Note : Les descriptions sont présentées dans la langue officielle dans laquelle elles ont été soumises.
219~J415
SHOCK ABSORBENT IN-LINE ROLLER SKATE
WITH WHEEL BRAKES-LOCK
FIELD OF THE INVENTION
This invention is directed to in-line roller
skates. More particularly, this invention pertains to in-
line roller skates wherein the wheels can be braked or
locked by wheel stop members, and the wheels are
resiliently mounted to absorb shock and navigate over
rough, bumpy surfaces.
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. 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.
Existing in-line skates usually have three to
five tandem wheels in relatively rigid horizontal and
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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 which would
reduce friction and provide reduced skating effort.
Another problem is braking. Most in-line skates
have a rear brake pad on one skate. It would be helpful if
a wheel rotation braking and/or stopping mechanism could be
used. This would avoid unwanted wheel rotation when the
skater is ascending or descending hills, stairs, and the
like, or enable the skater to slow wheel rotation when
desired.
U.S. Patent No. 4,915,399, Marandel, 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 f 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
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disclose in-line roller skates. He discloses conventional
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.
U.S. Patent No. 5,192,099, granted March 9, 1993,
Riutta, discloses a roller skate brake in which the wheel
support which rotatably couples the skate's wheels to the
boot is slotted, thereby allowing the support to flex when
the skater bears down with the heel. Such flexing
compresses the support, forcing a brake shoe against the
skate's rear wheel. The braking force varies in proportion
to the applied force, and is released when the skater stops
bearing down. A roller skate starter aids initial
propulsion of a roller skate's wheels. The starter
incorporates a restraining mechanism which prevents reverse
rotation of the skate's toe wheel, while allowing forward
rotation thereof. It is not possible to skate backwards.
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U.S. Patent No. 5,398,949, granted March 21,
1995, Tarng, discloses an in-line roller skate which has a
steering cushion mechanism comprising mounting the wheels
of the skates with individual coil springs. Due to the
steering cushion mechanism, and the individual coil spring
action, as the roller blade skate tilts, the bottoms of the
wheels are able to move laterally so that they are aligned
on a curved track. By shifting the body weight to the
right, the steering cushion mechanism causes the wheels to
curve to the right. By shifting the body weight to the
left, the steering cushion mechanism causes the wheels to
curve to the left. The brake wheel uses a clamping force
to brake the skate to stop. The brake wheel can serve as
both wheel and brake. The axles are not rigidly attached
to the wheel frame or side rails. There is no resilient
shock absorbing action to the wheel frame. Numerous small
parts are required to construct the skate.
U.S. Patent No. 4,666,168, granted May 19, 1987,
discloses a two-wheel roller skate. The skate preferably
includes a bifurcated truck assembly that is interlockingly
and removably attached to a sole plate, as well as a quick-
change wheel and axle apparatus. At least in a two-wheeled
version of the roller skate apparatus, the wheels
preferably include a generally flat horizontal central
portion on the ground-engaging wheel periphery in order to
provide greater ease and stability in two-wheeled skating.
Various adjustable and quick-change toe stop embodiments
are also enclosed.
A series of U.S. patents listed as follows
disclose various removable devices for locking one or more
of the wheels of in-line skates:
U.S. Patent No. Inventor Date
5,183,292 Ragin February 2, 1993
5,236,224 Anderson et al. August 17, 1993
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5,303,955 Zurnammer August 19, 1994
5,445,415 Campbell August 29, 1995
5,503,433 Lachapelle April 2, 1996
5,522,621 Schneider June 4, 1996
None of these patents disclose wheel locking
devices that are built into the skate.
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
extending from the heel to the toe, the first rail means
having an opening therein between the heel and the toe to
thereby form upper and lower first rail regions; (c) a
second wheel supporting rail means secured to an underside
of the boot, and extending from the heel to the toe
proximate and generally parallel to the first rail means,
and spaced from the first rail means, the second rail means
having an opening therein between the heel and the toe to
thereby form upper and lower rail regions; (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 lower rail regions of the
first and second rail means by a respective series of
lateral axle means and bearing means; (e) at least one
first resilient shock absorbing means located in the
opening, or proximate to the opening between the upper and
lower regions of the first rail means; (f) at least one
second resilient shock absorbing means located in the
opening or proximate to the opening between the upper and
lower regions of the second rail means, the first and
second resilient shock absorbing means enabling the
plurality of wheel means to move under force individually
or in combination upwardly or downwardly relative to the
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upper regions of the first and second rail means and the
boot.
There can be a pair of respective resilient shock
absorbing means 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 lower regions of the first and second wheel
supporting rail means can have lateral stabilizer webs
extending between them and the respective resilient shock
absorbing means can be replaceable resilient members
located proximate to the openings in the first and second
rail means and can enable the wheel means and the lower
regions of the first and second rail means to move upwardly
when subjected to a force.
The roller skate can have four wheels and at
least four openings can be formed in the first rail means
and at least four openings can be formed in the second rail
means, the openings coinciding generally with the positions
of the four wheels respectively, and each opening being
adapted to receive respective removable resilient shock
absorbing means.
The resilient shock absorbing means can be
resilient elastomeric plugs that can be held in place in
relation to the axle means and the rail means by connector
means. The first and second resilient shock absorbing
means can be coil springs.
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 therein an elongated longitudinal wheel receiving
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cavity which defines a first longitudinal side rail and a
second longitudinal side rail parallel with and spaced from
the first side rail with at least one first opening formed
in the first side rail, and at least one second opening
formed in the second side rail of the wheel mounting means;
(c) a plurality of wheels rotatably mounted in series
within the wheel receiving cavity; (d) a first removable
resilient compression force absorbing means fitted in or
proximate to the first opening in the wheel mounting means;
(e) a second removable resilient compression force
absorbing means fitted in or proximate to the second
opening of the wheel mounting means, thereby enabling the
wheels to deflect into the interior of the wheel receiving
cavity when subjected to a force.
The first resilient compression force absorbing
means can comprise a plurality of first resilient
compression force absorbing means, and the second resilient
compression force absorbing means can comprise a plurality
of second resilient compression force absorbing means,
which in combination can enable the wheels to deflect into
the interior of the wheel receiving cavity. The resilient
compression receiving means can be formed of resilient
elastomer.
The first and second rails of the wheel mounting
means can have formed therein at least one respective
opening, each opening receiving at least one resilient
disc-like compression absorbing means. The disc-like
compression absorbing means can be connected together in
pairs. The first and second resilient compression force
absorbing means can be coil springs.
The wheels can have rotatable bearings therein
and can be mounted on axles which are secured to the first
and second side rails of the wheel supporting means, below
the first and second openings.
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First and second resilient compression absorbing
means can be coil springs which can be detachably fitted
above the axles of the wheels which can be rotatably
mounted in the wheel mounting means.
The roller skate can include a releasable wheel
stop located between the underside of a toe of the boot and
the top of a front wheel of the plurality of wheels, said
wheel stop being capable of being reciprocally moved from
a forward extended non-wheel locking position, to a
rearward recessed wheel locking position. The wheel stop
can include releasable detente means which holds the wheel
stop in a predetermined position.
The invention also pertains 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, to form on either side first and second rail
means; (c) a plurality of wheels rotatably mounted on axles
and bearings in series within the wheel receiving cavity in
longitudinal alignment with one another; (d) a plurality of
resilient shock absorbing means located between the
respective axle means and bearing means and the first and
second rail means to enable the respective wheel means to
move under force upwardly or downwardly relative to the
first and second rail means; and (e) a releasable wheel
rotation stop means located between the underside of the
boot and a wheel of the plurality of wheels, said wheel
rotation stop means being moveable so that it can impinge
against the wheel to retard rotation of the wheel.
The wheel stop means can be moveable between a
first position wherein the stop means is free of the
forward wheel and permits the forward wheel to rotate and
a second position wherein the stop means abuts the forward
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wheel and prevents rotation of the forward wheel. The
wheel stop means can have releasable lock means which can
enable the stop means to be locked in a first or second
position.
The roller skate can include a second wheel stop
means which can be located between the underside of a heel
of the boot and above a rear wheel of the plurality of
wheels. The wheel rotation stop means can be slidably
mounted on the underside of the toe, the stop means can
have a curved friction surface which faces the adjacent
wheel means, and the stop means can be movable horizontally
between a first extended position whereby the curved
surface of the wheel rotation stop means does not impinge
on a front wheel, and a second recessed position whereby
the curved surface of the wheel rotation stop means
impinges on the front wheel and thereby stops rotation of
the front wheel.
The wheel rotation stop means can slidably move
in respective slots in the first and second rail means and
the stop means can have lateral projections on each side
thereof, the projections releasably fitting in respective
detente openings formed in the first and second rails of
the wheel mounting means, thereby enabling the wheel stop
means to reciprocally move from a first extended position
to a second recessed position.
The wheel rotation stop means can have a
releasable lock means which can enable the stop means to be
releasably locked in a first wheel-free position or
releasably locked in a second wheel lock position whereby
the wheel is prevented from rotating.
The plurality of wheels can be mounted in tandem
in a line between the first and second rail means and can
have therein a plurality of resilient spokes which enable
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the circumferences of the respective wheels to depress
relative to the axle means when subjected to a load, and
thereby absorb shock.
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
extending from the heel to the toe; (c) a second wheel
supporting rail means secured to an underside of the boot,
and extending from the heel to the toe adjacent and
generally parallel 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 wherein the
wheels have therein a plurality of resilient spokes which
enable the circumferences of the respective wheels to
depress relative to the axle means when subjected to a
load, and thereby absorb shock.
The invention is also directed to a detachable
wheel rotation brake for an in-line roller skate having a
boot with toe and heel, a sole and a plurality of wheels
rotationally oriented in a line within a wheel carriage
connected to the sole, said brake comprising: (a) a brake
member which is adapted to be releasably secured between
the toe and a forward wheel, or between the heel and a
rearward wheel; (b) a friction face on a first side of the
brake member adapted to bear against at least one wheel of
the skate; (c) a bearing face on a second side of the brake
member adapted to detachably connect directly or indirectly
to the sole of the boot; (d) a movement member which
enables the brake member to move reciprocally from a first
position whereby the friction face is clear of a wheel of
the skate, and a second position whereby the friction face
abuts a wheel of the skate; (e) a releasable retaining
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member which retains the brake member in the first position
of the second position; and (f) a releasable securing
member which enables the brake member to be detachably
engaged with the sole of the boot.
The releasable retaining member of the brake can
have at least one protrusion on the lateral side thereof,
said protrusion slideably moving in a horizontal slot on
each lateral side of the wheel carriage. The releasable
retaining member can have a releasable lock means which
enables the stop means to be releasably locked in an
extended wheel-free position or releasably locked in a
second retracted position whereby the proximate wheel is
prevented from rotating.
20
The brake can include a resilient member which
urges the brake from a second position to a first position.
It can include a lever member which can be tripped to
release the brake from a second position to the first
position.
The releasable lock means can comprise a
plurality of depressions and projections on the brake which
correspond with a plurality of projection and ridges on the
releasable movement member.
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 1 illustrates a perspective view of a
conventional prior art in-line roller skate with four in-
line wheels and a rail frame securing the wheels to a boot.
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Figure 2 illustrates a front partial section view
of an in-line roller wheel axle, 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
removed for clarity.
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.
Figure 4E illustrates a side view of a fifth
embodiment of shock-absorbent in-line roller skate.
Figure 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
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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.
Figure 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.
Figure 8 illustrates a side view of an in-line
roller skate with spring yoke wheel suspension.
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.
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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.
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.
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Figure 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
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.
Figure 20, which appears on the same sheet of
drawings as Figure 4C, 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
density of the disc of Figure 20.
Figure 22, which appears on the same sheet of
drawings as Figure 4D, 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.
Figure 24 illustrates an asymmetrically resilient
fluid filled disc.
Figure 25 illustrates a side view of a partially
shock-absorbent in line skate with a releasable toe wheel
lock.
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X190415
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.
Figure 28 illustrates a detailed side view of the
initial phase of progressive braking using the toe wheel
lock.
Figure 29 illustrates a detailed side view of the
final phase of progressive braking, just prior to wheel
lock, using the toe wheel lock.
Figure 30 illustrates a partial section side view
of the wheel portion of an in-line skate showing both a
front and rear wheel lock.
Figure 31 illustrates a detailed side partial
section view of a front toe wheel lock and a method for
compensating for wheel or brake wear.
Figure 32 illustrates a plan partial section view
of the front toe wheel lock similar to Figure 31.
Figure 33 illustrates an isometric partial
section view of the front toe wheel lock illustrated in
Figure 32.
Figure 34 illustrates a detailed side partial
section view of an alternative embodiment of front toe
wheel lock, with the lock in a retracted front wheel lock
blocking position.
Figure 35 illustrates a detailed side partial
section view of an alternative embodiment of front toe
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wheel lock, with the lock in an extended front wheel lock
non-blocking position.
Figure 36 illustrates a side view of an
alternative embodiment of in-line shock absorbing skate
with coil springs positioned above the axles of each wheel.
Figure 37 illustrates a side view of an
alternative embodiment of in-line shock absorbing skate
with coil springs positioned above and between each wheel.
Figure 38 illustrates a front section view taken
along section line 38-38 of Figure 37, of an embodiment of
a shock absorbent in-line roller skate similar to that
illustrated in Figures 4C and 4D with coil springs
substituted for the resilient discs.
Figure 39 illustrates a front section view taken
along section line 38-38 of Figure 37, of an embodiment of
a shock absorbent in-line roller skate similar to that
illustrated in Figures 4C and 4D with coil springs
substituted for the resilient discs, with the wheel in an
upper position with the spring compressed.
Figure 40 illustrates a front section view of a
pair of resilient discs connected together by a pin for
stability and resiliency adjustment.
Figure 41 illustrates a side partial section view
of a further alternative embodiment of a front wheel lock
with brake release lever.
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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
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
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.
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
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
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
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
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- 19 -
axle 38 is held in place by nut 39. The first side rail 32
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
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
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
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 1,
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
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 detailed side view of the
axle 38, wheel bearing 15 and spring construction
illustrated in Figure 2. The wheel or tire 16 is not
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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 is restricted. The downward movement of
axle 38 and wheel bearing 15 are restricted by cross bar
50. Bar 50 is held in place against rail 32 by a pair of
counter sunk screws 51. Likewise, the upward movement of
axle 38 and bearing is limited by the top 52 of well 48.
As seen in Figure 2, 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 encountered by the skater.
While spring 42 is visible in Figure 3, 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 to retard inclusion of
foreign particles.
As used in this disclosure the term "resilient
material" means a material or device which is elastic,
deforms, recoils, rebounds and resumes original shape and
size after being stretched or compressed under a force,
which is subsequently removed. The resilient material can
include resilient discs, elastomer plugs, coil springs,
leaf springs and other types of shock absorbing devices
which are adaptable to 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. As with the previous design, the boot 12 (shown
schematically) has four wheels 16, 18, 20 and 21 on the
-21- ~j9~415
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-
s ent construction. The side rail 58 is typically con-
structed of a resilient strong material such as extruded
high 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
material should be relatively rigid in the linear alignment
direction and reasonably flexible in the vertical direction
to prevent linear wobble of the wheels out of alignment,
but allow some vertical movement of the wheels. The side
rail 58 is extruded to have formed therein a series of four
dumbbell 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.
Also, the position of the openings, and the shape thereof,
can be moved or changed. For instance, the openings need
not necessarily be dumbbell shaped. The criteria is to
have openings that can deform under compression to allow
shock absorption by the wheels.
Figure 4 also illustrates in dotted lines a
series of lateral stabilizing webs 150, 151, 152, 153 and
154 (see also Figure 14) which lend additional lateral
stability to the side rails 56 and 58. These webs assist
in preventing the wheels from wobbling laterally out of
tandem alignment.
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
- 22 - ~ 190415
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.
Furthermore, if the openings 60 are moved so that
they are positioned between the wheels 16, and the discs 68
are laterally aligned between the wheels 18, the pairs of
discs 68 can be connected together with a rod 65 as shown
in Figure 32.
Figure 4, as an alternative embodiment to solid
wheels, illustrates the second forward wheel 18 having an
enlarged hub, spoke and rim assembly 17, rather than being
solid. Prior art wheels have large solid 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
2190415
- 23 -
will be understood that all four wheels may be of the
spoked design.
As a further alternative embodiment, the spoked
wheel 18 shown in Figure 4 may be constructed of different
materials and different configurations, for example, see
Figure 18, with angled spokes 17, 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,
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
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
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. However,
the respective configurations can have different designs,
for instance, square, triangular, dove-tail, and the like,
if greater interaction between the groove 78 and the
-24- 2190415
respective lips 74 and 76 is required. In Figure 4B, no
disc 68 is shown in the left side opening 60. This can be
by design. As a rule, however, discs 68 are normally
installed on both sides.
The spring disc 68, as seen in Figure 4A, 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, the
larger 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
- 25 - ~ 190415
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,
where increased maneuverability is required, it may be
desirable to have the forward wheel 16 and the rear wheel
21 raised above the two middle wheels 18 and 20. The
forward wheel 16 and the rear wheel 28 would then only
contact the ground under certain conditions. The lower
side rail linking the four axles 38 of the four wheels 16,
18, 20 and 21, can be designed of a resilient material to
have a vertical bowing action, and a relatively rigid
linear configuration. Thus the wheels 16, 18, 20 and 21
can yield upwardly a certain amount when subjected to the
weight of the skater or when the wheels encounter bumps on
the pathway. This lower bowed region of the rail 79 can be
post-tensioned or pre-tensioned, as required, in order to
accommodate the elasticity of the discs 68, and provide the
proper amount of shock absorbing action.
As seen in Figure 4C, the side rail 79, rather
than having formed therein a series of four dumbbell
openings, as shown in Figure 4, 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 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. 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 ground, or obstructions on the ground. The
compression action of the opening 80, however, is con-
trolled both by the degree of resiliency of pre- or post-
- 26 - 2190415
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 lateral
stabilizer webs 160, 161, 162, 163 and 164, which give
lateral stability to the rails 79. Thus the lower bow-like
region of the rails 79 can move upwardly or downwardly to
provide shock absorbing action but movement in a lateral
direction is minimized by the stabilizer webs 160, 161,
162, 163 and 164.
It will be understood that other types of
resilient shock absorbing members, such as coil springs
(see Figure 35) or elastomer plugs, or other types of
yielding shock absorbing devices, can be substituted for
the discs 68, without departing from the spirit of the
invention.
Figure 4D illustrates a side view of a fourth
embodiment of shock-absorbent in-line roller skate. The
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
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
~~904~5
- 27 -
embodiments, but represents a alternative means of achiev-
ing the shock absorbent, compressible wheel design provided
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. (See also
Figure 14.)
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. Again, the
shape of the openings can be changed as required. Oval
openings are shown as an example. The four discs, 94, 96,
98 and 100 are positioned above and slightly 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 posi-
tioned slightly farther behind axle 38 of front wheel 16,
than with the other three discs.
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 skate proceeds and the bump 102 moves
under each wheel in sequence.
_ 219Q415
- 28 -
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
adapted to absorb shocks and bumps as will be explained
below.
In the end section view illustrated in Figure 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
- 2190415
- 29 -
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
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
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
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.
219415
- 30 -
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
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
~~9~J4I
- 31 -
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. It is important, however, that the dual wheel mount
106 be kept relatively stiff so that the wheels stay
aligned to a reasonable degree. If the wheels are
permitted to wobble too greatly, the stability of the skate
and the degree of control that the skater has over the
skate are reduced. This balancing of relative resiliency
and stiffness is an engineering choice.
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.
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
... 219 ~J 415
- 32 -
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
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
skate.
- 33 - 219 0 415
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
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
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
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
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
braking of the wheels in extreme upward wheel movement
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 low-
profile ground engaging tire 19 with good wear characteris-
tics. Low-profile tires are currently popular in the
219Q415
- 34 -
automobile industry. The spokes with their adjacent
openings serve to lighten the overall 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 19A. 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 con-
structed 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 low-profile tire 19. The position of the
annular tire anchoring ring 19A is shown in dotted lines.
The ring 19A 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 19B, in tire
anchor 19A.
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 the
side rails and prevent wander, wiggling or wobbling of the
in-line wheels, which can lead to instability in the skate,
if excessive.
- 35 -
Figure 15 illustrates a detail section view of an
in-line roller skate wheel and support with axle-mounted
resilient shock absorbing axle plug. As seen in Figure 15,
a pair of resilient shock absorbing plugs 200 are posi-
tinned 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
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
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
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
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
200 is compressed and thus permits the axle 206 to yield
219~4i5
- 36 -
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.
Figure 20 illustrates a further means of varying
resiliency by using a larger diameter cavity 70B in the
disc 68.
~19Q415
- 37 -
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
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
resilient members 68. This allows the toe wheel 16 to
recontact the ground surface 101 thereby allowing the toe
wheel 16 to be used for directional control, while the
following wheels negotiate the bump in turn and absorb
- 2190415
- 38 -
shock. The rear wheel 21 absorbs the shock of the bump
generally by the upward movement of the skater's heel and
corresponding 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 are well known in the in-line
skating art, which is progressing constantly.
Figure 25 also illustrates a removable and
replaceable forward wheel brake and lock mechanism 300
which can be used to lock the toe wheel 16 in a wedging
manner, between the wheel 16 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, 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, such as a curb, post or
fence, prior to initiating a climb up a set of stairs or a
slope. The rearward position of the mechanism 300 retards
or 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 necessary to
revert to the current 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 action of the lock
mechanism 300.
Briefly, returning to Figure 8B, it will be
understood that the bumper 123 illustrated in Figure 8B may
- 39 -
be replaced with a saddle shaped wedge member similar to
that shown in Figure 25. The mechanism is 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
may include a detent keeper 303 which releasably engages
detent holes or recesses 304 in the rail 58 in a sequential
manner. The keeper 303 ensures that the lock 300 remains
engaged as the clockwise rotational force 310 is removed
each time a 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. The overall concept is to provide a construction
which can be moved against the toe wheel 16, or away from
it as required.
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 forcefully striking
the wheel 16 forwardly along the ground in a
counterclockwise direction, opposite to that of arrow 310
in Figure 25.
This action may best be seen in Figure 26 where
the counterclockwise force is designated by arrow 311,
which is also the direction of the disengaging bias force
of springs 307 or 312. 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 retaining guide
pin 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 wheel
~~9~415
- 40 -
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 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 303 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 surface 101 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.
Such a rearward stopping action is commonly used in the
figure ice skating art, and older design roller skates with
front and rear paired wheels. The wheel lock 300 enables
an in-line wheel skater to simulate maneuvers which are
performed by ice skaters.
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 other figures, for
example, Figure 30.
Additionally, more than one wheel may be locked
simultaneously or sequentially with a series of ganged
wedge lock mechanisms (see, for example, Figure 30). 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.
~~90415
- 41 -
Figure 28 illustrates a detailed side view of the
initial phase of progressive braking using the toe wheel
lock. Figure 29 illustrates a detailed side view of the
final phase of progressive braking, just prior to wheel
lock, using the toe wheel lock. Specifically, Figures 28
and 29 show the partial sequence in progressive application
of wheel retardation toward full wheel lock, where the
wheel lock mechanism 300 is used as a brake while skating
backwards.
Referring to Figure 28, it specifically shows the
wheel lock mechanism 300 beginning to move rearwardly to
contact the surface of the wheel 16 at the end 301A of the
face 301. The forward head 302 of the lock mechanism 300
is pushed into contact with the ground surface 101 which
forces the lock mechanism 300 to move rearwardly in the
direction of the arrow 318. The movement in the direction
318 is opposed by the bias force 311 of the springs 307 or
312 as seen in Figures 25, 26, 30 and 31. As the forward
head 302 is pushed harder into the ground surface 101 more
of the face 301 comes into contact with the wheel surface
until the bottom end 301B also engages the wheel. Lock-up
of the wheel 16 may, however, occur prior to the surface
301 being fully engaged. Various frictional
characteristics of the materials in braking contact may be
adjusted to determine the point at which total lock-up
occurs. This would further be dependent on anticipated
inertial forces.
If Figure 29, which shows the lock mechanism 300
in a rearward position, is assumed to indicate full lock of
the wheel 16, the dashed line 101 may also represent a
slope being climbed forwardly or stepping down rearwardly.
A rear wheel lock may be added to allow a skater to step
down a slope or set of stairs forwardly.
- 42 - 2~9~~~5
Figure 30 illustrates a partial section side view
of the wheel portion of an in-line skate showing both a
front wheel lock 300 and rear wheel lock 402. Figure 30
represents a side view of an inline skate with only one
side flange 56 shown. Web or sole plate 57 is shown in
section (boot 12 not shown). Pressure applied to head 302
of lock 300 may also activate a second stopper 320, thereby
applying a braking force at the face 321 to the second
wheel 18 and may also include a slot 305 and slide pin 306
arrangement similar to wheel lock 300 illustrated in
Figures 28 and 29. A moveable adjustment device 313 may be
used to vary the biasing force 311 of the spring 312.
A rear wheel lock 400 may be applied in a similar
manner to forward wheel lock 300 as shown in Figure 25.
The tail end of the lock 402 is pushed forward in the
direction of arrow 418 until the curved surface 401 comes
into contact with the surface of the wheel 21. It is held
in place by a keeper 403 against the release force 411 of
a return spring (not shown) similar to spring 312 of front
wheel lock 300. Lock 400 prevents the rear wheel 21 from
rotating in the direction of arrow 410, which prevents
forward rolling motion of the skate. Wheel 20 can be
locked as well in a manner similar to extension 320 and
wheel 18.
Figure 31 illustrates a detailed side view of a
front toe wheel lock which not only can lock the front
wheel but continues to do so by providing a method for
compensating for wheel or brake wear. Figure 31 depicts a
partial section with the front toe lock 300 having a head
portion 302 and a concave surface 301 which, when the lock
300 is in locking position, contacts the front wheel 16.
This contact prevents wheel 16 from rotating about the axle
38 in the direction 310 as mentioned previously. Figure 31
depicts wheel 16 as worn down in use from an initial
diameter shown by dotted line 18 of the second wheel 18 to
- 43 -
a diameter shown by solid line 18A (see the second wheel 18
in Figure 31). When wheel 16 or concave lock surface 301
become worn in use, the contact area should nonetheless
remain fairly constant. This can be accomplished by
including an inward and downward sloping guide surface 338
to the bottom face 57A of the sole plate 57. Thus, the toe
lock 300 tends to move more rearwardly as wear occurs, but
the downwardly sloping surface 338 forces the lock 300
downwardly. Thus the braking or locking action remains
constant with wear.
In Figure 31, lateral support pin 336 is mounted
to the side rail flanges 56 and 58 which bracket the wheels
(as shown previously). The pin 336 together with slot 335
is used to mount the lock 300 and further guides the
forward and rearward movement of the toe wheel lock 300.
Reference numeral 339 depicts a groove in rail flange 56
which contains counter sunk holes which act as detentes to
the keeper 303, as the wheel lock 300 is engaged or
disengaged. Figure 31 also shows a groove 339 or slot 335
which further aids in guiding keeper 303 into click stops
304 and prevent concave lock surface 301 from resting on
the wheel 16 after release. A partially threaded bore 341
contains a release spring (not shown) which bears on
support pin 336 thereby biasing lock 300 outward and
forward in the direction of arrow 311. The force of the
release spring may be adjusted by setting the position of
set screw 343.
Stopper lock 300 will tend to lower the front
wheel 16 in the locked position when used with the shock
absorbing in-line skate, as shown in Figure 34.
This has the further advantage in "unloading" the
second and third wheels 18 and 20 in relation to the front
locked wheel 16. The fourth wheel 21 may also optionally
have a rear lock loading it downwards. This results in
~~9a4~5
- 44 -
both locked wheels 16 and 21 contacting the ground more
firmly, thereby allowing the wearer to walk on the skates
without having to lock the control wheels.
Figure 32 illustrates a plan partial section view
of the front toe wheel lock similar to that illustrated in
Figure 31. Figure 32 illustrates by arrow 318 the manner
in which lock 300 can be moved rearwardly into a retracted
position wheel blocking position by impacting head 302.
The lock 300 is formed so that it has two parallel arms 362
which are constructed of resilient material and can be
depressed towards one another. The pair of arms 362 can be
squeezed or forced together as shown by arrows 361. The
space between the two arms 362 can be filled or be formed
of a resilient material that is lighter than the material
comprising the two arms 362. Such a "filler" material will
prevent dirt and debris clogging the action of the lock
300. The natural action of the two arms 362 is to move
apart, possibly aided by the inclusion of the between the
arms resilient material of the lock 300, which can be made
of rubber, elastomer plastic, or the like. Each arm 362
has on the outer surface thereof a respective projection
363. The projections 363 are pointed so that they fit in
any one of a series of tapered detente openings 304, formed
in a line in respective rails 56 and 58 (see Figure 33 for
further details).
As the head 302 and lock 300 are moved rearwardly
(retracted), or forwardly (extended) as the case may be,
the pair of projections 363 snap outwardly into the
respective pairs of detentes or openings 304. The lock 300
is retained on the skate and slides by pin 336 in groove
335. Three pairs of lock position detentes or openings 304
are shown in Figure 32. However, more detentes or openings
304 can be provided if required. With the combination of
pairs of detentes or openings 304 and the two outwardly
facing projections 363 which snap into the respective
- 45 - a ~ °~4 ~ ~
opposing detentes or openings 304, it is possible to set
the lock 300 in any one of a number of forward (extended)
or rearward (retracted) positions in order to provide
appropriate braking or wheel stopping action, or compensate
for wheel and/or stopper wear.
Figure 33 illustrates an isometric partial
section view of the front toe wheel lock illustrated in
Figure 32. Figure 33 further illustrates the combination
of detentes or openings 304, which are formed in groove 339
of side rail 58. A corresponding opposing groove is formed
in side rail 56 (not shown) which is on the opposite side
of the wheel 16. Figure 33 also illustrates how toe
stopper lock 300 slides rearwardly (retracted) or forwardly
(extended) in slot 335 containing pin 336 to any of the
positions provided by detentes or openings 304.
Figure 33 further illustrates the construction of
the two arms 362 which carry the respective projections
363. Since the arms 362 are constructed of resilient
material, with a resilient filler material between, the two
arms 362 can move towards or away from one another, thereby
enabling the two projections 363 to snap outwardly into the
respective pairs of detentes or openings 304 to provide
appropriate wheel 16 braking or locking action, as
required.
The front stopper locks 300 as shown in Figure
28, 29, 30 and 31, and rear lock 400 (see Figure 30), may
be engaged manually or by striking one or both on a
suitable surface or by striking the heel of one skate to
the toe of an opposing skate, and vice versa, in a sequence
that is dependent on the existing slope that is being
negotiated. In going down stairs forwardly, the rear lock
400 may be set by tapping the tail portion 402 on the first
riser edge. Rear lock 400 may be disengaged in the same
manner as the front lock by striking the locked wheel
219Q4i5
- 46 -
forcefully on the ground to overcome the keeper opposite
the locking direction, or by grasping the head 400. A
simple lever (not shown) may be attached to the heel and/or
toe of the boot to aid in manual engagement or release of
the lock ( s ) .
Figure 34 illustrates a detailed side partial
section view (in enlarged view exaggerated for clarity) of
an alternative embodiment of front toe wheel lock, with the
lock in a retracted front wheel lock blocking position. As
seen in Figure 34, the stopper lock 300 is constructed with
a front head 302 and a curved wheel friction face 301
which, when the stopper lock 300 is in a retracted
position, as shown in Figure 34, bears against a portion of
the front circumference of the front wheel 16. Front wheel
16, as seen in Figure 34, and indicated by arrow 310,
rotates about axle 38, as previously described in the
specification. To push the stopper lock 300 into a
retracted position, as illustrated in Figure 34, the
stopper lock 300 is pushed rearwardly by applying a force
against head 302, as indicated by directional arrow 318.
On the top surface of the head 302, there is positioned a
keeper plate 288, which is formed of a relatively hard
material compared to the material from which stopper lock
300 is made. The keeper plate 288 should be strong and is
typically constructed of metal, or a hard plastic. In
contrast, head 302 is formed of a more resilient rubber or
plastic-like material, so that maximum friction is achieved
between curved face 301 and the front circumference of
front wheel 16. Keeper plate 288 is adhesively secured, or
fastened by some other suitable means, to the top surface
of head 302 as indicated by bonded face 289. Keeper plate
288 is formed so that it has a well 292 therein. The rear
portion of keeper plate 288 has a removable mounting pin
306, which rides in slots 305 (not shown) inside rails 56
and 56 discussed previously. A living hinge spring portion
298 biases the lever 291 upwardly. The front top end of
X190415
- 47 -
lever 291 has formed thereon a release head 290. The top
surface of the lever spring 291, aft of the head 290, has
formed thereon a plurality of lateral teeth 294, formed
with lateral peaks. When the lever spring 291 and release
head 290 are in an upper position, as indicated in Figure
34, lateral teeth 294 fit within a corresponding matching
inverted series of lateral grooves 296 which are formed in
the front undersurface of sole plate 57. The sole plate 57
is affixed to the underside of the boot 12, which is
indicated in dotted lines.
At the rear of keeper plate 288, and head 302,
there is positioned a cylindrical plunger 314, and a coil
spring 312, both of which fit within socket 313, which is
formed in the underside of sole plate 57. The front end of
plunger 314 abuts or can be connected to the rear of the
keeper plate 288 by pin 306, if required. When the stopper
lock 300 is kicked or manually moved to a retracted
position, as indicated in Figure 34, head 302 and keeper
plate 288 move rearwardly to a retracted position, and
thereby apply a force to plunger 314, which in turn
compresses coil spring 312. At that position, the lateral
slots 294, by reason of force exerted upwardly by living
hinge spring 298, fit in the corresponding series of teeth
296 formed in the underside of sole plate 57. In this
position, the lock 300 is in a lock position and the curved
friction surface 301 of stopper lock 300 bears against the
front circumference of front wheel 16 and applies a braking
or locking action on wheel 16. Abutting is preferred.
When the skater wishes to release stopper lock
300, the skater manually or by some other means, such as
using the other skate, pushes down on release head 290, as
shown in Figure 35. This forces the living hinge spring
298 downwardly, which in turn lowers the series of lateral
teeth 294 so that they no longer contact the series of
grooves 296 formed in the bottom surface of the front of
2190~I~
- 48 -
sole plate 57. Once this happens, then spring 312, by
contact with plunger 314, forces stopper lock 300 to move
forwardly to an extended position, as indicated by
directional spring 311. In that position, the stopper lock
300 and friction surface 301 no longer contact the front
circumference of front wheel 16, but is retained by
mounting pin 306 (which rides in slots 305 as explained
previously). Wheel 16 is then free to rotate.
The lock 300 can be removed by extracting pin
306, if the skater wishes to lighten the weight of the
skate. The lock 300 and pin 306 can be carried in the
skater's pocket or by some other means.
Figure 35 illustrates a detailed side partial
section view of the alternative embodiment of front toe
wheel lock 300, with the lock 300 in an extended non-wheel
locking braking position. As seen in Figure 35, release
head 290 has been moved downwardly as indicated by
directional arrow 281, by the wheel of the skater's other
skate, or a finger 280 of the skater. As explained above,
by pushing release head 290 downwardly, the lateral teeth
294 are moved downwardly so that they no longer contact the
series of grooves 296 in the bottom front surface of sole
plate 57. Coil spring 312, in socket 313, is no longer in
a compressed position, and by bearing against plunger 314,
has forced head 302 and stop lock 300 to an extended
position. In this position, the friction face 301 of stop
lock 300 no longer contacts the front circumference of
front wheel 16. In this position, front wheel 16 is free
to rotate as indicated by directional arrow 309.
Figure 36 illustrates a side view of an
embodiment of in-line shock absorbing skate with coil
springs positioned above the axles of each wheel, and below
the sole plate of the boot. As seen in Figure 36, the side
rail 58, which is part of, or secured to the sole plate 57,
- 49 - ~ 19 IJ 415
on the bottom of the boot (not shown but see Figure 30) ,
has formed therein a series of cavities or openings 60A,
62A, 64A and 66A. These openings 60A, 62A, 64A and 66A
correspond in position with wheels 16, 18, 20 and 21. The
effect is to provide at the bottoms of each of the openings
a series of resilient "bow-action" sections in which the
wheels 16, 18, 20 and 21 are respectively rotationally
mounted by respective axles 38. A small cylindrical boss
65 is affixed to the top surface of each of these "bow-
action" sections. A matching set of small cylindrical
bosses 61 are affixed to the bottom surface of sole plate
57, vertically above the respective lower bosses 65. The
matching pairs of upper bosses 61 and lower bosses 65 hold
between them respective coil springs 63. These springs 63
can compress and in combination with the "bow-action"
sections at the bottoms of each of the cavities holding the
respective axles 38, enable the wheels 16, 18, 20 and 21 to
move vertically upwardly or downwardly to provide an
individual suspension system for each wheel. The effect of
this independent suspension system enables each wheel to
absorb bumps, obstructions and other impediments, and
thereby enable the skater to navigate on uneven terrain 101
with ease.
Figure 37 illustrates a side view of a further
embodiment of in-line shock absorbing skate with coil
springs positioned between each wheel. In this embodiment,
a longitudinal opening 80A is formed in the side rail 58,
thereby forming an upper rail section immediately under the
sole plate 57 and a lower rail section 58A. The lower rail
58A section extends between front rail end 58B and rear
rail end 58B. Rail 58A is typically formed of a resilient
spring-like material so as to provide a "bowing-type
action" between the front and rear rail ends 58B. This
"bowing action" enables the wheels 16, 18, 20 and 21 to
move upwardly or downwardly, and hence more or less
individually over bumps and obstructions in the road 101.
-50- 290415
A trio of vertically disposed coil springs 63 are located
at the intersections between the respective wheels 16, 18,
20 and 21. This trio of coil springs 63 are held in place
respectively between a trio of upper bosses 61 on the
underside of the sole plate and lower cylindrical bosses
65, on the lower rail 58A. The trio of coil springs 63,
with coil spring 63A in the middle, in combination with the
"bowing-action" of lower rail 58A, impart semi-independent
suspension to each of the wheels 16, 18, 20 and 21. Middle
63A can be a stiffer spring, if the skater wants to lower
the middle wheels 18 and 20, or if the skater is
particularly heavy. In other words, the springs 63 and 63A
do not have to be of identical resilient compression force.
Curved downward protrusions 83 formed in the upper rail 58,
and upwardly extending curved protrusions 87 formed in the
top surface of lower rail 58A, create stops which prevent
the wheels 16, 18, 20 and 21 from travelling beyond a
certain limit and hitting sole plate 57, when bumps and
obstructions are encountered on the roadway 101.
Figure 38 illustrates a section view taken along
section line 38-38 of Figure 37. Figure 38 illustrates
alternative ways of mounting the coil springs 63 and 63A
illustrated in Figure 37. On the left side of Figure 38,
coil spring 63A is held vertically in place by upper boss
61 formed in the underside of sole plate 57 and lower boss
65, formed in the top surface of lower rail 58A. The wheel
18 is journalled for rotation by axle 38, and bearings (not
shown) in lower rail 58A. Since coil spring 63A might
become clogged with dirt or other debris, when the skater
skates through mud, or in the rain, a resilient cylindrical
elastomer plug 63B is fitted in the interior of spring 63A.
The presence of cylindrical plug 63B prevents dirt and
debris from collecting in the interior of coil spring 63A.
Plug 63B may be sized to prevent excessive spring extension
and thereby provide a damping action to upward and downward
wheel movement.
-51- 2~9~415
The right hand side of Figure 38 illustrates an
alternative way of mounting spring 63A between the
underside of sole plate 57 and the upper surface of lower
rail 58A. A vertical post 63C is threaded into sole plate
57 at 63D, and has a washer surface 63F which provides
bearing support for spring 63A against the underside of
sole plate 57. The lower end of post 63C extends into and
through a hole 56B which is formed in lower rail 56A. The
lower end of post 63C has a square head formed thereon at
63E. This head 63E enables the post 63C to be threaded
into the underside of sole plate 57 at 63D. When coil
spring 63A compresses, such as when wheel 18 contacts a
bump in the roadway (see T02 in Figue 39), the rail 56A
moves upwardly, thereby compressing spring 63A. In that
case, the lower end of post 63C moves downwardly through
hole 56B. The purpose of post 63C is to hold spring 63A in
vertical position, and also maintain vertical alignment
between the spring 63A and axle 38. The diameter of post
63C can be enlarged. A sleeve which bears against post 63C
can be included to retard and dampen the movement of post
63C through hole 56B.
Figure 39 illustrates a section view similar to
that shown in Figure 38, except in Figure 39, wheel 18 has
been forced to move upwardly by a bump 102 in the ground
101, which is denoted by a horizontal dotted line. In the
configuration shown at the left in Figure 39, the vertical
cylindrical resilient plug 63B has been compressed, but
remains within the interior of compressed coil spring 63A.
In the configuration shown at the right of Figure 39, coil
spring 63A has been compressed by the wheel 18 and axle 38
exerting an upward force on lower rail 56A. In this
position, the bottom end of vertical post 63C protrudes
downwardly through the hole 56B formed in lower rail 56A,
with the lower end 63A extending downwardly in an extended
position.
219~~15
- 52 -
The embodiments of in-line shock absorbent skates
illustrated in Figures 36, 37, 38 and 39 demonstrate how
other well known forms of spring-action or resilient
devices can be substituted for the resilient discs
illustrated in previous figures, such as Figures 4, 4A, 4B,
4C, 4D, 4E and 4G, in order to provide a resilient spring-
like shock absorbing bowing action to the lower portions of
the pair of rails 56 and 58, on either side of the wheels
16, 18, 20 and 21. The springs 63, coupled with a choice
of materials to form lower rail 56, assist in providing
additional stability to the overall in-line shock absorbent
skate.
Figure 40 illustrates a section view of a pair of
resilient discs of the type illustrated and discussed
previously, connected together with a bolt to adjust
resiliency and enhance lateral stability. As seen in
Figure 40, the pair of facing discs 68, 68 are held
together by a bolt 55, washers 54, wing nut 55A, and spacer
53 to provide enhanced dimensional stability in a lateral
direction. The bolt 55 passes through washer 54, the left
disc 68, central spacer 53, hole 70 of the opposing disc
68, and further washer 54, where its end is connected to a
wing nut 55A, or the like. The wing nut 55A is threaded to
the end of bolt 55. The skater can tighten bolt 55 using
wing nut 55A, which in turn compresses the pair of discs 68
between the respective spacer 53 and washers 54, thereby
stiffening the performance of the discs 68, if desired.
The bolt 55, washers 54 and spacer 53 should preferably be
of lightweight materials, for example, aluminum or plastic,
as they are not subject to extreme forces, and overall
weight of the in-line skate can be minimized.
Figure 41 illustrates a partial section side view
of an embodiment of stopper lock 300, which has a lever
type locking mechanism. As seen in Figure 41, the curved
friction face 301 is in a retracted (rearward) position and
~19Q415
- 53 -
fractionally engages with the front circumference of front
wheel 16. Wheel 16 is rotationally mounted by axle 38 in
the lower portion of side rail 56, which is indicated by
dotted lines. The top surface of stopper lock 300 has a
keeper plate 268 bonded thereon. This keeper plate 268, as
explained previously, is formed of a harder material than
the material from which the main body of stopper lock 300
is formed. The top surface of keeper plate 268 has formed
thereon lateral groove teeth 276. The rear portion of
keeper plate 268 abuts cylindrical plunger 314. Plunger
314 bears against a coil spring 312 as discussed previously
in relation to Figures 34 and 35.
Pivotally mounted above keeper plate 268 is a
lever 273, which pivots about lateral lever pivot pin 271.
The head 270 of lever 273 can be depressed downwardly by
exerting a downward force thereon as indicated by
directional arrow 281. A series of lateral teeth 274 are
formed on the rear underside of lever 273. When a downward
force as indicated by arrow 281 is exerted downwardly on
head 270, lever 273 pivots and the rear end thereof is
forced upwardly against leaf spring 278, so that one end of
the spring 278 moves upwardly as indicated by dotted lines.
Lever 273 is pivotally secured to the front end of sole
plate 57, on the underside of boot 12 (indicated by dotted
lines) between side rails 56, 58, in a recess in the
underside of the sole plate 57, and held in place by
lateral lever pivot pin 271.
The stopper lock 300 is forced into a retracted
position so that friction face 301 bears against the front
circumference of wheel 16 and thereby prevents it from
rotating. The retracted position can be achieved by
forcing the lock 300 rearwardly to a retracted position by
either kicking the front face of stopper lock 300, or
forcing stopper lock 300 rearwardly by some other manner.
Then, to release stopper lock 300, in order to enable wheel
Z19~41~
- 54 -
16 to rotate once again, the skater merely presses
downwardly on lever release head 270, which disengages
teeth 274 from the grooves 276 formed in the top surface of
the keeper plate 268. The coil spring (not shown in Figure
41, but which can be seen in Figures 34 and 35) then forces
stopper lock 300 forwardly to an extended unlocked
position. The lever release head 270 can be coloured with
a colour different from the remainder of stopper lock 300,
including keeper plate 268, in order to enable the skater
to readily locate lever release head 270 from a height and
be able to depress it downwardly by either a finger, or a
wheel of the other skate, or some other suitable obj ect .
Indicia indicating stopper wear can be incorporated in the
lock 300. Beyond a given wear indication, the stopper
should be replaced.
Lock 300 can be detached from the skate 12 by
removing pin 306, and carried in the skater's pocket. This
makes the skate 12 somewhat lighter. Then when the skater
requires a wheel locking action, the skater simply puts
lock 300 and pin 306 back in place. It will be understood
that some other suitable way of detachably installing lock
300 in position can be used. This would include pull pins
or bayonet-style buckles such as those used on belts and
straps of back packs. Any other suitable, conventional,
easy to use detachable buckling or locking mechanisms can
be employed, as required. Figure 41 also shows in dotted
line alternative head 500, how the shape of lock 300 and
friction face 301 can be changed to have a more wedge-like
configuration, if a narrower different shape of lock 300 is
required. Wedge 500 simply wedges the top of wheel 16,
rather than meeting with a portion of wheel 16. A smaller
head 500 is easier to carry. It can be ganged as shown in
Figure 30 if more wheels are to be blocked.
Although the overall weight appears to increase
with some combinations of resilient disc densities, and
Z~9~J4~5
- 55 -
this may be of concern, this factor may be offset by the
incorporation of lighter weight ground wheels, and
lightweight parts. 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 weight
replaceable resilient elements may be 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.
