appears on the same sheet of
drawings as Figures 13 and 14, illustrates an isometric
20 view of a resilient shock absorbing axle plug 200. The
plug 200 has a basic crescent shape and is constructed of
suitable resilient material. The degree of resilience can
be selected to accommodate the degree of shock absorbing
ability desired.
Figure 15B, which appears on the same sheet of
drawings as Figures 13 and 14, illustrates an isometric
view of the axle shock absorbing plug 200 in inverted
configuration. In certain situations, it may be desirable
30 to raise the elevation of the axle 206 and this can be done
by inverting the two plugs 200 and placing them beneath the
axle 206.
Figure 16 illustrates a section view detail of
35 the axle and resilient shock absorbing plug of Figure 15
under compression. In this view, the vertical movement of
the axle 206 in the vertical slot 212 is evident. The plug
21S1787
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200 is compressed and thus permits the axle 206 to yield
upwardly. Alignment of plug enclosing flanges 205 and 209,
and of spacer 204 and washer 208 respectively, may be
accomplished by using a splined bore in washer 208 thereby
interfacing matching splines on spacer 204. End face 203
may have splines (not shown) which mate with matching
splines (not shown) at the interface with bearing spacer
204. Axle 206 may be shaped to prevent rotation within the
axle slot 212. An optional protective dust cover 210 can
be installed.
Figure 17 illustrates a section view taken along
section line 17-17 of Figure 15. This view reveals an end
elevation of the spacer 204 with its vertical plug
containment flange 205. During impact with a bump, axle
206 and spacer sleeve 204 move upwardly, within slot 212,
thereby compressing plug 200 and absorbing shock.
Figure 18, which appears on the same sheet of
drawings as Figure 4, illustrates a second embodiment of
shock absorbing wheel. In this view, the wheel 18 has
angled resilient spokes 17, which yield under force and
enable the wheel 18 to absorb compression forces. The
spokes 17 can be formed of a resilient elastic shock
absorbing material such as rubber or plastic, while the
wheel circumference can be formed of a wear resistant
ground gripping material such as polyurethane.
Figure 19, which appears on the same sheet as
Figure 4C, illustrates a means of controlling the resil-
iency of disc 68 by adjusting density using a plurality of
holes 70A in addition to central hole 70. Although not
shown these holes may be retroactively filled with a
suitable filler to increase density.
2151787
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Figure 20 illustrates a further means of varying
resiliency by using a larger diameter cavity 70B in the
disc 68.
Figures 21 and 22, which appear on the same sheet
as Figure 4D, illustrate in front and section view a means
of adjusting the resiliency of the disc 68 in Figure 20 by
retrofitting a further plug 68A of some determined density
into bore 70B. The plug 68A may be press fitted into bore
10 70B or be removed using a tool 69, as described earlier.
Disc 68 may subsequently be removed by using a finger which
is inserted into bore 70B and then is used to pry out the
disc.
Figure 23, which appears on the same sheet as
Figure 4E, illustrates a disc member 68 of graded density
where side 68B is more resilient than side 68C. This
causes the softer side 68B to bulge out more than the
stiffer side 68C under compressive forces. Side 68B can be
orientated to the outside of the skate whereas side 68C can
face the inside adjacent the wheels. Side 68C can thus be
designed to avoid abrasive contact with the wheels.
Figure 24 illustrates a further embodiment where
the disc 68 may be filled with a fluid 67. The side walls
68B and 68C are dimensioned to avoid abrasive wheel
contact.
Figure 25 illustrates a further embodiment of a
shock-absorbent in-line roller skate where only the centre
wheels have resilient members over their respective axles.
In this embodiment, the initial shock encountered by the
first wheel 16 (in forward motion) encountering a bump is
dampened by the foot of the skater as the toe pivots upward
about the ankle of the skater over the bump. The second
and third wheels, 18 and 20, absorb the shock of the bump
in turn by displacing or compressing their respective
2151787
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resilient members 68. This allows the toe wheel 16 to
recontact the surface 110 thereby allowing the toe wheel
16 to be used for directional control, while the following
wheels negotiate the bump in turn and absorb shock. The
5 rear wheel 21 absorbs the shock of the bump generally by
the action of the skater's knee. Figure 25 further shows
the ability of the embodiment to adjust relative wheel
height. Insertion of larger or stiffer members 68 over the
axles of the middle wheels 18 and 20 will tend to
downwardly extend the wheels along the dashed lines shown
below the wheels 18 and 20 thereby allowing for alternative
skating styles as is known in the in-line skating art.
Figure 25 also illustrates a removable and
15 replaceable to forward wheel lock mechanism 300 which can
be used to lock the wheel 16 in a wedging manner, between
the wheel and the bottom of the sole plate of the boot 12.
This locking action can be used to facilitate climbing a
slope or negotiating stairs and the like. In operation,
20 the inverted concave saddle shaped surface 301 of the
mechanism 300 is tapped rearwardly into frictional
engagement with the toe wheel 16 by striking the head 302
of the mechanism against the ground, or against some
suitable vertical abutment, prior to initiating a climb up
25 a set of stairs or a slope. The rearward position of the
mechanism 300 prevents the wheel 16 from rotating in a
clockwise direction, as indicated by arrow 310 in Figure
25. This allows the skater to use the stationary wheel 16
to gain a purchase in climbing. It is not therefore
30 necessary to revert to the common method of sidestepping
uphill or upstairs which is awkward, slow and becomes
particularly precarious when negotiating stairs.
Increasing clockwise force on the wheel 16 due to the climb
will be resisted by automatically increasing wedging
35 action.
2151787
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Briefly, returning to Figure 8B, it will be
understood that the bumper 123 illustrated in Figure 8B may
be replaced with a similar saddle shaped wedge member
slidably fitted into the socket 121 to lock the front wheel
of that embodiment for climbing purposes.
Returning to Figure 25, the lock mechanism 300
includes a detent keeper 303 which releasably engages
detent holes 304 in the rail 58 in a sequential manner.
The keeper 303 ensures that the lock 300 remains engaged as
the clockwise force 310 is removed as each foot is
successively raised in the climbing action. Alternative
conventional lock mechanisms can be used, for example, a
swing lever which applies a locking force to the lock
mechanism 300 when rotated to a locked position.
When the climb is completed, and the skater
wishes to free the wedge lock mechanism 300, the skater
simply manually grasps the head 302 and pulls it forward to
a disengaged detent position as indicated by dashed line
302A in Figure 25. Advantageously, the skater may also
more readily free the front wheel 16 by striking the wheel
16 forwardly along the ground in a counterclockwise
direction, opposite to the arrow 310 in Figure 25.
This action may best be seen in Figure 26 where
the counterclockwise force is designated by arrow 311. The
wedge 300 is forced out of the locking detent forwardly of
the skate 12 with the pair of biasing springs 307 acting on
the ends of the pair of retaining guide pins 306 in slots
305 which are formed in rails 56 and 58. This serves to
space the under surface 301 away from the circumference of
the wheel 16, and permit free rotation once again. Number
312, in Figure 25, designates an alternative position for
a single biasing spring located between the rails 56 and 58
about arrow 311, as shown in Figure 26. The pin 306 and
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the detent keeper 303 also prevent the wedge 300 mechanism
from resting on the wheel 16 when disengaged.
Figure 27 shows an alternative means of
preventing wedge face 301 from riding on the wheel 16 using
support flanges 308 which slidably fit in slots in the
sides of the wedge member 300. In this case, a click stop
detent 309 may engage recesses (not shown) on the inner
faces of the flanges 308.
The wheel lock 300 may further be used as a brake
while skating backwards, simply by applying the head 302
onto the ground the ground surface 110 with the wheel 16
still in touch with the ground. Progressively greater
pressure applied to the head 302 will eventually act to
slow the wheel 16 thereby adding to overall braking
effectiveness.
Preferably each skate will have a toe wheel brake
lock mechanism and, although not shown in Figure 25, may
also have a rear brake 36 as seen in previous figures.
Additionally, more than one wheel may be locked
simultaneously or sequentially with a series of ganged
wedge lock mechanisms. The toe lock wedge may be adapted
to any of the foregoing disclosed shock-absorbing in-line
skates or shaped to fit most existing conventional in-line
skates.
Although the overall weight appears to increase
with some combinations of resilient disc densities, and
this may be of concern, this factor may be offset by the
incorporation of lighter ground wheels. Resilient shock-
absorbing in-line skates are of great benefit in long
downhill runs where comfort is desirable and lack of
control of paramount concern. On relatively slow level
surfaces, lighter replaceable resilient elements may be
21~1787
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used or the replaceable elements removed entirely dependent
according to skater weight and boot rail resiliency ratios.
At some ratios, the removal of a number of the resilient
discs may result in the rails sagging and the wheels of the
skate contacting the bottom of the boot sole plate,
particularly where wheel travel limit stops are not
provided. This situation can be of advantage, however, in
that it would allow the skater to walk if so desired. Spare
resilient members may be carried by the skater to alter the
behavioral characteristics of the skate in response to
varying road conditions. These shock-absorbing in-line
skates may be designed for country road or limited cross
country applications.
As will be apparent to those skilled in the art
in the light of the foregoing disclosure, many alterations
and modifications are possible in the practice of this
invention without departing from the spirit or scope
thereof. Accordingly, the scope of the invention is to be
construed in accordance with the substance defined by the
following claims.
