Abstract:
The frame of an in-line skate (FIG.  8 B) supports a wheel ( 10 ), allowing a skater to effectively slow down and stop, using an athletic stance that skiers on snow and ice skaters on ice use. The wheel ( 10 ) has a hub ( 20 A), allowing a wheel to rotate around the axle ( 13 A) vertically and at an inclination. The hub has axle roller bearings ( 23 B). The wheel ( 10 ) includes friction band surfaces ( 11 A) on the sides of the wheel. When rotating at an inclination the wheel&#39;s friction surface contacts a friction surface ( 11 B), inside the wheel-well or an axle friction surface or a combination thereof to slow or brake the wheel. The wheel ( 10 ) assembly includes self-aligning springs ( 14 A/B). Individual parts can be technically designed to allow various model solutions that will satisfy the abilities of a beginner to an expert. The wheel assembly frame can be attached to an in-line skate, an in-line skateboard, a downhill in-line ski and a downhill in-line skateboard.

Description:
This Application is entitled to the benefit of Provisional Patent Applications Ser. No. 60/185,496, filed Feb. 28, 2000 and Ser. No. 60/194,013, filed Apr. 3, 2000. 
    
    
     BACKGROUND OF INVENTION 
     1. Field of Invention 
     This invention relates to in-line skates, specifically to improve safety by providing the mechanical means to control speed and to abruptly stop. 
     2. Status of Prior Art 
     In-line skating in recent years has become an explosively popular sport, especially for adults. The composite boot, wheel frame and wheels have become progressively sophisticated and specifically engineered for all categories of recreational and competitive sport use. The high end retail price of such skates can be as much as $800 or more. 
     Watching an in-line skater is almost akin to watching an ice skater effortlessly glide across ice. However, the safety factor of edging skate blades on ice to abruptly stop; or comparably edging skis on snow to control one&#39;s downhill speed or stop is not the same nor presently possible for in-line skates on a concrete or asphalt surface. 
     The protective knee pads, elbow pads, wrist pads and helmet are testament to the fact that safely slowing down and quickly stopping are very difficult (if not impossible) maneuvers to do—and falling on concrete or asphalt is quite different from falling on snow or ice. 
     Though many enthusiasts are attracted to the sport and tempted to try it out, the available state of the art use of a rubber heel brake pad to slow down and stop is recognized as being unnatural and ineffective. To initiate this “braking” maneuver, the skater must get into an a awkward backward pressure leaning stance and body position. In that contorted position, the pressure on the rubber heal “brake” pad, realistically does not effectively slow the skater&#39;s speed nor allow the skater to abruptly stop. Accordingly, manufacturer&#39;s handbook statements are typically replete with bold letter “WARNING!” captions, explaining and emphasizing the danger and lack of in-line skating control. 
     In recent years additional improvements have been made to the quality of skate boots, including a lever arm at the back of the boot that attaches directly to the heel pad to increase the backward pressure on the rubber break pad. Variations of this system have been extensively marketed but the braking method remains marginally effective in being able to slow down or abruptly stop. 
     Consequently, the safety factor concern is still a major deterrent to the sport and a major challenge to inventors. This is evident by the innumerable patents devoted to breaking methods for in-line skates. Because the basic components of conventionally marketed in-line skates are relatively simple: boots; wheel frame; wheels; axles; and, axle bearings; the existing braking inventions to date are too intricate, too costly and of questionable effectiveness to attract the manufacturing industry. As such, the rubber heel brake pad method of control remains the predominate commercially available, ineffective method in use. 
     SUMMARY OF INVENTION 
     In view of the foregoing, the main object of this invention is to provide in-line skates with a more athletically natural means to control speed and abruptly stop, without the need for a heel braking pad or other currently available ineffective means. 
     This “EDGING CONTROL™” invention will allow an in-line skater to assume a forward and sideward pressure leaning position, to control speed and abruptly stop. That technique is comparable to the body stance and forces applied, when pressing ice skate blades against ice or the bottom, side edges of skis against snow. 
     To achieve this safety “EDGING FRICTION CONTROLS™” invention for in-line skates, required resolving four basic and novel concepts. After doing so, the total time consuming effort was devoted to the refinement of all the details (including a partial mock-up) and striving for product practicality and simplicity. This meant striving to keep overall dimensions as close to respective current sate of the art dimensions as possible and using stock sized parts where feasible. Doing so, it was reasoned, would make the invention more conducive and acceptable to manufacturers, as well as making it advantageously easier and less expensive to make a finished prototype model. 
     The four initial, fundamental concepts to the invention were: 
     A. The in-line skate wheels not only had to conventionally rotate vertically around a fixed axle, but also had to rotate at an inclined angel around the fixed axle, to cause friction contact (“EDGING CONTROL™”) within the wheel-wells of the skate frame. That interactive contact by friction Sand surfaces fused to each side of the wheels, against formed friction strip surfaces bonded to and within the wheel-wells of the frame, would in essence be comparable to ice skate edges “scoring” ice and ski edges “scoring” ice and snow to effectively control speed or to abruptly stop. 
     B. For the wheel to conventionally rotate around an axle in a vertical axis plane as well as at an inclined angle, it was apparent that the hub of the wheel could not be the same as presently manufactured. A conventionally marketed wheel has a hub that is typically a fixed, rigid plastic unit, which is cast in with the urethane tire material. In addition, the outside faces of the rigid hub are conventionally flush with both side faces of the wheel. 
     By comparison, for the wheel to rotate both vertically and at an inclined angle around a fixed axle, the wheel hub would have to be functionally different. There would also have to be depressions at both center side faces of the wheel (in both an unfinished and finished state). Such open space at both center side faces of the wheel, would allow the wheel to rotate at an inclined angle around a fixed horizontal axle. 
     C. The next problem to solve was what kind of functional wheel hub unit would be needed to allow both vertical and inclined rotation? Initially, the concept was to have a solid stainless steel ball welded to, and at the center of the wheel axle. Around that center axle ban, would be a conforming stainless steel concave ring wheel hub that would encase the steel axle ball. 
     While the concept seemed feasible, after reviewing the completed details of that solution, concerns about practicality and the undiminished desire to use stock parts, resulted in the driving force to seek a better solution later a significant effort, an existing stock bearing that came in a myriad of diameters and bore sizes was considered. That bearing is called a “plain spherical bearing”. Using that bearing as an in-line skate wheel hub would allow the wheel to rotate both vertically and at an inclination around a fixed axle. 
     D. The final fundamental problem to resolve was one that was difficult to ignore. Once EDGING force was applied (as in a side to side “striding” motion) and then released, would the wheel(s) return to the vertical axis plane (“coasting”) position? Uncertain whether forward motion centrifugal forces alone would accomplish that result, that potential problem had to be considered and resolved. A satisfactory solution would be to conceive a simple component—a tension-compression spring, that would result in self-aligning wheels. 
     In a catalog having a myriad of industrial use parts (McMaster-Carr Supply Company Catalog 105), in the last section on springs at the bottom of the last page (no. 3,047) that component was found. It was a spring that could be feasibly used as the self-aligning required component. Called “Stainless Steel Constant-Force Springs”, they are comparable to a tape measure and come in all widths and thicknesses. While not the accordion pleated sheet metal spring originally theorized, it seemed to be a desirable alternate stock part to use. 
     Having resolved the forgoing fundamental initial concepts, the next problem that surfaced became apparent in the process of drawing a preliminary cross section detail of the wheel/frame assembly. Though the center or core of the fabricated “constant force spring” would essentially be ¼″ I.D. (inside diameter) to fit and revolve around a standard ¼″ O.D. (outside diameter) axle, it was evident that when tension and compression forces were applied to the revolving springs (at each end of the wheel axle), the core of the spring would begin to score the axle. Apparently, the whole self-aligning spring idea could only work if the center of the spring was bonded to an axle roller bearing. 
     The crucial problem with that realization was that the smallest roller ball bearing with a ¼″ I.D. bore (to fit the standard ¼″ O.D. axle) had an outside diameter of ¾″, which left only ¼″± of space around the bearing for a spring. Certainly, that ¼″± would hardly be enough space for a sufficient number of spring coils to be effect either in tension or compression (the same reality applying to a theoretical sheet metal accordion pleated spring, originally considered). 
     With that grim realization it was back to square one, trying to resolve the “self-aligning spring” problem. Hoping that there might be another type of stock axle bearing that would have a ¼″ bore and still be small enough in its outside diameter to accommodate an effective coil spring, another telephone sized catalog for bearings was researched. Having scrutinized the catalog many times previously and expecting this effort to be futile, in the next to the last section of the catalog, the necessary stock size bearing component was found. It is called a “Needle Roller Bearing”. 
     Now that the fundamental problems to the invention were (seemingly) resolved, the progressive development of the invention can be explained. In doing so, it must be emphasized that there was no intent to disregard stock, state of the art parts; nor to depart (as much as possible) from typical state of the art dimensions, such as: the inside face to face dimension of a typical skate frame at the wheel axle location; the standard ¼″ diameter and length of a stock wheel axle; and the use of ⅞″ O.D. standard roller ball axle bearings (with a bore size of {fraction (5/16)}″ I.D., requiring a standard transitional, reducing sleeve to fit a standard ¼″ O.D. axle). Further, to understand the invention, the significance of the novel use of a spherical bearing for the hub of an overall standard dimensioned, in-line skate wheel must be emphasized. 
     The prime novel purpose of using a dynamic, element spherical bearing for the hub of an in-line skate wheel (as compared to the conventional fixed, rigid plastic hub of an in-line skate wheel) is solely to allow for both vertical and inclined wheel angle rotation. However, it should also be emphasized, that the wheel rotation at either angle remains solely dependent (as it is in the state of the art) upon axle bearings. 
     After completing and analyzing the first preliminary cross section detail, using a stock sized spherical bearing wheel hub, whose bore size would accommodate standard ⅞″ O.D. wheel axle ball bearings (having a {fraction (5/16)}″ I.D. bore size for a ¼″ axle(?), thus requiring a reducing sleeve), other solutions came to mind: 
     A. It was realized that smaller atypical ¾″ O.D. wheel axle ball a bearings (suitably having a standard ¼″ I.D. bore size for a standard ¼″ O.D. axle) could instead be used acceptably within the spherical bearing wheel hub. As such, a smaller stock sized spherical bearing wheel hub with a corresponding ¾″ I.D. bore could be used. 
     B. Upon further analysis, it was also realized (viewing the industrial strength, needle roller axle bearings at the core of the self-aligning springs), that the same smaller spring axle bearings could also be used for the wheel axle bearings. As such (again), the stock size spherical bearing wheel hub would correspondingly be smaller with a stock sized {fraction (7/16)}″ I.D. bore to accommodate stock sized {fraction (7/16)}″ O.D., needle roller axle bearings within the wheel hub. 
     Obviously, the most desirable size of the spherical bearing wheel hub (large, medium or small) and the corresponding type and size of the axle bearings (whether single or double bearings, as is customarily used) would be a manufacturers choice and decision predicated on simulated computer analysis and prototype testing. In addition, while the material of the stock sized, industrially use spherical bearing is typically steel, when used instead as the dynamic (two element) hub of an in-line skate, the material of the bearing could certainly be plastic or a light weight alloy. 
     Aside from the spherical bearing wheel hub and axle bearings, the self-aligning, tension/compression springs located at each end of the axle, need to be explained as well. While the stock “Stainless Steel Constant-Force Springs” are a viable choice to be used as self-aligning springs for in-line skate wheels, other custom materials and design types of springs could be used. For instance, the stainless steel coil “tape measure” or strip type material could instead be plastic. In addition, the self-aligning spring, instead of being an open coil spring could instead be a closed accordion pleated sheet metal or reinforced rubberized material type of spring. Such a “closed” spring could also serve a dual purpose as a dust cover (if that latter element is deemed to be significant in the evaluation of the wheel assembly by the manufacturer). 
     In further analysis of the self-aligning spring, another idea surfaced—a novel dual purpose spherical bearing for the hub of an in-line skate wheel. The reasoning that led to this conception is as follows. In using a spherical bearing for the hub of an in-line skate wheel to provide the means for inclined angle wheel rotation, it was recognized that since the outer ring of the bearing was omni-directional, the wheel assembly also depended upon the opposite reacting, self-aligning springs (at each end of the wheel axle) for another function. 
     The springs, as such, actually serve two purposes. Not only do they realign the inclined (edging function) wheel(s) to a vertical position, they also help to maintain the rotating wheel(s) at a right angle to the forward motion line of travel (coasting position). Recognized as well was the fact that forward motion centrifugal force would additionally contribute to keep the wheel(s) in a straight ahead, vertical position. 
     However, even in consideration of the above rational, there remained a lingering sense of uncertainty. Feeling that it would be advantageous to have a custom spherical bearing that would not be totally omni-directional but would instead be limited to one side to side inclination motion, a novel solution evolved, ironically as a result of a prior detail solution that did not work. 
     Visualize that the spherical bearing&#39;s inner and outer rings are aligned in the same plane. Centered and within the concave surface of the outer ring is half of a curved rectangular recess. Opposite that recess and centered within convex surface of the inner ring is an equal half of a curved rectangular recess such that both recesses form a complete, split curved rectangular, circular recess within the center of the spherical bearing&#39;s inner and outer rings. 
     Within that circular, curved rectangular sealed void of the spherical bearing would either be, e.g., a self-lubricated coil compression spring; a circular accordion pleated sheet metal spring; or, a circular urethane compression spring. As such, when the inner ring bore of the spherical bearing is held rigidly in a horizontal position by axle bearings and an axle, and the outer ring is in an inclined EDGING position, the split circular rectangular shaped recesses (in the inner and outer rings) become offset (sliding by each other), compressing the internal spring at the top and bottom of the spherical bearing. 
     The result is equal and opposite compressive forces. As such, when the external “EDGING” force is released, the outer inclined ring (of the wheel hub) returns to the vertical (coasting) position. Also, because of the inherent workings of the internal spring of the spherical bearing (hub), the movement of the inner and outer rings are no longer omni-directional but are essentially limited to one side to side inclination motion. 
     While the prior details (based upon using external self-adjusting springs) remain a viable solution that could be advantageous, where excessive tensile and compressive forces may be required, including other specific applications not as yet determinable, this new alternate approach also has distinct favorable features: 
     A. This dual purpose spherical bearing solution, in eliminating the external springs as separate entity parts, reduces the axle width of the wheel assembly (inside face to face dimension of the wheel frame). 
     B. That dimensional reduction also allows a slimmer skate wheel that now would be the same overall width as an industry standard skate wheel (1″±W.). However, as distinct from a standard skate wheel (aside from the novel dynamic, dual purpose, two-element spherical bearing hub), the concave depressions at each center side of the wheel (both in an incomplete and completed assembly state), enabling the wheel to revolve around the axle at an inclination, would still be novelly evident. 
     C. also, the compression spring, within the enclosed circular space of the dual purpose spherical bearing hub, would be sealed and self-lubricated. 
     Now having completed this seemingly last alternate solution and reviewing and reflecting on the results of all the work and effort expended, one could not help but think about the following: how could anyone get around the intended patented invention by coming up with an improved variation to overcome the present invention. Surprisingly, without too much additional effort, another alternate solution was conceived. 
     In essence, the idea (when reviewing the typical wheel/frame detail in the inclined “EDGING CONTROL™” position) is to insert a stationary (or fixed), solid disk part (e.g. ⅛″ W.×{fraction (27/32)}″ O.D.) at a location on the axle, where it would contact the inclined skate wheel&#39;s concave frame, which frame is at the center face of the skate wheel (required at each side of the wheel to allow inclined wheel rotation around the axle). 
     The approximate ⅛″ surface width perimeter of the fixed disk part will have a bonded friction surface material about {fraction (3/32)}″ thick keyed into the disk. Similarly, at the exact inclined contact location on the concave frame is an indented retainer configuration for a bonded friction band contact surface material, also (e.g.) ⅛″ wide×{fraction (2/32)}″± thick. 
     As the skate wheel rotates into the inclined position, its concave frame&#39;s indented friction band surface will contact the perimeter of the axle&#39;s fixed disk&#39;s friction surface, resulting in “EDGING FRICTION CONTROL™”. In this alternate novel “EDGING CONTROL™” variation, that friction control function is entirely contained within the components of the in-line skate assembly—instead of the original novel variation, where that friction control result is achieved by the interactive contact of the friction band surface on the sides of the inclined skate wheel, with the formed friction contact strip surfaces within the wheel-well of the skate frame. 
     This novel alternate variation of the “EDGING FRICTION CONTROL™” invention is literally strikingly different in another functional way as well, aside from being totally contained within the wheel assembly. In the original alternate solution the edging (friction) control function is achieved by the interaction of the inclined skate wheel&#39;s friction band surface on each sidewall with the frame&#39;s wheel-well&#39;s friction strip surfaces at each side. 
     Whereas, in this last alternate variation the “EDGING FRICTION CONTROL™” occurs at two opposite locations—at the top perimeter of the fixed friction disk&#39;s surface, contacting the top of the rotating inclined skate wheel&#39;s concave frame&#39;s indented friction band surface on one side and simultaneously on the opposite side of the same wheel at the bottom perimeter of the fixed friction disk&#39;s surface in contact with the bottom indented friction band surface in the inclined skate wheel&#39;s concave frame. 
     While the above distinction of the self-contained wheel assembly solution is that the edging control function can simultaneously occur at opposite sides (top of the fixed disk on one side of the wheel and bottom of the disk on the other side of the same wheel), it is also possible to do otherwise. The edging control function can (if desired) be limited to just the top symmetrical side of the self-contained assembly by just having the bonded perimeter friction surface only on the top half of the friction disk. This modification advantageously adds to the design versatility of this self-contained alternate solution. 
     In developing the alternate, self-contained wheel assembly, edging control solution, every effort was made to maintain practicality by using as many stock size parts as possible. The first problem to resolve was the simplest means to attach and stabilize the solid, friction disk part to a standard ¼″ D. axle. The solution was to fine thread (¼-28) the surface of the ¼″ D. axle at each end and fine thread the ¼″ bore of the solid ⅛″ thick friction disk. As such, the friction disk would be screwed onto each end thread of the axle, which threads would terminate at the outside faces of the axle bearings. 
     On one center side of the assembly, between the outside face of the axle bearing and the friction disk would be a {fraction (1/16)}″ thick washer. On the other end side of the friction disk, would be a ¼-28 thread locknut/spacer against and between the disk and the inside face of the wheel frame. At the end of the axle (on the outside face of the wheel frame) would be (as is typical) a male axle cap screw with an atypical thread size of (e.g.) 8-32 that would screw into the female end of the axle. The smaller (atypical) thread size of the end screw would not, as such, compromise the strength of the standard ¼″ axle because of the atypical surface threads on the surface of the standard axle. Nor would the strength of the end cap screw be compromised by its smaller thread size. 
     To keep the overall wheel assembly dimension (inside face to face of the wheel frame) as close to the typical dimension of an in-line skate wheel frame at the axle location (1{fraction (1/16)}″±), would necessitate the above ¼-28 locknut spacer to be as thin as possible. Typically, ¼-32 nuts are ¼″ in thickness. To find a thinner stock nut necessitated researching industrial equipment distributors (finding a ¼-28 “jamb” nut that was as thin as {fraction (5/32)}″) and finally to a lamp parts store where a ¼-28 “final” nut was found that had the acceptable thickness of {fraction (2/32)}″″. 
     Having resolved the two basic alternate solutions (the “interactive” &amp; “self-contained” solutions), another distinct solution became apparent. This last “self-contained” alternate variation solution could be combined with the “interactive” alternate solution into an additional distinct unfired variation solution, using the dual purpose spherical bearing hub. 
     By having these three alternate solutions a progressive degree of EDGING FRICTION CONTROL™ is advantageously attained as follows: 
     1. In the interactive wheel/frame wheel-well solution there is only one EDGING FRICTION CONTROL™ location—at the top of the wheel&#39;s friction band surface, contacting the wheel well&#39;s friction strip surface. 
     2. In the self-contained assembly solution there are two simultaneous interactive EDGING FRICTION CONTROL™ locations. One at the top of the friction disk, contacting the concave frame&#39;s indented friction band on one side and at the same time at the bottom of the friction disk contacting the frame&#39;s indented friction band on the opposite side. 
     3. In the combined interactive wheel/frame wheel-well and self-contained wheel assembly solutions there are a total of THREE. EDGING FRICTION CONTROL™ locations, ONE in the the wheel/frame wheel-well solution and TWO in the self-contained wheel assembly solution. 
     Further, in combining “interactive” and “self-contained” solutions into a unified variation solution, another distinct variation solution becomes evident. In addition to the combined variation solution using the novel dual purpose spherical bearing hub with the integral self-aligning compression spring, another distinct unified variation solution is evident. One that uses both the novel dual purpose spherical bearing hub with the integral self-aligning compression spring in combination with the external self-aligning springs to achieve the ultimate rapid and strongest self-aligning response. 
     ADVANTAGES 
     The advantages of having four alternate solutions to the EDGING FRICTION CONTROL™ invention: 
     1. the interactive “Wheel/Frame Wheel-Well” solution; 
     2. the self-contained “Wheel Assembly” solution; 
     3. the combined “Interactive Wheel/Frame” and “Self-Contained” solution using the novel dual purpose spherical bearing hub with the integral self-aligning compression spring; and, 
     4. the combined “Interactive Wheel/Frame” and “Self-Contained” solution using both the novel dual purpose spherical bearing hub in combination with the external self-aligning springs; 
     are the versatile technical design results that can be achieved. A list of those typical elements that can be varied and juxtapositioned, allowing adaptability are as follows: 
     1. the angle of wheel inclination to satisfy distinctive model design criteria; 
     2. the substance, configuration and tensile/compressive strength of the external, equal and opposite self-adjusting springs at each end of the wheel axle; 
     3. the substance, configuration and compressive strength of the self-lubricated spring (providing equal and opposite forces) that is enclosed within the novel, dual purpose, spherical bearing hub; 
     4. the composition of the plastic and/or alloy interactive friction, contact band material on each side of the wheels and the strip material on each side of the wheel-wells of the frame (interactive “Wheel/Frame Wheel-Well” solution); 
     5. the composition of the plastic and/or alloy interactive friction contact materials bonded to the fixed disk&#39;s perimeter and the wheel&#39;s concave frame&#39;s indented band, interactive surface (self-contained “-con ” Wheel Assembly” solution); 
     6. the metal alloy and/or plastic material substance of the spherical bearing hub to satisfy distinctive model design criteria; 
     7. the capability to combine the two distinct “interactive” and “self-contained” variation solutions into another distinct variation solution having maximum, effective EDGING FRICTION CONTROL™ in three locations, using the novel dual purpose spherical bearing hub; 
     8. the capability to combine the two distinct “interactive” and “self-contained” variation solutions into another distinct variation solution having maximum, effective EDGING FRICTION CONTROL™ in three locations, using the novel dual purpose spherical bearing hub in combination with the external self-aligning springs to achieve the ultimate rapid &amp; strongest self-aligning response; 
     9. the capability to have all or a selective number of In-Line skate wheels (standard 4-5 or more wheels) to have the EDGING FRICTION CONTROL™ feature, which enhances design criteria by providing a more selective degree of heel to toe control for specialized use; 
     10. the capability to have all or a selective number of in-line skate wheels (standard 4-5 or more wheels) to have uniform EDGING FRICTION CONTROL™ from heel to toe or have variable specified degrees of that edging control by: the gradation of the abrasive contact surfaces; and/or, the gradation of the tension and compressive strength of the self-aligning springs. Having that technical design capability will allow an extensive variety of model offerings that would not only be geared to athletic ability but to other specific conditions such as variable terrain or downhill use as well. 
     11. the capability to attach in-line EDGING FRICTION CONTROL™ skate frames and wheels to the bottom of standard length skis (using any one of the three edging solutions) and having conventional release bindings and ski boots. This would allow controlled summertime downhill in-line skiing on grass. 
     The foregoing technical design variation capabilities of the invention would allow in-line skates and skate-boards to have stock models that would typically apply to the weight, height and ability of the user (novice, intermediate, expert or professionals in track or downhill racers and hockey players). As a result, in-line skates would have greater comparability to other popular, essentially demanding adult sports such as golf, tennis and skiing. This is especially true in a similar comparison to skiing, where the driving force in the improved refinement and cost of equipment was and is performance and safety. 
     CONCLUDING COMMENTS AND RAMIFICATIONS 
     Whereas the significant advantage of this “EDGING FRICTION CONTROL™” invention for in-line skates (and skate-boards) will allow an in-line skater to effectively, safely control their speed and to effectively stop (as is comparably done in ice skating, skiing and snow-boarding), this invention could result in additional future applications. The realization of “EDGING CONTROL™” would make it possible and could be the inception for new temperate weather recreational and competitive sports of downhill in-line skiing and snow boarding (as stated above in item number eleven). 
     While initially investigating in-line skates at a skiing/skating sports store, the inventor came across an in-line skate magazine named, “INLINE the skate magazine”, published by In-Line, Inc., 2025 Pearl Street, Boulder, Colo. 80302. As a prelude, it should be appreciated that typically in recent years, devotees in many active sports get their greatest satisfaction by going to extremes. In-line skating and skate-boarding sports are no exceptions. 
     There was a fascinating article in the INLINE magazine (April/May, 1998 Edition, pgs. 37-38) about downhill in-line skaters, who are seeking to accomplish record downhill speeds, some in excess of 100 MPH! Obviously, those who indulge in such endeavors do not bother to have rubber heal brake pads on their skates. The description of these extreme skaters is phrased in awe of their suicidal speed attempts, since the only way they can stop at the bottom of the hill or mountain is to plow into bales of hay or the like. 
     While such downhill feats on in-line skates border on lunacy, downhill ski racing is by comparison a recognized sport attraction and is a prime Olympic competitive event, where skiers attain speeds of 80+ MPH. However, as they cross the finish line they gracefully go into a wide curved turn, “edging” their skis to slow down and in doing so, come to a safe abrupt stop. Likewise, with this “EDGING FRICTION CONTROL™” invention, in-line skaters and skate-boarders could do the same. In essence, they could safely maneuver through turns and safely control or check their speed by zigzagging or “wedeln” down the fall line, using the natural, forward leaning positions that skiers and snow-boarders gracefully assume. 
     There is obviously no limitation to the length and number of wheels (within self-contained framed wheel wells or self-contained assemblies with yoke supports) that would constitute a downhill in-line skate/ski or skate/snow-board, including release bindings. Ski areas that suffer through a disastrous warm or snowless winter season would be delighted to remain open during the late spring, summer and early fall seasons—in other words to be a year long, continuous operating facility. A proportionate number of downhill trails could be as groomed as a golf course fairway for seasonal, in-line and skate-boarders use. 
     Further, aside from in-line downhill racing becoming a more sane, competitive sport event comparable to snow skiing, downhill slalom racing could also become a competitive sport for in-line skiers—which could only be achieved by having the capability of edging friction control to maneuver around the slalom gates. 
     Having realized the foregoing potential possibilities for the last couple of years it was at first alarming and then totally satisfying for the inventor to a see a front cover magazine picture of an individual in a tee shirt, skiing down a grass slope! The individual was in a typical controlled edging body stance with ski poles, skis boots and skis equipped with some type of device on the bottom of the ski-boards. 
     Turning to pages 31-32 of the Washington Post, Friday, “Weekend” magazine section, dated Aug. 11, 2000, the bottom of the skis were not his invention, but rather a “ . . . metal frame and covered by a nylon belt that moves across rollers, these surprisingly fast skis look like the treads of a snow tractor.” It would seem that such “tractor treads” would substantially tear up the grass surface and be more difficult to turn and control as compared to the more simplified internal friction concept of the present invention. 
     The “Weekend” magazine article in the Washington post substantiates to a great extent, the future realistic potential (as outlined above) of the invention as an all encompassing season sport. As such, in-line skating on level ground would be comparable to “Cross Country Skiing” and could be called “Touring In-Line Skating” as distinct from “Downhill In-Line Skiing”—made possible by the “EDGING FRICTION CONTROL™” invention for in-line skates and skate-boards. 
     Having described the invention, including comparisons made to existing state of the art; the following illustrations, scaled details and respective reference numbers will assist in additional explanation and clarification of the embodiments, features and advantages of the invention. 
    
    
     BRIEF DESCRIPTION OF THE DRAWINGS 
     FIG. 1A illustrates a state of the art rubber heel pad broke for in-line skates; 
     FIG. 1B illustrates an individual on in-line skates in the awkward leg and back leaning body position, applying pressure to the rubber heel brake pad in an ineffectual attempt to slow down and stop; 
     FIG. 1C illustrates an individual on skis in a more natural forward and sideward pressure leaning body position, edging skis to control speed and be able to abruptly stop; 
     FIG. 2A is a preliminary cross section view illustrating the initial fundamental concept of the invention (drawn to a graphic scale in inches as shown) of a wheel frame and wheel of an in-line skate, wherein the skate boot is not indicated, since it has no relevance to the invention; 
     FIG. 2B is a perspective view of an initial concept parabolic shaped skate wheel in accordance with the invention, which embodiments provide the means for the wheel to rotate both vertically and at an inclination around its axle; 
     FIG. 3A is a composite illustration of an individual on in-line skates in a coasting position and a reduced repeated cross section view of FIG. 2 which wheel is also in a coasting position; 
     FIG. 3B is a composite illustration of an individual on in-line skates in a striding (side to side) position and a reduced modified cross section view of FIG. 2A, depicting the wheel in a comparably inclined striding and edging position; 
     FIG. 4A is a perspective view of a spherical bearing; 
     FIG. 4B is a perspective view illustrating the dynamic functionality of a spherical bearing&#39;s two element (inner and outer) rings; 
     FIG. 4C is an example of an industrially used “rod end” spherical bearing; 
     FIG. 5A is a perspective view of a state of the art in-line skate wheel with a standard, integral fixed hub; 
     FIG. 5B is a perspective view of a parabolic wheel in accordance with the invention having a centered concave depression (both sides of the wheel) and a spherical bearing hub; 
     FIG. 6A is a perspective view of a roller ball bearing; 
     FIG. 6B is a perspective view of a constant force (open coil) self-aligning spring with a needle roller bearing hub in accordance with the invention; 
     FIG. 6C is a perspective view of a needle roller bearing; 
     FIG. 7A is the first resolved cross section view (drawn to a graphic scale in inches) in accordance with the invention of a wheel frame and wheel (in a coasting position), using a stock sized dynamic 2 element spherical bearing wheel hub, having a bore size that will accommodate state of the art ⅞″ O.D., roller ball axle bearings and using open coil self-aligning springs; 
     FIG. 7B is the same cross section view of FIG. 7A, except that the wheel is displayed in the EDGING FRICTION CONTROL™ position; 
     FIG. 8A is the second resolved cross section view (drawn to scale) in accordance with the invention of a wheel frame and wheel (in a coasting position) using a smaller stock sized dynamic 2-element spherical bearing wheel hub, having a smaller bore size that will accommodate atypically smaller sized ¾″ O.D. roller ball axle bearings and using open coil self-aligning springs; 
     FIG. 8B is the same cross section view of FIG. 8A, except that the wheel is displayed in the EDGING FRICTION CONTROL™ position; 
     FIG. 9A is the third resolved cross section view (drawn to scale) in accordance with the invention of a wheel frame and wheel (in a coasting position), using the next smaller stock sized dynamic 2-element spherical bearing wheel hub, having a smaller bore size that will accommodate e.g. stock sized novel use {fraction (7/16)}″-½″ O.D. needle roller axle bearings and using open coil self-aligning springs; 
     FIG. 9B is the same cross section view of FIG. 9A, except that the wheel is displayed in the EDGING FRICTION CONTROL™ position; 
     FIG. 10A is a dual appearing perspective view in accordance with the invention, depicting both a constant force, accordion pleated sheet alloy and (similarly appearing) accordion pleated reinforce rubberizad self-aligning spring/dust cover; 
     FIG. 10B is a partial cross section view specifically of the accordion pleated sheet alloy self-aligning spring/dust cover of FIG. 10A (also showing related partial wheel, hub, frame and axle parts); 
     FIG. 10C is a partial cross section view specifically of the accordion pleated reinforced rubberized self-aligning spring/dust cover of FIG. 10A (also showing related partial wheel, hub, frame and axle parts); 
     FIG. 11A is the fourth resolved cross section view (drawn to scale) in accordance with the invention of a wheel frame and wheel (in a coasting position), using the same smaller stock sized dynamic 2-element spherical bearing wheel hub used in FIGS. 9A &amp; B, having the same smaller bore size that will accommodate e.g. stock sized novel use {fraction (7/16)}″-½″ O.D. needle roller axle bearings and using an accordion pleated sheet alloy or reinforced rubberized self-aligning springs; 
     FIG. 11B is the same cross section view of FIG. 11A, except that the wheel is displayed in the EDGING FRICTION CONTROL™ position; 
     FIG. 12A is a longitudinal section view of FIG. 11A; 
     FIG. 12B is a plan section view of FIG. 12A; 
     FIG. 13A is a perspective view illustrating the typical in-line skate, state of the art wheel assembly parts; 
     FIG. 13B is a composite illustration of a reduced typical cross section view of the interactive wheel to the frame&#39;s wheel well variation solution in accordance with the invention and a clarifying perspective view of the cross section&#39;s embodiment axle assembly, in comparison to the state of the art wheel assembly parts similarly illustrated in FIG. 13A; 
     FIG. 14A is a cross section view of a novel spherical bearing (drawn to scale) in accordance with the invention that has an integral self-aligning spring in a minimal dynamic force state; 
     FIG. 14B is the same cross section view of FIG. 14A, except that the outer and inner rings of the spherical bearing are in a misaligned and maximum dynamic EDGING CONTROL™ state; 
     FIG. 14C is a longitudinal section view of FIG. 14A; 
     FIG. 14D is a perspective view in accordance with the invention of a self-lubricated accordion pleated sheet alloy or urethane compression self-aligning spring as shown in FIGS. A &amp; B; 
     FIG. 14E is a perspective view in accordance with the invention of a self-lubricated wire coil compression self-aligning spring as similarly shown in FIGS. 14A &amp; B; 
     FIG. 15A is the fifth resolved cross section view (drawn to scale) in accordance with the invention of a wheel frame and wheel (in a coasting mode), using a similar small sized dynamic 2-element spherical bearing wheel hub as used in FIGS. 9A &amp; B and FIGS. 11A &amp; B but is distinct in the use of a dual purpose 2-element spherical bearing, having an integral self-aligning spring (eliminating external springs) and still accommodating e.g. stock sized novel use {fraction (7/16)}″½″ O.D. needle roller axle bearings; 
     FIG. 15B is the same cross section view of FIG. 15A, except that the wheel is displayed in the EDGING FRICTION CONTROL™ position; 
     FIG. 16A is the sixth resolved cross section view (drawn to scale) in accordance with the invention as a variation solution, wherein the EDGING FRICTION CONTROL™ contact locations are entirely self-contained within the wheel assembly components and wherein the wheel frame is not relevant to this variation solution (other than supporting the wheel assembly components and as such is indicated by broken lines) and wherein the wheel is displayed in a coasting position; 
     FIG. 16B is the same cross section view of FIG. 16A, except that the wheel is displayed in the EDGING FRICTION CONTROL™ position; 
     FIG. 17 is a perspective view illustrating the embodiment parts of the self-contained wheel assembly variation solution in accordance with the invention; 
     FIG. 18A is the seventh resolved cross section view (drawn to scale) in accordance with the invention wherein the EDGING FRICTION CONTROL™ is augmented by combining the interactive wheel to the wheel well of the frame, friction contact variation solution (as shown in FIGS. 15A &amp; B) with the self-contained wheel assembly solution (as shown in FIGS. 16A &amp; 16B.), wherein the wheel is displayed in a coasting position; 
     FIG. 18B is the same cross section view of FIG. 18A, except that the wheel is displayed in the EDGING FRICTION CONTROL™ position; 
     FIG. 19A is the eighth resolved cross section view (drawn to scale) in accordance with the invention, wherein the combined variation solution illustrated in FIGS. 18A &amp; B, having an internal self-aligning spring within the novel dual purpose spherical bearing hub, has that alignment function augmented by the addition of external self-aligning springs, providing maximum strength and rapid response to that self-alignment function; 
     FIG. 19B is the same cross section view of FIG. 19A, except that the wheel is displayed in the EDGING FRICTION CONTROL™ position; 
     FIG. 20A is a side elevation view of a downhill in-line ski (drawn to scale) in accordance with the invention, wherein a plurality of the wheeled device is attached to a conforming conventional snow ski for warm weather downhill in-line skiing on grass or other simulated surface; 
     FIG. 20B is a side elevation view of a downhill in-line skateboard (drawn to scale) in accordance with the invention, wherein a plurality of the wheeled device is attached to a conforming conventional snowboard for warm weather downhill in-line skateboarding on grass or other simulated surface; 
     FIG. 20C is a side elevation view of an in-line skateboard (drawn to scale) in accordance with the invention, wherein a plurality of the wheeled device is attached to a conventional skateboard, providing the additional safety feature of EDGING FRICTION CONTROL™; 
     FIG. 20D is a cross section view of FIG. 20B in accordance with the invention; 
     FIG. 20E is a cross section view of FIG. 20A in accordance with the invention; 
     FIG. 20F is a cross section view of FIG. 20C in accordance with the invention; 
     FIG. 20G is a composite representative cross section view of FIGS. 20A,  20 B and  20 C in accordance with the invention. 
    
    
     DEFINITIONS OF ALL REFERENCE NUMERALS INDICATED IN DRAWINGS 
       1 . Heel Brake Pad 
       2  Skate Boot. 
       3  Skate Wheel. 
       4  Skate Wheel Frame. 
       5  Awkward Leg and Back-Leaning Position to initiate ineffective “Braking” Control on In-Line Skates. 
       6  Natural Forward-Sideward Leaning Position to initiate effective EDGING CONTROL™ on Skis (and Ice Skates). 
       7  EDGING FRICTION CONTROL™ 
       8  Skate Wheel Frame with conforming Wheel Wells. 
       9  Conforming Wheel-Well of Wheel Frame. 
       10  A generally Parabolic Shaped Wheel. 
       11 A Friction Contact Band Surface on each side of Wheel. 
       11 B Friction Contact Strip Surface within each side of Wheel Frame&#39;s Wheel-Well. 
       11 C EDGING FRICTION CONTROL™ contact location. 
       12  Concave Wheel Depression (at both center side faces of the Parabolic Shaped Wheel) to allow for Inclined Wheel Rotation. 
       13  Wheel Axle. 
       13 A Axle Screw &amp; Axle. 
       13 B Axle Screw. 
       14  Self-Aligning Spring (at each side of axle). 
       14 A Self-Aligning Spring in Compression. 
       14 B Self-Aligning Spring in Tension. 
       14 C Bore of Self-Aligning Spring. 
       15  Stainless Steel Sphere (Hub Bearing) Welded to Axle. 
       16  Outer Ball Bearing Casing of Sphere Wheel Hub. 
       17  Graphic Scale in Inches. 
       18  Grade. 
       19 A Coasting Position. 
       19 B Striding (side to side) Position. 
       20  Standard Spherical Bearing 
       20 A Standard Spherical Bearing, displaying 2 Element Dynamic In-Line Skate Wheel Hub. 
       20 B Outer Ring of Dynamic Spherical Bearing Hub. 
       20 C Bore of standard Dynamic Spherical Bearing Hub. 
       20 D Inner Ring of standard Dynamic Spherical Bearing Hub. 
       20 E Example of Industrial Use Spherical Bearing Rod End. 
       21  Commercial State of Art In-Line Skate Wheel. 
       22  State of Art of single element Fixed, Rigid Plastic Hub. 
       23  Roller Ball Bearing. 
       23 A Roller Ball Axle Bearing for Hub (e.g. ⅞″ O.D.). 
       23 B Roller Ball Axle Bearing for Hub (e.g. ¾″ O.D.). 
       24  Constant Force (open coil) Self-aligning Spring. 
       25  Needle Roller Bearing. 
       25 A Needle Roller Axle Bearing for Self-Aligning Spring. 
       25 B Needle Roller Axle Bearing for Hub (e.g. {fraction (7/16)}″ O.D.). 
       25 C Ring Spacer (if needed) for Needle Roller Axle Hub Bearing to adjust to Bore diameter of Hub&#39;s Spherical Bearing. 
       26 A Constant Force, Accordion Pleated Sheet Alloy, Self-Aligning Spring/Dust Cover. 
       26 B Constant Force Accordion Pleated “Rubberized” Reinforced Self-Aligning Spring/Dust Cover. 
       27  Axle Sleeve Spacer (if needed) to adjust to standard ¼″ O.D. Axle. 
       28  Concave Frame and Indented Retainer for Spring and Dust Cover. 
       28 A Concave Frame and Indented Retainer for dual purpose Spring/Dust Cover. 
       28 B Concave Frame. 
       29  Industry Standard (reducing) Sleeve Spacers. 
       29 A Plastic or metal sleeve spacer as required. 
       30  Accordion Pleated Dust Cover with self-lubricated Collar. 
       31  A wheel without friction bands on the tire. 
       32  Novel Dual Purpose Spherical Bearing, 2 Element Dynamic In-Line Skate Wheel Hub with Integral Self-Aligning Compression Spring. 
       32 A Outer Ring of Novel Dual Purpose Spherical Bearing. 
       32 B Inner Ring of Novel Dual Purpose Spherical Bearing. 
       33  Split Circular Channel Recesses centered within the interior Concave and Convex Surfaces of the Novel Spherical Bearing. 
       33 A Misaligned recess within the Outer Ring of the Novel Spherical Bearing in the EDGING CONTROL™ position. 
       33 B Misaligned recess within the Inner Ring of the Novel Spherical Bearing in the EDGING CONTROL™ position. 
       34  Self-Lubricated Compression Spring in designed minimal dynamic force state, within the aligned split circular channel recesses of the Novel Spherical Bearing. 
       34 A Self-Lubricated Compression Spring in designed maximum dynamic EDGING CONTROL™ state, within the offset split circular channel recesses of the Novel Dual Purpose Spherical Bearing. 
       35  Bore of Novel Dual Purpose Spherical Bearing. 
       36  Self-Lubricated, Accordion Pleated Sheet Alloy or Urethane Compression Spring in designed minimal dynamic force state. 
       36 A Self-Lubricated, Coil Compression Spring in designed minimal dynamic force state. 
       37  Metal Alloy or Rigid Plastic Washer. 
       38  Outline of Modified Skate Frame ( 8 ). Aside from being attached to the Skate Boot, it&#39;s primary function is to support the totally Self Contained Novel “EDGING FRICTION CONTROL™” Wheel Assembly. As such, the frame is not germane to this alternate variation solution of the invention. 
       39  Axle Washer Spacer (e.g. ¼″ I.D. ×{fraction (1/16)}″ W.) between the Needle Roller Axle Bearing for the Hub ( 25 B) and the Fixed Friction Disk ( 40 ). 
       39 A Alloy Sleeve with inside threads (e.g. ¼-28) to match threads on surface of ¼″ O.D. Axle, providing a minimal friction exterior surface for the needle roller axle bearing core of the Self-Aligning Spring. 
       40  Modified Standard ¼″ O.D. Axle that is fine threaded (e.g. ¼-28) on the surface ( 40 A) from each end to the outside faces of the Hub Axle Bearings ( 25 B) and have inside fine threads (e.g. 8-32) at each end ( 40 B) to receive Cap Screws ( 40 C). 
       40 A Fine Threads (e.g. ¼-28) on the Surface of a Standard !/4″ O.D. Skate Axle. 
       40 B Modified Standard Male Cap Screws (e.g. 8-32) at each end of Axle ( 40 ). 
       40 C Inside Threads (e.g. 8-32) in each end of Axle ( 40 ) to receive Cap Screws ( 40 B). 
       41  Fixed, Solid Disk (e.g. ⅛″ W.×{fraction (27/32)}″ O.D.) with a center core that has ¼-28threads, which is screwed onto the axle ( 40 ) against Washer Spacer ( 39 ) and Hub Axle Bearing ( 25 B). 
       41 A Friction Surface Material bonded and keyed into the Friction Disk&#39;s perimeter (e.g. 1⅛″ Wide×{fraction (2/32)}″ Thick). 
       42  Locknut Spacer (e.g. ¼-28threaded “Fineal” Nut) between the Fixed Friction Disk ( 41 ) and the Skate Frame ( 38 ). 
       43  Continuous Indentation in Concave Frame ( 28 B) for bonded Friction Band Surface. 
       44  Downhill in-line Ski. 
       45  Downhill In-line Ski Boot. 
       46  In-line Ski Boot Release Binding. 
       47  Wheeled Device in accordance with the invention. 
       48  In-line Downhill Skateboard 
       49  In-line Skateboard 
       50  Rigid Material representing in-line Downhill Ski, Downhill Skateboard and in-line Skateboard. 
       51  Graphic Scale in Feet. 
     DETAILED DESCRIPTION OF THE INVENTION 
     To understand the variation solutions of the present invention, a clear awareness of the present state of the art of in-line skates would seem to be worthwhile. Significant to that perception would be the part of the skate (left or right) that is provided to control speed, be able to stop and the method of initiating that desired procedure. 
     Accordingly, FIG. 1A is an illustration of typical in-line skates comprised of boot  2 , wheel frame  4 , wheels  3  and rubber heel braking pad  1  (illustrated on the right boot). In FIG. 1B an individual  5  is shown in a typical awkward braking position. The reason it is so awkward and unnatural (as well) to do is that, as you are accelerating forward, one has to extend their right leg (as illustrated), raising their boot toe and lean backward as you are going forward, trying to put pressure on the heel brake, which effort (depending on your speed) is fundamentally ineffectual. 
     By comparison in skiing (and similarly in ice skating) as shown in FIG. 1C, as you are accelerating forward and want to slow down and stop, you assume a more natural athletic stance by leaning forward and sideward  6 , pressure edging your skis  7  (or ice skates) and effectively slowing down or safely coming to an abrupt stop. 
     Obviously, any method of slowing down and stopping, whether on skis, ice skates or on in-line skates depends upon friction. The rubber heel brake pad and contorted position that are required for control when using in-line skates, simply does not does not achieve that result. That fact is obvious, considering the serious injuries that all too commonly occur. Trying for a number of years to think of a better way to achieve that friction control function in a relatively simplistic way, the idea finally materialized. 
     The inventive solution was to have a skate wheel that would have the means to rotate both vertically and at an inclination around a rigid, fixed axle. In doing so, the wheel would be able to make interactive contact with the inside surface of the skate frame&#39;s wheel-well. With that basic concept in mind and many different attempts at a solution, a preliminary cross section detail (drawn to a graphic scale  17  in inches) was completed as shown in FIG. 2A, illustrating the fundamental concepts of the invention. As conceived, in order for the wheel  10  to revolve around the axle  13  at an inclination you would need concave space  12  at both center sides of the wheel  10  for axle clearance to do so. 
     However, in providing those required depressions  12  and still have the required width for intended hub axle  13  bearings, it was reasoned that the wheel  10  would need to be in a parabolic shape to have that necessary center wheel hub  13  width. Further, you would need a dynamic type of hub bearing  15  that would allow both vertical and inclined rotation around the stationary axle. The elementary hub solution was a solid stainless steel ball  15  welded to a standard ¼″ O.D. axle  13  and for the steel ball to be enclosed in a stainless steel outer casing  16  that would be an integral part of the wheel  10 . 
     As to the friction surface interaction between the inclined wheel  10  and the inside of the frame&#39;s  8  wheel-well  9  to achieve the desired edging effect, you would need a friction band  11 A on each side of the tire  10  and friction strips  11 B within the wheel-well  9 . It was also recognized that when the wheel  10  was in an inclined edging mode, you would need some means in addition to centrifugal force to return the wheel back into a vertical coasting position. To do so, it was reasoned that some type of self-aligning springs  14 , at each end of the axle  13 , would result in equal and opposite tension and compression forces effectively resolving that self-aligning function. 
     FIG. 2B is a perspective view of a parabolic wheel  10  displaying friction band  11 A, concave depression  12 , stainless steel ball hub bearing  15  and axle  13  welded to the hub bearing  15 . 
     FIG. 3A is a composite illustration of an individual on in-line skates  19 A in a coal (vertical wheel rotation) position and a reduced cross section view of FIG. 2A, depicting wheel  10  in a comparable vertical, coasting position. All the other identifiable component parts as shown in the reduced cross section view, remain the same as presented and described in the preceding full size cross section view of FIG.  2 B. 
     FIG.  3 A- 2 ), depicts the angle of wheel  10  in an inclined striding and editing position, making friction contact at  11 C. In that inclined EDGING FRICTION CONTROL™ contact position at  11 C, the self-aligning springs  14  are in an equal and opposite compression  14 A and tension  14 B state, which (as soon as the edging control force is released), will resultantly return to a state of equilibrium, wherein the wheel is back into a vertical, coasting position. 
     FIG. 4A is a perspective view of a plain spherical bearing  20 . 
     FIG. 4B is a perspective view illustrating the dynamic functionality of a spherical bearing&#39;s  20 A interrelated parts: the outer ring  20 B; the bore  20 C; and, the inner ring  20 D. 
     FIG. 4C is an exampled illustration (just one of many types of applications) of an industrially used “rod end” spherical bearing  20 E. 
     FIG. 5A is a perspective view of a state of the art in-line skate wheel  21 , having a uniformly flat service (both sides) with a standard, single element, fixed, rigid plastic hub  22 , integrally cast with the wheel  21 . 
     FIG. 5B is a perspective view of a parabolic in-line slate wheel  10  in accordance with the invention, having a friction contact band surface  11 A, centered concave depression  12  (symmetrically on both sides), and a spherical bearing 2-element dynamic hub  20 A. 
     FIG. 6A is a perspective exampled view of the roller ball bearing. 
     FIG. 6B is a perspective exampled view of a constant force (open coil) self-aligning spring  24  with a needle roller axle bearing  25 A on the wheel axle  13  in accordance with the invention. 
     FIG. 6C is a perspective exampled view of a needle roller bearing  25 . 
     FIG. 7A is the first resolved cross section view in accordance with the invention (drawn to a graphic scale  17  in inches) of a wheel frame  8 , wheel-well  9  with friction strips  11 B and parabolic shaped wheel  10  (in a vertical coasting position) with friction bands  11 A. As shown, the wheel hub is a dynamic 2-element spherical bearing  20 A of a stock size, such that its bore will accommodate two standard state of the art ⅞″ O.D. roller ball axle bearings  23 A. The width of the spherical bearing wheel hub  20 A is significantly less than the overall center axle width of the wheel  10 . The resulting concave depression frames  28  provide retention for the constant force, open coil self-aligning springs  24  (which have needle roller axle bearing  25 A cores) and dust covers  30 . Indicated as well is the axle sleeve spacer  27  as required to accommodate varying core diameters of the different assembled parts to the standard ¼″ O.D. axle  13 A. 
     FIG. 7B is the same cross section view of FIG. 7A, except that the parabolic wheel  10  is in the inclined EDGING FRICTION CONTROL™ position  11 C. As shown, the only purpose for the dynamic 2-element spherical bearing hub  20 A is to allow wheel  10  to rotate at an inclination. Wheel rotation is provided solely by the roller ball axle bearings  23 A. Also, when the wheel  10  is at an inclination, the compression in the self-aligning springs  14 A are equal and opposite to each other on each side of the axle  13 A, as it is in tension  14 B, forcing the rotating wheel (in conjunction with centrifugal force) back into the vertical position when edging force is released. 
     FIG. 8A is the second resolved cross section view in accordance with the invention (drawn to graphic scale  17  in inches) of wheel frame  8  and wheel  10  (in a vertical coasting position), using a smaller stock sized dynamic 2-element spherical bearing hub  20 A, having a smaller size that will accommodate atypically smaller stock size ¾″ O.D. roller ball axle bearings  23 B. All other component parts displayed, remain the same kind, use and size as shown in FIG.  7 A. 
     FIG. 8B is the same cross section view of FIG. 8A, except that parabolic wheel  10  is in the inclined EDGING FRICTION CONTROL™ position  11 C and the opposite reacting self-aligning springs  24  in compression  14 A and tension  14 B, are set to return wheel  10  to the vertical coasting position as soon as edging force is released. 
     FIG. 9A is the third resolved cross section view in accordance with the invention (drawn to a graphic scale  17  in inches) of wheel frame  8  and wheel  10  (in a vertical coasting position), using the next smaller stock sized 2-element spherical bearing wheel hub  20 A, having a smaller bore size that will accommodate e.g. stock sized novel use {fraction (7/16)}″-½ O.D. needle roller axle bearings  25 B. All other component parts remain the same in kind, use and size as shown in FIGS. 7A and 8A. 
     FIG. 9B is the same cross section view of FIG. 9A, except that parabolic wheel  10  is in the inclined EDGING FRICTION CONTROL™ position  11 C and the opposite reacting self-aligning springs  24  in compression  14 A and tension  14 B, are set to return wheel  10  to the vertical coasting position as soon as edging force is released. 
     FIG. 10A dual appearing perspective view in accordance with the invention, depicting both a constant force, accordion pleated sheet alloy self-aligning spring/dust cover  26 A or the similarly appearing accordion pleated reinforce rubberized self-aligning spring/dust cover  26 B. As indicated, at the core of the accordion pleated self-aligning spring is a needle roller axle bearing  25 A. 
     FIG. 10B is a partial cross section view specifically of the accordion pleated sheet alloy self-aligning spring/dust cover  26 A and related partial section views of: wheel frame concave frame and retainer  28 A for spring/dust cover  26 A; needle roller axle for  26 A; spherical bearing hub  20 A; needle roller bearings  25 B; axle sleeve spacer  27  and, axle screw and axle  13 A. 
     FIG. 10C is the same cross section view as FIG. 10B, except that the self-aligning spring indicated is the accordion pleated reinforced composition type spring  26 B. 
     FIG. 11A is the fourth resolved cross section view in accordance with the invention (drawn to a graphic scale  17  in inches) of wheel frame  8 , wheel-well  9  and wheel  10  (in a vertical coasting position), using the same smaller stock sized 2-element spherical bearing wheel hub  20 A and and having the same size needle roller axle bearings  25 B as used and shown in FIG.  9 . The prime difference of the cross section view of FIG. 11A as compared to FIG. 9A is that, self-aligning spring  26 A/B is a dual purpose accordion pleated spring/dust cover, as compared to to the open coil spring and separate entity dust cover of FIG.  9 A. As such, concave frame  28 A and wheel  10  are marginally different in form than those similar components as shown in FIG.  9 A. 
     FIG. 11B is the same cross section view of FIG. 11A, except that wheel  10  is in the inclined EDGING FRICTION CONTROL™ position  11 C and the opposite reacting self-aligning springs  26 A/B in compression  14 A and tension  14 B, are set to return wheel  10  to the vertical coasting position as soon as edging force is released. 
     FIG. 12A is a longitudinal section view of FIG. 11A in accordance with the invention (drawn to a graphic scale  17  in inches) wherein all the identified components are identical to those identified in  11 A and wherein the wheel  10  is displayed in the vertical coasting position. 
     FIG. 12B is a plan cross section view of FIG. 12A in accordance with the invention (drawn to a graphic scale  17  in inches), wherein all the identified components are identical to those in FIGS. 11A and 12A. 
     FIG. 13A is a composite view, illustrating the typical in-line skate, state of the art wheel assembly component parts. The state of the art wheel frame and boot, previously indicated in FIG. 1A (with particular emphasis to the boot and heel pad brake) is not indicated, since it is not relevant to this wheel assembly illustration. The parts indicated and identified are: the standard ¼″ O.D. axle  13 ; axle screw  13 B; roller ball bearing  23  A (each symmetrical side of the single element, fixed, rigid hub  22 ); industry standard, reducing sleeve spacer  29  (to accommodate different I.D. parts to the standard ¼″ O,D. axle); and, standard in-line skate wheel  3  (wherein the sides of wheel  3  are in one plane and the integral, single element, rigid hub  22  is flush with the flat sides of the finished wheel  3 . 
     FIG. 13B is a composite illustration of reduced cross section view FIG. 11B of the interactive wheel to frame&#39;s wheel-well variation solution (all parts previously described in full size FIG. 11B with wheel  10  in the EDGING FRICTION CONTROL™ position  11 C). Adjacent is a clarifying perspective view of the same wheel assembly component axle parts indicated in the cross section. The wheel axle parts are arranged below FIG. 13A on the same sheet for ease of comparison to the state of the art. The parts illustrated are primarily on one symmetrical side of the dynamic 2-element spherical bearing hub  20 A. For simplicity of illustration, the bore  20 C (of the inner ring) or hub of the spherical bearing is neither in a vertical nor an inclined angular position, but rather in an assembly, pictorial position. In sequence, the wheel assembly parts are: needle roller axle hub bearing  25 B (to the left of the symmetrical hub); dynamic spherical bearing hub  20 A; needle roller axle hub bearing  25 B; needle roller axle bearing  25 A for core  20 C of accordion pleated self-aligning spring  26 A/B; and, wheel axle  13 . 
     FIG. 14A is a cross section view of a novel dual purpose spherical bearing  32  used for the hub of in-line skates (drawn to a graphic scale  17  in inches) in accordance with the invention. Instead of having external, separate entity self-aligning springs e.g.  26 A/B the spring  36  or  36 A would be an internal part of the spherical bearing  32 . Enclosed within an evenly split circular channel shaped void  33 , one half within the inner concave surface of the outer ring  33 A and one half within the convex surface of the inner ring  33 B of the spherical bearing  32 , would be a self-lubricated compression spring e.g.  36  or  36 A. When the spherical bearing rings  32 A and B are in a vertically aligned position (as are the split circular channel shapes), the enclosed compression spring  36 / 36 A would be in a designed minimal dynamic force state  34 . 
     FIG. 14B is the same cross section view of FIG. 14A, except that the outer ring  32 A is in an inclined angular position and the split circular channels become misaligned. At maximum inclination, the compression spring  36  or  36 A is also in a maximum dynamic force state. As a result, when the skate wheel  31  rotates, the compression spring  36  or  36 A of the dual purpose spherical bearing hub is in a constant state of equal and opposite, compressive self-aligning forces. 
     FIG. 14C is a longitudinal view of FIG.  14 A. 
     FIG. 14D is a perspective view of a self-lubricated accordion pleated sheet alloy or urethane compression spring  36  in a minimal dynamic force state  34 . 
     FIG. 14E is a perspective view of a self-lubricated wire coil compression spring  36 A in a minimal dynamic force state  34 . 
     FIG. 15A is the fifth resolved cross section view in accordance with the invention (drawn to graphic scale in inches) of a wheel frame  8 , wheel-well  9  and wheel  10  (in a vertical coasting position), using the same smaller stock sized 2-element spherical bearing wheel hub  20 A and the same size needle roller axle bearings  25 B, as used in FIG.  9 A and FIG.  11 A. The prime difference of this cross section view FIG. 15A as compared to FIGS. 9A and 11A is that: instead of having separate entity, external self-aligning springs  14  or  26 A/B, a dual purpose spherical bearing hub is used  32  with an integral self-aligning, self-lubricated spring  36  or  36 A; and, an accordion pleated dust cover with a self-lubricated collar  30 . 
     FIG. 15B is the sane cross section view of FIG. 15A, except that wheel  10  is in the inclined EDGING FRICTION CONTROL™ position  11 C and the equal and opposite reacting self-aligning compression spring  34 A is set (in that maximum compressive state) to return wheel  10  to the vertical position as soon as edging force is released. 
     FIG. 16A is the sixth resolved cross section view (drawn to a graphic scale  17  in inches) in accordance with the invention as an alternate variation solution, wherein the EDGING FRICTION CONTROL™ contact locations  11 C are entirely self-contained within the wheel assembly components. As such, the wheel frame  38 , not being relevant to this variation solution (other than supporting the wheel assembly components), is indicated by broken lines. This alternate variation solution uses the same dual purpose, spherical bearing hub  32  and needle roller axle bearings  25 B as shown in FIG.  15 A. In this variation solution, the standard ¼″ O.D. axle is modified  40  by being fine threaded (e.g. ¼-28) on the surface  40 A from each end of the axle to the outside faces of the hub axle bearings  25 B. Inside fine threads (e.g. 8-32)  40 C are set into each end of axle  40  to receive cap screws  40 B. A solid disk (e.g. ⅛″ W.×{fraction (27/32)}″ O.D.)  41  with a center core that is fine threaded (e.g. ¼-28) is screwed onto the axle  40  against washer spacer  39 , which is against hub axle bearing  25 B. On the other side of disk  41 , is a locknut spacer (e.g. ¼-28threaded fineal nut) that is screwed onto axle  40  against the solid disk  41 , locking it in place. On the other side of the fineal locknut is wheel frame  38 . The assembly at that symmetrical end side is completed by the installation of axle cap screw  40 B. Disk  41  has a friction surface material  41 A (e.g. ⅛″ Wide×{fraction (2/32)}″ Thick) bonded and keyed into the perimeter of the disk (now named, “friction disk”)  41 A. Wheel  31  has a concave frame  28 B with a continuous indentation for a bonded friction band, surface material  43  (e.g. ⅛″ Wide×{fraction (2/32)}″ Thick). When the wheel  31  is in a vertical coasting position, the diameter of the friction disk  41  is such that there is designed clearance between the friction disk&#39;s perimeter surface and the concave frame&#39;s  28 B indented friction surface  43 . 
     FIG. 16B is the same cross section view of FIG. 16A, except that wheel  31  is in the inclined EDGING FRICTION CONTROL™ position  11 C at two simultaneously responsive locations: one friction contact  11 C is at the top of the friction disk&#39;s perimeter  41  and the wheel frame&#39;s indented friction band  43  on one side and simultaneously at the bottom of the friction disk&#39;s perimeter and the wheel frame&#39;s indented friction band  43  on the opposite friction contact side  11 C. In that inclined EDGING FRICTION CONTROL™ position, the integral self-aligning spring  34 A of dual purpose spherical bearing hub  32  are in an equal and opposite maximum compressive strength state and set to return wheel  31  to the vertical coasting position as soon as the edging force is released. All the remaining interrelated component parts are identical to those that have been identified and functionally described in FIG.  16 A. 
     FIG. 13A is a duplication of a composite perspective view, illustrating the typical in-line skate, state of the art wheel assembly component parts to clarify the distinct differences of the self-contained wheel assembly, alternate variation solution in accordance with the invention as compared to the state of the art. The duplicated parts displayed are: the standard ¼″ O.D. axle  13 ; axle screw  13 B; roller axle bearing  23 A (each symmetrical side of the single element, fixed, rigid hub  22 ); industry standard, reducing sleeve spacer  29  (to accommodate different I.D. parts to the standard ¼″ O.D. axle); and, standard in-line skate wheel  3 , wherein the sides of wheel  3  are in one plane and the integral, single element, rigid hub  22  is flush with the flat sides of the finished wheel. 
     FIG. 17 is a perspective view of the component parts of the self-contained wheel assembly, alternate variation solution, in accordance with the invention and as shown in cross section views  16 A and B. The indicated and identified components are: modified standard ¼″ O.D. axle  40 ; modified thread size, standard axle cap screw B; locknut  42 ; fixed friction disk  41 ; washer spacer  39 ; needle roller axle bearing  25 B; indentation for continuous friction band  43  in concave frame  28 B of wheel  31 ; novel dual purpose, dynamic 2-element spherical bearing wheel hub; broken line indication of conforming but non-functioning in-line skate frame; and, graphic scale  17  in inches. 
     FIG. 18A is the seventh resolved cross section view (drawn to a graphic scale  17  in inches) in accordance with the invention as an alternate variation solution, wherein two progressive alternate solutions are combined: the interactive wheel to frame&#39;s wheel-well alternate solution as illustrated in FIGS. 15A and B; and, self-contained wheel assembly alternate solution as illustrated in FIGS. 16A and B. These conjoined solutions would consist of: wheel frame  8  and wheel-well  9  with friction strips  11 B; wheel  10  (in a vertical coasting position), having friction bands  11 A on its sides; an indentation in concave frame  23 B for continuous friction band surface  43 ; and, including the complete self-contained wheel assembly components in accordance with the invention and as indicated and described in perspective view FIG. 17 (wherein the 2-element dual purpose spherical bearing hub  32  is used). 
     FIG. 18B is the same cross section view of FIG. 18A, except that wheel  10  is in an inclined EDGING FRICTION CONTROL™ position, which in this conjoined variation solution of FIG. 18 achieves the EDGING FRICTION CONTROL™  11 C contact locations: one between the wheel&#39;s  31 B friction band  11 A and the wheel well&#39;s  9  friction strip  11 B; and, two between the friction disk&#39;s  41  perimeter friction surface  41 A and the indented friction band surface  43  in concave frame  28 B (at the top of the disk&#39;s perimeter  41 A on one side and the bottom of the disk&#39;s perimeter  41 A on the opposite side). 
     FIG. 19A is the eighth resolved cross section view (drawn to a graphic scale  17  in inches) in accordance with the invention with wheel  10  in a vertical coasting position. As a culminating alternate variation this solution is based upon the combined resolution as detailed in FIGS. 18A and B. This resulting final combination was achieved by resurrecting the previously ignored external self-aligning springs  26 A and  26 B. Adding those external springs in conjunction with the integral self-aligning spring of the dual purpose spherical bearing hub  32 , creates an all encompassing solution that has three EDGING FRICTION CONTROL™ contact locations  11 C (as in FIGS.  18 A and B); plus the combined enhanced force of two distinct self-aligning spring functional locations. The combined self-aligning springs not only maximize the force to initiate EDGING FRICTION CONTROL™ but equally maximizes the rapid responsiveness in returning wheel  10  back to the vertical coasting position. Other than the incremental additional inside face to face width at the axle location of frame  8  (allowing for the external springs), this cross section FIG. 19A has the same conjoined components as indicated and identified in FIG. 18A with the additional exception of fineal nut  42 . That locknut is replaced by an inside threaded alloy sleeve  39 A (e.g. ¼-28) that matches the surface threads  40 A on the ¼″ O.D. axle  40 . The smooth outside surface sleeve serves a dual purpose. It provides the required minimal friction surface for the needle roller axle bearing core of the self-aligning spring  26 A/B (which bearing has required axle play on each side). In addition, when the sleeve is screwed tight against friction disk  41  to lock it in place, sleeve  39  A serves the same purpose as fineal nut  42  as shown in FIG.  18 A. 
     FIG. 19B is the same cross section view of FIG. 19A, except that wheel  10  is in an inclined EDGING FRICTION CONTROL™ position providing three simultaneous contact locations  11 C as indicated  11 C at each friction disk&#39;s perimeter  41 A (top and bottom of friction disk  41  on each side of the axle assembly) and between the friction band surface  11 A on wheel  10  and the friction strip surface  11 B on the inside face of wheel-well  9 . 
     FIG. 20A is a side elevation view (drawn to a graphic scale  51  in feet) of a downhill in-line ski  44  having a plurality of wheel assembly devices  47  in accordance with the invention. Also indicated for illustration purposes is ski boot  45  with release binding  46 . 
     FIG. 20B is a side elevation view (drawn to a graphic scale  51  in feet) of a downhill in-line skateboard  48  having a plurality of wheel assembly devices  47  in accordance with the invention. 
     FIG. 20C is a side elevation view (drawn to a graphic scale  51  in feet) of an in-line skateboard having a plurality of wheel assembly devices  47  in accordance with the invention. 
     FIG. 20D is a cross section view of FIG. 20B (drawn to a graphic scale  51  in feet). 
     FIG. 20E is a cross section view of FIG. 20A (drawn to a graphic scale  51  in feet). 
     FIG. 20F is a cross section view of FIG. 20C (drawn to a graphic scale  51  in feet). 
     FIG. 20G is a representative cross section view of FIGS. 20A,  20 B and  20 C displaying the typical parts that comprise one of the alternate variation solutions of wheel assembly  47  in accordance with the invention. 
     While the invention and its alternate variation solutions has been particularly shown and described with reference to preferred embodiments thereof, it will be understood by those in the art that the foregoing and other changes in form and details may be made therein without departing from the spirit and scope of the invention. For example, the wheels described herein are not limited for use with in-line skates, in-line skateboards, downhill in-line skis, and downhill in-line skateboards, but may be used whenever both vertical and inclined rotation is required around an axle.