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US20030146584A1 - Rolling sports equipment - Google Patents

Rolling sports equipment Download PDF

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Publication number
US20030146584A1
US20030146584A1 US10/221,743 US22174302A US2003146584A1 US 20030146584 A1 US20030146584 A1 US 20030146584A1 US 22174302 A US22174302 A US 22174302A US 2003146584 A1 US2003146584 A1 US 2003146584A1
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United States
Prior art keywords
roller
steering
axle
sport device
rollers
Prior art date
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Abandoned
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US10/221,743
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English (en)
Inventor
Harry Gaus
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Individual
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Individual
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    • A—HUMAN NECESSITIES
    • A63—SPORTS; GAMES; AMUSEMENTS
    • A63C—SKATES; SKIS; ROLLER SKATES; DESIGN OR LAYOUT OF COURTS, RINKS OR THE LIKE
    • A63C17/00—Roller skates; Skate-boards
    • A63C17/01—Skateboards
    • A63C17/011—Skateboards with steering mechanisms
    • A63C17/012—Skateboards with steering mechanisms with a truck, i.e. with steering mechanism comprising an inclined geometrical axis to convert lateral tilting of the board in steering of the wheel axis
    • A—HUMAN NECESSITIES
    • A63—SPORTS; GAMES; AMUSEMENTS
    • A63C—SKATES; SKIS; ROLLER SKATES; DESIGN OR LAYOUT OF COURTS, RINKS OR THE LIKE
    • A63C17/00—Roller skates; Skate-boards
    • A63C17/006—Roller skates; Skate-boards with wheels of different size or type
    • A—HUMAN NECESSITIES
    • A63—SPORTS; GAMES; AMUSEMENTS
    • A63C—SKATES; SKIS; ROLLER SKATES; DESIGN OR LAYOUT OF COURTS, RINKS OR THE LIKE
    • A63C17/00—Roller skates; Skate-boards
    • A63C17/01—Skateboards
    • A—HUMAN NECESSITIES
    • A63—SPORTS; GAMES; AMUSEMENTS
    • A63C—SKATES; SKIS; ROLLER SKATES; DESIGN OR LAYOUT OF COURTS, RINKS OR THE LIKE
    • A63C17/00—Roller skates; Skate-boards
    • A63C17/04—Roller skates; Skate-boards with wheels arranged otherwise than in two pairs
    • A63C17/06—Roller skates; Skate-boards with wheels arranged otherwise than in two pairs single-track type
    • A63C17/061—Roller skates; Skate-boards with wheels arranged otherwise than in two pairs single-track type with relative movement of sub-parts on the chassis
    • A63C17/064—Roller skates; Skate-boards with wheels arranged otherwise than in two pairs single-track type with relative movement of sub-parts on the chassis comprising steered wheels, i.e. wheels supported on a vertical axis
    • A—HUMAN NECESSITIES
    • A63—SPORTS; GAMES; AMUSEMENTS
    • A63C—SKATES; SKIS; ROLLER SKATES; DESIGN OR LAYOUT OF COURTS, RINKS OR THE LIKE
    • A63C2203/00—Special features of skates, skis, roller-skates, snowboards and courts
    • A63C2203/42—Details of chassis of ice or roller skates, of decks of skateboards

Definitions

  • This invention relates to a roller sport device, particularly a single-track skateboard or a single-track roller skate, having two roller axles disposed one behind the other with single-track rollers which run one behind the other which are disposed thereon, which axles are disposed on a board or on a supporting frame.
  • the invention relates in particular to a single-track roller skate consisting of a frame with a shoe fixed thereto or and with rollers are situated one behind another.
  • Roller skates of this type are subject to minimum requirements which relate to simple, efficient propulsion, balance, to the possibility of steering them and to their resistance to movement.
  • the following properties are expected in addition: ease of running, i.e. a high speed for a low expenditure of energy, a use which is easy to learn, and good controllability.
  • Factors which are particularly important are a dynamic, readily effected progression of movement and a definite perception of movement, which make travelling on roller skates interesting.
  • twin-track device comprising four rollers on two axles, for which all four rollers are always in contact with the ground, and
  • roller skates are propelled by a skating step, i.e. by alternately travelling on one roller skate on paths which are oriented obliquely away from the direction of travel and with the aid of which a transverse momentum of the body can be converted in part into a forwardly oriented momentum.
  • a skating step i.e. by alternately travelling on one roller skate on paths which are oriented obliquely away from the direction of travel and with the aid of which a transverse momentum of the body can be converted in part into a forwardly oriented momentum.
  • an outward pressure is exerted by the legs alternately, approximately perpendicularly to the average direction of travel. Propulsion is more efficient the more strongly the legs can swing out to the side and to the rear. With twin-track roller skates this freedom is limited because the foot always has to be approximately parallel to the ground.
  • the freedom of movement is considerably restricted by the ankle part of the shoe, which is usually high.
  • the purpose of the ankle part is to relieve the ankle from the enormous tilting moments which occur due to the narrow, disc-shaped rollers which are used on single-track roller skates of this type, even at a slight tilt (inclined position) of the foot.
  • Single-track roller skates comprising a shallow shoe can also be obtained for rapid travel, but the ankles are very severely stressed.
  • the skating step necessitates the prevention of lateral slippage, in order to make optimum use of the lateral force.
  • a high coefficient of friction in relation to the roadway conflicts with the requirement for steerability, which is made easier by sliding in relation to the roadway.
  • Skateboards are also equipped with two pairs of rollers which can be steered kinematically in this manner, and sometimes suffer from the same problems, even though the coupling between the board and the wearer is not fixed in this manner, as it is for a roller skate.
  • Steering is based on rotating the roller skate and/or turning it about a vertical axis against the forces of friction. If the roadway is rough (uneven), a roller skate can be turned more easily, since the individual rollers temporarily lose contact with ground. A low coefficient of friction of the rollers in relation to the roadway makes this easier and reduces the energy loss when executing turns.
  • the rollers therefore generally consist of a relatively hard plastics material with low static friction. However, the execution of dynamic turns involving considerable centrifugal force is thereby restricted.
  • Swiss Patent No. CH 185 999 and French Patent No. FR 569 896 propose two-wheeled, single-track roller skates comprising a fixed front wheel and a trailing rear wheel, the vertical axis of which is rotated by movements of the heels in order to effect control.
  • the trailing wheels are fixed to a vertical steering axle via a horizontal fork and are centered by strong springs.
  • the object of the present invention is to provide a roller sport device of the type cited at the outset which can be accurately steered kinematically without significant loss of energy, with which rapid, tight turns involving a pronouncedly inclined position can also be executed, and which comprises a high degree of lateral guidance.
  • the device should also be capable of being used by average sporting persons wearing shallow or half-height shoes, and should not result in excessively high stresses on the ankles when executing turns.
  • This object is achieved in that the rearmost of the two roller axles (rear axle) can swivel about an axle (steering axle) which points obliquely downwards and forwards and which forms a trailing angle, and is centered by means of elastic elements for straight running, that the running faces of the rollers are curved transversely to the direction of travel and that the running faces have a high coefficient of friction similar to that of rubber.
  • the steering of the device according to the invention is based on a course of movement or travelling technique which is known in skiing technology by the term heel thrust or heel pressure.
  • this heel thrust can be exerted in a particularly simple manner with slightly bent knees (spring-ready posture).
  • the low swing technique is preferred: a brief inward swing of the knee is followed by an outward pressure with subsequent stretching of the legs in the turn.
  • the weight of the body is subsequently shifted on to the foot on the outside of the turn, and the body is inclined towards the inside of the turn depending on the radius of the turn and the speed.
  • the left ankle can remain in a straight position or can be slightly turned inwards. This procedure is assisted by kinking the waist towards the outside of the turn and rotating the upper body towards the outside of the turn to compensate for spin (skiing technique).
  • the roller skate then travels into the turn and generates a centrifugal force in addition to the heel thrust.
  • the steering effect is thereby increased.
  • the steering kinematics according to the invention therefore result in a pronounced oversteer and can be stabilised and controlled by removing the heel thrust.
  • the other roller skate can be raised slightly.
  • the knee can be supported in the bend of the knee on the outside of the turn.
  • the steering deflection of the rear roller axle results from the equilibrium of the turning moments about the steering axle: heel thrust force, centrifugal force and a component of the weight which acts against he elastic force of reaction of the resilient mounting. It is therefore possible to make corrections to the path travelled by changing the heel thrust force, or the inclination of the roller skate, or the distribution of weight between the front and rear roller axles.
  • the trailing angle can range between 30° and 70°.
  • the device is thus very capable of being steered dynamically.
  • the running faces can also be shaped transversely to the direction of running so that the distance from the roller center to the point of contact of the roller is a minimum when the roller axles are horizontal. This can also be achieved, for example, by making the running faces cylindrical over a narrow central region.
  • the distance from the rear roller axle to the steering axle can be made less than the roller radius; the distance from the steering axle to the rear roller axle is preferably about ⁇ fraction (2/10) ⁇ to ⁇ fraction (6/10) ⁇ of the roller radius.
  • the distance between the rear roller axle and the steering axle is zero or even negative (roller axle in front of the steering axle).
  • One embodiment of the invention makes it possible to achieve a particularly simple construction in that the two rollers are each divided transversely to the roller axle into two half rollers which are at a distance from each other so that the parts which support the mounting can be passed through.
  • the rear roller axle is attached to a steering body which can swivel about the steering axle by overcoming elastic restoring forces.
  • a desired turn radius can thereby be accurately controlled and it is possible to make a progressive readjustment of the steering.
  • Other advantages are: attenuation of travel noise, a variable steering characteristic and a flexible steering stop.
  • the two half rollers of each roller can be separately rotatably mounted on the associated roller axle, wherein the front roller axle is fixed and the rear roller axle is fixedly attached to the steering body, or the two half rollers of each roller can be fixedly attached to each other by means of the associated roller axle, wherein the front roller axle is rotatably mounted in the frame and the rear roller axle is rotatably mounted in the swivelling steering body.
  • a steering axle disposed at the rear results in the following advantages: executing turns without losses due to friction, steering by heel thrust, skiing techniques can be used, and a parallel swing technique can be used with a considerably inclined position.
  • space for the steering body can be created by making the half rollers of at least the rear roller of shell-like construction so that they enclose a void.
  • the internal steering which is thereby produced provides protection for the steering parts, and bearing forces and moments are minimised. With this attractive design, there is no risk of injury due to angular steering parts.
  • the rollers consist of a supporting shell made of light metal or plastics and of an external covering made of a polymer with a high coefficient of friction (rubber, polyurethane, natural rubber) in relation to the road surface.
  • a polymer with a high coefficient of friction rubber, polyurethane, natural rubber
  • the skating step which can thus be employed for propulsion is particularly effective.
  • rolling noise is reduced and parallel swings can be employed for propulsion.
  • the rear roller is larger than the front roller.
  • the advantages of this embodiment are: space for steering kinematics in the rollers, the raised position of the foot is the optimum for making swings, maximum use can be made of the space under the heel, dynamic appearance and visual dominance of the roller.
  • each of the two half rollers of a roller in relation to each other can be adjustable, and/or for the rollers to be provided with a hard covering further inwards and with a soft covering further outwards.
  • the frame can be provided with openings in order to reduce weight.
  • Light metal or composite materials can also contribute to minimising the weight.
  • a detachable steering axle provides the facility of selecting the geometry and steering behaviour by changing the steering stub.
  • the point of intersection of the line of alignment of the steering axle with the path travelled and the point of contact of the double roller define a trailing effect which has a stabilising effect (like that of a weathervane) on motion.
  • the trailing effect is also in part determined by other variables such as the roller diameter and the spacing between the axles, i.e. the distance between the steering axle and the roller axle.
  • Trailing angles ⁇ >70° are therefore disadvantageous.
  • the steering radius defines the lever on which lateral forces from the point of contact (heel thrust, etc.) act on the steering bearing. These forces (or moments) should be capable of counteracting an elastic opposing force on the steering bearing in order to make it possible to proportion the steering reaction (regulation of a desired turn radius).
  • a large steering radius therefore necessitates high elastic opposing forces on the steering bearing and thus necessitates a heavy, costly construction.
  • the effective steering radius and the effective trailing effect depend on the inclination of the roller skate, since the point of contact shifts.
  • the eccentricity is the distance of the weight vector from the center of the rotationally elastic bearing. It defines a lever which exerts a moment of weight on the bearing in addition to the force due to the weight.
  • the bending radius and the eccentricity should be as small as possible, for weight- and cost-saving reasons.
  • roller skate If the roller skate is at a slant (inclined), a component of the weight acts at a steering radius and allows the roller to swing out in relation to the inclined position. At the same time, the roller also swivels upwards and consequently the heel becomes lower. If lateral pressure is then applied by the heel so as to bring the roller on to its inclined face in order to execute a turn corresponding to the slanting position (inclination), the turning moment exerted by the weight has to be overcome.
  • axle spacing the distance between the roller axle and the steering axle
  • the angle of swivel towards the wrong side is too large
  • a correction of the steering position is no longer possible since the requisite lateral force due to heel thrust becomes greater than the static friction of the roller on the roadway. Only a complicated course of movement is capable of correcting this fixed position: alignment of the roller skate, followed by heel pressure and then further angling of the roller skate for executing the turn.
  • the axle spacing can also be selected to be zero.
  • the effect of weight on the steering can then be practically eliminated, and it is only the horizontal transverse forces which are definitive for the steering behaviour. If the axle spacing is negative, the weight produces a steering deflection and consequently a turn in the direction of inclination, and is therefore correct with regard to the dynamics of movement. A trailing effect and a steering radius have to remain in every case, in order to make it possible to steer by means of transverse forces.
  • the contour of the rollers is selected so that as far as possible the ankle is relieved from tilting moments.
  • the optimum contour would be one corresponding to a circle about the effective axis of rotation of the ankle (complete relief from stress).
  • roller width should not be greater than the width of the foot.
  • the tangent to the roller edge should correspond to the maximum desired inclined position (e.g. 45°). Therefore, the rollers are in practice narrower and more curved than is necessary for complete compensation for tilt.
  • the roller sport device according to the invention can also be provided with rollers which are of unsymmetrical construction.
  • roller design visually emphasised.
  • variable steering threshold [0064]
  • FIG. 1 is a view, shown partly in section, of a completely equipped frame of a roller skate according to the invention
  • FIG. 2 is a plan view of the same frame, likewise shown partly in section;
  • FIG. 3 is a side view of a complete roller skate according to the invention.
  • FIG. 4 is a front view of the roller skate when executing a left turn
  • FIGS. 5 to 7 are a side view, a rear view and a view from below of a skateboard according to the invention.
  • FIG. 8 is a rear view of the same skateboard when executing a right turn
  • FIGS. 9 to 11 are a side view, a plan view and a cross-section through a frame of a roller skate according to the invention.
  • FIGS. 12 to 15 are a side view and sectional views of a steering apparatus comprising a steering body which is swivel-mounted on a steering stub;
  • FIG. 16 is a plan view of the steering stub and friction cone joint
  • FIG. 17 shows the appropriate steering body
  • FIG. 18 shows the possibility of fixing a brake block to the steering body
  • FIGS. 19 and 20 are different views of another steering apparatus in its installed state
  • FIG. 21 comprises different views of the steering sub which is used therewith;
  • FIG. 22 is a side view of a steering apparatus which is fixed on both sides;
  • FIG. 23 shows the steering axle which is used therefor
  • FIG. 24 is a detailed view of the fixing end thereof
  • FIG. 25 is a cross-section through the steering apparatus
  • FIG. 26 shows a roller skate provided with a parking brake and comprising an integrally formed steering stub
  • FIG. 27 shows a roller skate comprising an integrally formed steering axle which is fixed on both sides;
  • FIG. 28 is a cross-section through the steering apparatus thereof.
  • FIG. 29 shows a roller skate comprising a steering stub fixed thereto at the top and an axle spacing equal to zero;
  • FIGS. 30 to 36 are different detailed views of a completely equipped roller skate frame with a built-on, straight steering stub;
  • FIGS. 37 to 40 comprise studies of the movement and of the planes of forces of a roller skate according to the invention when executing a turn;
  • FIGS. 41 to 50 show different embodiments of roller skates according to the invention.
  • FIG. 51 is a graph showing the approximate values of the elastic properties of the steering for different major applications.
  • FIG. 52 shows another example of a roller skate according to the invention.
  • FIG. 53 shows parts of the roller skate illustrated in FIG. 52.
  • FIG. 54 shows paths of the center of gravity of a known roller skate and of the roller skate according to the invention in order to explain the improved propulsion achieved by the roller skate according to the invention.
  • the frame 1 which is illustrated in FIG. 1 is employed for mounting a shoe which is not shown in this Figure. It is equipped with lightening holes 1 ′, front bearings 14 for the front roller 12 , two fixing plates 2 for a shoe, a non-positive friction cone joint 4 , and the steering stub 3 which forms the steering axle and which comprises a conical fitting and a screw 5 .
  • a steering body 6 which comprises the bearing 9 for the rear roller 7 , is joined to the steering axle 3 by an elastomer 6 ′, e.g. vulcanised rubber.
  • the rear roller 7 can thereby be swivelled about the obliquely extending steering axle 3 against the elastic force of the elastomer joint 6 ′.
  • the axis of the friction cone joint 4 points towards the point of contact of the rear roller 7 , so that although bending moments act on this joint there is no turning moment about the axis (no loosening of the screw due to twisting).
  • An extended screw 5 suffices for fixation, and facilitates replacement by a steering device with a different characteristic.
  • the steering axle 3 is set at a trailing angle ⁇ and defines a trailing effect (N) at the point of contact of the rear roller 7 .
  • roller 7 When it rotates about the steering axle 3 the roller 7 is subjected both to a change in its tracking angle (direction of rolling) and in its lateral inclination (tilt).
  • a shoe which is suitable for mounting on this frame has a stiff, solid sole and is screwed to the frame.
  • the shoe should be made to fit the front of the foot and the heel and should not restrict the mobility of the ankle.
  • E is the eccentricity
  • B is the bending radius of the steering stub
  • G is the line of action of the weight on the rear axle 8
  • L is the steering radius
  • A is the axle spacing.
  • FIG. 2 is a plan view of the frame.
  • the mounting for the front roller 12 consists of two ball bearings 14 , a distance sleeve 14 ′, a front axle 13 and two nuts 13 ′.
  • the steering body 6 is shown partially in section. It consists of a light metal extruded section and is joined to the steering axle 3 by means of the elastomer 6 ′.
  • the steering body 6 bears two grooves 6 ′′ for the hairpin spring 11 and a groove 6 ′′′ for fixing a brake block (not illustrated).
  • the frame and the steering stub are drawn in at 15 and 16 , respectively. In order nevertheless to provide the frame 1 with sufficient strength, it is vertically reinforced in the region of the constriction 15 .
  • the rollers 7 , 12 each consist of two individual, identical half rollers. These in turn consist of a supporting inner shell made of light metal and of a non-slip external covering 7 ′, 12 ′, e.g. of vulcanised rubber which is similar to that used in motorcycle tyres.
  • the external shape is fashioned so that at an inclined position of about 45° (FIG. 40) the outer edge of the front roller 12 contacts the ground.
  • the outer edge of the rubber covering 7 ′, 12 ′ is reinforced by a rib 7 ′′, 12 ′′.
  • the rollers 7 , 12 are very wide so that in an inclined position the points of contact of the rollers are displaced as far as possible towards the tilting side in order to counteract the tilting moment. If tilting occurs accidentally, the ankle is thus relieved from stress, and a shoe with a shallow ankle part can be used.
  • the inner shells 7 , 12 of the rollers are optimised for load-carrying capacity at the minimum weight.
  • the shape of each half shell is approximately that of a hemisphere comprising a drawn-in spherical cap. In all inclined positions, the resulting vectors of force are substantially oriented towards the roller axles 8 , 13 , so that bending moments on the axles are minimised.
  • the spherical shell has openings for lightening purposes (only illustrated in part; see FIGS. 41 et seq.).
  • the half rollers can be produced by casting, die-casting or pressing methods, and can be internally ribbed.
  • the rear roller 7 is of larger diameter and greater width than the front roller 12 . This results in sufficient space for the installation of the entire steering apparatus 3 , 6 . The resulting ground clearance in front of the rear roller is sufficient for travelling on roads.
  • FIG. 3 shows the entire roller skate including a shoe. It fulfils the requirements of rollers which are as large as possible for the lowest possible position of the foot (balance, or moments acting on the ankle).
  • the front of the shoe is positioned somewhat behind and below the top of the front roller.
  • the heel is raised by about 15°. Since the weight is distributed over both rollers, the effective roller diameter, which is one of the factors which determines the rolling friction, is approximately the average diameter of the front and rear rollers. Values of 70 mm to 100 mm are advantageous for the front roller, and values of 100 to 130 mm are advantageous for the rear roller.
  • the rubber-covered rollers can be provided with a spiral channel tread pattern.
  • a profile such as this can improve the adhesion when executing turns in the wet, in dust or in sand, but results in flexing losses.
  • a covering of harder rubber is advantageous in the middle of the roller (for straight travel), and a covering of soft rubber and/or one with a channelled profile is advantageous at the edge of the roller (for executing turns).
  • FIG. 4 is a front view of the roller skate when executing a left turn.
  • FIG. 5 shows a skateboard 50 which is mounted on a roller frame 1 according to the invention.
  • the height of the ankle is marked ( 51 ).
  • FIG. 6 shows the skateboard from below
  • FIG. 7 shows the skateboard from behind
  • FIG. 8 shows the skateboard from behind during a right turn.
  • FIGS. 9 to 18 show details.
  • FIG. 9 shows the frame 1 , which can be made of die-cast light metal, for example, with the front axle bearings 14 , the receiver for the steering axle 4 and the screw 5 .
  • FIG. 10 is a plan view of the frame 1 and FIG. 11 shows the frame in cross-section.
  • the side under compression is made wider than the side under tension.
  • FIGS. 12 and 13 are two views of the complete steering apparatus, which comprises the steering axle 3 (steel), the conical seating 4 , and the countersunk region 16 at the roller periphery for reducing the spacing between the half rollers, and which also comprises the pressed-in pin 10 for the transmission of force into the hairpin spring 11 .
  • the steering body 6 consists of a machined light metal section.
  • FIG. 14 is an identical view to that of FIG. 13, and shows the position of the steering body 6 during straight running and when swivelling by ⁇ 15°. One limb of the hairpin spring 11 is deformed in each direction of swivelling.
  • FIG. 15 illustrates, on an enlarged scale, the geometry of the elastic steering axle/steering body joint.
  • the steering body comprises a butterfly-shaped internal bore, lead-in bores 3 ′ of which receive the flat steering axle 3 .
  • the elastomer 6 ′ is deformed, whereupon the spring moment progressively increases as far as a strongly progressive stop.
  • the steering body 6 can be rotated, but can only be displaced radially by a slight extent, since the bore is constricted in the middle. An axial displacement is likewise impossible due to the large effective length.
  • the elastomer 6 ′ acts to a certain extent as a shock absorber.
  • FIG. 16 is a plan view of the steering stub 3 .
  • FIG. 17 shows the steering body 6 , which is preferably made of an extruded aluminium section.
  • FIG. 18 shows the installation of a brake block 180 by insertion in the groove 6 ′′′ (FIG. 13) and the securing thereof by a split pin 181 .
  • FIGS. 19 and 20 illustrate a considerably simplified design of the steering axle and steering apparatus, respectively.
  • the steering axle 21 is an X-shaped section, which is made of steel, for example, which is bent and which is compressed during bending so that an approximately rhomboidal cross-section is formed.
  • the steering axle is cast in or die-cast in directly (insertion technique), for which purpose the axle can be roughened at the appropriate location.
  • FIG. 20 is a cross-section on an enlarged scale.
  • the rod 22 for receiving the force of the hairpin spring is designed as a die-cast part and is pressed on to the end of the steering axle 21 . This design is lighter and less costly, but prevents the steering apparatus from being replaced.
  • FIG. 22 shows another solution for the transmission of force into the steering axle.
  • the frame 24 is forked around the rear roller so that both ends of a straight steering axle 25 can fit into the frame 24 .
  • the rectangular steering axle 25 is inserted in pockets 26 in the frame 24 from below and is fastened with screws 27 . Since there are practically no bending moments, the steering apparatus can be of relatively simple design.
  • FIG. 23 is an overall view of the parts of the steering apparatus.
  • FIG. 24 shows a milled constriction 28 for reducing the roller spacing.
  • FIG. 5 is a cross-section through the steering body 29 with the rolling bearings 30 and the roller axle 31 .
  • a particularly small axle spacing is provided here (see the description of the steering geometry). The ease of replacement and low weight of this design are advantageous.
  • FIG. 26 shows a design which comprises a steering axle 32 which is cast on directly if the frame 33 is made of light metal or of a particularly strong plastics material (by a casting method). The bending forces at the base of the steering axle are very high, but can be controlled particularly easily and inexpensively using known Al casting materials.
  • FIG. 26 shows stone guards 138 and 139 which close the gaps between the half rollers in the region of the points of contact, and which are fixed to the frame 1 and to the steering body, optionally by being integrally formed thereon.
  • FIG. 27 shows a support for the steering axle 34 at the top, so that the bending moment disappears at the lower lead-in thereof.
  • the shoe 35 is somewhat higher for this purpose, however. This design is particularly light, inexpensive and stable.
  • the steering body 36 shown in FIG. 28 has a bore 37 with a butterfly-shaped cross-section, by means of which it is slid over the steering stub.
  • the trailing angle can be increased without losing much ground clearance, because the lower lead-in can be of smaller dimensions.
  • FIG. 29 allows other trailing angles to be employed.
  • the lower lead-in is omitted.
  • the bending moment becomes less the larger is the trailing angle.
  • the large extent of ground clearance despite the large trailing angle is advantageous.
  • the axle spacing is equal to zero here. If the cross-sectional profile of the roller is approximately circular, the line of action of the weight always passes through the steering axle. As a result of the shortened castor length and the short steering radius, only small turning moments act about the steering axle 141 , so that the rotationally elastic mounting 141 is shorter. A large part of the weight is absorbed by a step bearing at the end of the steering axle 141 .
  • the axle spacing can also be made negative by placing the roller axle in front.
  • FIG. 29 a comprises two views, on an enlarged scale, of the steering axle 141 with the steering body 142 and the roller axle 143 .
  • FIGS. 26 and 27 also show a locking device 38 for the front roller.
  • This consists of a plastics component which acts like a wedge, which can be fitted to an extension 39 of the frame 1 and which can fix the front roller.
  • This device can easily be identified from the outside and can be used on locking faces for roller skates (escalators, stairs).
  • the device can form an addition to the braking device shown in FIG. 13.
  • FIGS. 26 and 29 are shown without prestressing springs. It is also possible to use a prestressed spring there, however. This can improve the steering capacity.
  • FIGS. 30 to 34 show an embodiment comprising separate functional units of the steering apparatus.
  • FIG. 30 is a side view, shown partially in section, of the roller skate, while FIGS. 31 to 34 are different views of the roller and of the steering apparatus, some of which are shown on an enlarged scale.
  • the steering axle 41 is screwed to the frame 1 by means of a screw 42 .
  • the steering body 40 is mounted by means of two bearing bushes 43 , 44 on the shank of the steering axle 41 and can swivel about the latter.
  • a conical rubber buffer 47 is situated on a rod 46 which is screwed or pressed into the steering axle 41 .
  • Two extensions 49 , 50 are integrally formed on the steering body 40 and constitute a fork; they are provided with a hole for weight-saving. Depending on the steering angle, at least one of the extensions 49 , 50 presses on the buffer 47 and thus generates an elastic opposing force which opposes swivel. This force progressively increases with the extent of swivel.
  • the end of the rod 46 fits into a hairpin spring 48 which generates an additional opposing force.
  • This spring is situated in a groove and is prestressed, and therefore presses on a support with a rest force. A minimum force is therefore necessary in order to swivel the steering body, i.e. a minimum turning moment is necessary for a steering deflection. Thus small accidental forces do not initiate a steering reaction. Longitudinal forces from the steering body 40 which act on the steering axle 41 are diverted into the steering axle 41 by the bearing bush 43 and a screw 46 .
  • FIG. 35 shows the roller skate of FIG. 30 at a swivelling angle of 10° in a right turn without tilting
  • FIG. 36 is a front view of the roller blade of FIG. 30 inclined at 35° in a right turn.
  • the rollers can be made in one piece.
  • the steering geometry is less favourable, however, but in certain situations this can be less important than the advantages which can be achieved thereby.
  • FIGS. 37 to 40 illustrate the steering operation by means of a heel thrust, where the roller skate, with the front roller 12 , the rear roller 7 and a shoe 51 , is illustrated from behind in each case.
  • the effective pivot 51 ′ of the ankle and the effective pivot 51 ′′ of the steering axis are also illustrated.
  • FIG. 37 illustrates straight running.
  • FIGS. 38 to 40 also show the component of the weight Gh which acts on the rear axle, the resultant R from the component of weight Gh and the heel thrust F, together with the centrifugal force F 1 , the tilting moment K at the ankle and the turning moment D of the steering axle.
  • a heel thrust F is generated, i.e. a force directed towards the outside of the turn by the heel of the foot on the outside of the turn (the left foot for a right turn).
  • the rear double roller rotates towards the outside of the turn against the spring force of the steering bearing, and thus changes both the track (i.e. the direction) and the tilt.
  • a trailing angle of 45° and a swivelling angle of the rear double roller of 8.5° about the steering axle result in the 6° which is shown for the tilt and tracking angles. Due to the tracking angle, a turn to the right is initiated (i.e. the rear double roller is directed outwards to the left).
  • the weight is shifted on to the foot on the outside of the turn (left foot), and the skater inclines his body towards the inside of the turn according to the turn radius and his speed.
  • the left ankle can remain in a straight position or can easily be turned inwards. This process is assisted by kinking the waist towards the outside of the turn and rotating the upper body towards the outside of this turn (skiing technique).
  • the roller skate then moves into the turn and generates a centrifugal force F 1 in addition to the heel thrust F.
  • the steering effect is thereby intensified.
  • the steering kinematics therefore basically constitute an oversteer effect and can be stabilised and controlled by removing the heel thrust.
  • An angle of swivel of 14° about the steering axle is illustrated; this corresponds to a tracking and tilt angle of 9.9°.
  • the front double roller 12 travels at an inclination of 45° (as do the frame, shoe, etc).
  • the rear roller travels at an inclination of only 35.1°, since the tilt of 9.9° is negative. More freedom as regards an inclined position is thereby imparted to the rear double roller 7 .
  • FIGS. 41 to 50 show different embodiments of a roller skate according to the invention for different preferred applications.
  • the roller skate shown in FIG. 41 has a relatively short wheelbase for tight turns and skilled movements. It is capable of being stressed. Since the steering axle shown in FIGS. 12 to 19 is illustrated, the position of the foot is relatively high, which is why a higher ankle part of the shoe may be necessary.
  • roller skate illustrated in FIG. 42 is particularly suitable for more rapid travel.
  • the position of the foot is somewhat lower. A shallower shoe therefore provides sufficient balance.
  • the steering axle is likewise designed as shown in FIGS. 12 to 19 .
  • the roller skate shown in FIG. 43 has a similar geometry and similar uses.
  • the frame and the steering axle are of one-piece construction, as shown in FIG. 29.
  • the considerable ground clearance in front of the rear roller makes it possible to travel over edges.
  • the steering characteristic cannot be varied, since the steering unit is not replaceable.
  • the steering axle is screwed to the frame and can therefore be replaced.
  • FIG. 45 shows a roller skate comprising a large front roller 52 (the front and rear rollers are identical), due to which travel shocks are reduced when travelling over uneven surfaces, and then is a definite travel sensation when travelling over edges.
  • the roller skate shown in FIG. 46 comprises a particularly long wheelbase with a very low foot position for rapid travel and larger turn radii.
  • the steering is designed corresponding to that shown in FIG. 22, and the frame 53 is forked at the rear.
  • FIG. 47 also shows a roller skate comprising a forked frame 54 .
  • the rear frame part 55 extends above the rear roller 57 . This design can therefore be made narrower than that shown in FIG. 46.
  • the roller skate illustrated in FIG. 48 has a long wheelbase and a low foot position, and otherwise corresponds to that shown in FIG. 44.
  • FIG. 50 shows a roller skate in which the steering axle 59 is mounted on both sides.
  • FIG. 51 is a graph of approximate values of the elastic properties of the steering for various major applications.
  • the restoring force F in Newtons at the point of contact of the rear roller is plotted against the angle of swivel ⁇ in degrees about the steering axle.
  • Curve 61 can be employed for shoes which are provided for slow travel with tight turn radii and accurate controllability of the line of travel.
  • Curve 62 can be selected if wide turns are to be executed rapidly with an accurately controllable line of travel.
  • Curve 63 is employed for a roller skate which can be employed for rapid straight running or wide turns. The smallest turn radius is given by the wheelbase divided by the tangent of the tracking angle.
  • the embodiment shown in FIG. 52 has a similar steering axle 71 to that of the embodiment shown in FIG. 3.
  • the steering body 72 which is mounted on the steering axle 71 by means two bearing bushes 73 , 74 and which is fixed axially by means of a screw 75 , has an extension 6 which protrudes outwards through the gap between the two half rollers 7 .
  • the frame 70 In its rear region, the frame 70 is widened into a box shape in order to provide space for two elastic bodies 77 , 78 (FIG. 53).
  • the extension 76 fits between the two elastic bodies.
  • the elastic bodies 77 , 78 can be prestressed, equally or unequally, by means of two screws 79 , 80 (minimum turning moment for a steering effect).
  • FIG. 53( a ) is an enlarged illustration of the rear region of the roller skate shown in FIG. 52
  • FIG. 53( b ) is a section through the rear roller 7 , the steering body 72 and the extension 76 , and through the elastic bodies 77 , 78 and the screws 79 , 80
  • FIGS. 53 ( c ) and 53 ( d ) are views of the rear part of the frame 70 for straight running (c)) and when executing a turn (d)).
  • FIG. 53( e ) illustrates the component parts of the centring device, and comprises three views of an elastic body 77 and two views of a screw 79 , while FIG. 53( f ) comprises a view of the steering axle 71 and of the steering body 72 .
  • FIG. 54 comprises graphs for explaining the propulsion during a skating step: in detail, FIG. 54( a ) shows the movement of the center of gravity of the body for customary in-line skaters, FIG. 54( b ) is the same plot for a roller skate according to the invention, and FIG. 54( c ) is the same plot for a roller skate according to the invention during the starting phase.
  • the average propulsion momentum is m.(vl:1 ⁇ 2 ve). It decreases due to the resistance to motion and is increased by m.ve in each step. This increase is due to the skating step, in which by pushing back the foot which becomes free approximately transversely to the instantaneous direction of rolling a momentum m.vs is generated which is directed obliquely forwards.
  • This momentum has a component m.ve which is added to the propulsion momentum and a transverse component m.ve which is wasted.
  • the center of gravity of the body executes a movement which is composed of an approximately constant travel in the average direction of movement and of a superimposed lateral swing.
  • an impulse i.e. force ⁇ time
  • force ⁇ time is not energy, but physiologically the generation of a force for a given time is equivalent to energy conversion in a muscle.
  • roller skate according to the invention is at the start, which can be important, particularly in competitions, and is particularly pronounced on a gradient, because the roll angle is then very large. As a result of steering into the average direction of travel, a path of travel which is less wide is required compared with known in-line skaters under otherwise identical conditions.
  • the velocity vr of the center of gravity on the path has to be increased so that the usable component vl is increased by ve each time.
  • the transverse component vq has to be reduced to zero and built up again in the opposite direction. This results in twice the amount of physical muscle energy, since although a reduction in physical terms means energy recovery, it is actually a use of energy.
  • the energy used (energy after the step minus energy before the step) in relation to the energy before the step is then (vl+ve) 2 +vl.tan 2 (rw)+(vl+ve) 2 .tan 2 (rw)/vl 2 +vl 2 .tan 2 (rw).

Landscapes

  • Motorcycle And Bicycle Frame (AREA)
  • Footwear And Its Accessory, Manufacturing Method And Apparatuses (AREA)
US10/221,743 2000-03-17 2001-03-08 Rolling sports equipment Abandoned US20030146584A1 (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE10013413.0 2000-03-17
DE10013413A DE10013413C2 (de) 2000-03-17 2000-03-17 Rollsportgerät

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US20030146584A1 true US20030146584A1 (en) 2003-08-07

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US10/221,743 Abandoned US20030146584A1 (en) 2000-03-17 2001-03-08 Rolling sports equipment

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US (1) US20030146584A1 (de)
EP (1) EP1263512A2 (de)
CA (1) CA2403363A1 (de)
DE (1) DE10013413C2 (de)
WO (1) WO2001068197A2 (de)

Cited By (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20040012163A1 (en) * 2002-07-18 2004-01-22 Salomon S.A. Frame for a skate, and a skate having such frame
US20070205569A1 (en) * 2003-10-20 2007-09-06 Andrea Battocchio Steering Device For Sports Articles Provided With Supporting And Sliding Elements In An In-Line Arrangement
US20090156082A1 (en) * 2007-12-14 2009-06-18 Prime View International Co., Ltd. Apparatus for Transferring Substrate
US20110148063A1 (en) * 2009-12-18 2011-06-23 Reyes Jr Jaime Alberto Mobile platform assembly
US20110148062A1 (en) * 2009-12-18 2011-06-23 Reyes Jr Jaime Alberto Mobile platform assembly

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DE10256680A1 (de) * 2002-12-04 2004-06-17 Bayerische Motoren Werke Ag Einspuriges Rollsportgerät
AT412256B (de) * 2003-01-02 2004-12-27 Mario Dr Herzog Sportgerät
AT412384B (de) * 2003-01-02 2005-02-25 Mario Dr Herzog Laufrad für ein sportgerät
AT500652B1 (de) * 2004-05-27 2006-10-15 Preining Martin Fahrwerk für einen rollschuh oder ein rollerbrett

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US6065762A (en) * 1998-03-11 2000-05-23 Brelvi; Nazir A Multidirectional in-line roller skate
US6508335B2 (en) * 2001-04-23 2003-01-21 Michael David Zinanti Omni-directional wheel sith frictional bias

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US4294456A (en) * 1979-11-13 1981-10-13 Tuell Industries, Inc. Pivotable ball skate
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FR2625688B1 (fr) * 1988-01-12 1991-06-07 Barachet Jacques Planche a roulettes a deux roues en tandem
US4844491A (en) * 1988-04-08 1989-07-04 J. S. Wheelwright Company, Inc. Wheeled skate
US5443277A (en) * 1991-04-18 1995-08-22 Kubierschky; Stefan Sporting device steerable by weight displacement and a steerable wheel assembly for use therein
DE4311687A1 (de) * 1993-04-08 1994-10-13 Stephan Augustin Radaufhängung für Fahrgestelle, insbesondere ein einspuriges Rollbrett
US6047972A (en) * 1996-07-03 2000-04-11 Rudolph; Robert K In-line skate and method of forming same
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US1157049A (en) * 1915-05-10 1915-10-19 Karl Schultz Skate.
US1810380A (en) * 1930-05-20 1931-06-16 William V Van Etten Roller skate
US6065762A (en) * 1998-03-11 2000-05-23 Brelvi; Nazir A Multidirectional in-line roller skate
US6508335B2 (en) * 2001-04-23 2003-01-21 Michael David Zinanti Omni-directional wheel sith frictional bias

Cited By (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20040012163A1 (en) * 2002-07-18 2004-01-22 Salomon S.A. Frame for a skate, and a skate having such frame
US6902173B2 (en) * 2002-07-18 2005-06-07 Salomon S.A. Frame for a skate, and a skate having such frame
US20070205569A1 (en) * 2003-10-20 2007-09-06 Andrea Battocchio Steering Device For Sports Articles Provided With Supporting And Sliding Elements In An In-Line Arrangement
US20090156082A1 (en) * 2007-12-14 2009-06-18 Prime View International Co., Ltd. Apparatus for Transferring Substrate
US20110148063A1 (en) * 2009-12-18 2011-06-23 Reyes Jr Jaime Alberto Mobile platform assembly
US20110148062A1 (en) * 2009-12-18 2011-06-23 Reyes Jr Jaime Alberto Mobile platform assembly
US8226095B2 (en) 2009-12-18 2012-07-24 Reyes Jr Jamie Alberro Mobile platform assembly
US8226096B2 (en) 2009-12-18 2012-07-24 Reyes Jr Jaime Alberto Mobile platform assembly

Also Published As

Publication number Publication date
EP1263512A2 (de) 2002-12-11
CA2403363A1 (en) 2001-09-20
WO2001068197A3 (de) 2002-04-04
DE10013413C2 (de) 2003-06-05
WO2001068197A2 (de) 2001-09-20
DE10013413A1 (de) 2001-09-27

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