Brake system for roller skates

A braking system is provided for an in-line roller skate for skating on hard skate-supporting surfaces. The roller skate includes a shoe, a wheel-supporting frame attached to the shoe, and a plurality of aligned wheels operably supported by the wheel-supporting frame. The braking system includes a hub supported on the frame and a ground engaging braking wheel rotatably supported on the hub. The hub and the ground engaging braking wheel include friction-generating surfaces such that the ground engaging braking wheel causes a braking action with the hub as the braking wheel rollingly engages with the ground supporting surface. A variety of configurations of the hub are disclosed including cuff-actuated systems and frame-fixed systems, and including a plurality of hub configurations including one-piece, multi-piece and wrapped, multi-piece and levered, and spring-biased split hub versions.

BACKGROUND OF THE INVENTION 
This invention relates to brake systems, and more particularly relates to a 
brake for roller skates, although not limited to only roller skates. 
Skaters using in-line roller skates must be able to safely stop or slow 
down regardless of their expertise, and further must always be "in 
control" so that they do not risk running into other skaters or 
bystanders. Beginners in particular have problems as they are learning to 
skate due to the free running nature of roller skates. However, more 
experienced skaters also desire fine levels of control to facilitate quick 
turns and stops. A number of roller skate brakes have been constructed for 
these purposes. However, known roller skate brakes have several problems 
as noted below. 
The most common braking system now used on in-line roller skates includes a 
wear block attached to a rear of the skate that can be dragged on a 
skating surface to provide a braking action. 
However, the wear block rapidly wears away and thus has a limited life. 
Further, the wear block is subject to catching or hooking on depressions, 
such as on the edges of or depressions in concrete sections in a sidewalk, 
such that the user may trip and fall. Still further, a wear block will 
often pick up small stones that embed themselves in the wear block. These 
small stones dramatically change the coefficient of friction generated by 
the wear block as the wear block is dragged on the skating surface, thus 
causing the brake to provide an uncertain and inconsistent brake force. 
Some in-line roller skate brakes apply a braking force to one or more of 
the "active" weight-supporting wheels on the skate. For example, see U.S. 
Pat. No. 5,232,231 to Carlsmith. However, if any of these "active" 
weight-supporting wheels lock up or skid, a flat spot is created on the 
wheel. This flat spot causes the roller skate to vibrate during use, which 
is very annoying and also physically tiring. Further, the vibration caused 
by an "active" wheel having a flat spot takes away tremendously from the 
enjoyment of skating. Notably, the "active" wheels on the in-line roller 
skates periodically support less than an equal portion of a person's 
weight due to unevenness of the skating surface. Thus, it is relatively 
common for an "active" wheel that is being braked to skid and develop a 
flat spot. Another problem is that brakes sometimes stick or drag, thus 
causing a skater to unknowingly expend extra effort when skating. 
U.S. Pat. No. 5,183,275 to Hoskin discloses a roller skate brake including 
a brake pad and a roller for engaging the braking pad. However, the 
actuating mechanism in Hoskin '275 involves multiple links and a braking 
wheel that are relatively small and intricate, such that they are 
mechanically more delicate and expensive to manufacture and assemble than 
are desired. Further, in Hoskin '275, the braking wheel, in addition to 
engaging the brake pad, also engages the rear in-line weight bearing wheel 
on the roller skate, thus leading to the problem of flat spots previously 
discussed above. 
U.S. Pat. No. 5,192,099 to Ruitta discloses a roller skate including a 
brake pad and a rear skate wheel mounted on flexible side members that 
flex so that the rear skate wheel can be moved into engagement with the 
brake pad. The brake pad is adjustable to various fixed positions along a 
slot to compensate for wheel and brake pad wear. However, the problem of 
flat spots on wheels is not addressed. Also, the flexibility of the side 
members brings the durability and mechanical stability of the side members 
into question since, if the side members are vertically flexible along a 
"long" side of the cross section, they would tend to permit lateral 
movement and wandering of the rear wheel. 
U.S. Pat. No. 5,088,748 to Koselka et al. discloses in FIG. 1 a braking 
system in which a braking wheel and braking member are pivotally mounted 
to the roller skate by a four-bar linkage. 
As a practical matter, the multiple joints in the linkages are difficult to 
manufacture so that they operate freely yet without sloppiness. Further, 
even if manufactured properly, the joints are likely to loosen over time. 
Still further, the braking member operates on the hub of the braking 
wheel, such that the torque arm is small and the frictional braking force 
must be quite large in order to generate a desired level of braking torque 
on the braking wheel. Also, the device lacks adjustability. The 
embodiments in FIGS. 4 and 5 do not have the four bar linkage, but rather 
have a pair of trailing arms supporting a braking wheel. However, the 
braking member operates to brake the rear weight-supporting wheel on the 
roller skate, thus leading to the problem of flat spots discussed above. 
U.S. Pat. No. 4,453,726 and 4,402,520 to Ziegler disclose traditional four 
wheeled roller skates where the wheels are arranged in a rectangular 
pattern. The roller skates include a braking wheel that cams pressure 
elements outwardly against two axially aligned roller wheels. Notably, the 
camming action tends to force the wheels apart, such that the bearings on 
the rear skate wheels may need constant maintenance or may fail 
prematurely. Further, it is noted that major modifications would be 
required to apply the braking system in Ziegler to an in-line roller 
skate. 
U.S. Pat. No. 4,275,895 to Edwards discloses a cuff-actuated braking system 
including a brake pad that engages the two rear wheels of a rectangularly 
arranged, four wheel skate. (See FIG. 3.) Notably, the brake pad engages 
the rear wheels, and thus flat spots and wheel wear can be a problem. 
Also, major modifications would be required to apply the braking system in 
Edwards to an in-line roller skate. 
U.S. Pat. No. 2,027,487 to Means discloses a brake pad attached to a 
flexible support that can be flexed to engage the brake pad with the rear 
roller skate. In addition to the problems previously discussed relating to 
rear wheel flat spots and wear, major modification is required to use the 
device on in-line roller skates. 
Aside from the above, the known roller skate brakes do not provide a 
natural and smooth "feel" to the skater when braking. I have not 
determined exactly why this is true, but I believe it to be due in part to 
the multiple joints and flexibility of the parts used in many of the prior 
art brakes, and the inability of the known constructions to provide a 
consistent and uniformly increasing braking force that is directly 
correlated to the amount of force transmitted from the skate-supporting 
surface to the brake. Also, it is noted that many of the prior art brakes 
are expensive to manufacture, are expensive to maintain, and also are 
difficult to adjust and/or keep in adjustment. 
In addition to the above, a braking system for in-line roller skates, skate 
boards, and quad skates is desired that provides a compact unit attachable 
to the skates or boards without multiple separate links, connections, and 
moving parts. 
Still further, an internal braking system is desired for use in 
weight-supporting wheel constructions, such as for use in roller wheels on 
gravity feed or powered conveyors. 
Thus, braking systems for in-line roller skates and other wheel 
constructions solving the aforementioned problems are desired. 
SUMMARY OF THE INVENTION 
The present invention includes an in-line roller skate having a wheeled 
frame with a hub-supporting sub-frame, a plurality of aligned wheels 
operably supported by the wheeled frame, and a braking mechanism including 
a hub and a braking wheel supported on a perimeter surface of the hub. The 
hub includes a strip of material extending at least partially around the 
hub to generate a braking force when the roller skate is pivoted to 
rollingly engage the braking wheel with a hard surface. 
These and other advantages and features of the present invention will be 
further understood by a person of ordinary skill in the art by a review of 
the attached specification, claims, and appended drawings.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS 
An in-line roller skate 30 (FIG. 1) embodying the present invention 
includes a shoe 32 having a cuff or ankle support 34, a boot 35, and a 
sole 36. A wheel-supporting frame 38 is attached to the bottom of sole 36. 
Wheel-supporting frame 38 includes a pair of spaced apart flanges 40 that 
extend downwardly, and four aligned "active" weight-supporting wheels 42 
and 42" (wheel 42" being the rear wheel) are operably secured between 
flanges 40 on axles 44 by roller bearings (not specifically shown). Wheels 
42 and 42' define a vertical plane and the bottommost points on wheels 42 
and 42' are co-linear so that they simultaneously engage a 
skate-supporting surface 46, such as a cement or pavement covered sidewalk 
or parking lot. The present invention is focused on the braking system 50 
attached to the rear of frame 38. 
Braking system 50 (FIG. 1) includes a U-shaped extension 52 fixedly 
connected to the rear of frame 38. Extension 52 includes slots 82 and 85 
for slideably receiving a support mechanism 56. An axle 80 operably 
rotatably supports a braking wheel 54 on support mechanism 56. A brake pad 
60 is adjustably secured to extension 52 proximate the outer upper surface 
61 of braking wheel 54, and a spring 62 biases the brake pad 60 against 
braking wheel 54. As a skater initially pivots skate 30 rearwardly about 
the rear wheel 42', braking wheel 54 rollingly engages hard surface 46 and 
rubs against braking surface 64 of braking pad 60 to create an initial 
predetermined level of braking force. Since the skate-supporting surface 
46 is rougher than the brake pad 60, the braking wheel 54 rolls on surface 
46 rather then slides or skids. As the skater further pivots rearwardly, 
skate-supporting surface 46 presses against braking wheel 54 with 
increased pressure causing slide mechanism 56 to move braking wheel 54 
toward brake pad 60, thus increasing the frictional braking force on 
braking wheel 54. 
By adjusting the tension on spring 62 such as by placing spacers under the 
spring, or by replacing spring 62 with a stronger or weaker spring, the 
frictional force/displacement curve of brake pad 60 on braking wheel 54 
can be selectively preset, both when the spring 62 is fully extended and 
when spring 62 is partially compressed by movement of braking wheel 54. 
Thus, the initial braking force and also the load/deflection curve of the 
brake pad and braking wheel can be controlled for optimal function and 
performance. Notably, support mechanism 56 can be designed to limit the 
movement of braking wheel 54 toward brake pad 60 to prevent lock up of 
braking wheel 54 if desired, such as by designing support mechanism 58 to 
engage the end of slot 82 before braking wheel 54 engages brake pad 60 
with a lock up force. It is noted that the angle of slot 82 is important 
since this determines the resultant force along slot 82 caused by forces 
transmitted from ground 46 through wheel 54 to extension 52. An angle of 
about 45.degree. has been found to be preferable. Angles that are closer 
to vertical than 45.degree. tend to cause wheel 54 to lock up, and angles 
that are closer to horizontal than 45.degree. tend to provide too low of 
braking forces. At 45.degree., a desired balance is achieved between the 
torque generated by the ground on the braking wheel and the braking torque 
generated by brake pad 60. It is noted that many variables offset the 
braking force and/or the tendency to lock up the braking wheel, such as 
the materials chosen, torque arms, coefficients of friction, and the like. 
Extension 52 (FIGS. 2-4) is U-shaped and includes opposing side flanges 66 
and 67 interconnected by an intermediate transverse section 68. The 
extension flanges 66 and 67 are spaced apart to mateably engage the 
outside surfaces of wheel frame flanges 40, and transverse section 68 is 
configured to mateably engage a tail section 69 on wheel frame flanges 40. 
The rivet-like axle 44' extends through holes in flanges 66 and 67 and 
through corresponding holes in wheel frame flanges 40. Also, a tab 71 on 
transverse section 68 engages a mating notch 72 on tail section 69. Axle 
44' and tab 71 fixedly retain extension 52 on wheel-supporting frame 38. 
Notably, retainer arrangements other than tab 71 and notch 72 can also be 
used, such as a link connected to the frame 38 or to the cuff support 34, 
or another fastener. 
Brake pad 60 is positioned in the pocket between flanges 66 and 67 under 
transverse section 68. A rivet-like fastener 74 extends through flanges 66 
and 67 and through a hole 75 in brake pad 60 to pivotally support brake 
pad 60 on extension 52. Transverse section 68 and brake pad 60 define 
opposing depressions that are generally aligned for receiving coil spring 
62. Coil spring 62 is compressed in these depressions and accordingly 
biases brake pad 60 rotatingly about rivet 74 toward braking wheel 54. 
Brake pad 60 includes an arcuately shaped surface 64 for engaging the 
outer surface 61 of braking wheel 54. By engaging outer surface 61 of 
braking wheel 54, the friction of brake pad 60 on braking wheel 54 
operates over a maximum torque arm for maximum braking force on braking 
wheel 54 while not unnecessarily wearing braking wheel 54. Notably, the 
leading edge of brake pad 60 acts as a wiper to keep braking wheel 54 
clean, as well as to keep dirt from getting onto braking surface 64. Also, 
this leading edge provides an initial braking force due to the bias of 
spring 62. 
Braking wheel 54 includes a tire portion 76 and a hub portion 77 fixedly 
secured to tire portion 76. Support member 56 includes a pair of opposing 
slide members 78 and 79 (FIG. 6) positioned on opposing sides of hub 
portion 77 that are retained thereto by the axle 80. Axle 80 includes 
opposing sections that mateably threadably engage and that include capped 
ends 81 to retain axle 80 in place once installed in slide members 78 and 
79 and braking wheel 54. Roller bearings (not specifically shown) support 
hub portion 77 on axle 80. Alternatively, a solid lubricated bearing can 
be used in place of roller bearings. Extension flange 66 includes a slot 
82 that extends toward brake pad 60. Slide member 78 includes a 
rectangular section 83 for slideably engaging slot 82, and a planar 
section 84 for slideably engaging the inside surface of extension flange 
66. Similarly, extension flange 67 includes a slot 85 that extends toward 
brake pad 60. Also, slide member 79 includes a rectangular section 86 for 
slideably engaging slot 85 in extension flange 67, and a planar section 87 
for slideably engaging the inside surface of extension flange 67. Thus, 
slide members 78 and 79, braking wheel 54 and axle 80 are adapted to slide 
as a unit along slots 82 and 85 toward (and away from) brake pad 60. 
However, spring 62 biases brake pad 60 against braking wheel 54, causing 
braking wheel 54 to move to the brake-pad-remote ends 82' and 85' of slots 
82 and 85. 
To apply a braking force to in-line roller skate 30, a skater pivots 
rearwardly in direction "X" about the rear weight bearing wheel 42' until 
braking wheel 54 engages skate-supporting surface 46 and begins to roll 
(FIG. 2). (Compare the relationship of braking wheel 54 and surface 46 in 
FIGS. 1-2.) The brake pad 60 (FIG. 2) frictionally drags on braking wheel 
54 due to the bias of spring 62 which causes brake pad 60 to rotate about 
rivet 74 into engagement with braking wheel 54. Thus, an initial braking 
force is created to gradually slow down the speed of the skater. Notably, 
braking wheel 54 is interchangeable with wheels 42, thus reducing the need 
for an excessive number of special repair or replacement parts for braking 
system 50. 
As the skater continues to pivot rearwardly an additional angular amount, 
skating surface 46 presses against braking wheel 54 with sufficient force 
to cause slide members 78 and 79 to slide along slots 82 and 85, 
respectively, in direction "Y". This carries braking wheel 54 into 
increasing frictional engagement with brake pad 60. In turn, spring 62 is 
compressed by the force on brake pad 60. Thus, the braking force is only 
gradually increased since brake pad 60, to a certain extent but with 
increasing resistance, moves with braking wheel 54. 
Once slide members 78 and 79 reach the ends 82" and 85" of slots 82 and 85, 
braking wheel 54 cannot move any farther toward brake pad 60. Thus, the 
surfaces at the ends of slots 82 and 85 act as stops to limit the movement 
of braking wheel 54 and thus limit the maximum braking force that braking 
system 50 can generate. Alternatively, slots 82 and 85 can be designed so 
that the ends 82" and 85" are never reached by slide members 78 and 79. 
Notably, by changing the length and spring constant of spring 62, 
substantially any initial braking force and substantially any 
load/deflection curve can be obtained by braking system 50. Notably, the 
movement of braking wheel 54 directly into brake pad 60, and the overall 
arrangement of braking system 30, provides the skater with an excellent 
"feel" for the braking force, thus giving the skater excellent control. 
The arrangement allows axle 80 to "float" in direct response to the 
skater's movement, thus giving the skater a direct feel for the braking 
action. The arrangement, and in particular the orientation of slots 82 and 
85, provides a mechanical advantage so that the frictional force between 
the braking wheel 54 and the hard surface 46 is always greater than the 
force between the brake pad 60 and the braking wheel 54. Thus, there is 
very little likelihood that braking wheel 54 will lock up and skid, even 
if the brakes are applied very hard. 
Several additional embodiments of roller skates, braking systems and 
components thereof are shown in FIGS. 6-55. In these embodiments, to 
reduce redundant discussion, identical or comparable components and 
features are identified by use of identical numbers as used in describing 
roller skate 30, but with the addition of the letters "A", "B", "C" and 
etc. 
A modified brake 60A (FIG. 6) includes a backing member or body 90A and a 
liner 91A. Body 90A is made from a durable, structural material such as a 
polymer, and brake liner 91A is made from a durable, wear-resistant 
material such as metal. The ends of liner 91A wrap around and snap lock 
onto body 90A. Alternatively, liner 91A can be insert molded into body 
90A. Body 90A includes a hole 75A for receiving pivot pin 74A, and a 
depression for receiving an end section of spring 62A. 
A modified braking system 50B (FIGS. 7-10) includes an extension 52B having 
opposing side flanges 66B and 67B interconnected by an intermediate 
section 68B. Brake pad 60B is fixedly secured to extension 52B by three 
rivet-like fasteners 74B. Brake pad 60B includes an arcuate surface 64B 
that extends about 90.degree. around braking wheel outer surface 61B. The 
upper end 94B of brake pad 60B and a notch 95B on the back of brake pad 
60B engage mating surfaces on intermediate flange 68B of extension 52B to 
fixedly support brake pad 60B. 
Support mechanism 56B includes a hub 96B rotatably positioned in a centered 
hole in braking wheel 54B by roller bearings (not specifically shown, but 
located at raceway 97B). Hub 96B includes a rectangularly-shaped, radially 
extending slot 98B. A slide member 99B is slideably positioned in slot 
98B, and hub 96B is biased in a direction parallel slot 98B by a spring 
100B that is compressed between the inner end 101B of slide member 99B and 
the surface 102B of hub 96B forming the end of slot 98B. The outer end 
103B of slide member 99B forms a section of the raceway for the roller 
bearings in raceway 97B, if roller bearings are used. Slide member 99B is 
secured at a desired angle between the inside surfaces of extension side 
members 66B and 67B at a predetermined angle for optional transfer of 
forces from ground through braking wheel 54B. This angle has been 
determined to be about 45.degree. from horizontal for optimal results. 
Angles that are more vertical tend to allow the braking wheel 54B to lock 
up, while angles that are more horizontal tend to not provide enough 
braking force. A hole 104B extends through slide member 99B for receiving 
axle-like fastener 105B. Hub 96B is movable relative to extension side 
members 66B and 67B and slide member 99B. 
Braking system 50B provides a longer wearing brake system than braking 
system 30 since a larger braking area is provided on surface 64B for 
engaging wheel outer surface 61B than on surface 64. Also, brake pad 60B 
is not moveable and thus less movement of braking wheel 54B is required 
than with wheel 54. Of course, the load/deflection curve of braking system 
50B is dependent upon the spring constant of spring 100B and also on the 
frictional characteristics of materials used to manufacture brake pad 60B 
and braking wheel 54B. To operate braking system 50B, the skater pivots 
rearwardly on rear weight-supporting wheel 42B', causing braking wheel 54B 
and hub 96B to slide on slide member 99B toward brake pad 60B such that 
braking wheel 54B engages brake pad 60B. 
Braking system 50C (FIG. 11) includes an extension 52C having slots 82C and 
85C in extension flanges 66C and 67C. An axle 80C extends through and 
rotatably engages hub 77C to support braking wheel 54C. Axle 80C further 
extends through slots 82C and 85C, thus forming slide mechanism 56C. 
Capped ends 81C on axle 56C retain axle 56C in extension 52C. Axle 80C is 
slideable in slots 82C and 85C, and thus braking wheel 54C moves along 
slots 82C and 85C as roller skate 30C is pivoted rearwardly about rear 
wheel 42' and skate-supporting surface 46C presses on braking wheel 54C. 4 
A stanchion 110C extends above intermediate section 68C. Stanchion 110C 
defines a generally vertically oriented pocket for slideably receiving a 
brake pad 60C. Brake pad 60C includes an arcuate surface 64C for engaging 
the outer surface 61C of braking wheel 54C. A spring 62C is positioned in 
a depression 112C in the top 113C of brake pad 60C. An adjustment screw 
114C extends through a threaded hole 115C in the top of stanchion 110C. By 
adjusting screw 114C, the compression of spring 62C can be adjusted, and 
thus the braking force (i.e. the preload and also the load/deflection 
curve) can be adjusted. Notably, brake pad 60C is oriented generally 
tangentially to the outer surface 61C of braking wheel 54C in the 
direction of rotation of braking wheel 54C when it rollingly engages 
surface 46C. Due to the orientation of braking pad 60C, the frictional 
braking force between brake pad 60C and braking wheel 54C tends to draw 
brake pad 60C into increasing engagement, and thus the braking force is 
"artificially" amplified. 
In the braking system 50D (FIG. 12), intermediate section 68D of extension 
52D includes opposing ramps 120D and 121D adjacent the insides of opposing 
flanges 66D and 67D, respectively. 
An axle 80D rotatably supports braking wheel 54D, and further slideably 
engages slots 82D and 85D in extension flanges 66D and 67D. Capped ends 
81D retain axle 80D in extension 52D. In braking system 50D, a pair of 
opposing brake pads 60D' and 60D" are located between the sides of braking 
wheel 54D and extension flanges 66D and 67D, respectively. Ramps 122D and 
123D are located on brake pads 60D' and 60D" proximate section ramps 120D 
and 121D. Axle 80D extends through holes 124D and 125D on brake pads 60D' 
and 60D", respectively. As roller skate 30D is pivoted rearwardly, braking 
wheel 54D rollingly engages skate-supporting surface 46D and is moved 
toward roller skate 30D. This causes axle 80D to slide along slots 82D and 
85D. Axle 80D engages opposing brake pad 60D' and 60D", and also causes 
them to slide along the inside of extension flanges 66D and 67D. As brake 
pad ramps 122D and 123D engage extension ramps 120D and 121D, brake pads 
60D' and 60D" move at an angle along paths 128D and 129D, and bind against 
the sides 126D and 127D of braking wheel 54D. 
An advantage of braking system 50D is that brake pads 60D' and 60D" do not 
brake against the outer surface 61D of braking wheel 54D, but rather brake 
against wheel sides 126D and 127D which are relatively clean. Further, the 
outside diameter (61D) of braking wheel 54D does not change even if sides 
126D and 127D wear. Another advantage is that a braking wheel 54D can be 
used that is interchangeable with the other wheels (e.g. wheels 42) on the 
roller skate 30D. 
Notably, a fastener 75D extends through extension flanges 66D and 67D 
proximate extension ramps 120D and 121D at the points of highest stress. 
Thus, the strength of the design is not mechanically degraded by cyclical 
loading over time. Notably, the angle of ramps 120D-123D can be varied to 
achieve a particular load/deflection curve for the braking system 50D. 
Braking system 50E (FIGS. 13-16) includes an extension 52E secured to 
wheel-supporting frame 38 by rear wheel axle 44E' and by rivet-like 
fastener 70E. Brake pad 60E is secured under intermediate section 68E by a 
rivet-like fastener 74E which pivotally retains brake pad 60E to extension 
52E. A spring 62E seated in a depression in intermediate section 68E and 
biases brake pad 60E about fastener 74E into engagement with braking wheel 
54E. Brake pad 60E includes a body 90E and a brake liner 91E, not unlike 
brake pad 60B (FIG. 6). An adjustment screw 138E engages spring 62E for 
adjusting the tension on brake pad 60E. Also, threaded passageway 139E 
provides a passageway for removal of spring 62E such as for replacing 
spring 62E. Apertures 140E in extension flanges 66E and 67E allow movement 
of air around brake pad 60E to cool brake pad 60E. Also, apertures 140E 
reduce the weight of the overall system, and also provide aesthetics. 
A hub 96E (FIG. 13) is rotatably supported in braking wheel 54E by roller 
bearings or a solid bearing located along raceway 97E. An axle-like 
fastener 141E extends through hub 96E and rotatably supports hub 96E at a 
location spaced from the axis of rotation 142E for braking wheel 54E. 
Fastener 141E securely engages extension flanges 66E and 67E. An oversized 
aperture 143E is located in hub 96E offset from axis 142E and fastener 
141E. A second fastener 144E extends through aperture 143E and is securely 
attached to extension flanges 66E and 67E. As braking wheel 54E engages 
skate-supporting surface 46E, braking wheel 54E is biased toward brake pad 
60E. This causes hub 96E to pivot in direction "Z", which causes braking 
wheel 54E to move toward brake pad 60E. The rotation of hub 96E is limited 
(i.e. stopped) by the engagement of second fastener 144E with the side 
145E of aperture 143E. Hub 96E and the related components 141E, 143E and 
144E form slide mechanism 56E. The translating sliding motion of the 
mechanism is an arcuate motion as shown by arrow "Z", as opposed to a 
linear motion of the slide mechanisms shown in FIGS. 1-12. 
Braking system 50F (FIGS. 17-18) includes an extension 52F pivotally 
connected to wheel-supporting frame 38F at the rear axle 44F' of rear 
skate wheel 42F'. The brake pad 60F and braking wheel 54F are 
substantially identical to brake pad 60E and braking wheel 54E in FIGS. 
13-16. However, a cuff actuated link 148F is pivotally connected at one 
end to extension 52F at protrusion 149F and is pivotally connected at its 
other end to cuff support 34F at protrusion 150F. In addition to the 
movement of braking wheel 54F toward braking pad 60F, cuff actuated link 
148F causes extension 52F and brake pad 60 to pivot about rear axle 44F' 
toward braking wheel 54F when the skater leans rearwardly on in-line skate 
30F. Also, the forces generated on the ankle of the skater by link 148F 
gives the skater an excellent "feel" or sensitivity to the braking force 
being generated. 
Braking system 50G (FIG. 19) includes an extension 52G pivotally connected 
to wheel-supporting frame 38G that is comparable to extension 52F in FIG. 
17. Also, cuff actuated link 148G and braking wheel 54G including hub 96G 
(FIG. 19) are comparable to link 148F and braking wheel 54F including hub 
96F (FIG. 17). However, a brake pad 60G (FIG. 19) is used that is fixedly 
secured to extension flanges 66G and 67G by three rivet-like fasteners 
74G. (Compare to FIG. 7.) Notably, brake pad 60G includes a body 90G and a 
brake liner 91G for increased durability. 
Braking system 50H (FIGS. 20-22) is closely related to braking system 50 
(FIG. 2), except that braking system 50H has been modified to allow 
braking wheel 54H to pivot from side-to-side as shown by arrows R1 and R2 
in FIG. 21. The angle of rotation is indicated by angle R3. 
Specifically, extension 52H, brake shoe 60H and brake wheel 54H (FIGS. 
20-22) are identical to extension 52, brake shoe 60 and brake wheel 54 
(FIG. 2). Additionally, slide members 78H and 79H (FIGS. 20-22) are 
similar to slide members 78 and 79 (FIG. 2). Specifically, slide member 
78H further includes a rectangular section 83H for engaging slot 82H in 
extension flange 66H and a "planar" section or slide washer 84H for 
engaging the inside surface of flange 66H. However, "planar" section 84H 
includes a tapered inner surface 150H. Also, slide member 79H includes 
rectangular section 86H for engaging extension flange slot 85H, and a 
"planar" section 87H for engaging the inside surface of flange 67H. 
However, "planar" section 86H includes a tapered inner surface 151H. 
A sleeve 152H is mounted on braking wheel axle 80H and a bearing 153H 
having a double outwardly tapered hole 154H is positioned on sleeve 152H. 
The double outwardly tapered hole 154H creates a fulcrum at the center 
155H of bearing 153H along the central plane 156H of braking wheel 54H. 
Bearing 153H can pivot on fulcrum point 155H such that braking wheel 54H 
is allowed an excursion out of plane 156H by the angle R3. In other words, 
braking wheel 54H can pivot along paths R1/R2 until the axle 80H engages 
the tapered hole 154H and prevents further rotation. The taper in surfaces 
150H and 1511H of slide members 78H and 79H allow the braking wheel 54H to 
pivot the amount of angle R3 without resistance. 
The angular movement of braking wheel 54H as shown by arrows RI and R2 
allows braking wheel 54H to engage skate-supporting surface 46H at a 
perpendicular angle to ground surface 46H even though the in-line roller 
skate 30H is oriented at an angle to ground surface 46H when the skater is 
applying the brakes. This advantageously allows maximum contact between 
braking wheel 54H and ground surface 46H. Thus, braking wheel 54H is not 
likely to skid or slide. Notably, brake pad 60H engages braking wheel 54H 
and biases it back to an aligned "vertical" position in extension 52H. 
It is noted that various features in the embodiments can be combined, and 
that not all possible combinations are shown herein. These variations and 
combinations are also contemplated to be within the scope of the present 
invention. For example, an in-line roller skate 30I (FIG. 23) includes the 
cuff actuator shown in FIG. 17 and the braking system shown in FIG. 1. 
Also, the roller skate 30J (FIG. 24) includes the cuff actuator shown in 
FIG. 17 and the braking system shown in FIG. 7. Still further, in-line 
roller skate 30K (FIG. 25) includes the cuff actuator shown in FIG. 17 and 
the braking system shown in FIG. 11. The operation of these roller skates 
301, 30J and 30K are evident from the discussion above. 
INTERNALLY POSITIONED BRAKING SYSTEMS 
An in-line roller skate 30L (FIG. 26) includes an extension 52L pivotally 
connected to wheel-supporting frame 38L at a rear axle 44L' of rear skate 
wheel 42L'. A cuff-actuated link 148L is pivotally connected at one end to 
protrusion 149L of extension 52L, and is pivotally connected at its other 
end to protrusion 150L of cuff support 34L. Link 148L can be fixed in 
length, but the illustrated link 148L is adjustable by adjustment of 
threaded extension bolt 160L. The length of link 148L is then set by 
securing locking nut 161L. Braking system 50L includes extension 52L, and 
further includes an internally actuated braking mechanism formed by a hub 
200L and a braking wheel 201L rotatably supported by 200L. As described 
below, hub 200L and braking wheel 201L include friction-generating 
surfaces 200L' and 201L, respectively, that generate a braking portion 
therebetween when the roller skate is pivoted rearwardly to rollingly 
engage the braking wheel 201L with the skate-supporting surface 46L. 
A second in-line roller skate 30M (FIG. 27) includes an extension 52M 
fixedly connected to the trailing end of frame 38M. Braking system 50M 
includes an extension 52M, and further includes a hub 200L and a braking 
wheel 201L (i.e. identical to that shown in FIG. 26). As the roller skate 
30M is pivoted rearwardly, the braking wheel 201L rollingly engages the 
skate-supporting surface 46M causing a braking force to be generated on 
braking wheel 201L by hub 200L, as described below. 
The internally actuated braking mechanism formed by hub 200L and braking 
wheel 201L are shown in more detail in FIGS. 28-29. Hub 200L includes 
opposing side members 202L and 203L located on opposing sides of a center 
piece 204L. Center piece 204L is fixed between the sides of extension 52L 
and frictionally engaged therewith, but side members 202L and 203L and 
thus braking wheel 201L are movable relative to center piece 204L to 
create a braking force when braking wheel 201L is pressed rollingly 
against hard surface 46L as described below. A pair of friction-generating 
leather braking shoes 205L and 206L are positioned at the opposing 
arcuately shaped ends of center piece 204L. Shoes 205L and 206L can be 
adhered to center piece 204L or they can be allowed to float thereon. If 
allowed to float, shoe 206L will slide circumferentially into engagement 
with side member 202L to cause additional braking action. When assembled 
together, the outer surfaces 202L' and 203L' of opposing side members 202L 
and 203L, and leather braking shoes 205L and 206L form a substantially 
continuous outer circular surface 200L' that mateably slideably engages 
the inner surface 201L' of braking wheel 201L. 
Center piece 204L includes a pivot pin supporting transverse hole 208L 
centrally positioned therein for receiving a fastener or pin 209L, and 
further includes a second hole 210L spaced from first hole 208L for 
receiving a second fastener 21 1L. Fastener 209L secures hub 200L between 
and through the opposing side members 66 of extension 52L so that it holds 
side members 66L of extension 52L together. Fastener 211 L engages a slot 
or depression on the inside of side members 66L in extension 52L to 
prevent rotation of center piece 204L of hub 200L. Alternatively, fastener 
211L can be eliminated, in which case the extension side members 66L are 
clamped together against center piece 204L to frictionally engage center 
piece 204L and prevent its rotation. Braking wheel 201L includes a rubber 
or durable polymeric rim 213L and further includes a liner/bushing 214L 
for engaging the outer surface 200L' of hub 200L. It is contemplated that 
bushing 214L can be manufactured from many different materials such as 
bronze, steel or plastic. Also, the components 202L, 203L and 204L of hub 
200L can be manufactured of different components such as plastic, 
aluminum, zinc or hard rubber. It is further noted that braking shoes 205L 
and 206L can be made from various materials optimally suited for making 
braking shoes. Alternatively, this embodiment may incorporate side members 
202L and 203L that are attached to a common side wall 217L. (FIG. 29A) or 
center 204L may be attached to side wall 217L (FIG. 29B). Side wall 217L 
may be formed to be an extension of the wheel-supporting frame. 
In operation, when a skater pivots in-line skate 30L (or skate 30M) 
rearwardly (FIGS. 2629A), braking wheel 201L and hub side members 202L and 
203L are biased in a direction parallel the inner surfaces 215L and 216L 
defined on opposing sides of center piece 204L. This causes braking shoe 
206L to engage inner surface 200L' on hub 200L. Also, since the forces 
generated by skate-supporting surface 46L on braking wheel 201L are 
non-parallel the slide surfaces 215L and 216L, there is a degree of 
twisting or torquing on center piece 204L. This causes opposing members 
202L and 203L to engage inner surface 200L' with increased force, thus 
causing some additional frictional forces to be generated. Notably, center 
piece 204L can be reversed 180.degree. in roller skate 30L such that the 
opposing braking shoe 205L is positioned in a primary braking position. 
Also, it is noted that the angle defined by center piece 204L with the 
ground 46L determines the proportion of forces against braking shoes 
205L/206L. Thus, by changing this angle, such as by supporting center 
piece 204L at a different angular position on a roller skate, the amount 
of and rate of change of braking force generated by braking system 50L can 
be customized. Center piece 204L is frictionally retained on the extension 
at an optimal angel of about 45.degree. to horizontal. Testing has shown 
that a more vertical angle tends to allow the braking wheel to lock up 
more quickly than desired, and a more horizontal angel tends to not 
provide sufficient braking force. Due to the distribution of forces at the 
45.degree. angle and the unequal length moment arms on the hub and the 
braking wheel, the resultant torque caused by the hard surface on the 
braking wheel has a mechanical advantage over the torque caused by the 
friction-generating surfaces of the hub such that the braking wheel does 
not tend to skid on the hard surface. If greater force is placed on the 
braking wheel, greater braking forces are generated. However, the 
mechanical advantage continues to prevent lockup and skidding, which would 
cause unacceptable flat spots on the braking wheel. 
Another braking system 50N (FIGS. 30-31) includes a hub 200N that can be 
used in conjunction with braking wheel 201L and that can be used with 
either of in-line roller skates 30L or skate 30M as a replacement for hub 
200L. Hub 200N includes a modified center piece 220N positioned between a 
pair of modified opposing side members 221N and 222N. Center piece 220N 
includes a generally rectangular protruding end section 223N and further 
includes an enlarged section 224N defined by a pair of angled side 
surfaces 225N and 226N. The outer surface 227N is arcuately-shaped for 
mateably engaging inner surface 201L' (FIG. 28). Opposing side members 
221N and 222N have an identical shape and are mirror images of each other 
as positioned against center piece 220N. Side member 221N includes an 
arcuate surface 228N for engaging inner surface 201L' of braking wheel 
201L. Side member 221N further includes a planar surface 229N for engaging 
one side of protruding end section 223N. Side member 221N further includes 
an angled surface 230N for engaging angled surface 225N on center piece 
220N. A cutaway 231N on angled surface 230N provides clearance along a 
portion of angled surface 230N between angled surface 230N and inclined 
surface 225N. 
As a skate engages braking wheel 201L against the skate-supporting surface 
46L, center piece 220N engages side members 221N and 222N with a 
wedge-like action to spread apart opposing side members 221N and 222N in 
directions "A" such that the braking force generated by braking system 50N 
between surfaces 228N on side members 221N and 222N on the corresponding 
braking wheel surface 200L' is substantial. Notably, by reversing hub 200N 
by 180.degree., the center piece 220N engages side members 220N and 221N 
in a manner causing a lower rate of increase of braking force as the 
braking wheel is pressed on a skate-supporting surface. A reason is 
because, in the reversed position, side members 220N and 221 N are moved 
in directions "B" that are parallel. Thus, center piece 220N does not act 
like a wedge per se. It is noted that the center piece 220N and arcuate 
sections 221 N and 222N are loosely mounted within braking wheel 201 L 
such that the sections and pieces tend to move into an unstressed 
non-braking position when braking wheel 201L is removed from engagement 
with skate-supporting surface 46L. However, it is also contemplated that a 
spring can be operably secured transversely in protruding end section 223N 
for biasing opposing side members 221N and 222N apart to provide an 
initial braking force. 
A one-piece hub 200P (FIG. 32) includes holes 208P and 210P. A strip of 
leather 237P is wrapped around hub 200P. One end 238P of the leather 237P 
is doubled back and inserted into a notch 239P along the outer surface of 
hub 200P. The opposing end 240P of the leather strip 237P remains free. 
When hub 200P is positioned within a braking wheel 201L, the strip of 
leather 237P is securely held between the outer surface of hub 200P and 
the inner surface 207L. If braking wheel 201 is rotated in a first 
direction "C", hub 200P and the strip of leather 237P provides normal 
braking force on braking wheel surface 201L' to slow the rotation of 
braking wheel 201L. However, if braking wheel 201L is attempted to be 
rotated in a direction opposite direction "C", the end 240P of leather 
strip 237P bunches between inner surface 201L' of braking wheel 201L and 
the inner surface 200L' of hub 200P such that the brake system 50P will 
lock up and prevent further rotation of the braking wheel 201L. This 
arrangement can be advantageous such as to permit quick starts by a 
skater. 
Another braking system (FIG. 33) includes a hub 200Q having a notch 242Q 
therein. A threaded hole 243Q is located in the bottom of notch 242Q, and 
a strip of leather 244Q is positioned around hub 200Q with the ends 245Q 
and 246Q positioned in notch 242Q. A fastener 247Q includes an enlarged 
wedge-shaped washer 247Q' under its head that retains ends 245Q and 246Q 
in notch 242Q. In braking system 50Q, braking wheel 201Q can be rotated in 
either direction with a substantially equivalent braking force being 
applied, and without any lock up as noted in regard to hub 200P discussed 
above. It is noted that the holes 208Q and 210Q receive pins similarly to 
the holes 208L and 210L on centerpiece 204L, as discussed above in regard 
to hub 200L and as shown in FIG. 27. 
Yet another braking system (FIG. 34) includes a hub 200R and a leather 
strip 244R not unlike the braking system disclosed in FIG. 33, however the 
ends 245R and 246R of leather strip 244R are merely tucked into a narrow 
notch 242R configured to retain the ends of the leather strip 244R without 
the need for a separate fastener. The ends 244R and 245R are sufficiently 
sharply deformed and pressed far enough into notch 242R with enough force 
to retain ends 244R and 245R in notch 242R. 
A braking system 50S (FIG. 35) includes a one-piece hub 200S (made of a 
plastic, aluminum, zinc, polyurethane or other hard material), a 
friction-generating material 249S coated around the exterior surface of 
hub 200S, and a braking wheel 201S including a ring-shaped bushing 248S 
made of a bronze, steel or plastic. Hub 200S includes holes 208S and 210S. 
Another hub 200T (FIG. 36) is substantially identical to hub 200S but 
includes only a single hole 208T and has eliminated the second hole. In 
hub 200T, the side members of extension 52L are secured sufficiently 
tightly together to engage hub 200T and prevent undesirable rotation 
thereof when the skater is attempting to brake. Further, hub 200T includes 
a material 250T attached to the inside of braking wheel 201T to provide a 
friction-generating surface for engaging friction-generating material 
249T. For example, material 250T may be leather, while material 249T is a 
composite heat conductive material. 
In braking system 50U (FIG. 37), both hub 200U and braking wheel 201U 
comprise a relatively hard, incompressible, rubber material or urethane 
material. A ring of braking material 251U can be positioned therebetween, 
if desired, such as a viscous or a semi-hardened non-adherable material to 
prevent bonding of hub 200U to braking wheel 201U when the braking system 
50U becomes hot during use. As braking wheel 201U is engaged with a hard 
surface, it is forced against hub 200U. The incompressible material of hub 
200U is deformed in a first direction and thus bulges in a second 
direction orthogonal to the first direction. This causes portions of hub 
200U in the "bulging" areas of hub 200U to press against braking wheel 
201U, thus causing a braking force on braking wheel 201U. Notably, braking 
wheel 201U may itself undergo some deformation/bulging during braking. 
In FIG. 38, hub 200V includes dirt grooves 253V for receiving dirt and 
abraded particles to help provide a continuous and dependable braking 
action by the braking system of 50V. Also, a spring or screw 254V is 
inserted in a side of hub 200V to ensure that hub 200V generates some 
initial braking force on braking wheel 201 at all times. The screw is 
adjustable or spring 254V is replaceable or stretchable such that the 
resulting initial braking force is adjustable. 
Hub 200W (FIG. 39) includes a center piece 204W positioned between a pair 
of opposing side members 202W and 203W. Opposing side members 202W and 
203W include abutting surfaces 256W forming a pivot, and further include 
spaced apart surfaces 257W and 257W' forming camming surfaces. Center 
piece 204W is positioned between camming surfaces 257W and 257W. 
As a skater pivots a roller skate 30W rearwardly such that braking wheel 
201W contacts a skate-supporting surface, the direction of forces "F" on 
braking wheel 201W is misaligned with a centerline on center piece 204W 
such that the center piece 204W in effect twists within/between opposing 
side members 202W and 203W. A lower portion of center piece 204W pivots 
into a recess 258W in side members 202W (or 203W) allowing the sides of 
center piece 204W to twist and cam against cam surfaces 257W. This causes 
opposing side sections 202W and 203W to spread apart in directions "D" and 
"E". In turn, this causes an increased friction due to the increased force 
of opposing side sections 202W and 203W against the inner surface 207W of 
braking wheel 201W. 
Thus, in-line roller skates are provided with braking systems that include 
a brake pad and a dynamic braking wheel operably supported on a wheel 
frame extension. The response of the braking wheel to engagement with a 
skate-supporting surface and the direct dynamic movement of the braking 
wheel into the brake pad and/or the hub gives improved control over 
braking and an improved feel for braking. In one aspect, the braking 
system is external to the braking wheel. In another aspect, the braking 
system is internal to the braking wheel, such that the braking system is 
substantially a self-contained unit, such as for attachment to a roller 
skate. 
It is contemplated that the scope of the present invention of braking 
systems includes other applications and methods of use. For example, the 
present braking systems could be used on quad roller skates having two 
front and two rear wheels arranged in a rectangular pattern, with the 
braking wheel being a fifth wheel (or fifth and sixth wheels) positioned 
rearwardly of the axis of rotation of the two rear wheels. Also, the 
present braking systems could be used on skate boards or other wheeled 
weight-carrying articles or apparatus. Still further, the present braking 
systems could be used on a stationary device such as a conveyor for moving 
objects along at a controlled rate. The material handling conveyor would 
include a plurality of rotatable wheels for rollingly supporting and 
moving along packages or boxes at the controlled rate. Notably, the 
conveyor could be any of a variety of different types, such as powered 
conveyors or gravity feed conveyors. Also, the wheels could be arranged in 
a variety of patterns and supported in a variety of ways. Notably, the 
wheels could be any of the wheels disclosed in this application, and the 
conveyor could incorporate any of braking systems disclosed herein. In 
conveyor applications, the internal braking systems are believed to be 
particularly useful due to the ability to preassemble them and install 
them as a self-contained unit. 
NON-SYMMETRICAL HUB 
Braking system 50Y (FIG. 40) has a non-symmetrical hub 200Y which includes 
dirt grooves 253Y for receiving dirt particles to help provide continuous 
and dependable braking action. In this embodiment, the term "serration" 
includes serrations, grooves, knurls, teeth, slots and rough surfaces. 
This embodiment further includes serrations 262Y for increased braking 
action. A strip 263Y of material has an inner layer 248Y with desired 
friction-generating characteristics and is placed freely between hub 200Y 
and braking wheel 201Y to allow only minimal friction while braking system 
50Y is not in use. Also, the strip of material 263Y can be multilayered, 
or can comprise a single material. Alternatively, braking system 50Y can 
include a ring-shaped bushing similar to that of braking system 50S. When 
braking system 50Y is engaged, the force of braking wheel 201Y against the 
skating surface causes strip 263Y or bushing 248Y to be forced into 
communication with serrations 262Y of hub 200Y causing the strip to become 
temporarily fixed to the hub, thus causing friction between strip 263Y and 
the inner surface of wheel 201Y, creating a braking action. Because the 
strip of material is not attached to wheel 201Y, when there is no pressure 
or braking wheel 201Y, the free rotation of the strip allows cooling of 
the strip and distributes the use and wear of strip 263Y. 
BRAKING WHEEL AS REAR IN-LINE WHEEL 
A skate with a rear braking wheel attached to the original wheel-supporting 
frame is shown in FIG. 41. In this alternative, the original rear in-line 
wheel is removed from the wheel-supporting frame 38 and replaced by the 
brake mechanism. Other original wheels may be removed, but at least two 
"riding" wheels must remain. One of the above-described internal brake 
wheel systems is attached in the rear wheel position of the 
wheel-supporting frame. Many commercial in-line skates are equipped with a 
"rocker" system on each of its wheels which allows each wheel to be 
independently moved up or down slightly on the frame with respect to each 
other. In this embodiment of the present invention, at least two of the 
remaining "riding" wheels 42 would be rockered "down" and the braking 
wheel 54 would be rockered "up," so that when skating, the riding wheels 
are all touching the ground and the braking wheel does not touch the 
ground or only lightly touches the ground. When the user wishes to have 
braking, the skate needs to be tipped back slightly to engage the braking 
wheel with the skating surface. This embodiment allows for quick and 
responsive braking, which is desired in hockey and other fast-paced 
skating sports. 
To achieve even more clearance between the rear braking wheel 54 and the 
skating surface than rockering provides, an adjustable pivot extension 53 
may be added to the wheel-supporting frame. The side wall of the braking 
system may form pivot extension 53. (See FIG. 42) A cuff linkage system 
similar to the ones described below may be used to activate the pivot 
extension for more ground clearance. 
LINKAGE SYSTEMS 
FIG. 43 shows an embodiment of the present braking system invention that 
includes a short upper link 148AA attached pivotally to cuff 34AA. Upper 
link 148AA is further pivotally attached to a long lower link 270AA. Lower 
link 270AA is fixedly (non-rotatably) attached to an extension or braking 
subframe 52AA that houses braking wheel 54AA. The arrangement of upper 
link 148AA, lower link 270AA, extension 52AA, and the roller skate shoe 
forms a four-bar linkage that provides mechanical advantage when actuating 
the braking wheel 54AA. Specifically, when cuff 34AA is rocked back by the 
leg of the user, upper link 148AA is forced against lower link 270AA, 
causing upper link 148AA to jut rearwardly/outwardly, thus causing lower 
link 270AA to move outward and downward relative to the boot of the skate. 
(See FIG. 44). Extension 52AA rotates about axle 44AA', causing braking 
wheel 54AA to engage the skating surface. Braking wheel 54AA is equipped 
with one of the above-mentioned internal braking systems. As braking wheel 
54AA engages the skating surface, the braking system engages causing the 
skate to be braked. Notably, if the skating surface is engaged with enough 
force, all of wheels 42AA with the exception of the front wheel can be 
lifted off of the skating surface. This is due to the mechanical advantage 
provided by the linkage system. The release of the rear wheels 42AA from 
the skating surface results in more friction force on the front and rear 
wheels, causing superior braking action while also facilitating quick but 
controlled turns or alignment and stability for higher and lower speed 
straight stopping. This allows a skater to turn sharply and quickly, such 
as when the roller skate is used for hockey or figure skating. The linkage 
system of the present embodiment can be designed to lock if the user's leg 
is rocked rearward far enough. In such case, the linkage system will 
unlock by rocking the user's leg forward, and thus moving the cuff forward 
and the braking wheel upward. 
FIG. 45 shows another embodiment of the present braking system invention 
which includes an upper link 148BB fixedly attached to cuff 34BB. Upper 
link 148BB is further pivotally attached to lower link 270BB. This braking 
system is similar to the braking system of FIGS. 43-44, but upper link 
148BB and lower link 270BB in this embodiment are approximately the same 
length. Lower link 270BB is fixedly attached to an extension 52BB that 
houses braking wheel 54BB. Cuff 34BB pivots around point 269BB. When cuff 
34BB is rocked back about pivot 269BB by the leg of the user, upper link 
148BB is forced against lower link 270BB, causing upper link 148BB to move 
downward and causing lower link 270BB to move downward and outward 
relative to the boot of the skate (FIG. 46). Extension 52BB rotates about 
axle 44BB', causing braking wheel 54BB to engage the skating surface. 
Braking wheel 54BB is equipped with one of the above-mentioned internal 
braking systems. As braking wheel 54BB engages the skating surface, the 
brake system engages, causing the skate to slow. If the skating surface is 
engaged with enough force, all of wheels 42BB with the exception of the 
front wheel, can be lifted off of the skating surface similarly to FIG. 
44. Again, due to the increased friction, this allows a skater to turn 
sharply such as when the roller skate is used for hockey or figure 
skating, or allows alignment and stability for higher and lower speed 
straight stopping. The required force to move the cuff is many times less 
than the resultant brake wheel force against the skating surface. This is 
due to the relationship of the linkage pivot points to each other so as to 
develop the maximum mechanical advantage to multiply the initial cuff 
force. 
FIG. 47 shows yet another embodiment of the braking system invention 
including a long upper link 148CC pivotally attached to cuff 34CC. Upper 
link 148CC is further pivotally attached to a short lower link 270CC. A 
third link 271CC is attached at pivot point 273CC where upper link 148CC 
and lower link 270CC attach. Link 271CC is attached at its other end to 
wheel-supporting frame 38CC creating yet another pivot point. Lower link 
270CC is pivotally attached to an extension 52CC which houses braking 
wheel 54CC. When cuff 34CC is rocked back by the leg of the user, upper 
link 148CC is forced against lower link 270CC, causing pivot point 273CC 
and lower link 270CC to move downward and outward relative to the boot of 
the skate (FIG. 48). This braking arrangement provides a significant 
mechanical advantage because as the lower links 270CC and 271CC are forced 
downwardly, they pivot toward an aligned position. The closer links 270CC 
and 271CC are to the aligned position, the greater the mechanical 
advantage, and the greater the force generated for moving the extension 
52CC. Extension 52CC rotates about axle 44CC, causing braking wheel 54CC 
to engage the skating surface. Braking wheel 54CC is equipped with one of 
the above-mentioned internal braking systems. As braking wheel 54CC 
engages the skating surface, the brake system engages causing the skate to 
slow. Again in this embodiment, if the skating surface is engaged with 
enough force, all of wheels 42CC with the exception of the front wheel, 
can be lifted off of the skating surface. Again, due to the increased 
friction, this allows a skater to turn sharply such as when the roller 
skate is used for hockey or figure skating or allows alignment and 
stability for higher and lower speed straight stopping. The linkage system 
of the present embodiment will lock if the user's leg is rocked rearward 
far enough. The linkage system can be unlocked with minimal force by 
rocking the user's leg forward and thus moving the cuff upward. 
Advantageously, the linkage of this embodiment is low, such that the 
linkage can be more easily shielded from debris or hidden for aesthetics. 
The required force to move the cuff is many times less than the resultant 
brake wheel force against the skating surface. This is due to the 
relationship of the linkage pivot points to each other so as to develop 
the maximum mechanical advantage to multiply the initial cuff force. 
Another embodiment of the present invention is shown in FIG. 49. This 
embodiment (FIG. 49) is similar to that embodiment of FIG. 47, but the 
upper link is made flexible in this embodiment. Specifically, the 
embodiment of FIG. 49 includes a cuff 34DD having a flexible arm 272DD. 
Arm 272DD extends from cuff 34DD and is attached to a short lower link 
270DD. A third link 271DD is attached at pivot point 273DD where upper 
link 272DD and lower link 270DD attach. Link 271DD is attached at its 
other end to wheel-supporting frame 38DD creating yet another pivot point 
and creating extra leverage and support to the braking system. Lower link 
270DD is pivotally attached to an extension 52DD which houses braking 
wheel 54DD. When cuff 34DD is rocked back by the leg of the user, arm 
272DD is forced against lower link 270DD, causing upper link 148DD to bend 
slightly and causing pivot point 273DD and lower link 270DD to move 
downward and outward relative to the boot of the skate (FIG. 50). 
Extension 52DD rotates about axle 44DD', causing braking wheel 54DD to 
engage the skating surface. Braking wheel 54DD is equipped with one of the 
above-mentioned internal braking systems. As braking wheel 54DD engages 
the skating surface, the brake system engages, causing the skate to slow. 
The required force to move the cuff is many times less than the resultant 
brake wheel force against the skating surface. This is due to the 
relationship of the linkage pivot points to each other so as to develop 
the maximum mechanical advantage to multiply the initial cuff force. Due 
to increased friction, alignment and stability result for higher and lower 
speed straight stopping. 
An adjustable link assembly 280 for the braking system of the present 
invention is shown in FIGS. 51-54. Adjustable link assembly 280 can be 
used in any of the aforementioned linkage systems. The assembly includes 
top member 282 which is attached to a bottom member 284 by a screw 286 and 
nut 286' for holding the jagged portions 287 on both the top member and 
the bottom member together. In one alternative of link assembly 280, link 
assembly 280 attaches directly to the cuff and includes a pivotal roller 
285 which, for example, can roll against the rear surface of the boot of 
the in-line roller skate. (FIGS. 51 and 52) This sliding/rolling movement 
is important since, as a skater leans rearwardly to move his/her cuff to 
actuate the present braking system, the cuff is reinforced as it moves 
rearwardly and downwardly along the rear/heel of the boot. Thus, the 
linkage (e.g., link 148AA) must be made to slide/roll on the rear/heel of 
the boot to back up the force generated between the linkage and brake of 
the braking system. The slide/roll system also absorbs force returning 
from the skating surface to the braking system. The roller alternative is 
used with the "mid-toggle" linkage system shown in FIG. 45 and 46. The 
roller allows less marring of the boot and greater force reaching the 
braking wheel from the cuff. In another alternative, link assembly 280 is 
attached to another link in the linkage system. (FIGS. 53 and 54) In this 
alternative, no roller is needed. Top member 282 can be attached to 
braking wheel 54 by attaching hub 200 between opposing attachment elements 
288. Link assembly 280 is adjusted by removing or loosening screw 286 and 
nut 286', thus allowing top member 282 to move away from bottom member 
284. Thereafter, top member 282 can be adjustably moved along bottom 
member 284 to either lengthen or shorten the amount of space between 
braking wheel 54 and the skating surface, thereby adjusting the travel of 
braking wheel 54. 
FIG. 55 shows the braking system of the present invention with a mechanism 
to allow a wheel or tire portion 77 to be easily snapped onto the braking 
drum. The drum of the wheel includes annular flanges 292 on its lateral 
sides and is made of bronze, aluminum or a composite material suitable for 
generaing friction with minimum wear. Annular flanges 292 are sufficiently 
short to allow flexible tire portion 77 to be easily snapped on, while 
being long enough and resilient enough to hold wheel or tire portion 77 on 
the hub securely after the snapping engagement even when a large force is 
encountered. The drum may further include serrations or grooves to assure 
that no unwanted slipping of the braking wheel or tire occurs when the 
braking system is in use. The tire can be made of a flexible polyurethane 
or other similar flexible but durable material. The resiliency/flexibility 
of the tire material partially determines the height of the drum flanges 
292. 
It is noted that the above-discussed linkage mechanisms could also be used 
on other skate braking systems, even those using totally different braking 
devices, such as with a friction/skid block-type brake. 
While the preferred embodiments of the present invention have been 
described, it should be understood that various changes, adaptations, 
combinations, and modifications may be made therein without departing from 
the spirit of the invention and the scope of the appended claims.