Shock absorbent in-line roller skate

This invention is directed to in-line roller skates. More particularly, this invention pertains to shock absorbent in-line roller skates wherein the wheels are resilient mounted to navigate over rough, bumpy surfaces. An in-line roller skate comprising: (a) a boot with a heel and toe adapted to receive a foot of a skater; (b) a first wheel supporting rail means secured to an underside of the boot and extending from the heel to the toe; (c) a second wheel supporting rail means secured to an underside of the boot, and extending from the heel to the toe adjacent and generally parallel to the first rail means; (d) a plurality of wheel means mounted in tandem in a line between the first and second rail means, the wheel means being respectively connected to the first and second rail means by respective axle means and bearing means; and (e) a plurality of resilient shock absorbing means located between the respective axle means and bearing means and the rail means to enable the respective wheel means to move under force individually upwardly or downwardly relative to the first and second rail means.

FIELD OF THE INVENTION 
This invention is directed to in-line roller skates. More particularly, 
this invention pertains to shock absorbent in-line roller skates wherein 
the wheels are resilient mounted to navigate over rough, bumpy surfaces. 
The invention also relates to a wheel stopping mechanism which can be 
activated to retard wheel rotation. 
BACKGROUND OR THE INVENTION 
In-line roller skates have become very popular with the public in the past 
few years. However, the in-line roller skates that are available on the 
market have a number of inherent limitations. For one thing, the wheels 
and axles are rigidly mounted to the frame member under the boot and there 
is minimal shock absorbing capacity built into the wheels. Accordingly, it 
is difficult for a person wearing conventional in-line roller skates to 
skate over uneven or bumpy surfaces. This is particularly important during 
long downhill runs at high speeds. Transmission of excessive high 
frequency low amplitude vibration due to road surface irregularities may 
blister a skaters foot as well as cause fatigue. Impacts of high amplitude 
at any frequency may cause a loss of balance and a serious fall. 
Existing in-line skates offer limited shock absorption through the use of a 
slightly soft tire compound which compensates for only minor bumps. Such 
tires require frequent replacement due to wear and tear. Use of a 
relatively soft tire compound, while lending more shock absorbing 
capacity, increases rolling friction and detrimental heat buildup. This 
may soften the tire, degrade bearings and overall, require greater skating 
effort, particularly in high ambient temperatures. 
Existing in-line skates usually have three to five tandem wheels in 
relatively rigid horizontal and vertical alignment. In a three wheel 
skate, when a skater encounters a bump, in forward motion, the initial 
upward wheel impact forces the toe upward. Impact with the following 
middle wheel raises the toe still further leaving ground contact 
substantially with the final wheel. This action tends to destabilize the 
skater by removing toe contact which normally supplies the best control. 
Allowing independent wheel deflection vertically while maintaining lateral 
rigidity would enable greater control and stability over relatively rough 
terrain. Transferring the resilient action away from the tire also would 
allow the use of harder tire compounds 
Another problem is braking. Most in-line skates have a rear brake pad on 
one skate. It would be helpful if a wheel rotation stopping mechanism 
could be used. This would avoid unwanted wheel rotation. 
U.S. Pat. No. 4,915,399, Merandel, granted Apr. 10, 1990 discloses a front 
and rear wheel roller skate design which has a suspension system on the 
front and rear wheels. The roller skate is equipped at the level of the 
front and rear pivoting axles, with a suspension system for damping shocks 
resulting from unevenness of a skating surface. The front and rear 
pivoting axles are each provided with a suspension system which is fixed 
at one end on the central part of the pivoting axle, and at the other end 
being guided by a centring barrel located inside a base of the skate. The 
pivoting axles are also each equipped with a pivoting system secured at 
one end to the base by a pivoting device while the other end is secured to 
an arm of the central part by resilient washers. Marandel does not 
disclose in-line roller skates. He discloses conventional roller skates 
with a pair of wheels on a front axle and a pair of wheels on a rear axle. 
U.S. Pat. No. 5,092,614, Malewicz, assigned to Rollerblade, Inc., granted 
Mar. 3, 1992, discloses a lightweight in-line roller skate frame and frame 
mounting system. The in-line roller skate has a frame including a pair of 
side rails, each side rail having front and rear mounting brackets for 
attachment of the frame to the boot of the in-line roller skate. Each 
frame side rail includes a curved portion and a planar portion. The planar 
portion carries a plurality of axle apertures through which an axle for a 
wheel may be inserted. Preferably, the axle apertures are configured to 
receive an axle aperture plug, have an eccentrically disposed axle bore 
and are situated on the frame side rails such that the wheels may be 
mounted at multiple relative heights to each other. Malewicz does not 
disclose any shock absorbing mechanism for the in-line wheels, or any 
ability for the wheels to move upwardly or downwardly in order to recede 
when the wheels impact a bump or obstruction. 
SUMMARY OF THE INVENTION 
The invention is directed to an in-line roller skate comprising: (a) a boot 
with a heel and toe adapted to receive a foot of a skater; (b) a first 
wheel supporting rail means secured to an underside of the boot and 
extending from the heel to the toe; (c) a second wheel supporting rail 
means secured to an underside of the boot, and extending from the heel to 
the toe adjacent and generally parallel to the first rail means; (d) a 
plurality of wheel means mounted in tandem in a line between the first and 
second rail means, the wheel means being respectively connected to the 
first and second rail means by respective axle means and bearing means; 
and (e) a plurality of resilient shock absorbing means located between the 
respective axle means and bearing means and the rail means to enable the 
respective wheel means to move under force individually upwardly or 
downwardly relative to the first and second rail means. 
There are variable choices in the degree and placement of the resilient 
elements concomitant with greater control and enhanced wear 
characteristics of the ground engaging wheels. 
As an alternative embodiment, the resilient shock absorbing means can be 
absent and the wheels can have resilient spokes which enable the 
circumferences of the respective wheels to move upwardly or downwardly 
relative to the first and second rail means. There can be at least three 
wheel means and the first rail means and the second rail means can include 
at least three respective resilient means and the at least three wheel 
means can be rotationally mounted in the respective resilient means. 
A pair of respective resilient shock absorbing means can be used for each 
wheel, axle and bearing means and the resilient shock absorbing means can 
be mounted in respective cavities formed in the first and second rail 
means. The respective resilient shock absorbing means can be resilient 
members which fit in cavities in the first and second rail means. 
At least three spring cavity means can be formed in the first rail means 
and at least three cavity means can be formed in the second rail means, 
the cavity means coinciding with the positions of the three wheel means 
respectively, each cavity means being adapted to receive respective 
removable resilient shock absorbing means. 
The resilient shock absorbing means can be removable and invertible 
resilient plugs which can be positioned in the respective cavity means in 
the first rail means and the second rail means, the resilient plugs 
impinging on the axle and bearing means for each respective wheel means, 
and absorbing compression force when the respective wheel means moves 
upwardly, and dispensing compression force when the respective wheel means 
moves downwardly. 
The first and second rail means can have formed therein, in association 
with the respective cavity means, axle wells which permit the axles to 
move upwardly or downwardly in relation to the first and second rail 
means. The invertible resilient plugs can be held in place in relation to 
the axle means and the rail means by spacer sleeve means. The resilient 
means can also be held in place by washer means. 
The resilient means can have protective covers thereon. Each resilient 
means can have a crescent shape and can fit in respective vertical 
elongated cavities in the first rail and second rail means, the axle 
fitting in the concave curve of the crescent. 
The axles can be positioned at a first elevation when the concave side of 
the crescent faces upwardly and can be positioned at a second lower 
elevation when the concave side of the crescent faces downwardly. 
The respective resilient means can be held in place by respective removable 
washer means which fit about the respective axle means. The respective 
resilient means can be held in place by respective spacer sleeves which 
fit about the respective axle means on a side of the resilient means 
opposite to the washer means. At least one reinforcing web can be located 
between the first and second rail means to lend stability. 
The invention is also directed to an in-line dual wheel roller skate 
comprising: (a) a boot adapted to receive a foot of a skater; (b) a 
resilient wheel supporting means secured to the underside of the boot; (c) 
at least three pairs of wheels mounted in tandem linear relationship on 
the wheel support means in dual pair relationship with one another, the 
dual wheels being individually moveable relative to the boot when a force 
is exerted on the wheels thereby flexing the wheel supporting means. 
The dual wheels can be rotationally mounted on either side of the wheel 
supporting means by a laterally extending axle, the axle being adapted to 
pivot upwardly or downwardly in relation to the boot by compressing the 
wheel supporting means. The wheel supporting means can have positioned 
therein, at least one resilient spring disc which enables the wheels to 
move upwardly or downwardly relative to the boot. The wheel supporting 
means can have one or more compressible cavities thereon. 
The wheel support means can have formed therein a cavity which can be 
adapted to receive a coil spring, the coil spring impinging upon the axle 
means and enabling the axle means to move upwardly or downwardly in 
relation to a force exerted upwardly or downwardly on the dual wheels and 
the axle. 
The invention is also directed to an in-line roller skate comprising: (a) a 
boot adapted to receive a foot of a skater; (b) a resilient yoke-like 
wheel supporting means secured to an underside of the boot, the supporting 
means having forward extending and rearward extending fork-like arms; and 
(c) a plurality of wheels rotatably arranged within the fork-like arms of 
the wheel support means; 
A pair of wheels can be arranged in line between the forward fork-like arm, 
and a pair of wheels can be arranged between the rearward fork-like arm, 
and the wheels and arms can move upwardly when the wheels are placed on 
the ground, to absorb compression forces. 
The invention is also directed to an in-line roller skate comprising: (a) a 
boot adapted to receive a foot of a skater; (b) a resilient wheel mounting 
means secured to the underside of the boot, longitudinal with the boot, 
and having an elongated longitudinal wheel receiving cavity therein; with 
at least one opening formed in the wheel mounting means; (c) a plurality 
of wheels rotatably mounted in series within the wheel receiving cavity; 
and (d) a removable resilient compression force absorbing means fitted in 
the opening in the wheel mounting means. 
Alternatively, an opening can be formed in each wall of the wheel mounting 
means on either side of the wheel receiving cavity, the openings being 
adapted to receive a plurality of detachable resilient compression force 
absorbing means. The detachable resilient compression force absorbing 
means can be formed in the shape of discs which can have a peripheral 
groove around the circumference thereof, the peripheral groove being 
adapted to fit with the edges of the opening, the discs receiving axles of 
the wheel means. 
Each wall of the wheel mounting means can have formed therein a plurality 
of openings, each opening receiving a pair of resilient disc-like 
compression force absorbing means. The disc-like resilient compression 
force absorbing means can have compressible openings therein. The 
disc-like resilient compression force absorbing means can be hollow. 
The wheels can have rotatable bearings therein and can be mounted on axles 
which are secured to the side walls of the wheel supporting means. A pair 
of disc-like resilient compression absorbing means can be detachably 
fitted to the wheel mounting means for every axle. 
A releasable toe wheel lock for hill or stair climbing may be installed. 
This wheel lock may be applied to one wheel per boot or simultaneously to 
two or more if desirable. The wheel lock may operate in a ganged manner. 
The invention is also directed to an in-line roller skate comprising: (a) a 
boot adapted to receive a foot of a skater; (b) a wheel mounting means 
secured to the underside of the boot, longitudinal with the boot, and 
having an elongated longitudinal wheel receiving cavity therein; (c) a 
plurality of wheels rotatably mounted in series within the wheel receiving 
cavity in longitudinal alignment with one another; and (d) a releasable 
wheel rotation stop means located between the underside of a toe of the 
boot and above a forward wheel of the plurality of wheels. 
The wheel stop means can move between a first position wherein the stop 
means can be free of the forward wheel and permits the forward wheel to 
rotate and a second position wherein the stop means abuts the forward 
wheel and prevents rotation of the forward wheel. The wheel stop means can 
have releasable lock means which enables the stop means to be locked in a 
first or second position. 
The wheel stop means can be located between the underside of a heel of the 
boot and above a rear wheel of the plurality of wheels.

DETAILED DESCRIPTION OF SPECIFIC EMBODIMENTS OF THE INVENTION 
FIG. 1 illustrates in perspective view a conventional in-line roller skate 
10. The skate 10 includes a boot 12 and a rigid wheel frame 14 attached on 
the underside thereof. Frame 14 rotatably supports four in-line wheels 
which are identified from front to rear respectively as wheels 16, 18, 20 
and 21. Frame 14 is attached to the under-sole 26 of boot 12 at a front 
sole attachment 28 and a rear sole attachment 30. Frame 14 includes 
parallel first and second side rails 32 and 34 respectively. Side rail 34 
is partly visible in FIG. 1. The side rails 32 and 34 are used for 
mounting the axles of the wheels 16, 18, 20 and 21. Frame 14 may include 
at the rear a brake assembly 36 having a braking pad 37 which a skater may 
use to assist in stopping forward or reward motion, by pressing the pad 
against the ground. 
Boot 12 includes an ankle cuff 29 which is pivotally attached to boot 12 by 
a cuff pivot point 31. Boot 12 further includes a plurality of boot 
closure means 22 for closely conforming the boot 12 to a skater's foot. As 
shown in FIG. 1, closure means 22 are individual buckle type closures, 
which are conventional. Other known means of tightening a boot onto a 
foot, such as laces and eyelets, or hook and pile fastener straps are also 
feasible and are within the scope of the present invention. Boot 12 may 
include a soft absorbent liner 24 which may be removable if desired. 
FIG. 2 illustrates a front partial section view of a wheel 16, which is 
rotatable on an axle 38. The axle 38 rotates in a pair of ball bearings 15 
in the wheel 16, which is conventional. The bearings 15 reduce friction 
and minimize heat development when the wheels 16, 18, 20 and 21 (see FIG. 
1) rotate while the skater is skating. The axle 38 is held in place by nut 
39. The first side rail 32 is constructed to include therein a vertical 
cavity 40 which can receive a coil spring 42. The top end of the coil 
spring 42 bears against the top of the cavity 40, which is slightly 
notched. At its lower end, the spring 42 bears against the top side of 
axle 38. The wheel 16 rotates by bearings 15 on the axle 38 which is 
basically stationary. The second side rail 34 is constructed to have 
therein a similar second spring cavity 44 and a second coil spring 46. 
This construction with dual springs 42 and 46, one on each side of the 
wheel 16, enables wheel 16 to move upwardly or downwardly (depending upon 
the degree of softness of the springs 42 and 46) against the pair of 
springs 42 and 46 respectively when the wheel 16 contacts an obstruction 
or bump in the ground surface over which the skate is traversing. The 
construction also permits a slight amount of lateral tilting of the wheel 
16, which can be controlled by the degree of stiffness of the coil springs 
42 and 46. 
The other three wheels illustrated in FIG. 1, namely, wheels 18, 20 and 21, 
are similarly equipped with corresponding coil springs and cavities in the 
side rails 32 and 34 in order to enable those wheels to also yield 
upwardly against the springs when bumps or obstructions are encountered on 
the ground surface. The springs 42 and 46, and the other springs, are 
selected to have sufficient compression force to carry the weight of the 
skater. The springs can be removed and replaced with springs of other 
compressive force to proportionately accommodate the weight of lighter or 
heavier skaters. Spring systems other than coil springs, for instance, 
resilient rubber blocks, or leaf springs may be used. 
FIG. 3 illustrates a side view of the axle 38, wheel bearing 15 and spring 
construction illustrated in FIG. 2. The wheel 16 is not shown. In FIG. 3, 
it can be seen that side rail 32 has formed therein a vertical 
longitudinal axle well 48, in which axle 38 and wheel 16 can move upwardly 
or downwardly within fixed limits. Forward or rearward movement of the 
axle and wheel a restricted. The downward movement of axle 38 and wheel 14 
is restricted by cross bar 50. Bar 50 is held in place against rail 32 by 
a pair of counter sunk screws 51. Likewise, the upward movement of axle 38 
and bearing is limited by the top 52 of well 48. As seen in FIG. 3, wheel 
16, which rotates about axle 38 by means of the ball bearings 15, is free 
to move upwardly against the downward force exerted by coil spring 42, 
whenever the bottom of wheel 16 hits an obstruction in the ground surface 
over which the skater is skating. The distance of axle travel between bar 
50 and the top 52 of well 48 is sufficient to enable the spring 42 to 
absorb the shock caused by most bumps encountered by the skater. While 
spring 42 is visible in FIG. 3, as depicted, side rail 32 can be designed 
and formed (such as by injection molding) to provide a cover for spring 
42, and well 48, so that they are not visible. This may be desirable for 
cosmetic or design reasons or retard inclusion of foreign particles. 
As used in this disclosure the term "resilient material" means a material 
which is elastic, recoils. rebounds and resumes shape and size after being 
stretched or compressed under a force, which is subsequently removed. 
FIG. 4 illustrates a side view of a second embodiment of shock absorbent 
in-line roller skate and boot design. As with the previous design, the 
boot 12 (shown schematically) has four wheels 16, 18, 20 and 21 on the 
underside thereof, and a brake assembly 36 and pad 37 at the rear end 
thereof. However, in the second embodiment illustrated in FIG. 4, the pair 
of parallel side rails 56 and 58 (side rail 58 is visible in FIG. 4) have 
a different construction. The side rail 58 is typically constructed of a 
resilient strong material such as extruded high density polyethylene, 
polypropylene, or some other suitable material, (which can, if desired, be 
reinforced with glass or graphite fibres) which provides both rigidity, 
strength and a certain amount of flexibility. The material should be 
relatively rigid in the linear alignment direction and reasonably flexible 
in the vertical direction to prevent linear wobble of the wheels, but 
allow some vertical movement of the wheels. The side rail 58 is extruded 
to have formed therein a series of four dumbbell shaped openings, 60, 62, 
64 and 66. The centre of each dumbbell opening 60, 62, 64 and 66 is 
positioned above the axle 38 of the underlying wheel. The regions between 
the adjacent ends of each dumbbell opening 60 can be reinforced, if 
desired, to increase strength and rigidity. 
FIG. 4 also illustrates in dotted lines a series of lateral stabilizing 
webs 150, 151, 152, 153 and 154 which lend additional lateral stability to 
the side rails 56 and 58. These webs assist in preventing the wheels from 
wobbling laterally out of tandem alignment. 
Fitted in the large opening at each end of the dumbbell 60 are a series of 
spring plugs or discs 68 which are formed of a suitable compressible 
material, such as a polyurethane elastomer, or the like. These spring 
plugs or discs 68 act like compression springs and provide shock absorbing 
capacity to the wheels when the wheels contact bumps or uneven terrain. 
The spring discs 68 can be exchanged with either softer or firmer versions 
in order to provide the desired amount of shock absorbing or spring action 
to the dumbbell 60 and spring disc 68 combination. The elasticity of each 
disc can be individually selected to customize the bump absorbing action 
or some or all of the discs may be removed to produce desired shock 
absorbing action. The degree of elasticity may be chosen with regard 
skater weight and ability for various road conditions and skating styles. 
The discs may be colour coded for density e.g. clear or translucent for 
lighter elements, grading to dark for less resilient discs. Alternatively, 
the discs may be patterned and coloured for coding or for decorative 
purposes. 
FIG. 4, as an alternative embodiment, illustrates second forward wheel 18 
having an enlarged hub, spoke and rim assembly 17. Prior art wheels have 
large relatively soft tires to absorb a very limited amount of shock. 
These tires fail to dissipate heat adequately and thereby increase bearing 
stresses. These factors generate increasing rolling friction both in the 
bearing and tire compound. The soft tire compound and bearings of the 
prior art thus tend to wear more quickly and require more effort to 
increase speeds. The hub, spoke and rim assembly 17 serves to provide 
better cooling while the low profile tire inherent with the assembly 17 
may be of a harder wear resistant nature. While only one wheel 18 is 
shown, it will be understood that all four wheels may be of the spoked 
design. 
As an alternative embodiment, the spoked wheel 18 may be constructed of 
different materials to provide shock absorbing action or reduction in 
weight. 
FIG. 4A illustrates a section view taken along section-line 4A--4A of FIG. 
4. In FIG. 4A, spring discs 68 are shown at each side. For purposes of 
illustration, a plug remover 69 and hooked rod 71 are shown removing the 
disc 68 in the opening 60. The discs may be press fitted for installation, 
with or without a tool. The first side rail 56 extends downwardly from the 
boot 12 at the left side of the figure, while the parallel side rail 58 
extends downwardly the right side of the figure. The dual side rail 
combination 56, 58 can be injection molded as a unit, and fibre 
reinforced, which is evident in FIG. 4A. The axle 38 extends through the 
base regions of the side rail combination 56, 58, and is secured with nut 
39 on the opposite side. The axle 38, and nut 39 combination holds the 
wheel 16 in the interior opening provided by the parallel spaced side 
rails 56 and 58. 
FIG. 4B illustrates, in section view, upper lip 74 and lower lip 76 which 
are formed in the upper and lower regions of the dumbbell opening 60. The 
upper lip 74 and lower lip 76 are designed to engage snugly with the 
groove 78 which is formed around the periphery of the spring disc 68. In 
FIG. 4B, the upper lip 74 and lower lip 76 are shown having a rounded 
form, and the groove 78 in the spring disc 68 also has a congruent rounded 
form. However, the respective configurations can have different designs, 
for instance, square, triangular, dove-tail, and the like, if greater 
interaction between the groove 78 and the respective lips 74 and 76 is 
required. In FIG. 4B, no disc 68 is shown in the left side opening 60. 
This can be by design. As a rule, however, discs 68 are normally installed 
on both sides. 
As seen in FIG. 4A, the spring disc 68 is in a non-compressed 
configuration. However, when the wheel 16 encounters a bump or an 
obstruction of some sort (level 102), the wheel 16 is forced upwardly, as 
illustrated in FIG. 4B, which illustrates a section view taken along 
section line 4A--4A of FIG. 4, except in the depiction illustrated in FIG. 
4B the roller wheel 16 is under upward compression. The initial position 
of wheel 16 is indicated by dashed lines 72. The upward movement of the 
wheel 16 forces the axle 38, nut 39 to move upwardly as indicated by 
dashed lines 73. As is evident in FIG. 4B, this upward action compresses 
dumbbell opening 60, and spring disc 68. Spring disc 68 absorbs the upward 
compressive force by contracting vertically and expanding laterally. A 
similar action would take place in a companion spring disc 68 if it were 
fitted in left dumbbell opening 60. The spring disc 68 has an opening 70 
through the centre thereof. The size of this opening 70 can be varied in 
order to provide increased control over compressibility of the spring disc 
68. As a general rule, the larger the spool opening 70, the more resilient 
is the spring disc 68. However, compressibility is also governed by the 
degree of elasticity of the elastomeric material from which spring disc 68 
is formed. The opening is also used to enable the disc 68 to be installed 
or removed by disc remover 69 as shown in FIG. 4. Further embodiments of 
wheel discs are discussed below and illustrated in FIGS. 19 to 24. 
FIG. 4C illustrates a side view of a third embodiment of shock-absorbent 
in-line roller skate. As seen in FIG. 4C, the four wheels 16, 18, 20 and 
21 are arranged in an arc configuration so, in the embodiment shown in 
FIG. 4C, only the two centre wheels 18 and 20 touch the ground 101. In 
certain instances, for example, increased maneuverability, may be 
desirable to have the forward wheel 16 and the rear wheel 21 raised above 
the two middle wheels 18 and 20. The forward wheel 16 and the rear wheel 
28 would then only contact the ground under certain conditions. The side 
rail position linking the axles 38 can be designed to have a vertical 
bowing action, and a relatively rigid linear configuration. This region of 
the rail 79 can be post-tensioned or pre-tensioned, as required, in order 
to accommodate the elasticity of the discs 68. 
As seen in FIG. 4C, the side rail 79, rather than having formed therein a 
series of four dumbbell openings, has formed therein a single continuous 
undulating "string of beads" type opening, in which the spring discs 68 
are fitted. The discs 68 can have uniform or varying degrees of elasticity 
as required to provide the proper shock absorbency action. The central 
discs can be of a larger diameter than the end discs. As with the design 
illustrated previously in FIG. 4, there is a pair of spring discs 68 for 
every wheel and axle combination. Again, the side rails 58 and 56 (not 
visible) are formed of appropriate resilient material to provide a certain 
amount of flexibility, so that the dimensions of the continuous undulating 
opening 80 will compress upwardly to a certain extent, when the wheels 16, 
18, 20 and 21 impact the ground. The compression action of the opening 80, 
however, is controlled both by the degree of resiliency of pre or 
post-tensioning of the linking area between the axles 38 and by the degree 
of compressibility provided by the spring discs 68. FIG. 4C also 
illustrates in dotted lines lateral stabilizer webs 160, 161, 162, 163 and 
164, which give lateral stability to the rails 79. 
FIG. 4D illustrates a side view of a fourth embodiment of shock-absorbent 
in-line roller skate. The design illustrated in FIG. 4D is similar to a 
certain extent to that illustrated in FIG. 4C, except that the undulating 
opening 90, is formed (or deformed by pre- or post-tensioning) so that it 
accommodates significantly different sizes of spring discs. Also, the 
middle three discs 86 as seen in FIG. 4D have air valves so that the 
internal air pressure can be adjusted. As seen in FIG. 4D, there are five 
spring discs, arranged so that they fit on the outsides and the interiors 
of the four axles of the four wheels 16, 18, 20 and 21. A single large 
size hollow air filled spring disc 84 is fitted into the central portion 
of the opening 90, between the middle wheels 18 and 20. A pair of medium 
size air filled spring discs 86, are fitted between the two forward wheels 
16 and 18, and the latter two wheels 20 and 21. A pair of small exterior 
spring discs 88, are fitted in the two ends of the opening 90. The action 
provided by the embodiment illustrated in FIG. 4D is similar to that 
provided by the previous embodiments, but represents a alternative means 
of achieving the shock absorbent, compressible wheel design provided by 
the invention. As illustrated, spring disc 85 and discs 86 are oversized 
to lower the centre wheels 18 and 20 relative to wheels 16 and 20, to 
provide a convex curved ground contacting wheel bottom profile, but may be 
replaced with smaller discs to allow all wheels to contact the ground 
simultaneously. FIG. 4D also illustrates lateral stabilizer webs 170, 171, 
172, 173 and 174. 
FIG. 4E illustrates a side view of a fifth embodiment of shock-absorbent 
in-line roller skate. As seen in FIG. 4E, four discs, 94, 96, 98 and 100, 
are fitted in oval openings formed in side rail 92. The four discs, 94, 
96, 98 and 100 are positioned above and slightly to the rear of the 
respective axles 38 of the respective wheel 16, 18, 20 and 21. However, to 
provide the shock absorbing capacity along the force line that would be 
generated by wheel 16 impacting a bump, or the like, the front spool 94 is 
positioned slightly farther behind axle 38 of front wheel 16, than with 
the other three discs. 
FIG. 4E illustrated by means of dashed lines 102, the manner in which wheel 
18 reacts when it impacts a bump indicated by dashed line 102. The wheel 
18 moves upwardly, thereby compressing disc 96, into a more oval shape 
configuration. A resiliency of the disc 96 absorbs the upward compressive 
force, and thereby enables wheel 18 to negotiate the bump 102 readily. The 
wheels 16, 18, 20 and 21 provide independent suspension because they all 
act independently as the bump 102 moves under each wheel. 
FIG. 4F illustrates an isometric view of resilient shock absorbent spring 
disc 68. The spring disc 68 has a general disc-like configuration, with a 
peripheral groove 78 around its circumference. Disc opening 70 is also 
indicated in the central area of the spring disc 68, and penetrates 
through the interior of the spring disc 68. This opening 70 can vary in 
size in order to regulate the degree of elasticity of the disc 68. It can 
also be used to receive plug remover 69 for installation or removal on the 
skate rail. 
FIG. 4G illustrates a partial section view of an embodiment of the 
invention with air-filled discs. The discs 77 are at an angle to avoid any 
interference with wheel movement under severe compression. The discs 77 
are hollow so that they can be air filled via valves 85. The air can be 
pumped in by pump 78 and needle 83. The manner in which the discs compress 
when wheel 16 contacts a bump 102 is indicated in dashed lines. The pump 
78 can be of small size and clamped to or incorporated in boot 12. 
FIG. 5 illustrates an end section view of a dual wheel in-line roller 
skate. The boot 12 as seen in FIG. 5 has on the underside thereof two 
parallel rows of wheels 102 and 104 mounted by axle 38 to a central mount 
106. This dual wheel in-line roller skate design is also adapted to absorb 
shocks and bumps as will be explained below. 
In the end section view illustrated in FIG. 5, the first wheel 102 is 
paired with a second wheel 104, both of which are rotatably mounted on a 
common axle 38, and are rotatable about respective ball bearings 108 and 
110. The pair of wheels 102 and 104 are fixedly mounted on a central dual 
wheel mount 106, which is secured to the undersigned of the boot 12. The 
central dual wheel mount 106 is constructed, such as by extrusion molding, 
from a strong semi-rigid material which has a certain amount of lateral 
"give" to it. The degree of stiffness of the material from which the wheel 
mount 106 is constructed can be varied as required. Reinforcing with glass 
or graphite fibres may be advisable. FIG. 5A illustrates a side view of 
the dual wheel construction with four pair of wheels 102 mounted in spaced 
relation rotatably on central dual wheel mount 106, which is secured to 
the underside of boot 12. 
As indicated by the double ended arrow in FIG. 5, the pair of wheels 102 
and 104 can move laterally due to the semi-flexibility of the central dual 
wheel mount 106. This action enables each wheel 102 and 104 to negotiate 
individually a bump or an obstruction. The result is that the four pair of 
wheels on the skate (see FIG. 5A) are adapted to yield to obstructions on 
the surface over which the skater is travelling. 
FIG. 6 illustrates and end section view of the second embodiment of the 
dual wheel in-line roller skate. FIG. 6A illustrates a side view of the 
dual wheel in-line roller skate illustrated in FIG. 6. The dual wheel 
design illustrated in FIGS. 6 and 6A vary from that illustrated in FIGS. 5 
and 5A in that the central mount 112 has formed therein a plurality of 
openings 114, into which can be fitted resilient spring discs 116. The 
action provided by this combination is similar to that described 
previously for the openings and the spring disc combinations described for 
the single in-line roller skate designs illustrated in FIGS. 4, 4A, 4B, 
4C, 4D, 4E, 4F and 4G. 
The configuration illustrated in FIG. 6 and 6A enables lateral movement and 
vertical wheel movement to be achieved, as indicated by the pair of double 
headed arrows. 
FIG. 7 illustrates an end section view of a third embodiment of a dual 
wheel in-line roller skate. FIG. 7A illustrates a side view of the roller 
skate design illustrated in FIG. 7. In this design, the central wheel 
mount 118 has an "open-ended" design, with two central openings 120. This 
design also has lateral and vertical dual wheel movement, as indicated by 
the pair of double headed arrows in FIG. 7. The material from which 
central mount 118 is constructed can be selected to provide the requisite 
amount of flexibility and shock absorbing capacity. A semi-rigid resilient 
plastic material such as density polyethylene, high density polypropylene, 
suitable reinforced with fibreglass or graphite filaments, or the like, 
can be utilized. 
The three embodiments of dual wheel in-line roller skate design illustrated 
in FIGS. 5, 5A, 6, 6A, 7 and 7A show the wheels mounted in pairs. In each 
case, the pair of wheels can move upwardly or downwardly by compressing 
the openings or in a lateral direction about the central dual wheel mount 
which is constructed of a suitable resilient material. 
Most bumps and obstructions encountered by a skater as he or she skates 
over the ground are not very large and accordingly it is unlikely that 
each of the dual wheels will encounter the same bumps simultaneously. 
Thus, when one of the dual wheel pairs encounters a bump, it is able to 
move upwardly relative to the other dual wheel, and thereby absorb at 
least a portion of the impact caused by the bump. The pair of wheels are 
also able to move laterally. This pivotal dual wheel configuration 
provides a more smooth operating and shock absorbing in-line skate design, 
than the conventional in-line roller skate design where the wheels are 
rigidly mounted to the frame. 
With the dual wheel mounting, one or both of the wheels are free to move 
upwardly against the compression force exerted by the central mound, with 
or without spring discs, when one or both wheels encounter a bump or 
obstruction the ground surface over which the skater is skating. This 
construction provides a very smooth operating dual wheel in-line roller 
skate. Furthermore, when the skater negotiates a turn, and "leans" into 
the turn, the wheel mounting flexes somewhat and enables the inner wheel 
to yield more than the outer wheel, as the case may be, thereby enabling 
all wheels to remain in contact with the ground surface, even though the 
skater is leaning into the turn. 
FIG. 8 illustrates a side view of an in-line roller skate with spring yoke 
wheel suspension, shown in an unstressed condition. In this design, the 
four wheels 16, 18, 20 and 21, are mounted on a yoke-like wheel suspension 
122, which is secured to the underside of the boot 12. FIG. 8 illustrates 
the arrangement the wheels and the yoke 122, which is constructed of a 
semi-ridge spring-line resilient material, such as flexible metal alloys, 
graphite fibre, or similar material, used in bicycle forks and frames, 
tennis rackets, or similar sports equipment constructions. The front pair 
of wheels 16 and 18 are mounted on the forward portion 124 of the yoke. 
Wheels 20 and 21 are rotatably mounted on the rear portion of the yoke 
122. 
When the skater wearing the boot 12, contacts the ground, the forward and 
rear arms 124 and 125 of the yoke 122 yield upwardly as illustrated in 
side view perspective in FIG. 8A. This action is illustrated by the 
vertical double headed arrow on boot 12. As the skater applies more 
weight, the yoke 122, by means of the compression action provided by 
elongated oval opening 126, provides further shock absorbing and 
compression force absorbing action as seen in FIG. 8B. FIG. 8B illustrates 
in dotted lines an optional set of upper and lower front bumpers 123 and 
127 which prevent the forward wheel 16 from bumping and stalling against 
the underside of boot 12, when wheel 16 encounters a large bump. As shown 
in FIG. 11, the upper front graded bumper 123 can be inserted into a 
socket 121 formed between side rails 128 and 129 and below boot 12. 
FIG. 8B also illustrates in dotted lines a wedge-like graded braking pad 
130 which may be inserted into a rear socket under the heel of the boot 12 
similar to socket 121. As viewed in FIG. 8B, the graded braking mechanism 
acts as follows: When the toe of the boot 12 is rotated upwardly, as shown 
by upward arrow 133, initial braking commences when third wheel 20 
contacts surface 131 of the pad 130. This begins to apply a mild braking 
action to wheel 20 while still allowing contact of front toe wheel 16 and 
second wheel 18 with the ground surface. Further upward rotation of the 
toe of the boot 12 increases the braking action applied to wheel 20 and 
initiates braking action between under surface 132 of pad 130 and wheel 
21. Meanwhile, toe wheel 16 remains in ground contact permitting continued 
directional control. Continued upward toe rotation, in the direction of 
arrow 133, finally engages brake pad 37 with the ground surface 101. This 
also applies progressively more braking force to wheels 20 and 21 and in 
combination increases overall braking effectiveness. Bumper 123 and brake 
pad 130 can be removably replaced with similar shaped elements of varying 
physical characteristics of elasticity and wear. The in-line roller skate 
design illustrated in FIG. 8, 8A and 8B by selecting the appropriate 
constructing material for the yoke 122, can provide a cushioning-type 
action to the skate. 
FIG. 9 illustrates a bottom view of an in-line roller skate with spring 
yoke wheel suspension, as illustrated FIGS. 8, 8A and 8B. The forward arm 
124 of the yoke and the rear arm 125 of the yoke 122 are forked, thereby 
providing openings in the interior in which the wheels 16, 18, 20 and 21 
can be rotatably mounted respectively by axles 38. 
FIG. 10 illustrates a section view taken along section 10--10 of FIG. 9. 
The wheel 16 is shown rotatably mounted on axle 38, which is held by 
forward yoke arm 124. FIG. 11 illustrates a section view taken along 
section 11--11 of FIG. 9. Wheel 18 is rotatably mounted on axle 38, nut 39 
combination, which is mounted in yoke 122. The opening 126 is also 
indicated. The yoke 122 is secured to the underside of the boot 12. 
FIG. 12 illustrates a section view taken along section line 10--10 of FIG. 
9 with an alternative embodiment of hollowed-out lightweight yoke 
supports. The yoke supports 124A are constructed of strong, lightweight, 
resilient material and are hollowed out to reduce weight while maintaining 
lateral rigidity and allowing resilient vertical movement to carry axle 38 
and wheel 16. 
FIG. 13 illustrates a section view taken along section line 13--13 of FIG. 
4. The section line 13--13 passes through the narrowest part of the 
dumbbell shaped disc receiving cavity 62. This central portion of the 
opening 62 serves as a bumper preventing wheel contact with the sole plate 
of the boot 12 thereby avoiding inadvertent braking of the wheels in 
extreme situations. FIG. 13 shows inter alia a lightweight composite wheel 
18, including a metal or plastic bearing housing hub, spoke and rim 
element 17 mounting a ground engaging tire 19 of low profile with good 
wear characteristics. The spokes serve to lighten the weight of the 
wheels. They also serve to conduct unwanted heat away from the 
circumference of the wheels, axles and bearings by allowing circulating 
air between the radial spoke members. The tire is mounted on the rim 
element 17 which may include a tire engaging annular ring 19A. As the 
shock absorption in taken within the rail members, and/or the elements 17, 
if constructed of resilient material, the tires 19 may be constructed of 
generally firm material such as hard rubber or plastic such as 
polyurethane, neoprene, or polybutadiene. In extreme situations the tire 
compound may even include imbedded hard particulates or grit for grip on 
slippery surfaces such as ice. The particulates may be coarse or fine and 
of metal, sand or other suitable friction enhancing materials. 
FIG. 13A illustrates a side view of a wheel 18 with the vented spokes in 
the element 17 mounting the bearings 15 and tire 19. The position of the 
annular tire anchoring ring 19A is shown in dotted lines. The ring 19A 
aids in bonding the tire 19 to the rim of wheel element 17. Adhesive may 
be used. Referring to FIG. 15, bonding may be further enhanced through 
boring of a plurality of radial spaced apart holes 17A, in the rim of 
element 17 and spaced apart annular holes 19B, in tire anchor 19A. 
FIG. 14 illustrates a section view taken along section line 14--14 of FIG. 
4, showing a lateral stabilizer web 152. These stabilizer webs 150, 151, 
152, 153, and 154 can be hollow, semi-hollow or of a lattice structure to 
reduce weight, and lend lateral stability to the side rails and prevent 
wander, wiggling or wobbling of the in-line wheels. 
FIG. 15 illustrates a section view of an in-line roller skate wheel and 
support with axle-mounted resilient shock absorbing axle plug. As seen in 
FIG. 15, a pair of resilient shock absorbing plugs 200 are positioned 
between the wheel supporting rails 202 and a pair of respective spacer 
sleeves 204 which fit over the axle 206 at each end. The plugs 200 are 
confined at the opposite side by respective washers 208. The sleeves 204 
and washers 208 have extended vertical flanges 205 and 209 respectively 
which contain the plug member 200 and can be constructed of a suitable 
lightweight plastic such as polyethylene or metal such as aluminum. This 
construction enables the axle 206 to yield upwardly to bumps and 
obstructions to which the wheel may be subjected when the skater is 
traversing over uneven terrain. 
FIG. 15A, which appears on the same sheet of drawings as FIGS. 13 and 14, 
illustrates an isometric view of a resilient shock absorbing axle plug 
200. The plug 200 has a basic crescent shape and is constructed of 
suitable resilient material. The degree of resilience can be selected to 
accommodate the degree of shock absorbing ability desired. 
FIG. 15B, which appears on the same sheet of drawings as FIGS. 13 and 14, 
illustrates an isometric view of the axle shock absorbing plug 200 in 
inverted configuration. In certain situations, it may be desirable to 
raise the elevation of the axle 206 and this can be done by inverting the 
two plugs 200 and placing them beneath the axle 206. 
FIG. 16 illustrates a section view detail of the axle and resilient shock 
absorbing plug of FIG. 15 under compression. In this view, the vertical 
movement of the axle 206 in the vertical slot 212 is evident. The plug 200 
is compressed and thus permits the axle 206 to yield upwardly. Alignment 
of plug enclosing flanges 205 and 209, and of spacer 204 and washer 208 
respectively, may be accomplished by using a splined bore in washer 208 
thereby interfacing matching splines on spacer 204. End face 203 may have 
splines (not shown) which mate with matching splines (not shown) at the 
interface with bearing spacer 204. Axle 206 may be shaped to prevent 
rotation within the axle slot 212. An optional protective dust cover 210 
can be installed. 
FIG. 17 illustrates a section view taken along section line 17--17 of FIG. 
15. This view reveals an end elevation of the spacer 204 with its vertical 
plug containment flange 205. During impact with a bump, axle 206 and 
spacer sleeve 204 move upwardly, within slot 212, thereby compressing plug 
200 and absorbing shock. 
FIG. 18, which appears on the same sheet of drawings as FIG. 4, illustrates 
a second embodiment of shock absorbing wheel. In this view, the wheel 18 
has angled resilient spokes 17, which yield under force and enable the 
wheel 18 to absorb compression forces. The spokes 17 can be formed of a 
resilient elastic shock absorbing material such as rubber or plastic, 
while the wheel circumference can be formed of a wear resistant ground 
gripping material such as polyurethane. 
FIG. 19, which appears on the same sheet as FIG. 4C, illustrates a means of 
controlling the resiliency of disc 68 by adjusting density using a 
plurality of holes 70A in addition to central hole 70. Although not shown 
these holes may be retroactively filled with a suitable filler to increase 
density. 
FIG. 20 illustrates a further means of varying resiliency by using a larger 
diameter cavity 70B in the disc 68. 
FIGS. 21 and 22, which appear on the same sheet as FIG. 4D, illustrate in 
front and section view a means of adjusting the resiliency of the disc 68 
in FIG. 20 by retrofitting a further plug 68A of some determined density 
into bore 70B. The plug 68A may be press fitted into bore 70B or be 
removed using a tool 69, as described earlier. Disc 68 may subsequently be 
removed by using a finger which is inserted into bore 70B and then is used 
to pry out the disc. 
FIG. 23, which appears on the same sheet as FIG. 4E, illustrates a disc 
member 68 of graded density where side 68B is more resilient than side 
68C. This causes the softer side 68B to bulge out more than the stiffer 
side 68C under compressive forces. Side 68B can be orientated to the 
outside of the skate whereas side 68C can face the inside adjacent the 
wheels. Side 68C can thus be designed to avoid abrasive contact with the 
wheels. 
FIG. 24 illustrates a further embodiment where the disc 68 may be filled 
with a fluid 67. The side walls 68B and 68C are dimensioned to avoid 
abrasive wheel contact. 
FIG. 25 illustrates a further embodiment of a shock-absorbent in-line 
roller skate where only the centre wheels have resilient members over 
their respective axles. In this embodiment, the initial shock encountered 
by the first wheel 16 (in forward motion) encountering a bump is dampened 
by the foot of the skater as the toe pivots upward about the ankle of the 
skater over the bump. The second and third wheels, 18 and 20, absorb the 
shock of the bump in turn by displacing or compressing their respective 
resilient members 68. This allows the toe wheel 16 to recontact the 
surface 110 thereby allowing the toe wheel 16 to be used for directional 
control, while the following wheels negotiate the bump in turn and absorb 
shock. The rear wheel 21 absorbs the shock of the bump generally by the 
action of the skater's knee. FIG. 25 further shows the ability of the 
embodiment to adjust relative wheel height. Insertion of larger or stiffer 
members 68 over the axles of the middle wheels 18 and 20 will tend to 
downwardly extend the wheels along the dashed lines shown below the wheels 
18 and 20 thereby allowing for alternative skating styles as is known in 
the in-line skating art. 
FIG. 25 also illustrates a removable and replaceable to forward wheel lock 
mechanism 300 which can be used to lock the wheel 16 in a wedging manner, 
between the wheel and the bottom of the sole plate of the boot 12. This 
locking action can be used to facilitate climbing a slope or negotiating 
stairs and the like. In operation, the inverted concave saddle shaped 
surface 301 of the mechanism 300 is tapped rearwardly into frictional 
engagement with the toe wheel 16 by striking the head 302 of the mechanism 
against the ground, or against some suitable vertical abutment, prior to 
initiating a climb up a set of stairs or a slope. The rearward position of 
the mechanism 300 prevents the wheel 16 from rotating in a clockwise 
direction, as indicated by arrow 310 in FIG. 25. This allows the skater to 
use the stationary wheel 16 to gain a purchase in climbing. It is not 
therefore necessary to revert to the common method of sidestepping uphill 
or upstairs which is awkward, slow and becomes particularly precarious 
when negotiating stairs. Increasing clockwise force on the wheel 16 due to 
the climb will be resisted by automatically increasing wedging action. 
Briefly, returning to FIG. 8B, it will be understood that the bumper 123 
illustrated in FIG. 8B may be replaced with a similar saddle shaped wedge 
member slidably fitted into the socket 121 to lock the front wheel of that 
embodiment for climbing purposes. 
Returning to FIG. 25, the lock mechanism 300 includes a detent keeper 303 
which releasably engages detent holes 304 in the rail 58 in a sequential 
manner. The keeper 303 ensures that the lock 300 remains engaged as the 
clockwise force 310 is removed as each foot is successively raised in the 
climbing action. Alternative conventional lock mechanisms can be used, for 
example, a swing lever which applies a locking force to the lock mechanism 
300 when rotated to a locked position. 
When the climb is completed, and the skater wishes to free the wedge lock 
mechanism 300, the skater simply manually grasps the head 302 and pulls it 
forward to a disengaged detent position as indicated by dashed line 302A 
in FIG. 25. Advantageously, the skater may also more readily free the 
front wheel 16 by striking the wheel 16 forwardly along the ground in a 
counterclockwise direction, opposite to the arrow 310 in FIG. 25. 
This action may best be seen in FIG. 26 where the counterclockwise force is 
designated by arrow 311. The wedge 300 is forced out of the locking detent 
forwardly of the skate 12 with the pair of biasing springs 307 acting on 
the ends of the pair of retaining guide pins 306 in slots 305 which are 
formed in rails 56 and 58. This serves to space the under surface 301 away 
from the circumference of the wheel 16, and permit free rotation once 
again. Number 312, in FIG. 25, designates an alternative position for a 
single biasing spring located between the rails 56 and 58 about arrow 311, 
as shown in FIG. 26. The pin 306 and the detent keeper 303 also prevent 
the wedge 300 mechanism from resting on the wheel 16 when disengaged. 
FIG. 27 shows an alternative means of preventing wedge face 301 from riding 
on the wheel 16 using support flanges 308 which slidably fit in slots in 
the sides of the wedge member 300. In this case, a click stop detent 309 
may engage recesses (not shown) on the inner faces of the flanges 308. 
The wheel lock 300 may further be used as a brake while skating backwards, 
simply by applying the head 302 onto the ground the ground surface 110 
with the wheel 16 still in touch with the ground. Progressively greater 
pressure applied to the head 302 will eventually act to slow the wheel 16 
thereby adding to overall braking effectiveness. 
Preferably each skate will have a toe wheel brake lock mechanism and, 
although not shown in FIG. 25, may also have a rear brake 36 as seen in 
previous figures. 
Additionally, more than one wheel may be locked simultaneously or 
sequentially with a series of ganged wedge lock mechanisms. The toe lock 
wedge may be adapted to any of the foregoing disclosed shock-absorbing 
in-line skates or shaped to fit most existing conventional in-line skates. 
Although the overall weight appears to increase with some combinations of 
resilient disc densities, and this may be of concern, this factor may be 
offset by the incorporation of lighter ground wheels. Resilient 
shock-absorbing in-line skates are of great benefit in long downhill runs 
where comfort is desirable and lack of control of paramount concern. On 
relatively slow level surfaces, lighter replaceable resilient elements may 
be used or the replaceable elements removed entirely dependent according 
to skater weight and boot rail resiliency ratios. At some ratios, the 
removal of a number of the resilient discs may result in the rails sagging 
and the wheels of the skate contacting the bottom of the boot sole plate, 
particularly where wheel travel limit stops are not provided. This 
situation can be of advantage, however, in that it would allow the skater 
to walk if so desired. Spare resilient members may be carried by the 
skater to alter the behavioral characteristics of the skate in response to 
varying road conditions. These shock-absorbing in-line skates may be 
designed for country road or limited cross country applications. 
As will be apparent to those skilled in the art in the light of the 
foregoing disclosure, many alterations and modifications are possible in 
the practice of this invention without departing from the spirit or scope 
thereof. Accordingly, the scope of the invention is to be construed in 
accordance with the substance defined by the following claims.