Speed control system

Skateboard speed control is achieved by improved application of a mechanism to provide even force to the wheels by a simplified speed control system. The speed control system is durable, compact, simple, uses minimal components, is ergonomic, and has speed control pads that move in sync while simultaneously tolerating variations in wheel orientation and position while a rider is maneuvering the skateboard.

FIELD OF THE INVENTION

The present invention relates to a mechanism for use with a wheeled vehicle which enables user actuated speed control system.

BACKGROUND OF THE INVENTION

Wheeled vehicles, including skateboards, scooters and other conveyances upon which a user stands, may go out of control for a number of reasons, including the unbridled momentum of both rider and the vehicle. The rider could benefit from speed control, but there are no commercially available controls which are durable, functional, or stable and which don't burden the vehicle or rider with structure which detracts significantly from performance of the vehicle.

Especially with skateboards, the user needs to be able to keep hands free for balance. Any mechanism which would require hand manipulation would seriously impede the ability of the user to balance on the skateboard and may even impede the ability to steer it. Another problem is proportionality of control. Where a control might be manual, perhaps with cable control to the skateboard wheels, it relies upon the user's manual sensitivity to avoid over controlling the speed. A sudden reaction to a condition which might cause flinching in the hand could produce an accident. A cable or remotely manual controlled speed control will not be self-mitigating.

No commercially available remotely controlled speed control possesses all of the needed characteristics for a skateboard system, including proportional control, a control not significantly subject to accidental or unintentional actuation, and a control with self mitigating mechanism components to prevent jamming, and wear reduction structures combined with the ability to adequately control speed. Because skateboards operate in a harsh environment, the needed isolation of a speed control from the negative debris is also not found. Isolation is not found with regard to a range of debris damage from that which may wear the system down rapidly, to that which could jam the wheel rotation abruptly. Toughness and durability is another factor lacking in any commercially available speed controls, and especially in the case of a skateboard which operates in a severe environment. Skateboarders will not tolerate any mechanical system which breaks down easily or which cannot tolerate the harsh skateboarding environment.

SUMMARY OF THE INVENTION

This invention relates to improvements in control of the motion of a skateboard and, more particularly, to control of skateboard maneuverability by an improved application of a speed control to provide force to the wheels by a simplified speed control system. More specifically, this invention relates to an improved speed control system for skateboards that is durable, compact, simple, uses minimal components, is ergonomic, and has speed control pads that move in sync while simultaneously tolerating variations in wheel orientation and position while a rider is maneuvering the skateboard.

The system of the present invention achieves a proportional control by utilizing a mechanical link actuator which has increasing springing opposed resistance as it is actuated. Further, the conic exterior shape of the elastomeric member is such that the actuation link is sufficiently prominent that it can be located by feel, but does not have so high a profile that it can easily “catch” or abruptly stop the movement of the users' foot, including proportional control, a control not significantly subject to accidental or unintentional actuation, and a control with self mitigating mechanism components to prevent jamming, and wear reduction structures combined with the ability to adequately control speed. Because skateboards operate in a harsh environment, the needed isolation of a speed control from the negative debris is also not found. Isolation is not found with regard to a range of debris damage from that which may wear the system down rapidly, to that which could jam the wheel rotation abruptly. Toughness and durability is another factor lacking in any commercially available speed controls, and especially in the case of a skateboard which operates in a severe environment. Skateboarders will not tolerate any mechanical system which breaks down easily or which cannot tolerate the harsh skateboarding environment.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

Referring toFIG. 1, a perspective overall view of a skateboard102having the speed control system of the instant invention is seen.FIG. 1is an illustration of the skateboard which includes the mechanism of the present invention and the skateboard is broadly denoted by the numeral100. Skateboard100includes a generally rigid board102having an upper surface104on which the feet of the user are placed in the usual manner to power the skateboard100forward and to ride on it.

A conventional front axle assembly108is provided on the lower surface106of board102at the front-end portion thereof. The front axle assembly108is conventional and well-known, and enables the skateboard100to turn by tilting the generally rigid board102laterally to one side or the other. Board102of skateboard100has and is supported at the rear end of board102by a modified rear axle assembly110that is provided and operably attached on the lower surface106of the board102adjacent the rear-end portion thereof. The modified rear axle assembly110is conventional and is well-known, and has coupled therewith the speed control system of the present invention. It should be noted that the speed control system of the present invention may also be coupled with the front axle assembly or both the front and rear axle assemblies with adjustments, the details of which are provided below.

Also seen are a pair of front wheels112of the front axle assembly108and a pair of rear wheels114associated with the modified rear axle assembly110. A speed control system116is indicated by arrow and is associated with rear wheels114and one of a pair of supported speed control pads118, which is partially seen just in front of one of the pair of rear wheels114and elevated slightly above the center of axis of rotation of the rear wheels114. Also seen in this first embodiment is a circular structure protruding up above the upper surface104of the board102, is a pedal122which is shown as a circular disc surrounded by a conical shaped elastomeric spring member124which acts as both a spring and a “lead up” touch and approach system. Conical shaped elastomeric spring member124, depending upon choice of materials, may or may not needs supplemental action of a spring (to be shown). A number of conical shaped elastomeric spring member124may be provided having different spring characteristics, and can be supplemented by a spring (to be shown) to operate with a different characteristic.

A more basic embodiment of a pedal is shown below, but the pedal122and conical shaped elastomeric spring member124enables a smoother passage of a riders foot to “find or feel” the area in which the pedal122is located with a smoother transition of the riders foot onto the top of the pedal122so that it may be activated more quickly rather than a more complex leg maneuver to re-lift the leg for later positioning onto the pedal122. Inasmuch as skateboard riders will develop a subtle sense of touch, the structures122and124will combine to make repeated ease of foot positioning possible.

The top of pedal122may have a top height extending from about twelve to seventeen millimeters above the surface104of the board102with a height of about fifteen millimeters having been found to work well. When the pedal122is depressed vertically, the speed control pads118are brought into contact with the pair of rear wheels114to slow the forward speed of the skateboard100.

The mechanical link between the pedal122and the speed control pads116is such that the pedal122may be vertically displaced downwardly about two millimeters before contact of the speed control pads118is made with the pair of rear wheels114perhaps with an additional half to one millimeter of displacement to provide a range of pressure of the speed control pads118against the pair of rear wheels114for user control of the speed of the skateboard100. A spring member may be used which will provide an urging of the pedal122upwardly both to provide for release of the engagement of the speed control pads118against the pair of rear wheels114, and which will provide a range of pressure control corresponding to a range of speed control.

In use, the skateboard100is operated in the normal fashion and, when the skateboard is up to speed, the user can make turns or maneuvers by shifting his weight and by manipulating the right and left tilt of the board102in certain directions to achieve desired turning results, in the same manner as is known for conventional skate boards. In general, during forward riding movement of skateboard, the user may depress a speed control pedal122, most likely with the heel of the user's foot, to vary the velocity of the skateboard100due to the actuation of the speed control system of the invention which in turn applies a speed control force to the wheels. When this occurs, the speed control action will be a logarithmic function of time, tending to decelerate the skateboard100, and mechanically disadvantaged so that even a riders full weight on the pedal122will not cause the speed control system lock any of the wheels114or otherwise jam.

This deceleration can be controlled by the selective displacement of a shaft (described below) attached to the speed control pedal122, for it is possible that the user will not wish to come to a complete stop but merely to slow down during a specific maneuver or to help execute a specific maneuver. The rate of speed decay is a direct function of the pressure and time applied to speed control pedal122. Further, given the synchronized motion of the speed control system of the present invention with the motion of the axle assembly, the speed control pads of the break system equally contact the both of the wheels of the wheel axle to equally decelerate both rear wheels114.

Referring toFIG. 2, a view similar toFIG. 1is shown, but with a portion of the board102broken away in order to show further details before going on to further expanded views. An optional spring126is shown having a lower extent which would bear against the board102, and an upper extent which may bear directly on the underside of the pedal122. Underneath the pedal122and extending through conical shaped elastomeric spring member124is an actuator shaft128which may have a threaded lower end for ease of adjustment, as will be explained. The top end of the shaft128is preferably affixed to the pedal122and can be seen extending through a riser plate132. A series of four threaded members134are seen extending into and through side plates136of a wheel base plate138.

Referring toFIG. 3, an expanded view of the assembly ofFIG. 2, and without the remainder of the skateboard100is seen. Further detail seen includes a series of nuts142which engage the threaded members134and which enable threaded members134to secure the rear axle assembly110and its speed control system116to the board102. The wheel base plate138is predominantly of the type found in conventional wheel assemblies. A pair of main wheel axles144is seen inFIG. 3supported by a main axle hanger146. The main axle hanger146, in typical fashion supports a main axle pivot bolt154which is secured by a nut (not seen inFIG. 3) and against a washer156, and which in turn compresses an elastomeric bushing158. In a conventional manner, the main wheel axles144can allow the wheel base plate138and board102to tilt from side to side to enable the main wheel axles144to rotate in a horizontal plane to enable the skateboard100to be turned.

Forward of the pair of main wheel axles144, some components of the speed control system116are seen, including a bracket extension162into which one of the pair of supported speed control pads118is seen attached. The speed control pads118are attached to the bracket extension162by a bolt (not completely seen), preferably having a hex head166for strong hold along with facilitated adjustment. The speed control pads118present a limited common surface area against the polymeric wheels114. If the speed control pads begin to wear, and thus form a flat or curved worn away portion, the speed control pads118can be rotated by the simple expedient of loosening the hex head166to free the speed control pad118to loosen, and then manually rotating the speed control pad118so that the most recent worn area is moved just enough so that it will not contact the polymeric wheel114. Because the contact between the speed control pads118and polymeric wheel114is a narrow line, and because the speed control pads118are resistive to wear, it takes many weeks of usage of the skateboard100before any significant wear spot can occur. One material for speed control pad118which has been found to work well is referred to as a phenolic material commercially available under the trade name “GAROLITE” from EMCO Industrial Plastics, Inc. of Cedar grove, N.J. The phenolic material has been described as “a result of polymerization between layers of paper, canvas, linen, or glass cloth impregnated with synthetic thermosetting resins and this material is an alternative to acrylic because of its high resistance to flexing and good heat tolerance.

Referring toFIG. 4, an exploded view from a bottom perspective illustrates a number of details not previously seen, and the interrelationship of the component parts of the skateboard100fitted with the speed control system116of the invention. Beginning at the top, the pedal122is seen having a portion of its bottom, from the edge and partially inward captured with a radially inwardly directed lip172. Note that the spring126is absent, as the conical shaped elastomeric spring member124can act as its own spring. As the pedal122is depressed, the lip172drives the conical shaped elastomeric spring member124down, causing its lower edge174to expand circumferentially outward. The counter-force from the springing action is derived from the resistance of the conical shaped elastomeric spring member124to flattening. For conical shaped elastomeric spring member124, the performance will depend upon the material chosen, the angle of the conical section, whether the conical section is straight, bowed or flaring, the thickness, and any internal engagement structures and their orientation for selective engagement, and more.

The board102will have a series of securing apertures178for accommodating the threaded members134. In addition, it will have a control shaft board aperture182which will ideally be slightly bigger to accommodate the actuator shaft128. As will be seen, the actuator shaft128will be attached to a pivoting link or lever which will provide some front to back displacement of the bottom end of actuator shaft128with respect to the board102. However, since the length of travel of the actuator shaft128will be limited, as will the angular pivot of a pivoting link or lever to be described, this translates into a need for the control shaft board aperture182(and if present the optional bushing314) to be only slightly larger than a clearance which would otherwise be needed for the actuator shaft128.

Below the board102is seen an optional riser plate132. Riser plate132also contains a series of riser plate through apertures184, and a control shaft riser plate aperture186which should be about as large or larger than the rod end310. Similar to control shaft board aperture182, the control shaft riser plate aperture186should be oversized to allow clearance for the rod end310. Below the riser plate132, the wheel base plate138side plates136are seen as having side plate through apertures188through which the lower ends of threaded members134pass before they engage nuts142(which are not shown inFIG. 4).

Other structures are seen which are independent of the speed control system116and include another elastomeric bushing190, and a further compression washer192. The wheel base plate138is seen as having a through bore194through which a threaded member as the main axle pivot shaft152extends and to be secured using a nut196secured within a cavity opening (the cavity opening to be shown later). The axle assembly has a main aperture198which has indentations for seating the elastomeric bushing158and the elastomeric bushing190. To one side and lateral to the main aperture198a pivot202is seen, and which is shown in dashed line alignment with a pivot cup204, with the pivot cup being aligned with a pivot cup aperture208in the wheel base plate138. Laterally to the other side of the main aperture198an axle crossing structure210is seen. On the outside of the main wheel axles144are the wheel threaded axle portions212are seen. One of the rear wheels114is seen, and it is to be attached onto the wheel threaded axle portions212and secured by a wheel washer214and wheel nut216when assembled.

The portions of the rear axle assembly110thus far described are generally those found in absence of a speed control system116. The axle crossing structure210has been modified for the purpose of speed control system116with the addition of a pair of projections218which together form a hinge base. The projections218each have a through bores220. Both the angle and length of the projections218provide a positioning of the axis of the through bores220which in turn sets the radial center of pivot with which the pair of supported speed control pads118are applied against the rear wheels114. The structures including main wheel axles144, main axle hanger146, main aperture198, pivot202, pivot cup204, pivot cup aperture208, axle crossing structure210, and wheel threaded axle portions212forming an axle pivot assembly222also known as a hanger assembly.

To the left of the rear axle assembly110a speed control pad hinge224is seen. The speed control pad hinge224has three functions. First it supports the pair of supported speed control pads118, second, it has a support and pivot axis from the center of the through bores220and third it connects to a link (to be shown) back to the speed control pedal122. The speed control pad hinge224has a pair of projections226each having a through bore228. Pair of hinge cylinders232each fit through the bores220of the projections218and bores228of the pair of projections226of the speed control pad hinge224. The result is a fit that is so close as to dictate the pivot action of the speed control pad hinge224with respect to the rear axle assembly110so that the pair of supported speed control pads118approach the pair of rear wheels114stably and precisely each time. Each of the projections226is fitted with threaded set screw apertures234, each which leads into the bore228. A pair of set screws236each engage a respective one of the threaded set screw apertures234so as to force impinge on the hinge cylinders232and hold them into place. One possible arrangement for set screw holding need be made for each hinge cylinder232and it could have also been provided for on the projections218of the rear axle assembly110.

The projections226of the speed control pad hinge224depend from a central support242. Central support242preferably includes a bore slot244. A long threaded member246extends through a bore250in the speed control pad118and with the engagement head166secures the speed control pad118to the central support242. The bore slot244may include a threaded nut or other structure (not shown) accessible through the bore slot244to engage the long threaded member246yet allow it to laterally translate forward and rearward to bring the pair of supported speed control pads118toward and away from the pair of rear wheels114. When the long threaded member246is tightened to compress the speed control pad118in place it cannot move in the bore slot244. Bore slot244enables an additional level of adjustability.

An optional rock deflector252is shown as having an angled main deflector254with a pair of angled ears256, with each of the angled ears256having an aperture258such that when the rock deflector252is brought near the speed control pad118, the apertures258of the angled ears256align with the bore250of the speed control pad118. The rock deflector252will ride with the speed control pad118as it approaches to engage the rear wheel114, and provides a structure having more normal angle with respect to the surface of the rear wheel114to help deflect any rocks or debris away before such rocks or debris can approach the cylinder to cylinder geometry which exists between the speed control pad118and rear wheel114.

The speed control pad hinge224is operably connected to the pedal122through a series of mechanical links. Speed control pad hinge224includes a pair of spaced apart ears262at its forward side, with each having a lateral aperture264for insertion of a pivot pin266. An adjustable heim joint268is seen as having a hexagonal barrel longitudinal adjustment member272which can be fine adjusted by the user to set the axial distance between two heim joint ends274and276. A heim joint is a mechanical articulating joint which may include a casing surrounding a ball swivel, with the ball swivel having an opening for attaching other hardware. The hexagonal barrel has a left and a right hand thread to couple with each of the ball joint ends which allows axial adjustment, and which doesn't have to be hexagonally shaped. Each of the two heim joint ends274and276include a pin aperture278. Pivot pin266extends through the two lateral aperture264and the pin aperture278to capture the heim joint between the pair of spaced apart ears262of the central support242of the speed control pad hinge224.

A pivot link282has a first end having a pair of ears284each having an aligned aperture286and a locking pin296, and a second end having a pair of ears292each having an aligned aperture294and a locking pin296. The pivot link282has a pivot bore298. To the right of the pivot link282, the wheel base plate138can be seen as having one of a pair of through apertures302. A through lever pin304can engage through a first through aperture302, and thence through the pivot bore298of the pivot link282, and then through the through aperture302on the other side of the wheel base plate138(not seen inFIG. 4). Note that pivot bore298is located to one side of the pivot link282and closer to aligned apertures294than to aligned apertures286. This causes a downward force on aligned apertures294to transmit a lesser ratio of upward force on the aligned apertures286.

In an upper pivot direction, angular displacement will be limited by potential contact with either or both of the underside of the board102and riser plate132. At the lower pivot direction, angular displacement will be limited by potential contact against either or both of the end of the main axle pivot bolt154or the nut196. These structures are not used to limit the degree of pivot of pivot link282, but illustrate the confines of even an un-adjusted and unlimited pivot. The extent of pivot action will be pivot displacement allowed by a normal, un-actuated pedal122, versus the space of travel between the pair of supported speed control pads118and the pair of rear wheels114.

Adjustment of the length of the mechanical linkage between the un-actuated pedal122and speed control pads118can be done by turning hexagonal barrel adjustment member272of the adjustable heim joint268, as well as by turning actuator shaft128more deeply into rod end fitting310. It is understood that adjustment could be had at other points, but these two adjustments enable a user to set the performance of the speed control system116. When actuator shaft128is backed out of the rod end fitting310, a potential longer actuation stroke of the pivot link282is possible. Conversely, turning the actuator shaft128into the rod end fitting310, results in raising the rest position of the aligned apertures286of the pivot link282, leaving it with a shorter upward stroke. Separately, adjusting the hexagonal barrel adjustment member272of the adjustable heim joint268determines the rest clearance of the pair of supported speed control pads118in front of the rear wheels114.

FIG. 5is a rear assembled view looking upward at the speed control system as seen inFIGS. 1-4, but shown in assembled view and without the board102. Some details of the mechanism are seen, including the manner with which the speed control pad hinge224will be lifted upwardly and toward the rear wheels114.FIG. 6is a front assembled view looking upward at the speed control system as seen inFIGS. 1-5, and gives a most direct view into the operating mechanism.

Generally, several aspects of the speed control system116are noted. First, the interconnection mechanism of the speed control system116includes all of the components from the pedal122to the pair of supported speed control pads118and need not be subdivided into component sections including an actuator and hinge mechanism.

It should also be noted that speed control pads118move in sync with variations in turn orientation and position of the rear wheels114that are coupled with the rear axle assembly110. It may be noted here that the pair of supported speed control pads118, central support242, projections218and pair of projections226are all linked to the axle pivot assembly222and thus move with the rear wheels114. However, the linkage from pedal122, wheel base plate138, and pivot link282are all attached and move with the board102. The linkage between the pivot link282and the central support242cannot be rigid. As the board102tilts to cause the rear axle assembly110to both turn and become angularly displaced with respect to the board102, the two helm joint ends274and276connected to the adjustment member272are able to both withstand those angular displacements and still permit operation of the speed control system116.

Also note that speed control pedal122is biased and maintained in an upwardly protruded position by the conical shaped elastomeric spring member124and/or optional spring126, as well as the weight of the speed control pad hinge224and mechanically advantaged (for biasing) pivot link282. Further, biasing could also occur through any resilient device, and need not be limited to the components illustrated. A stroke distance of the speed control pedal122in relation to an upper surface104of the board102is adjustable to enable variations in speed control force of rear wheels114.

In addition, special attention is drawn to the speed control pedal122and its control shaft board aperture182. The actuator shaft128is threaded through the control shaft board aperture182during assembly of the speed control system116. The actuator shaft128should be centered in the control shaft board aperture182and the control shaft board aperture182needs to be oversized due to the fact that the rod end fitting310is attached to pivot link282. It can be said that as the speed control pedal122is rotated to one of clock and counter clock directions, the speed control pedal122moves along a reciprocating path associated with a longitudinal axis of the actuator shaft128, thereby adjusting the distance of the speed control pedal122in relation to the upper surface104of the board102. The actuator shaft128is threaded to enable an adjustment for a distance between the speed control pedal122and the upper surface104of the board102, with the actuator effectively resting on the pivot link through the rod end fitting310. As the distance between speed control pedal122and the upper surface104of the board102may be decreased due to rotation of the speed control pedal122, the amount of the speed control force finally applied is also decreased. This is so because as the distance between the speed control pedal122and the upper surface104of the board102is decreased when the pedal122is rotated, the movement or the displacement of the pedal122from its rest position to the full actuation position is shortened or further limited or restricted. This shortened (or further restricted) displacement or movement translates into a smaller displacement or movement of all interconnected components, which, in turn, translates into a shorter (or limited) displacement of speed control pads from their respective rest positions, providing a lighter impingement or contact (lighter speed control force) of the speed control pads with the wheels for softer speed control. It should be noted that if the speed control pedal122is adjusted to a point where the speed control pedal122touches the upper surface104of the board102, there will be zero speed control power available (no more room left for displacement or move of the pedal122to move the actuator shaft128).

The heim joints, such as two heim joint ends274and276, enable the angular differences above which allow enabling the speed control system116to move in sync with any extreme angular or rotational motion of the board102. This facilitates the translation of the speed control force from the pedal122the rear wheels114along with simultaneous synchronized motion of the speed control system in relation to the rear axle assembly110. The angle of the pivot link282may be varied, depending on the effective length of the actuator shaft128. The heim joint ends274and276are substantially identical. It should be noted that the mechanical links used here such as two heim joint ends274and276may be substituted with, for example a cable, chain or any flexible connection.

Note that the pivot link282includes a fulcrum, which provides a mechanical force disadvantage shown (or could have a mechanical advantage) in actuating the interconnection mechanism between it and the speed control pads118. The through lever pin304couples the pivot link282with the wheel assembly bracket138and, which defines and functions as the fulcrum. The pivot link282acts through the adjustable heim joint268which is pivotally connected to the speed control pad hinge224. Causing the adjustable heim joint268to shorten will cause the speed control pads118to ride closer to the rear wheels114and cause speed control to begin earlier during the downward travel of the pedal122. Lengthening the adjustable heim joint268will cause speed control to begin later during the downward travel of the pedal122and only after more pressure has been exerted on pedal122.

The wheel base plate138includes some operating space within which the pivot link282may operate. The distal ends of the through lever pin304are coupled with the lateral walls of the bracket138, and secured within by a pair of oppositely located through apertures302. The speed control pad hinge224may include a T-configured type of hinge or the pivot action may occur with respect to some other structure to which the adjustable heim joint268may be attached. Here, a set of lateral barrels or pair of projections226extend from another set of structures as pair of projections218to set the pivot axis of the speed control pad hinge224, rather than some other commonly connected structure. Alternatively, the adjustable heim joint268can be attached to other and different points on the speed control pad hinge224. Although the pair of projections226are illustrated, a single extension member may be used instead of the two illustrated. Similarly, although the pair of projections218are illustrated, a single extension member may be used instead of the two illustrated. Similarly, the speed control shaft128may or may not be a single piece, but can comprise of two individual pieces, and the manner of connection into the linkage need not be a threaded connection but of some other type. However it has been found that a speed control shaft128which is threaded can provide a preferred stability and adjustability. Regardless, the speed control pad hinge224creates the leverage to transfer and translate the speed control force of the pedal122into a motion to move the speed control pads118.

It should be noted that in this instance, the projections218and226provide a sync motion with respect to the rear axle assembly110. The speed control pad hinge224moves the pair of supported speed control pads118even when the board102is tilted as in a turn.

Much of this is because of the mechanical controllability and angle forgiveness of the two heim joint ends274and276.

As an alternative to the long threaded member246, a speed control shaft (not shown) can be made of a single piece speed control pad hinge224that extends a full length of the rear axle assembly110, from exterior distal end of a first rear wheel114to exterior distal end of the other rear wheel114, substantially mimicking the structure and motion of the axle assembly to move in synchronization with the motion of the axle assembly.

Referring toFIG. 7, a side sectional view illustrates a version of the speed control system116utilizing a pedal122and the conical shaped elastomeric spring member124, but without the optional spring126.FIG. 7illustrates a condition in which the speed control system116is in the unactuated condition. Note that a some annular gap is left between the combination of the rod end fitting310and wear sleeve314. This excess surrounding clearance space may be provided because of the fact that the actuator shaft128changes its angle, even if only slightly, throughout its path of travel, even where that path of travel is short. As the pivot link282swings through its arc around the pivot bore298, a point slightly beyond the tip end of the base of the actuator shaft128will travel through a small arc about a horizontal axis, requiring a little clearance. Viewing the rod end fitting310from the perspective ofFIG. 8, its base angularly moves slightly fore and aft with respect to the board102due to the arc path of the pinned connection of the rod end fitting310to the pivot link282.

Note that the pair of projections218place the point of pivot of the speed control pad hinge224generally horizontally parallel and forward of the axis of the wheel threaded axle portions212. The speed control pads118is positioned in front of the wheels114, and above the wheel threaded axle portions212of the rear axle assembly110to prevent even the smallest probability of a lock up of the wheels during speed control. On a forward motion, if the speed control pads118are going to be mounted ahead of the front of the wheels (rear or aft axle assemblies), the speed control pads118should be above the wheel axle, otherwise skateboard performance would suffer and the mechanical components would tend to obstruct and be obstructed by other objects. Further, The speed control pads118may be positioned aft the wheels (aft taken with respect to forward motion of the skateboard100), in which case, the shaft would generally, given the design of the invention, be located below the wheel axle of the axle assembly to prevent even a small probability of lock up of the wheels during speed control. On forward motion, if the speed control pads118were to be mounted on the back of the wheels (rear or aft axle assemblies), the speed control pads118should be below the wheel axle. The point is for the speed control system116speed control pads118to be pushing against the rotation of the wheels114, and for the rotational momentum of the wheels114to be pushing the speed control pads118away from the wheel.

With the geometry seen inFIG. 8, a lifting of the speed control pad hinge224from a generally horizontal position causes it to approach wheel114at an angle such that engagement of the pair of supported speed control pads118onto the wheels114occurs in a clockwise direction which is opposition of the normal counterclockwise rotation of the wheels114. In other words, the speed control pads118pivot toward the wheels114such that continued counterclockwise motion of the wheels tends to push the speed control pads118back rather than to cause them to form a cascading lock onto the wheels114. This mechanical principle employed onto the speed control system116, along with mechanical force disadvantage from the pedal122through to the force applied to the speed control pad hinge224, insures that a user who depresses the pedal will have only a slowing force applied to the wheels114. Part of this mitigation of force is through the combination of spring126and conical shaped elastomeric spring member124, or both; the pivot ratio of the pivot link282, the decreasing leverage and pull that the pivot link282can exert on the speed control pad hinge224at the point where the pair of supported speed control pads118begin to contact the rear wheels114, and the counter force of the approach of the speed control pads118on the counter-rotating wheels114. The result is that no jamming or binding is had and that speed control is had through a gentle slowing even where the rider's whole weight is impressed upon the pedal122.

The speed control pads118are ideally made of sacrificial material to minimize deterioration of the wheels. Non-limiting example of material used may include GAROLITE material, which is a well-known off-the-shelf product mentioned previously. The purpose of using sacrificial material is to minimize damage to the wheels during speed control. In other words, it will prevent the wheel from wearing out on account of the speed control activity. That is, the sacrificial material is expected to wear out before the rear wheels114will wear out. Further, GAROLITE is known to be heat resistant. That is, if riding the board down hill and applying the speed controls, the wheels and the speed controls, and in particular the speed control pads118will not be significantly heated. The speed control pads are substantially cylindrical with an axial through-hole, with the long threaded member246inserted inside the axial bore250of the speed control pads118. The long threaded member246includes the engagement head248for locking the speed control pads118with respect to the speed control pad hinge224, preventing the speed control pad118from rotation, slipping, and falling out. It should be noted that the cylindrical shape for the speed control pads118is preferred because as the speed control pads118wear, the engagement head248of the long threaded member246can be loosened to rotate the speed control pads to a fresh un-worn section, and re-locked for continued use.

Referring again toFIG. 7, in the un-actuated state, the gap between the pair of supported speed control pads118of the pad hinge224and the wheels114is ideally very short, usually one half to one millimeter of gap (seeFIG. 7). This short distance tends to block any but the very smallest particles of debris from lodging between the supported speed control pads118in front of the rear wheels114. A small piece of debris on the order of one millimeter or less would tend to roll over the speed control pad118as the rear wheel114turned near it. Larger size debris would tend to possibly “pop” out of the narrow space between the speed control pads118and rear wheel114. However, the presence of an angled surface with the same adjacency to the rear wheels114as the speed control pads118will further tend to reject smaller debris. Under normal usage, the provisions of a member like the angled main deflector252at the same distance from wheel114as the speed control pads118will result in significant rejection of debris which might otherwise reach the tapered space between the wheel114and the speed control pads118.

Referring toFIG. 8, a side sectional view is seen similar to that ofFIG. 7, but where the speed control pads118are engaging the rear wheels114. As the speed control pads118begin to move closer to the wheel114, the gap between the angled main deflector254and the wheel114similarly begins to close. The same enhanced debris rejection rate, but for a smaller size of debris will be experienced as the main deflector254closes toward the wheel114. At the point of maximum speed control, when the speed control pads118are invading the space of the elastomeric wheel114, the main deflectors254should touch the rear wheels114. The edge of the main deflectors254nearest the rear wheels114should assume a slight down angle so that it barely drags the rear wheels114. This will prevent squeaking or chattering between the main deflectors254and rear wheels114.

FIG. 9is a sectional view of one embodiment of the pedal122, conical shaped elastomeric spring member124, and optional spring126. Recall that the actuator shaft128is threaded. This helps in both assembling and adjusting the components of the speed control system116.FIG. 9also better illustrates the extent of the radially inwardly directed lip172and how it captures and causes the conical shaped elastomeric spring member124to be held down onto the upper surface104of the skateboard100. The initial resistance will also depend upon the conical angle of the conical shaped elastomeric spring member124. Further, a user may have, or the speed control system116may be provided with a set of several optional springs126to optimize performance of the skateboard100. It should be noted that pedal122can be molded into a conical shape to be formed as one unit.

The speed control system116of the present invention can also be detachably mounted on many types of existing skateboards (not shown) as a retrofit. Thus, the speed control system116of the present invention can be packaged and sold as a kit separate from a previously purchased or other conventional skateboard. This is possible because the speed control system116of the present invention can be detachably coupled with one or both the rear or front axle assemblies. In either case, a very small hole as a control shaft board aperture182will need to be drilled in the generally rigid board102to receive the actuator shaft128shaft of the pedal122.

The speed control system116of the present invention can easily be secured in place on an existing skateboard with a minimum of effort.

Although the invention has been described in considerable detail in language specific to structural features and or method acts, it is to be understood that the invention defined in the appended claims is not necessarily limited to the specific features or acts described. Rather, the specific features and acts are disclosed as preferred forms of implementing the claimed invention. Stated otherwise, it is to be understood that the phraseology and terminology employed herein, as well as the abstract, are for the purpose of description and should not be regarded as limiting. Therefore, while exemplary illustrative embodiments of the invention have been described, numerous variations and alternative embodiments will occur to those skilled in the art. Such variations and alternate embodiments are contemplated, and can be made without departing from the spirit and scope of the invention.

It should further be noted that throughout the entire disclosure, the labels such as left, right, front, back, top, bottom, forward, reverse, clockwise, counter clockwise, up, down, or other similar terms such as upper, lower, aft, fore, vertical, horizontal, oblique, proximal, distal, parallel, perpendicular, transverse, longitudinal, etc. have been used for convenience purposes only and are not intended to imply any particular fixed direction or orientation. Instead, they are used to reflect relative locations and/or directions/orientations between various portions of an object.

In addition, reference to “first,” “second,” “third,” and etc. members throughout the disclosure (and in particular, claims) is not used to show a serial or numerical limitation but instead is used to distinguish or identify the various members of the group.

In addition, any element in a claim that does not explicitly state “means for” performing a specified function, or “step for” performing a specific function, is not to be interpreted as a “means” or “step” clause as specified in 35 U.S.C. Section 112, Paragraph 6. In particular, the use of “step of,” “act of,” “operation of,” or “operational act of” in the claims herein is not intended to invoke the provisions of 35 U.S.C. 112.

The detailed description set forth below in connection with the appended drawings is intended as a description of presently preferred embodiments and is not intended to represent the only forms in which the present invention may be constructed and or utilized.

The drawings are to be used for the purposes of exemplary illustration only and not as a definition of the limits of the invention. Throughout the disclosure, the word “exemplary” is used exclusively to mean “serving as an example, instance, or illustration.” Each embodiment is “exemplary” and should not be construed as preferred or advantageous over other embodiments.

While the preferred embodiments of the invention have been shown and described, it will be understood by those skilled in the art that changes of modifications may be made thereto without departing from the true spirit and scope of the invention.