Patent Document

This application is a continuing application of U.S. Provisional Patent Application No. 61/185,985 filed Jun. 10, 2009. 
    
    
     FIELD OF THE INVENTION 
     The present invention relates to a mechanism for use with a wheeled vehicle which enables user actuated speed control system. 
     BACKGROUND OF THE INVENTION 
     Wheeled vehicles, including skateboards, scooters and other conveyances upon which a user stands, may go out of control for a number of reasons, including the unbridled momentum of both rider and the vehicle. The rider could benefit from speed control, but there are no commercially available controls which are durable, functional, or stable and which don&#39;t burden the vehicle or rider with structure which detracts significantly from performance of the vehicle. 
     Especially with skateboards, the user needs to be able to keep hands free for balance. Any mechanism which would require hand manipulation would seriously impede the ability of the user to balance on the skateboard and may even impede the ability to steer it. Another problem is proportionality of control. Where a control might be manual, perhaps with cable control to the skateboard wheels, it relies upon the user&#39;s manual sensitivity to avoid over controlling the speed. A sudden reaction to a condition which might cause flinching in the hand could produce an accident. A cable or remotely manual controlled speed control will not be self-mitigating. 
     No commercially available remotely controlled speed control possesses all of the needed characteristics for a skateboard system, including proportional control, a control not significantly subject to accidental or unintentional actuation, and a control with self mitigating mechanism components to prevent jamming, and wear reduction structures combined with the ability to adequately control speed. Because skateboards operate in a harsh environment, the needed isolation of a speed control from the negative debris is also not found. Isolation is not found with regard to a range of debris damage from that which may wear the system down rapidly, to that which could jam the wheel rotation abruptly. Toughness and durability is another factor lacking in any commercially available speed controls, and especially in the case of a skateboard which operates in a severe environment. Skateboarders will not tolerate any mechanical system which breaks down easily or which cannot tolerate the harsh skateboarding environment. 
     SUMMARY OF THE INVENTION 
     This invention relates to improvements in control of the motion of a skateboard and, more particularly, to control of skateboard maneuverability by an improved application of a speed control to provide force to the wheels by a simplified speed control system. More specifically, this invention relates to an improved speed control system for skateboards that is durable, compact, simple, uses minimal components, is ergonomic, and has speed control pads that move in sync while simultaneously tolerating variations in wheel orientation and position while a rider is maneuvering the skateboard. 
     The system of the present invention achieves a proportional control by utilizing a mechanical link actuator which has increasing springing opposed resistance as it is actuated. Further, the conic exterior shape of the elastomeric member is such that the actuation link is sufficiently prominent that it can be located by feel, but does not have so high a profile that it can easily “catch” or abruptly stop the movement of the users&#39; foot, including proportional control, a control not significantly subject to accidental or unintentional actuation, and a control with self mitigating mechanism components to prevent jamming, and wear reduction structures combined with the ability to adequately control speed. Because skateboards operate in a harsh environment, the needed isolation of a speed control from the negative debris is also not found. Isolation is not found with regard to a range of debris damage from that which may wear the system down rapidly, to that which could jam the wheel rotation abruptly. Toughness and durability is another factor lacking in any commercially available speed controls, and especially in the case of a skateboard which operates in a severe environment. Skateboarders will not tolerate any mechanical system which breaks down easily or which cannot tolerate the harsh skateboarding environment. 
    
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
       The invention, its configuration, construction, and operation will be best further described in the following detailed description, taken in conjunction with the accompanying drawings in which: 
         FIG. 1  is a perspective overall view of a skateboard having the speed control system of the present invention, and including an actuation device seen rising above a central rear area of the deck of the illustrated skate board; 
         FIG. 2  is a view similar to that shown in  FIG. 1  but the illustrating a broken away section of the generally rigid board and which exposes the components to better illustrate their interrelation; 
         FIG. 3  is an assembled lateral sectional view illustrating the relationship of the friction member with respect to the wheel and the deck actuator and shown in a non-engaging view with respect to the skateboard wheels; 
         FIG. 4  is an exploded view of the assembly shown in  FIG. 3 , and illustrating component parts of the speed control system; 
         FIG. 5  is a rear assembled view looking upward at the speed control system as seen in  FIGS. 1-4 ; 
         FIG. 6  is a front assembled view looking upward at the speed control system as seen in  FIGS. 1-5 ; 
         FIG. 7  is lateral sectional view of the speed control system as seen in  FIGS. 1-6  and shown in the un-actuated position; 
         FIG. 8  is a lateral sectional view of the speed control system as seen in  FIGS. 1-7  and similar to the view of  FIG. 7  and shown with the speed control being actuated; and 
         FIG. 9  is a sectional view of one embodiment of the pedal, conical shaped elastomeric spring member, and optional spring. 
     
    
    
     DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS 
     Referring to  FIG. 1 , a perspective overall view of a skateboard  102  having the speed control system of the instant invention is seen.  FIG. 1  is an illustration of the skateboard which includes the mechanism of the present invention and the skateboard is broadly denoted by the numeral  100 . Skateboard  100  includes a generally rigid board  102  having an upper surface  104  on which the feet of the user are placed in the usual manner to power the skateboard  100  forward and to ride on it. 
     A conventional front axle assembly  108  is provided on the lower surface  106  of board  102  at the front-end portion thereof. The front axle assembly  108  is conventional and well-known, and enables the skateboard  100  to turn by tilting the generally rigid board  102  laterally to one side or the other. Board  102  of skateboard  100  has and is supported at the rear end of board  102  by a modified rear axle assembly  110  that is provided and operably attached on the lower surface  106  of the board  102  adjacent the rear-end portion thereof. The modified rear axle assembly  110  is conventional and is well-known, and has coupled therewith the speed control system of the present invention. It should be noted that the speed control system of the present invention may also be coupled with the front axle assembly or both the front and rear axle assemblies with adjustments, the details of which are provided below. 
     Also seen are a pair of front wheels  112  of the front axle assembly  108  and a pair of rear wheels  114  associated with the modified rear axle assembly  110 . A speed control system  116  is indicated by arrow and is associated with rear wheels  114  and one of a pair of supported speed control pads  118 , which is partially seen just in front of one of the pair of rear wheels  114  and elevated slightly above the center of axis of rotation of the rear wheels  114 . Also seen in this first embodiment is a circular structure protruding up above the upper surface  104  of the board  102 , is a pedal  122  which is shown as a circular disc surrounded by a conical shaped elastomeric spring member  124  which acts as both a spring and a “lead up” touch and approach system. Conical shaped elastomeric spring member  124 , depending upon choice of materials, may or may not needs supplemental action of a spring (to be shown). A number of conical shaped elastomeric spring member  124  may be provided having different spring characteristics, and can be supplemented by a spring (to be shown) to operate with a different characteristic. 
     A more basic embodiment of a pedal is shown below, but the pedal  122  and conical shaped elastomeric spring member  124  enables a smoother passage of a riders foot to “find or feel” the area in which the pedal  122  is located with a smoother transition of the riders foot onto the top of the pedal  122  so that it may be activated more quickly rather than a more complex leg maneuver to re-lift the leg for later positioning onto the pedal  122 . Inasmuch as skateboard riders will develop a subtle sense of touch, the structures  122  and  124  will combine to make repeated ease of foot positioning possible. 
     The top of pedal  122  may have a top height extending from about twelve to seventeen millimeters above the surface  104  of the board  102  with a height of about fifteen millimeters having been found to work well. When the pedal  122  is depressed vertically, the speed control pads  118  are brought into contact with the pair of rear wheels  114  to slow the forward speed of the skateboard  100 . 
     The mechanical link between the pedal  122  and the speed control pads  116  is such that the pedal  122  may be vertically displaced downwardly about two millimeters before contact of the speed control pads  118  is made with the pair of rear wheels  114  perhaps with an additional half to one millimeter of displacement to provide a range of pressure of the speed control pads  118  against the pair of rear wheels  114  for user control of the speed of the skateboard  100 . A spring member may be used which will provide an urging of the pedal  122  upwardly both to provide for release of the engagement of the speed control pads  118  against the pair of rear wheels  114 , and which will provide a range of pressure control corresponding to a range of speed control. 
     In use, the skateboard  100  is operated in the normal fashion and, when the skateboard is up to speed, the user can make turns or maneuvers by shifting his weight and by manipulating the right and left tilt of the board  102  in certain directions to achieve desired turning results, in the same manner as is known for conventional skate boards. In general, during forward riding movement of skateboard, the user may depress a speed control pedal  122 , most likely with the heel of the user&#39;s foot, to vary the velocity of the skateboard  100  due to the actuation of the speed control system of the invention which in turn applies a speed control force to the wheels. When this occurs, the speed control action will be a logarithmic function of time, tending to decelerate the skateboard  100 , and mechanically disadvantaged so that even a riders full weight on the pedal  122  will not cause the speed control system lock any of the wheels  114  or otherwise jam. 
     This deceleration can be controlled by the selective displacement of a shaft (described below) attached to the speed control pedal  122 , for it is possible that the user will not wish to come to a complete stop but merely to slow down during a specific maneuver or to help execute a specific maneuver. The rate of speed decay is a direct function of the pressure and time applied to speed control pedal  122 . Further, given the synchronized motion of the speed control system of the present invention with the motion of the axle assembly, the speed control pads of the break system equally contact the both of the wheels of the wheel axle to equally decelerate both rear wheels  114 . 
     Referring to  FIG. 2 , a view similar to  FIG. 1  is shown, but with a portion of the board  102  broken away in order to show further details before going on to further expanded views. An optional spring  126  is shown having a lower extent which would bear against the board  102 , and an upper extent which may bear directly on the underside of the pedal  122 . Underneath the pedal  122  and extending through conical shaped elastomeric spring member  124  is an actuator shaft  128  which may have a threaded lower end for ease of adjustment, as will be explained. The top end of the shaft  128  is preferably affixed to the pedal  122  and can be seen extending through a riser plate  132 . A series of four threaded members  134  are seen extending into and through side plates  136  of a wheel base plate  138 . 
     Referring to  FIG. 3 , an expanded view of the assembly of  FIG. 2 , and without the remainder of the skateboard  100  is seen. Further detail seen includes a series of nuts  142  which engage the threaded members  134  and which enable threaded members  134  to secure the rear axle assembly  110  and its speed control system  116  to the board  102 . The wheel base plate  138  is predominantly of the type found in conventional wheel assemblies. A pair of main wheel axles  144  is seen in  FIG. 3  supported by a main axle hanger  146 . The main axle hanger  146 , in typical fashion supports a main axle pivot bolt  154  which is secured by a nut (not seen in  FIG. 3 ) and against a washer  156 , and which in turn compresses an elastomeric bushing  158 . In a conventional manner, the main wheel axles  144  can allow the wheel base plate  138  and board  102  to tilt from side to side to enable the main wheel axles  144  to rotate in a horizontal plane to enable the skateboard  100  to be turned. 
     Forward of the pair of main wheel axles  144 , some components of the speed control system  116  are seen, including a bracket extension  162  into which one of the pair of supported speed control pads  118  is seen attached. The speed control pads  118  are attached to the bracket extension  162  by a bolt (not completely seen), preferably having a hex head  166  for strong hold along with facilitated adjustment. The speed control pads  118  present a limited common surface area against the polymeric wheels  114 . If the speed control pads begin to wear, and thus form a flat or curved worn away portion, the speed control pads  118  can be rotated by the simple expedient of loosening the hex head  166  to free the speed control pad  118  to loosen, and then manually rotating the speed control pad  118  so that the most recent worn area is moved just enough so that it will not contact the polymeric wheel  114 . Because the contact between the speed control pads  118  and polymeric wheel  114  is a narrow line, and because the speed control pads  118  are resistive to wear, it takes many weeks of usage of the skateboard  100  before any significant wear spot can occur. One material for speed control pad  118  which has been found to work well is referred to as a phenolic material commercially available under the trade name “GAROLITE” from EMCO Industrial Plastics, Inc. of Cedar grove, N.J. The phenolic material has been described as “a result of polymerization between layers of paper, canvas, linen, or glass cloth impregnated with synthetic thermosetting resins and this material is an alternative to acrylic because of its high resistance to flexing and good heat tolerance. 
     Referring to  FIG. 4 , an exploded view from a bottom perspective illustrates a number of details not previously seen, and the interrelationship of the component parts of the skateboard  100  fitted with the speed control system  116  of the invention. Beginning at the top, the pedal  122  is seen having a portion of its bottom, from the edge and partially inward captured with a radially inwardly directed lip  172 . Note that the spring  126  is absent, as the conical shaped elastomeric spring member  124  can act as its own spring. As the pedal  122  is depressed, the lip  172  drives the conical shaped elastomeric spring member  124  down, causing its lower edge  174  to expand circumferentially outward. The counter-force from the springing action is derived from the resistance of the conical shaped elastomeric spring member  124  to flattening. For conical shaped elastomeric spring member  124 , the performance will depend upon the material chosen, the angle of the conical section, whether the conical section is straight, bowed or flaring, the thickness, and any internal engagement structures and their orientation for selective engagement, and more. 
     The board  102  will have a series of securing apertures  178  for accommodating the threaded members  134 . In addition, it will have a control shaft board aperture  182  which will ideally be slightly bigger to accommodate the actuator shaft  128 . As will be seen, the actuator shaft  128  will be attached to a pivoting link or lever which will provide some front to back displacement of the bottom end of actuator shaft  128  with respect to the board  102 . However, since the length of travel of the actuator shaft  128  will be limited, as will the angular pivot of a pivoting link or lever to be described, this translates into a need for the control shaft board aperture  182  (and if present the optional bushing  314 ) to be only slightly larger than a clearance which would otherwise be needed for the actuator shaft  128 . 
     Below the board  102  is seen an optional riser plate  132 . Riser plate  132  also contains a series of riser plate through apertures  184 , and a control shaft riser plate aperture  186  which should be about as large or larger than the rod end  310 . Similar to control shaft board aperture  182 , the control shaft riser plate aperture  186  should be oversized to allow clearance for the rod end  310 . Below the riser plate  132 , the wheel base plate  138  side plates  136  are seen as having side plate through apertures  188  through which the lower ends of threaded members  134  pass before they engage nuts  142  (which are not shown in  FIG. 4 ). 
     Other structures are seen which are independent of the speed control system  116  and include another elastomeric bushing  190 , and a further compression washer  192 . The wheel base plate  138  is seen as having a through bore  194  through which a threaded member as the main axle pivot shaft  152  extends and to be secured using a nut  196  secured within a cavity opening (the cavity opening to be shown later). The axle assembly has a main aperture  198  which has indentations for seating the elastomeric bushing  158  and the elastomeric bushing  190 . To one side and lateral to the main aperture  198  a pivot  202  is seen, and which is shown in dashed line alignment with a pivot cup  204 , with the pivot cup being aligned with a pivot cup aperture  208  in the wheel base plate  138 . Laterally to the other side of the main aperture  198  an axle crossing structure  210  is seen. On the outside of the main wheel axles  144  are the wheel threaded axle portions  212  are seen. One of the rear wheels  114  is seen, and it is to be attached onto the wheel threaded axle portions  212  and secured by a wheel washer  214  and wheel nut  216  when assembled. 
     The portions of the rear axle assembly  110  thus far described are generally those found in absence of a speed control system  116 . The axle crossing structure  210  has been modified for the purpose of speed control system  116  with the addition of a pair of projections  218  which together form a hinge base. The projections  218  each have a through bores  220 . Both the angle and length of the projections  218  provide a positioning of the axis of the through bores  220  which in turn sets the radial center of pivot with which the pair of supported speed control pads  118  are applied against the rear wheels  114 . The structures including main wheel axles  144 , main axle hanger  146 , main aperture  198 , pivot  202 , pivot cup  204 , pivot cup aperture  208 , axle crossing structure  210 , and wheel threaded axle portions  212  forming an axle pivot assembly  222  also known as a hanger assembly. 
     To the left of the rear axle assembly  110  a speed control pad hinge  224  is seen. The speed control pad hinge  224  has three functions. First it supports the pair of supported speed control pads  118 , second, it has a support and pivot axis from the center of the through bores  220  and third it connects to a link (to be shown) back to the speed control pedal  122 . The speed control pad hinge  224  has a pair of projections  226  each having a through bore  228 . Pair of hinge cylinders  232  each fit through the bores  220  of the projections  218  and bores  228  of the pair of projections  226  of the speed control pad hinge  224 . The result is a fit that is so close as to dictate the pivot action of the speed control pad hinge  224  with respect to the rear axle assembly  110  so that the pair of supported speed control pads  118  approach the pair of rear wheels  114  stably and precisely each time. Each of the projections  226  is fitted with threaded set screw apertures  234 , each which leads into the bore  228 . A pair of set screws  236  each engage a respective one of the threaded set screw apertures  234  so as to force impinge on the hinge cylinders  232  and hold them into place. One possible arrangement for set screw holding need be made for each hinge cylinder  232  and it could have also been provided for on the projections  218  of the rear axle assembly  110 . 
     The projections  226  of the speed control pad hinge  224  depend from a central support  242 . Central support  242  preferably includes a bore slot  244 . A long threaded member  246  extends through a bore  250  in the speed control pad  118  and with the engagement head  166  secures the speed control pad  118  to the central support  242 . The bore slot  244  may include a threaded nut or other structure (not shown) accessible through the bore slot  244  to engage the long threaded member  246  yet allow it to laterally translate forward and rearward to bring the pair of supported speed control pads  118  toward and away from the pair of rear wheels  114 . When the long threaded member  246  is tightened to compress the speed control pad  118  in place it cannot move in the bore slot  244 . Bore slot  244  enables an additional level of adjustability. 
     An optional rock deflector  252  is shown as having an angled main deflector  254  with a pair of angled ears  256 , with each of the angled ears  256  having an aperture  258  such that when the rock deflector  252  is brought near the speed control pad  118 , the apertures  258  of the angled ears  256  align with the bore  250  of the speed control pad  118 . The rock deflector  252  will ride with the speed control pad  118  as it approaches to engage the rear wheel  114 , and provides a structure having more normal angle with respect to the surface of the rear wheel  114  to help deflect any rocks or debris away before such rocks or debris can approach the cylinder to cylinder geometry which exists between the speed control pad  118  and rear wheel  114 . 
     The speed control pad hinge  224  is operably connected to the pedal  122  through a series of mechanical links. Speed control pad hinge  224  includes a pair of spaced apart ears  262  at its forward side, with each having a lateral aperture  264  for insertion of a pivot pin  266 . An adjustable heim joint  268  is seen as having a hexagonal barrel longitudinal adjustment member  272  which can be fine adjusted by the user to set the axial distance between two heim joint ends  274  and  276 . A heim joint is a mechanical articulating joint which may include a casing surrounding a ball swivel, with the ball swivel having an opening for attaching other hardware. The hexagonal barrel has a left and a right hand thread to couple with each of the ball joint ends which allows axial adjustment, and which doesn&#39;t have to be hexagonally shaped. Each of the two heim joint ends  274  and  276  include a pin aperture  278 . Pivot pin  266  extends through the two lateral aperture  264  and the pin aperture  278  to capture the heim joint between the pair of spaced apart ears  262  of the central support  242  of the speed control pad hinge  224 . 
     A pivot link  282  has a first end having a pair of ears  284  each having an aligned aperture  286  and a locking pin  296 , and a second end having a pair of ears  292  each having an aligned aperture  294  and a locking pin  296 . The pivot link  282  has a pivot bore  298 . To the right of the pivot link  282 , the wheel base plate  138  can be seen as having one of a pair of through apertures  302 . A through lever pin  304  can engage through a first through aperture  302 , and thence through the pivot bore  298  of the pivot link  282 , and then through the through aperture  302  on the other side of the wheel base plate  138  (not seen in  FIG. 4 ). Note that pivot bore  298  is located to one side of the pivot link  282  and closer to aligned apertures  294  than to aligned apertures  286 . This causes a downward force on aligned apertures  294  to transmit a lesser ratio of upward force on the aligned apertures  286 . 
     Above the optional riser plate  132  a rod end fitting  310  is seen. The optional riser plate  132  will have a control shaft riser plate aperture  186  which is sized to accommodate rod end fitting  310  to enable the highest degree of angular movement of the rod end fitting  310  with its supported actuator shaft  128 . The rod end fitting  310  has an internally threaded part  312  for threadable engagement with the lower threaded end of actuator shaft  128 . The actuator shaft  128  will fit through and be guidably supported by an optional wear sleeve  314 . As will be explained, the tolerance between the actuator shaft  128  and the wear sleeve  314  should be close enough for guiding control and yet loose enough to allow and tolerate some angular movement of the actuator shaft  128  within the optional wear sleeve  314 . This can be more clearly illustrated with respect to  FIG. 7 . The other part of the rod end fitting has a lower end  316  which includes a pin aperture  318 . The locking pin  296  will extend through one of the aligned apertures  294  of the pivot link  282 , and then through the pin aperture  318  of the rod end fitting  310 , and then through the other aperture  294  of the rod end fitting  310  to complete a pivoting connection between the rod end fitting  310  and the pivot link  282 . As can be seen, the radius of pivot action between the pivot bore  298  and the aligned apertures  294  is small, and that even a maximum pivot displacement of the end of the pivot link  282  at the aligned apertures  286  will be severely limited. 
     In an upper pivot direction, angular displacement will be limited by potential contact with either or both of the underside of the board  102  and riser plate  132 . At the lower pivot direction, angular displacement will be limited by potential contact against either or both of the end of the main axle pivot bolt  154  or the nut  196 . These structures are not used to limit the degree of pivot of pivot link  282 , but illustrate the confines of even an un-adjusted and unlimited pivot. The extent of pivot action will be pivot displacement allowed by a normal, un-actuated pedal  122 , versus the space of travel between the pair of supported speed control pads  118  and the pair of rear wheels  114 . 
     Adjustment of the length of the mechanical linkage between the un-actuated pedal  122  and speed control pads  118  can be done by turning hexagonal barrel adjustment member  272  of the adjustable heim joint  268 , as well as by turning actuator shaft  128  more deeply into rod end fitting  310 . It is understood that adjustment could be had at other points, but these two adjustments enable a user to set the performance of the speed control system  116 . When actuator shaft  128  is backed out of the rod end fitting  310 , a potential longer actuation stroke of the pivot link  282  is possible. Conversely, turning the actuator shaft  128  into the rod end fitting  310 , results in raising the rest position of the aligned apertures  286  of the pivot link  282 , leaving it with a shorter upward stroke. Separately, adjusting the hexagonal barrel adjustment member  272  of the adjustable heim joint  268  determines the rest clearance of the pair of supported speed control pads  118  in front of the rear wheels  114 . 
       FIG. 5  is a rear assembled view looking upward at the speed control system as seen in  FIGS. 1-4 , but shown in assembled view and without the board  102 . Some details of the mechanism are seen, including the manner with which the speed control pad hinge  224  will be lifted upwardly and toward the rear wheels  114 .  FIG. 6  is a front assembled view looking upward at the speed control system as seen in  FIGS. 1-5 , and gives a most direct view into the operating mechanism. 
     Generally, several aspects of the speed control system  116  are noted. First, the interconnection mechanism of the speed control system  116  includes all of the components from the pedal  122  to the pair of supported speed control pads  118  and need not be subdivided into component sections including an actuator and hinge mechanism. 
     It should also be noted that speed control pads  118  move in sync with variations in turn orientation and position of the rear wheels  114  that are coupled with the rear axle assembly  110 . It may be noted here that the pair of supported speed control pads  118 , central support  242 , projections  218  and pair of projections  226  are all linked to the axle pivot assembly  222  and thus move with the rear wheels  114 . However, the linkage from pedal  122 , wheel base plate  138 , and pivot link  282  are all attached and move with the board  102 . The linkage between the pivot link  282  and the central support  242  cannot be rigid. As the board  102  tilts to cause the rear axle assembly  110  to both turn and become angularly displaced with respect to the board  102 , the two helm joint ends  274  and  276  connected to the adjustment member  272  are able to both withstand those angular displacements and still permit operation of the speed control system  116 . 
     Also note that speed control pedal  122  is biased and maintained in an upwardly protruded position by the conical shaped elastomeric spring member  124  and/or optional spring  126 , as well as the weight of the speed control pad hinge  224  and mechanically advantaged (for biasing) pivot link  282 . Further, biasing could also occur through any resilient device, and need not be limited to the components illustrated. A stroke distance of the speed control pedal  122  in relation to an upper surface  104  of the board  102  is adjustable to enable variations in speed control force of rear wheels  114 . 
     In addition, special attention is drawn to the speed control pedal  122  and its control shaft board aperture  182 . The actuator shaft  128  is threaded through the control shaft board aperture  182  during assembly of the speed control system  116 . The actuator shaft  128  should be centered in the control shaft board aperture  182  and the control shaft board aperture  182  needs to be oversized due to the fact that the rod end fitting  310  is attached to pivot link  282 . It can be said that as the speed control pedal  122  is rotated to one of clock and counter clock directions, the speed control pedal  122  moves along a reciprocating path associated with a longitudinal axis of the actuator shaft  128 , thereby adjusting the distance of the speed control pedal  122  in relation to the upper surface  104  of the board  102 . The actuator shaft  128  is threaded to enable an adjustment for a distance between the speed control pedal  122  and the upper surface  104  of the board  102 , with the actuator effectively resting on the pivot link through the rod end fitting  310 . As the distance between speed control pedal  122  and the upper surface  104  of the board  102  may be decreased due to rotation of the speed control pedal  122 , the amount of the speed control force finally applied is also decreased. This is so because as the distance between the speed control pedal  122  and the upper surface  104  of the board  102  is decreased when the pedal  122  is rotated, the movement or the displacement of the pedal  122  from its rest position to the full actuation position is shortened or further limited or restricted. This shortened (or further restricted) displacement or movement translates into a smaller displacement or movement of all interconnected components, which, in turn, translates into a shorter (or limited) displacement of speed control pads from their respective rest positions, providing a lighter impingement or contact (lighter speed control force) of the speed control pads with the wheels for softer speed control. It should be noted that if the speed control pedal  122  is adjusted to a point where the speed control pedal  122  touches the upper surface  104  of the board  102 , there will be zero speed control power available (no more room left for displacement or move of the pedal  122  to move the actuator shaft  128 ). 
     The heim joints, such as two heim joint ends  274  and  276 , enable the angular differences above which allow enabling the speed control system  116  to move in sync with any extreme angular or rotational motion of the board  102 . This facilitates the translation of the speed control force from the pedal  122  the rear wheels  114  along with simultaneous synchronized motion of the speed control system in relation to the rear axle assembly  110 . The angle of the pivot link  282  may be varied, depending on the effective length of the actuator shaft  128 . The heim joint ends  274  and  276  are substantially identical. It should be noted that the mechanical links used here such as two heim joint ends  274  and  276  may be substituted with, for example a cable, chain or any flexible connection. 
     Note that the pivot link  282  includes a fulcrum, which provides a mechanical force disadvantage shown (or could have a mechanical advantage) in actuating the interconnection mechanism between it and the speed control pads  118 . The through lever pin  304  couples the pivot link  282  with the wheel assembly bracket  138  and, which defines and functions as the fulcrum. The pivot link  282  acts through the adjustable heim joint  268  which is pivotally connected to the speed control pad hinge  224 . Causing the adjustable heim joint  268  to shorten will cause the speed control pads  118  to ride closer to the rear wheels  114  and cause speed control to begin earlier during the downward travel of the pedal  122 . Lengthening the adjustable heim joint  268  will cause speed control to begin later during the downward travel of the pedal  122  and only after more pressure has been exerted on pedal  122 . 
     The wheel base plate  138  includes some operating space within which the pivot link  282  may operate. The distal ends of the through lever pin  304  are coupled with the lateral walls of the bracket  138 , and secured within by a pair of oppositely located through apertures  302 . The speed control pad hinge  224  may include a T-configured type of hinge or the pivot action may occur with respect to some other structure to which the adjustable heim joint  268  may be attached. Here, a set of lateral barrels or pair of projections  226  extend from another set of structures as pair of projections  218  to set the pivot axis of the speed control pad hinge  224 , rather than some other commonly connected structure. Alternatively, the adjustable heim joint  268  can be attached to other and different points on the speed control pad hinge  224 . Although the pair of projections  226  are illustrated, a single extension member may be used instead of the two illustrated. Similarly, although the pair of projections  218  are illustrated, a single extension member may be used instead of the two illustrated. Similarly, the speed control shaft  128  may or may not be a single piece, but can comprise of two individual pieces, and the manner of connection into the linkage need not be a threaded connection but of some other type. However it has been found that a speed control shaft  128  which is threaded can provide a preferred stability and adjustability. Regardless, the speed control pad hinge  224  creates the leverage to transfer and translate the speed control force of the pedal  122  into a motion to move the speed control pads  118 . 
     It should be noted that in this instance, the projections  218  and  226  provide a sync motion with respect to the rear axle assembly  110 . The speed control pad hinge  224  moves the pair of supported speed control pads  118  even when the board  102  is tilted as in a turn. 
     Much of this is because of the mechanical controllability and angle forgiveness of the two heim joint ends  274  and  276 . 
     As an alternative to the long threaded member  246 , a speed control shaft (not shown) can be made of a single piece speed control pad hinge  224  that extends a full length of the rear axle assembly  110 , from exterior distal end of a first rear wheel  114  to exterior distal end of the other rear wheel  114 , substantially mimicking the structure and motion of the axle assembly to move in synchronization with the motion of the axle assembly. 
     Referring to  FIG. 7 , a side sectional view illustrates a version of the speed control system  116  utilizing a pedal  122  and the conical shaped elastomeric spring member  124 , but without the optional spring  126 .  FIG. 7  illustrates a condition in which the speed control system  116  is in the unactuated condition. Note that a some annular gap is left between the combination of the rod end fitting  310  and wear sleeve  314 . This excess surrounding clearance space may be provided because of the fact that the actuator shaft  128  changes its angle, even if only slightly, throughout its path of travel, even where that path of travel is short. As the pivot link  282  swings through its arc around the pivot bore  298 , a point slightly beyond the tip end of the base of the actuator shaft  128  will travel through a small arc about a horizontal axis, requiring a little clearance. Viewing the rod end fitting  310  from the perspective of  FIG. 8 , its base angularly moves slightly fore and aft with respect to the board  102  due to the arc path of the pinned connection of the rod end fitting  310  to the pivot link  282 . 
     Note that the pair of projections  218  place the point of pivot of the speed control pad hinge  224  generally horizontally parallel and forward of the axis of the wheel threaded axle portions  212 . The speed control pads  118  is positioned in front of the wheels  114 , and above the wheel threaded axle portions  212  of the rear axle assembly  110  to prevent even the smallest probability of a lock up of the wheels during speed control. On a forward motion, if the speed control pads  118  are going to be mounted ahead of the front of the wheels (rear or aft axle assemblies), the speed control pads  118  should be above the wheel axle, otherwise skateboard performance would suffer and the mechanical components would tend to obstruct and be obstructed by other objects. Further, The speed control pads  118  may be positioned aft the wheels (aft taken with respect to forward motion of the skateboard  100 ), in which case, the shaft would generally, given the design of the invention, be located below the wheel axle of the axle assembly to prevent even a small probability of lock up of the wheels during speed control. On forward motion, if the speed control pads  118  were to be mounted on the back of the wheels (rear or aft axle assemblies), the speed control pads  118  should be below the wheel axle. The point is for the speed control system  116  speed control pads  118  to be pushing against the rotation of the wheels  114 , and for the rotational momentum of the wheels  114  to be pushing the speed control pads  118  away from the wheel. 
     With the geometry seen in  FIG. 8 , a lifting of the speed control pad hinge  224  from a generally horizontal position causes it to approach wheel  114  at an angle such that engagement of the pair of supported speed control pads  118  onto the wheels  114  occurs in a clockwise direction which is opposition of the normal counterclockwise rotation of the wheels  114 . In other words, the speed control pads  118  pivot toward the wheels  114  such that continued counterclockwise motion of the wheels tends to push the speed control pads  118  back rather than to cause them to form a cascading lock onto the wheels  114 . This mechanical principle employed onto the speed control system  116 , along with mechanical force disadvantage from the pedal  122  through to the force applied to the speed control pad hinge  224 , insures that a user who depresses the pedal will have only a slowing force applied to the wheels  114 . Part of this mitigation of force is through the combination of spring  126  and conical shaped elastomeric spring member  124 , or both; the pivot ratio of the pivot link  282 , the decreasing leverage and pull that the pivot link  282  can exert on the speed control pad hinge  224  at the point where the pair of supported speed control pads  118  begin to contact the rear wheels  114 , and the counter force of the approach of the speed control pads  118  on the counter-rotating wheels  114 . The result is that no jamming or binding is had and that speed control is had through a gentle slowing even where the rider&#39;s whole weight is impressed upon the pedal  122 . 
     The speed control pads  118  are ideally made of sacrificial material to minimize deterioration of the wheels. Non-limiting example of material used may include GAROLITE material, which is a well-known off-the-shelf product mentioned previously. The purpose of using sacrificial material is to minimize damage to the wheels during speed control. In other words, it will prevent the wheel from wearing out on account of the speed control activity. That is, the sacrificial material is expected to wear out before the rear wheels  114  will wear out. Further, GAROLITE is known to be heat resistant. That is, if riding the board down hill and applying the speed controls, the wheels and the speed controls, and in particular the speed control pads  118  will not be significantly heated. The speed control pads are substantially cylindrical with an axial through-hole, with the long threaded member  246  inserted inside the axial bore  250  of the speed control pads  118 . The long threaded member  246  includes the engagement head  248  for locking the speed control pads  118  with respect to the speed control pad hinge  224 , preventing the speed control pad  118  from rotation, slipping, and falling out. It should be noted that the cylindrical shape for the speed control pads  118  is preferred because as the speed control pads  118  wear, the engagement head  248  of the long threaded member  246  can be loosened to rotate the speed control pads to a fresh un-worn section, and re-locked for continued use. 
     Referring again to  FIG. 7 , in the un-actuated state, the gap between the pair of supported speed control pads  118  of the pad hinge  224  and the wheels  114  is ideally very short, usually one half to one millimeter of gap (see  FIG. 7 ). This short distance tends to block any but the very smallest particles of debris from lodging between the supported speed control pads  118  in front of the rear wheels  114 . A small piece of debris on the order of one millimeter or less would tend to roll over the speed control pad  118  as the rear wheel  114  turned near it. Larger size debris would tend to possibly “pop” out of the narrow space between the speed control pads  118  and rear wheel  114 . However, the presence of an angled surface with the same adjacency to the rear wheels  114  as the speed control pads  118  will further tend to reject smaller debris. Under normal usage, the provisions of a member like the angled main deflector  252  at the same distance from wheel  114  as the speed control pads  118  will result in significant rejection of debris which might otherwise reach the tapered space between the wheel  114  and the speed control pads  118 . 
     Referring to  FIG. 8 , a side sectional view is seen similar to that of  FIG. 7 , but where the speed control pads  118  are engaging the rear wheels  114 . As the speed control pads  118  begin to move closer to the wheel  114 , the gap between the angled main deflector  254  and the wheel  114  similarly begins to close. The same enhanced debris rejection rate, but for a smaller size of debris will be experienced as the main deflector  254  closes toward the wheel  114 . At the point of maximum speed control, when the speed control pads  118  are invading the space of the elastomeric wheel  114 , the main deflectors  254  should touch the rear wheels  114 . The edge of the main deflectors  254  nearest the rear wheels  114  should assume a slight down angle so that it barely drags the rear wheels  114 . This will prevent squeaking or chattering between the main deflectors  254  and rear wheels  114 . 
       FIG. 9  is a sectional view of one embodiment of the pedal  122 , conical shaped elastomeric spring member  124 , and optional spring  126 . Recall that the actuator shaft  128  is threaded. This helps in both assembling and adjusting the components of the speed control system  116 .  FIG. 9  also better illustrates the extent of the radially inwardly directed lip  172  and how it captures and causes the conical shaped elastomeric spring member  124  to be held down onto the upper surface  104  of the skateboard  100 . The initial resistance will also depend upon the conical angle of the conical shaped elastomeric spring member  124 . Further, a user may have, or the speed control system  116  may be provided with a set of several optional springs  126  to optimize performance of the skateboard  100 . It should be noted that pedal  122  can be molded into a conical shape to be formed as one unit. 
     The speed control system  116  of the present invention can also be detachably mounted on many types of existing skateboards (not shown) as a retrofit. Thus, the speed control system  116  of the present invention can be packaged and sold as a kit separate from a previously purchased or other conventional skateboard. This is possible because the speed control system  116  of the present invention can be detachably coupled with one or both the rear or front axle assemblies. In either case, a very small hole as a control shaft board aperture  182  will need to be drilled in the generally rigid board  102  to receive the actuator shaft  128  shaft of the pedal  122 . 
     The speed control system  116  of the present invention can easily be secured in place on an existing skateboard with a minimum of effort. 
     Although the invention has been described in considerable detail in language specific to structural features and or method acts, it is to be understood that the invention defined in the appended claims is not necessarily limited to the specific features or acts described. Rather, the specific features and acts are disclosed as preferred forms of implementing the claimed invention. Stated otherwise, it is to be understood that the phraseology and terminology employed herein, as well as the abstract, are for the purpose of description and should not be regarded as limiting. Therefore, while exemplary illustrative embodiments of the invention have been described, numerous variations and alternative embodiments will occur to those skilled in the art. Such variations and alternate embodiments are contemplated, and can be made without departing from the spirit and scope of the invention. 
     It should further be noted that throughout the entire disclosure, the labels such as left, right, front, back, top, bottom, forward, reverse, clockwise, counter clockwise, up, down, or other similar terms such as upper, lower, aft, fore, vertical, horizontal, oblique, proximal, distal, parallel, perpendicular, transverse, longitudinal, etc. have been used for convenience purposes only and are not intended to imply any particular fixed direction or orientation. Instead, they are used to reflect relative locations and/or directions/orientations between various portions of an object. 
     In addition, reference to “first,” “second,” “third,” and etc. members throughout the disclosure (and in particular, claims) is not used to show a serial or numerical limitation but instead is used to distinguish or identify the various members of the group. 
     In addition, any element in a claim that does not explicitly state “means for” performing a specified function, or “step for” performing a specific function, is not to be interpreted as a “means” or “step” clause as specified in 35 U.S.C. Section 112, Paragraph 6. In particular, the use of “step of,” “act of,” “operation of,” or “operational act of” in the claims herein is not intended to invoke the provisions of 35 U.S.C. 112. 
     The detailed description set forth below in connection with the appended drawings is intended as a description of presently preferred embodiments and is not intended to represent the only forms in which the present invention may be constructed and or utilized. 
     The drawings are to be used for the purposes of exemplary illustration only and not as a definition of the limits of the invention. Throughout the disclosure, the word “exemplary” is used exclusively to mean “serving as an example, instance, or illustration.” Each embodiment is “exemplary” and should not be construed as preferred or advantageous over other embodiments. 
     While the preferred embodiments of the invention have been shown and described, it will be understood by those skilled in the art that changes of modifications may be made thereto without departing from the true spirit and scope of the invention.

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