WO1997003736A1

WO1997003736A1 - Adjustable roller brake system

Info

Publication number: WO1997003736A1
Application number: PCT/US1996/008138
Authority: WO
Original assignee: First Team Sports, Inc.
Priority date: 1995-07-14
Filing date: 1996-07-08
Publication date: 1997-02-06
Also published as: AU6377896A

Abstract

A roller brake (10) for a vehicle having a chassis (14) includes a rotatable brake wheel (150) and an adjustable frictional braking mechanism (40). The roller brake further includes a mechanism (230) for indicating relative degree of frictional force thereby indicating frictional braking force of the brake wheel.

Description

ADJUSTABLE ROLLER BRAKE SYSTEM

BACKGROUND OF THE INVENTION The present invention relates to braking mechanisms for vehicles such as in-line skates, rollerskates, skateboards, scooters and other vehicles. In particular, the present invention relates to a roller brake having a selectively adjustable angle height with respect to the ground surface and further including a selectively adjustable and specifically identifiable degree of rotational resistance.

Braking mechanisms are presently used in a wide variety of wheeled vehicles such as rollerskates, in-line skates, skateboards, scooters and the like. The braking mechanisms typically include a block or ball brake stop of resilient material held stationary above the ground surface by a bracket mounted adjacent to a front end, a rear end or both ends of a chassis of the wheeled vehicle. For example, conventional rollerskates have braking mechanisms - comprising of a rubber block or ball supported at an elevation higher than the lower periphery ofthe wheels. In-line skates typically include a block brake stop fixedly supported by a bracket at the rear end of the skate above the lower periphery of the wheels.

To brake the vehicle, the chassis of the vehicle is typically tilted about an axis transverse to the direction of motion until the brake stop of the braking mechanism is brought into engagement with the ground surface. The brake stop frictionally engages the ground surface as it is drug across the surface to brake the vehicle. By varying the extent of tilting, the user varies the proportion of his or her weight which is borne by the stop, as opposed to being borne by the wheels, to vary the frictional force exerted between the brake stop and the ground surface. By varying the extent of tilting, the user varies the resulting braking rate. To vary the extent to which the chassis of the vehicle needs to be tilted in order to bring the brake stop in contact with the ground surface for braking or to eliminate the need for tilting the chassis of the vehicle altogether, braking mechanisms having stationary fixed brake stops supported above the ground surface have been modified to include hand-activated and cuff-activated angle height adjusters. The hand-activated angle height adjuster typically includes a dial located at the heel of the skate. Rotation of the dial raises and lowers the brake stop relative to the ground surface. The cuff-activated braking system typically includes a brake arm secured between the bracket fixedly supporting the brake stop and a cuff of the skate boot. As the skater's foot within the boot extends forward, the calf of the skater pivots the cuff of the boot and the brake arm downward and rearward to move the brake stop into contact with the ground surface. Both modifications employ a resilient abradable brake stop brought into contact with the ground surface for braking. Braking mechanisms including brake "stops have several disadvantages which make braking difficult, unpredictable and which limit use of the braking mechanism. During braking, the brake stop has a tendency to vibrate and bounce above the ground surface. Consequently, the brake stop is difficult to maintain in constant contact with the ground surface, resulting in loss of balance and reduced braking effectiveness. At the same time, the brake stop also has a tendency to "catch" at specific points along the ground surface, causing the braking action to be jerky. This vibration and jerkiness associated with brake stops is also accompanied by high levels of noise and chatter.

Because brake stops rely upon frictional engagement with the ground surface to brake the vehicle, the braking rate and feel is inconsistent and unpredictable. Because the ground surface may be smooth or rough and may be formed from a variety of materials having different coefficients of friction, the braking rate and feel provided by the brake stop varies. Moreover, because the •o-

brake stop wears away through abrasion over time, the height of the brake stop and the braking angle with respect to the ground surface also varies. At some point in time, the brake stop of the braking mechanism must be replaced.

Lastly, braking mechanisms having brake stops are not suitable for all skating surfaces or uses. Because the brake stop frictionally engages the ground surface and wears away due to abrasion, the brake stop tends to create marks on the ground surface. These marks are undesirable and may prevent use of the braking mechanism on a particular skating surface such as in an indoor skating rink. In addition, because the brake stop is fixed and frictionally engages the ground surface, the brake stop may not be suitable for backwards skating.

To avoid several of these disadvantages associated with brake stops, roller brake braking mechanisms have been used on wheeled vehicles such as in-line skates. The conventional roller brake braking mechamsm is fixedly mounted to a rear end of the chassis of the skate and includes a slowly rotating rubber wheel that gradually reduces speed of the vehicle. One such roller brake is disclosed in Walin U.S. Patent 5,308,093 which issued May 3, 1994. The roller brake disclosed in Walin generally includes a brake wheel having an outer circumferential portion and an inner hub defining a recess. Two brake pads are supported by a bracket and extend into the recess of the inner hub. The brake pads contact both annular faces and circumferential surfaces of the inner hub to resist rotation of the brake wheel. Compression springs engage the brake pads to force the brake pads against the annular faces of the inner hub. The springs are maintained in contact with the brake pads by an axle bolt which extends through both springs and which threadably engages a lock nut. Compression of the springs against the brake pads is adjustable by rotation of the axle bolt relative to its locking nut.

Although the roller brake disclosed in Walin enables the user to adjust the compression ofthe springs and the resulting rotational resistance ofthe roller brake, precise adjustment is difficult. In particular, adjustment requires two tools to rotate the axle bolt relative to the nut. In addition, it is difficult, if not impossible, for the skater to determine the precise degree of compression of the springs and the resulting degree of rotational resistance. Consequently, it is difficult for the skater to customize the rotational resistance of the roller brake to his or her skill level or weight.

Moreover, the prior art roller brake disclosed in Walin fails to provide any mechanism for adjusting the brake angle height of the roller brake. Consequently, the skater cannot adjust the brake angle height for different wheel diameters and cannot customize the brake angle height to allow the skater to find his or her optimum braking force.

SUMMARY OF THE INVENTION The present invention is an improved roller brake for vehicles which travel over a ground surface. The improved roller brake includes a rotatable brake wheel having an adjustable frictional braking mechanism. The improved roller brake further includes a mechanism for indicating relative degree of frictional force thereby indicating frictional braking force of the brake wheel.

In the preferred embodiment illustrated, the roller brake includes a brake support for coupling the roller brake to a chassis of the vehicle, a brake wheel including an inner hub having a face and a brake tire fixedly coupled to the inner hub, a compression spring for applying force against the face of the inner hub, a guide member supported by the brake support, and a terminating member movably supported along an axis of the guide member and compressing the compression spring towards the face of the hub. In the preferred embodiment, a brake pad is supported between the compression spring and the face of the hub so that the compression spring presses the brake pad against the face ofthe hub. The terminating member has an exterior surface with graduation marks upon at least a portion of the exterior surface to indicate amounts of force applied by the compression spring to the face of the hub. Alternatively, graduation marks may be provided on an exterior member adjacent the terminating member. As a result, a user of the roller brake may precisely adjust the compression of the spring against the brake wheel to customize rotational resistance and braking rate based upon the user^'s skill level and weight. BRIEF DESCRIPTION OF THE DRAWINGS Figure 1 is a side elevational view illustrating a roller brake coupled to an in-line skate.

Figure 2 is an exploded perspective view of the roller brake of Figure 1.

Figure 3 is a first perspective view of the roller brake. Figure 4 is a second perspective view of the roller brake. Figure 5 is a cross-sectional view of the roller brake. Figure 6 is an exploded perspective view of an alternate embodiment of the roller brake.

Figure 7 is a perspective view of the alternate embodiment of the roller brake.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

The present invention is a roller brake for braking vehicles which traverse a ground surface. The present invention may be used in a wide variety of vehicles such as in-line skates, rollerskates, skateboards, scooters or od er vehicles which may manipulated so as to selectively retract the roller brake or apply the roller brake to a ground surface by tilting of a chassis of the vehicle. However, for purposes of illustration, the present invention is depicted in Figures 1-7 for use on an in-line skate.

Throughout the specification of the application, various terms are used such as "forward", "rearward", "front", "rear" and the like. These terms denote directions with respect to the drawings and are not limitations of orientation of the present invention. Rather, these terms are provided for clarity in describing the relationship between members ofthe roller brake. For example, the terms "frontward" and "rearward" are used in describing relationships between members when viewed from a back end of a vehicle to which the roller brake is coupled.

Figure 1 illustrates roller brake 10 coupled to a rear end 12 of a chassis 14 of an in-line skate 16. Chassis 14 supports a front skate wheel 18, a rear skate wheel 20 and one or more additional wheels 22 therebetween. Skate wheels 18, 20 and 22 are rotatably coupled to chassis 14 of skate 16 about axles 24, 26 and 28, respectively.

Roller brake 10 mounts to rear end 12 of chassis 14 and generally includes skate bracket 32, brake angle height adjuster 34, brake bracket 36, brake wheel assembly 38 and brake compression adjuster 40. Brake bracket 32 is fixedly secured to chassis 14 and is coupled to brake angle height adjuster 34. Adjuster 34 linearly moves brake bracket 36, brake wheel assembly 38 and compression adjuster 40 with respect to surface 44 and chassis 14. As a result, adjuster 34 allows the angle of brake wheel assembly 38 to be adjusted and set to customize roller brake 10 for different wheel diameters and skater preferences. Adjuster 34 allows a skater to select a preferred position of brake wheel assembly 36 with respect to ground surface 44 to allow the skater to find his or her optimum braking force. In the preferred embodiment illustrated, adjuster 34 moves and pivots brake bracket 36 and brake wheel assembly 38 about axle 26 of chassis 14. As can be appreciated, adjuster 34 may alternatively pivot brake bracket 36 and brake wheel assembly 38 about an alternate axis. Brake bracket 36 is pivotally coupled to skate bracket 32 and chassis 14 about axle 26. Brake bracket 36 rotatably supports and couples brake wheel assembly 38 to skate bracket 32 and chassis 14. Brake bracket 36 is movably coupled to adjuster 34 so that actuation of adjuster 34 moves brake bracket 36 and brake wheel assembly 38 relative to surface 44 and chassis 14. Brake bracket 36 further supports compression adjuster 40. In the preferred embodiment illustrated in Figure 1, brake bracket 36 supports compression adjuster 40 along an axis of rotation of brake wheel assembly 38. Brake bracket 36 is configured to suppoπ compression adjuster 40 so that compression adjuster 40 may be selectively adjusted by a single tool for selectively varying the amount of compression force and the resulting friction between compression adjuster 40 and a face of brake wheel assembly 38. Alternatively, brake bracket 36 may directly frictionally engage a face of brake wheel assembly 38 to create friction and braking between brake bracket 36 and brake wheel assembly 38.

Brake wheel assembly 38 is rotatably supported by brake bracket

36 above surface 44 at rear end 12 of chassis 14. When chassis 14 of skate 16 is pivoted about axle 26 to force brake wheel assembly 38 in contact with surface 44, brake wheel assembly 38 brakes skate 16. Because brake wheel assembly 38 is rotatable, brake wheel assembly 38 may be maintained in constant contact with surface 44 during braking. As a result, roller brake 10 provides steady, smooth gradual stopping without chatter or vibration. In addition, roller brake 10 is more durable than friction brakes and does not create black marks on surface 44. Roller brake 10 further provides the skater flexibility in that roller brake 10 may be used on right or left skates and may be used to provide braking while skating backwards or around comers. As can be appreciated, roller brake 10 may alternatively be mounted or secured to chassis 14 adjacent front wheel 18 at the front of chassis 14. Furthermore, roller brake 10 may alternatively be used with a variety of devices which travel over a ground surface such as rollerskates, skateboards or scooters which can be manipulated so as to selectively retract the roller brake or apply the roller brake to surface 44 by tilting of the chassis of the vehicle. Figure 2 is an exploded view of roller brake 10 illustrating skate bracket 32, angle height adjuster 34, brake bracket 36, brake wheel assembly 38 and compression adjuster 40 in greater detail. Figure 2 also illustrates axle bolts 46, 47, axle screw 48, and shoulder screw 49. Axle bolt 46 and axle screw 48 mount skate bracket 32 and brake bracket 36 to chassis 14 to form axle 26 (shown in Figure 1). Axle bolt 47 and shoulder screw 49 clamp brake bracket 32 about brake wheel assembly 38. As best shown by Figure 2, skate bracket 32 is preferably formed from two integrally molded halves, skate bracket half 50a and skate bracket half 50b. Brake bracket halves 50a and 50b substantially mirror one another. Bracket halves 50a, 50b each include hook halves 54a, 54b, legs 56a, 56b, screw capture halves 58a, 58b and shield halves 60a, 60b, respectively. Brake bracket half 50b further includes lug 62 and brake bracket half 50a includes a corresponding socket 64. Each hook half 54a, 54b integrally extends upward and away from its corresponding leg 56a, 56b. Hook halves 54a, 54b form an upwardly bent hook 54 when brake bracket halves 50a and 50b are joined together. The hook 54 formed by halves 54a, 54b is sized for being received within a corresponding slot (not shown) formed within rear end 12 of chassis 14. The hook formed by hook halves 54a, 54b partially secures skate bracket 32 to chassis 14 and permits skate bracket 32 to be easily removed from chassis 14 for repair or replacement of roller brake 10. Alternatively, as can be appreciated, skate bracket 32 may be integrally formed as part of chassis 14.

Legs 56a, 56b of bracket halves 50a, 50b are generally flat, elongated plates preferably spaced apart from one another by a distance equal to a width of chassis 14 (shown in Figure 1). Legs 56a, 56b each extend forward (towards a front end of skate 16) and downward from hook halves 54a, 54b so as to abut lower outer surfaces of chassis 14. Legs 56a, 56b defines apertures 64a, 64b sized for receiving axle screw 48 and axle bolt 46, respectively. Because legs 56a, 56b extend upward and rearward from axle 26 (shown in Figure 1) towards a. rear of skate 16, bracket 32 supports and maintains the remaining components of roller brake 10 rearward and above lower circumferential portions of wheels 18, 20 and 22 in contact with surface 44 unless braking is initiated by the skater tilting skate 16 so as to bring brake wheel assembly 36 in contact with surface 44.

Screw capture halves 58a, 58b integrally extend rearward with respect to hook halves 54a, 54b, respectively. Screw capture halves 58a, 58b form a cap-shaped screw capture sized for receiving the head of an adjusting screw 70 of adjuster 40 when skate bracket halves 50a, 50b are joined together. The screw capture formed by capture halves 58a, 58b defines a non-circular cavity which receives the head of cavity adjusting screw 70 and which prevents rotation of adjusting screw 70. The cavity further prevents linear movement of the adjusting screw with respect to skate bracket 32 formed by bracket halves 50a, 50b. Shield halves 60a, 60b are generally wide, elongate bars which extend towards one another from legs 56a, 56b. Shield halves 60a, 60b form a generally flat shield or debris guard between adjusting screw 70 supported by screw capture halves 58a, 58b and brake wheel assembly 36. As a result, the shield formed by shield halves 60a, 60b prevents dirt and other particles from being deposited upon adjuster 40 so that actuation of adjuster 40 is not inhibited.

As discussed above, bracket halves 50a, 50b substantially mirror one another except that bracket half 50b includes lug 62 and bracket half 50a includes a corresponding socket 64. Lug 62 integrally projects from leg 56b towards socket 64 while socket 64 integrally extends from arm 56a towards lug 62. Socket 64 receives lug 62 when halves 50a, 50b are joined together. Lug 62 and socket 64 stabilize and maintain skate bracket halves 50a and 50b together in precise alignment with one another. Adjuster 40 is coupled between skate bracket 32 and brake bracket 34 and includes adjusting screw 70, adjusting knob 72 and pivot bar 74. Adjusting screw 70 is a conventional threaded bolt or screw including head 76 and threaded portion 78. Head 76 is sized for being received by the screw capture formed by screw capture halves 58a and 58b. Head 76 engages the screw capture so that screw 70 does not rotate upon rotation of adjusting knob 72. Head 76 is also captured by the screw capture so that screw 70 is fixed and does not linearly move with respect to skate bracket 32.

Threaded portion 78 extends downward from head 76 above the shield formed by shield halves 60a, 60b. Threaded portion 78 threadably engages adjusting knob 72 and guides adjusting knob 72 upward and downward along threaded portion 78.

Adjusting knob 72 is threadably received upon threaded portion 78 of screw 70. Adjusting knob 72 is generally spool-shaped and includes two circular discs 80 spaced apart and interconnected by a central hub 81. Discs 80 and hub 81 define an internally threaded bore 82. Threaded bore 82 extends axially through adjusting knob 72. Internal threads of threaded bore 82 threadably engage threaded portion 78 of screw 70. Because screw 70 is rotationally fixed, rotation of adjusting knob 72 causes linear movement of adjusting knob 72 relative to screw 70 and skate bracket 32. To facilitate easy rotation of adjusting knob 72, teeth 84 are formed along an outer circumferential edge of knob 72. Hub 81 has a diameter smaller than a diameter of discs 80 so as to define a groove 86. Groove 86 circumferentially extends around and into adjusting knob 72 and has an axial width sized for capturing and receiving pivot bar 74.

Pivot bar 74 is coupled between adjusting knob 72 and brake bracket 36. Pivot bar 74 is generally yoke shaped and includes plate 88 and cross-bars 90. Plate 88 is generally U-shaped and includes a notch 92. Plate 88 has a width less than the axial width of groove 86 of adjusting knob 72 to permit plate 88 to fit within groove 86. Notch 92 is preferably sized for partially encircling hub 81 of adjusting knob 72. Upon assembly, plate 88 is fit within groove 86 and captured by adjusting knob 72. As a result, adjusting knob 72 carries pivot bar 74 along threaded portion 78 of screw 70.

Cross bars 90 integrally extend from plate 88 and are generally cylindrical in shape. Cross bars 90 pivotally engage brake bracket 36. Rotation of adjusting knob 72 causes adjusting knob 72 to move linearly upon threaded portion 78 of screw 70. Adjusting knob 72 carries pivot bar 74. This linear movement of pivot bar 74 caused by rotation of adjusting knob 72 further imparts movement to brake bracket 36 so as to pivot brake bracket 36 about axle bolt 46 and axle screw 48 and about bars 90 to adjust the vertical angle and height of brake wheel assembly 38.

Brake bracket 36 is generally V-shaped and is pivotally coupled to skate bracket 32 and chassis 14 about axle bolt 46 and axle screw 48. Brake bracket 36 is formed by two bracket halves 100a and 100b. Bracket halves 100a, 100b include forward arm portions 102a, 102b, rearward arm portions 104a, 104b, elbow portions 106a, 106b, pivot barrels 108a, 108b and brake pad captures 110a, 110b, respectively. Forward arm portions 102a, 102b extend downward and forward from elbow portions 106 towards a front end of skate 16 and define apertures 114a, 114b, countersinks 116a, 116b and domes 118a, 118b. Apertures 114a, 114b extend through forward arm portions 102a, 102b and are sized for the reception of axle screw 48 and axle bolt 46, respectively. Countersinks 116a (not shown) and 116b extend into outer surfaces of arm portions 102a, 102b, respectively, and are sized for the reception of a head of axle bolt 46 and axle screw 48, respectively. Domes 118a, 118b (not shown) extend from arm portions 102a, 102b about apertures 114a, 114b, respectively. Each dome 118a, 118b fits partially within and about apertures 64a, 64b of legs 56a, 56b so as to axially align apertures 114a, 114b and apertures 64. Upon assembly, axle bolt 46 is inserted through aperture 114b of brake bracket 100b across chassis 14 and through aperture 114a of brake bracket 100a. Axle screw 48 is inserted through aperture 114a and threadably engages an interior threaded bore of axle bolt 46. As a result, brake brackets 100a, 100b are pivotally coupled to chassis 14 about axle 26 formed by axle bolt 46 and axle screw 48. Rearward arm portions 104a, 104b integrally extend downward and rearward from elbow portions 106a, 106b towards a rear end of skate 16. Rearward arm portions 104a, 104b define apertures 120a, 120b and countersinks 122a (shown in Figure 4), 122b, respectively. Aperture 120b is sized for the reception of tension bolt 202 of compression adjuster 40. Apertures 120a, 120b are preferably in axial alignment with an axis of rotation of brake wheel assembly 38. Countersink 122b is sized for the reception of a head of the tension bolt 202. Aperture 120a is sized for the reception of an adjusting plug 204 of compression adjuster 40 and has a non-circular, preferably flat, inner edge portion in engagement with the adjusting plug 204 to prevent rotation of the adjusting plug 204. Countersink 122a (shown in Figure 4) at least partially encircles adjusting plug 204 to protect adjusting plug 204 from surface elements.

Elbow portions 106a, 106b are positioned between arm portions 102 and 104 and defines apertures 130a, 130b and countersinks 132a (not shown), 132b. Aperture 130b is sized for the reception of axle bolt 47 while countersink 132b is sized for the reception of the head of axle bolt 47. Similarly, aperture 130a is sized for the reception of shoulder screw 49 while

*» countersink 132a is sized for the reception of the head of shoulder screw 49. Upon assembly, axle bolt 47 extends through aperture 130b and is threadably joined to axle screw 49 which extends through aperture 130a. Axle bolt 47 and axle screw 49 fixedly couple brake bracket halves 100a, 100b to one another along opposite sides of skate bracket 32 and chassis 14. -ι:

Pivot barrels 108a, 108b integrally extend from elbow portions 106a, 106b inward. Barrels 108 are generally tubular in shape and have an inner bore sized for receiving cross bars 90 of pivot bar 74. As a result, movement of pivot bar 74 pivots brake bracket halves 100a, 100b about axle bolt 46 and axle screw 48 and about barrels 108 to adjust the vertical height and angle of brake wheel assembly 38.

Brake pad captures 110a, 110b each include a face 138 and an inner wall surface 140. Inner wall surface 140 extends from face 138 inward towards the opposite brake bracket half. Inner surface 140 and face 138 define cavities for receiving brake pads 152a, 152b, respectively. Faces 138 abut brake pads 152a, 152b while inner surfaces 140 partially enclose lateral surfaces of brake pads 152a, 152b. Inner surfaces 140 preferably include non-circular, preferably flat, portions 142 which engage corresponding surfaces of brake pads 152a, 152b to prevent rotation of the brake pads 152a, 152b. Preferably, the cavities defined by inner surfaces 140 and faces 138 have a D-shaped cross- section. The cavities formed by faces 138 and inner wall surfaces 140 maintain and support brake wheel assembly 38 about an axis of rotation.

Brake wheel assembly 38 is rotatably supported between brake bracket halves 100a, 100b of brake bracket 36 and includes brake wheel 150 and brake pads 152a, 152b. Brake wheel 150 is rotatable about brake pads 152a, 152b and includes brake tire 156 and inner hub 158. Brake tire 156 is a generally cylindrical, outer circumferential ring fixedly coupled to and around inner hub 158. Alternatively, tire 156 may be integrally formed with inner hub 158. Tire 156 is preferably formed from a moderately, soft, resilient material such as urethane rubber. Tire 156 is preferably substantially softer than the circumference of wheels 18, 20 and 22 (shown in Figure 1). Tire 156 deforms and reforms when it makes contact with surface 44 (shown in Figure 1). This deformation and reformation dissipates energy and contributes to the braking power of roller brake 10.

Inner hub 158 includes interior surfaces 160a, 160b and an annular portion 162 having annular faces 164a, 164b. Inner hub 158 is preferably formed from a relatively hard, heat resistant material such as thermoset plastic. Annular portion 162 is preferably integrally formed with interior surfaces 160a, 160b. Alternatively, annular portion 162 may be fixedly attached to interior surfaces 160a, 160b of inner hub 158. Interior surfaces 160a, 160b are generally cylindrical. As can be appreciated, interior surfaces 160a, 160b may have a variety of alternative shapes and configurations. Annular surfaces 164a, 164b extend radially inward from interior surfaces 160a, 160b towards an axis of rotation of brake wheel 150 intermediate axial ends 166, 168 of brake wheel 150. Annular face 164a faces toward axial end 166 and brake pad 152a while annular face 164b faces towards axial end 168 and brake pad 152b. Annular faces 164a, 164b and interior surfaces 160a, 160b define recesses !70a, 170b. Recesses 170a, 170b are sized for the reception of brake pads 152a, 152b, respectively. Interior surfaces 160a, 160b and annular faces 164a, 164b frictionally contact corresponding surfaces of brake pads 152a, 152b to resist rotation of brake wheel 150 and to thereby brake skate 16 when wheel 150 is brought into contact with surface 44.

Brake pads 152a, 152b are preferably disc plugs sized for being received within recesses 170a, 170b, respectively. Brake pads 152a, 152b include lateral surfaces 174, non-circular surfaces 176 and axial faces 178, 180. Lateral surfaces 174 of brake pads 152a, 152b are configured for frictionally engaging interior surfaces 160a, 160b, respectively, to brake wheel 150. Because interior surfaces 160a, 160b are preferably cylindrical in shape, lateral surfaces 174 are also ideally at least partially cylindrical in shape with a diameter slightly smaller than the diameter of interior surfaces 160. Non-circular surfaces 176 are preferably shaped so that brake pads 152a, 152b have a cross-sectional shape substantially identical to the cross-sectional shape of cavities defined by brake captures 1 10a, 110b. Preferably, non-cylindrical surfaces 176 are flat so that brake pads 152a, 152b have a substantially D-shaped cross-section. Because non-cylindrical surfaces 176 mate and engage with non-cylindrical surfaces 142 of brake captures 110a, 110b upon assembly, brake pads 152a, 152b do not rotate within recesses 170a, 170b of brake wheel 150. As a result, inner hub 158 and brake tire 156 of brake wheel 150 rotate relative to brake pads 152a, 152b such that brake pads 152a, 152b resist and brake the rotational movement of brake wheel 150.

Axial faces 178 of brake pads 152a, 152b abut and frictionally engage annular faces 164a, 164b of inner hub 158 to further brake the rotation of brake wheel 150 with respect to brake pads 152a, 152b. Brake bracket halves 100a, 100b apply force against axial faces 180. The compression force is transmitted across brake pads 152a, 152b to axial faces 178 and to annular faces 164a, 164b.

To allow a variable amount of force and resulting friction to be applied by axial face 178 of brake pads 152a, 152b to annular faces 164a, 164b of inner hub 158, roller brake 10 further includes compression adjuster 40. To accommodate compression adjuster 40, each brake pad 152a, 152b includes bores 181 and interior annular face 182. Bores 181 have a diameter sized for the reception of a compression springs 200a, 200b of compression adjuster 40. Interior annular faces 182 radially extend inward from the outer diameter of bores 181 towards an axial center line of bore 181. Annular faces 182 each define an axial bore 186 having a diameter sized for receiving tension bolt 216 of compression adjuster 40.

Compression adjuster 40 applies an adjustable amount of pressure or force to axial faces 178 of brake pads 152a, 152b to create a desired amount of friction between axial faces 178 and annular faces 164a, 164b. Compression adjuster 40 includes compression springs 200a, 200b, tension bolt 202 and adjusting plug 204. Compression springs 200a, 200b are conventionally known and are received within bores 180 of brake pads 152a, 152b. Compression springs 200a, 200b permit a varying axial compression force to be applied to brake pads 152a, 152b and a varying degree of friction to be created between brake pads 152a, 152b and annular faces 164a, 164b, respectively, of inner hub 158. Compression spring 200b has a first axial end 206 in engagement with interior annular face 182 of brake plug 152b and a second axial end 208 in abutment with brake arm portion 104b. Compression spring 200a has a first axial end 210 in engagement with interior annular face 182 and a second axial end 212 in engagement with adjusting plug 204.

Tension bolt 202 generally comprises an elongate threaded guide member for axially guiding movement of adjusting plug 204 to compress springs 200a, 200b. Tension bolt 202 includes head 216 and threaded portion 218. Upon assembly, head 216 of bolt 202 is received within countersink 122b of brake arm portion 104 of brake bracket half 100b. Bolt 202 extends through aperture 120b, through spring 200b, through bore 180 and bore 186, through annular portion 162, through bores 186 and 182 and through spring 200a where threaded portion 218 threadably engages adjusting plug 204. Rotation of bolt 202 axially moves plug 204 to vary the degree of compression of springs 200a, 200b and to vary the degree of friction between brake pads 152a, 152b and brake wheel 150.

Adjusting plug 204 is a threaded lug which acts as a terminating member for compressing springs 200a, 200b. Adjusting plug 204 is threadably received upon threaded portion 218 of bolt 202 and includes lateral surface 222, non-circular surface 224, axial face 226, threaded bore 228 and graduation marks 230. Lateral surface 222 and non-circular surface 224 of adjusting plug 204 are preferably shaped so that adjusting plug 204 has a cross-sectional shape substantially identical to the cross-sectional shape of aperture 120a in brake bracket 100a. Preferably, disc plug 204 has a generally D-shaped cross-sectional shape. Non-circular surface 224 engages a corresponding non-circular surface 244 (shown in Figure 4) of aperture 120a to prevent rotation of disc plug 204. However, because disc plug 204 has a cross-sectional shape substantially identical to the cross-sectional shape of aperture 120a, but slightly smaller, disc plug 204 is slidably received within aperture 204. In addition, because disc plug 204 is substantially identical in shape to aperture 104, and slightly smaller than aperture 120a, disc plug 204 further prevents contaminants from entering through aperture 120a into brake wheel assembly 38.

Axial face 226 of disc plug 204 engages axial end 212 of spring 200a. Threaded bore 228 threadably engages threaded portion 218 of tension bolt 202. Because disc plug 204 is slidable but non-rotatable with respect to arm portion 104 of brake bracket half 100a, actuation or rotation of tension bolt 202 axially moves disc plug 204 with respect to springs 200a and 200b so as to vary the compression of springs 200a and 200b.

Graduation marks 230 are located upon an exterior surface of adjusting plug 204. Graduation marks 230 indicate the axial position of disc plug 204 relative to tension bolt 202 and springs 200a, 200b. As a result, graduation marks 230 also indicate the degree of compression of springs 200a, 200b and the degree of rotational resistance or friction between brake pads 152a, 152b and brake wheel 150. In particular, the degree of compression of springs 200a, 200b is indicated by composing the relative location of graduation marks 230 to the generally fixed, stationary exterior side surface of brake bracket half 100a surrounding countersink 122a or within countersink 122a. In the preferred embodiment illustrated, graduation marks 230 comprise incremented serrations cut into surface 224 of disc plug 204. Alternatively, graduation marks 230 may be formed upon any outer surface of disc plug 204 by any conventional marking methods. Furthermore, graduation marks 230 may alternatively be located on a fixed exterior member projecting outward from arm portion 104 of brake bracket 100a adjacent disc plug 204. In such an alternative configuration, the degree of compression of springs 200a, 200b would be indicated by comparing the relative location of an axial end of disc plug 204 with respect to incremented graduation marks on the fixed exterior member or comparison of a single indicator mark on a surface of adjusting plug 204 with respect to graduation marks located upon a surface of an exterior member projecting from arm portion 104 adjacent disc plug 204. Compression adjuster 40 allows the skater to customize compression of springs 200a and 200b to provide for customized braking of roller brake 10. Graduation marks 230 further enable the skater to precisely determine and preset the degree of tension and compression desired based upon the skater's weight and skill level or the particular surface terrain. Figure 3 is a perspective view of assembled roller brake 10. As best shown by Figure 3, upon being assembled, roller brake 10 is a compact, lightweight braking attachment which may be pivotally mounted to an existing in-line skate 16 or other vehicle by hook 54 and axle bolt 46 which is coupled to axle screw 48 (shown in Figure 2). Hook 54 bends upward and fits within a corresponding substantially vertical slot (not shown) formed within chassis 14. Hook 54 prevents skate bracket 50 (formed by bracket halves 50a, 50b) from moving parallel with respect to surface 44 and prevents skate bracket 50 from pivoting. Axle bolt 46 pivotally couples brake bracket halves 100a, 100b to skate bracket 50 and chassis 14. In the preferred embodiment, axle bolt 46 and axle screw 48 (shown in Figure 2) also form axle 26 for rotatably supporting rear skate wheel 20 as shown in Figure 1. However, as can be appreciated, rear wheel 20 may alternatively be rotatably supported by a separate, distinct axle. Screw 70 of angle height adjuster 34 is fixedly secured to skate bracket 50. Adjusting knob 72 threadably engages screw 70 and carries pivot bar 74. Pivot bar 74, in turn, is pivotally hinged to pivot barrels 108 extending from brake bracket halves 100a, 100b which carry and support brake wheel assembly 38. Rotation of adjusting knob 72 linearly moves adjusting knob 72 along screw 70 to also move and pivot bar 74, brake bracket halves 100a, 100b and brake wheel assembly 38 about axle bolt 46 relative to surface 44, skate bracket 50 and chassis 14 (shown in Figure 1). Consequently, angle height adjuster 34 provides precise continual incremental angle and height adjustment of brake wheel assembly 38 and brake tire 156 relative to chassis 14 and surface 44. As a result, a skater may precisely adjust and customize angle height of brake tire 156 for different wheel diameters and for various desired brake positions to allow the skater to find his or her optimum braking force based upon the skater's weight or skill level. Once the desired angle height is selected, ^'axle bolt 47 may be rotated to tighten and clamp elbow portions 106 of brake bracket halves 100a, 100b and pivot barrels 108 towards one another to further stabilize and fix brake bracket halves 100a, 100b to prevent accidental movement of adjusting knob 72 and pivoting of brake tire 156 about axle bolt 46. To adjust the angle height of brake tire 156 relative to surface 44, merely requires the loosening of axle bolt 47 and rotation of adjusting knob 72.

To ensure easy and reliable angle height adjustment of brake tire 156, shield 60 prevents dirt, mud and other particles of surface 44 from being projected by tire 156 onto screw 70. Shield 60 further abuts a lower end of screw 70 to prevent accidental rotation of adjusting knob 72 off the end of screw 70. As can be appreciated, alternative mechanisms may be used in lieu of screw 70 to provide for controlled, incremental adjustment of brake bracket halves 100a, 100b and brake tire 156 relative to skate bracket 50 and chassis 14. Moreover, brake bracket halves 100a, 100b and brake tire 156 may altematively be slidably coupled to skate bracket 50 and chassis 14 so as to permit angle and height adjustment of brake tire 156 relative to surface 44.

In addition to clamping elbow portions 106 towards one another to secure the selected angle height of brake tire 156 relative to surface 44, axle bolt 47 and shoulder screw 49 (shown in Figure 2) also clamp rearward arm portions 104 of brake bracket halves 100a, 100b towards one another and against opposite axial faces of brake wheel assembly 38. Compression adjuster 40 provides force and compression of brake pads 152a, 152b (shown in Figure 2) against an axial face of brake wheel 150. Altematively, bracket halves 100a, 100b may provide compression of brake pads 152a, 152b in lieu of springs 200a, 200b (shown in Figure 2). Tension bolt 202 extends through brake bracket half 100b, through brake wheel assembly 38 and tiirough brake bracket half 100a. Tension bolt 202 has a threaded end 218 (shown in Figure 2) which threadably engages adjusting plug 204. Rotation of tension bolt 202T relative to plug 204 moves adjusting plug 204 axially along bolt 202 to adjust the compression of springs 202a, 202b (shown in Figure 2) against a face of brake wheel 150. As a result, the amount of friction between brake pads 152a and 152b and brake wheel 150 may be selectively adjusted to customize braking rate for different skill levels and for skaters having different weights.

Figure 4 is a perspective view of assembled roller brake 10 illustrating adjusting plug 204, brake bracket half 100a and graduation marks 230 in greater detail. As best shown by Figure 4, aperture 120a formed in brake bracket half 100a receives adjusting plug 204 of compression adjuster 40. Aperture 120a has a non-circular, preferably flat, inner edge portion 244 in engagement with non-cylindrical surface 224 of adjusting plug 204. Preferably, aperture 120a has a shape identical to, but slightly larger than the cross-sectional shape of adjusting plug 204. As a result, non-cylindrical inner edge portion 244 acts as a stop member and prevents rotation of adjusting plug 204 relative to tension bolt 202 and brake bracket half 100a. At the same time, because aperture 120a is slightly larger than adjusting plug 204, rotation of tension bolt 202 axially moves adjusting plug 204 along threaded portion 218 of tension bolt 202 to selectively and incrementally adjust the compression of springs 200a, 200b against brake pads 152a, 152b, respectively, which frictionally engage annular faces 164a, 164b of inner hub 158, respectively (shown in Figure 2). This adjustment may be performed by merely rotating tension bolt 202 with a single tool such as an alien wrench or a similar rotational tool. Because brake bracket half 100a prevents rotation of adjusting plug 204, a separate additional tool is not required to fix or prevent rotation of adjusting plug 204 as tension bolt 202 is rotated. Consequently, the adjustment of the compression of springs 200a, 200b is more easily adjusted.

As further shown by Figure 4, graduation marks 230 are formed upon non-circular surface 224. Graduation marks 230 are graduated and spaced from one another at preselected specific distances. Graduation marks 230 enable the skater to determine the precise degree of compression of springs 200a, 200b (shown in Figure 2) by counting the number of graduation marks 230 projecting from aperture 120a. For example, the larger the number of graduation marks projecting from aperture 120a, the lower the degree of compression of springs 200a, 200b against brake pads 152a, 152b and the lower the amount of friction between brake pads 152a, 152b and brake wheel 150. Thus, the larger the number of graduation marks projecting from aperture 120a, the lower the braking rate. Altematively, graduation marks 230 may be formed upon any outer surface of disc plug 204 by any conventional marking methods. Furthermore, graduation marks 230 may altematively be located on a fixed exterior member projecting outward from brake bracket 100a adjacent disc plug 204. In such an alternative configuration, the degree of compression of springs 200a, 200b would be indicated by comparing the relative location of an axial end of disc plug 204 with respect to the incremented graduation marks on the fixed exterior member or comparing a single indicator mark on a surface of adjusting plug 204 with respect to graduation marks located upon the surface of the exterior member.

Figure 5 is a cross-sectional view of roller brake 10 illustrating brake bracket 36, brake wheel assembly 38 and compression adjuster 40 in greater detail. As best shown by Figure 5, brake bracket halves 100a, 100b of brake bracket 36 rotatably support brake wheel assembly 38 about a brake axis 250. In particular, face 138 and inner wall surface 140 of brake pad captures 110a, 110b define cavities 254a, 254b which receive brake pads 152a, 152b, respectively. Faces 138 confront axial faces 178 of brake pads 152a, 152b. Inner surfaces 140 surround and engage brake pads 152a, 152b to support brake pads 152a, 152b along axis 250 and to prevent rotation of rjrake pads 152a, 152b about axis 250. Brake pads 152a, 152b fit within recesses 170a, 170b so that lateral surfaces 174 contact interior surfaces 160a, 160b, respectively, of inner hub 158 of brake wheel 150. Inner hub 158 and brake tire 156 are supported by and rotate about brake pads 152a, 152b and about axis 250. When brake tire 156 is pivoted into contact with ground surface 44, ground surface 44 applies an upward force to brake tire 156 and inner hub 158. Lateral surfaces 174 of brake pads 152a, 152b apply corresponding opposite downward force to inner hub 158. As a result, later surfaces 174 of brake pads 152a, 152b resist the rotational movement of inner hub 158 and brake tire 156 to brake forward motion of skate 16. This resistance can vary depending upon the amount of downward pressure applied by the skater.

Compression adjuster 40 extends through brake bracket halves 100a, 100b, brake pads 152a, 152b and inner hub 158 to apply an adjustable, selected amount of compression force to brake pads 152a, 152b to selectively adjust the rotational resistance between axial faces 178 of brake pads 152a, 152b and annular faces 164a, 164b of inner hub 158. As best shown by Figure 5, springs 200a, 200b of compression adjuster 40 fit within recesses 180 of brake pads 152a. 152b, respectively. Spring 200a has a first axial end 210 in contact with interior annular face 182 of brake pad 152a. Similarly, spring 200b has a fist axial end 206 in contact with interior annular face 182 of brake pad 152b. Spring 200a has a second axial end 212 in contact with face 226 of adjusting plug 204. Spring 200b has a second axial end 208 in contact with an inner surface of brake bracket 110b around aperture 120b. Tension bolt 202 extends through aperture 120b, through spring 200b, through brake pads 152a, 152b and inner hub 158 and through spring 200a to threadably engage adjusting plug 204. Head 216 of tension bolt 202 engages brake bracket half 110b. Threaded portion 218 threadably engages adjusting plug 204 which is partially fit within aperture 120a of brake bracket half 100a. As discussed above, rotation of head 216 of tension bolt 202 moves adjusting plug 204 axially along axis 250 to compress springs 200a, 200b which force brake pads 152a, 152b into annular faces 164a, 164b respectively, of inner hub 158. The greater the compression of springs 200a, 200b, the greater the resistance between brake pads 152a, 152b and brake wheel 150. Similarly, the lesser the compression of springs 200a, 200b, the lesser the resistance between brake pads 152a, 152b and brake wheel 150. As a result, compression adjuster 40 allows the skater to selectively adjust and customize the resistance between brake pads 152a, 152b and brake wheel 150 based upon the skater's skill level or weight. Figure 6 is an exploded view of an alternate embodiment (roller brake 310) of roller brake 10. For ease of illustration, those elements of roller brake 310 which are the same as corresponding elements of roller brake 10 are numbered similarly. Roller brake 310 is similar to roller brake 10 except that roller brake 310 includes brake bracket 336 (formed by brake bracket halves 350a, 350b), in place of skate bracket 32, brake bracket 36 and angle height adjuster 40. Brake bracket halves 350a and 350b substantially mirror one another and include main body portions 352a, 352b, hook halves 354a, 354b, leg portions 356a, 356b, arm portions 404a, 404b and brake pad captures 410a, 410b. Brake bracket half 350b further includes lugs 362, 363 and bracket half 350a further includes corresponding sockets 364, 365.

Main body portions 352a, 352b each include a generally flat sidewall 306 and a generally rectangular top portion 307. Each sidewall 306 defines an aperture 430 through which axle bolt 47 and shoulder screw 49 are inserted and screwed together to clamp and hold bracket halves 350a and 350b together and to also clamp brake wheel assembly 38 between bracket halves 350a and 350b.

Hook halves 354a and 354b are substantially identical to hook halves 54a and 54b of roller brake 10. Each hook half 354a, 354b integrally extends upward and away from main body portion 352a, 352b, respectively. The hook formed by hook halves 54a, 54b partially secures roller brake 310 and brake bracket 336 to a chassis of a skate.

Leg portions 356a, 356b are generally flat plates which extend downward and away from brake wheel assembly 38. Each leg 356a, 356b defines an aperture 414 sized for receiving axle bolt 46 and axle screw 48. Axle bolt 46 and axle screw 48 further couple roller brake 310 to the chassis of the skate.

Arm portions 404a, 404b of brake bracket halves 350a, 350b are generally elongate plates extending rearwardly from main body portions 352a, 352b, respectively towards a rear of the skate to which roller brake 310 is coupled. Arm portions 404a, 404b define apertures 420a, 420b and countersinks 422a, 422b, respectively. Apertures 420a, 420b are preferably in axial alignment with an axis of brake wheel assembly 38. Aperture 420b is sized for the reception of tension bolt 202 of compression adjuster 40. Aperture 420a formed in brake bracket half 100a is sized for the reception of adjusting plug 204. Aperture 420a is substantially identical to aperture 120a defined in rearward arm portion 104 of brake bracket half 100a. Aperture 420b is substantially identical to aperture 120b defined by rearward arm portion 104 of brake bracket half 100b. Countersinks 420a, 420b are similar to countersink 122a, 122b (shown in Figure 2) except that countersinks 420a, 420b project outwardly from the generally flat surface of arm portions 404a, 404b to surround apertures 420a, 420b and to protect compression adjuster 40 from road elements. Countersink 422a surrounds plug 204 when rollerbrake 310 is assembled. Countersink 422b is sized for the reception of head 216 of bolt 202. Brake pad captures 410a, 410b are substantially identical to brake pad captures 110a, 110b of brake bracket halves 100a, 100b, respectively. As a result, brake pad captures 410a, 410b support brake pads 152a, 152b and brake wheel 150 of brake wheel assembly 38. Brake pads captures 410a, 410b also prevent rotation of brake pads 152a, 152b so that brake pads 152a, 152b resist rotation of brake wheel 150.

Lugs 362 and 363 integrally project from main body portion 352b and top 307, respectively, of brake bracket half 350b. Socket 364 integrally projects from main body portion 352a towards lug 362. Socket 365 is defined within top 307 of brake bracket half 350a and has an end opening towards lug 363. Sockets 364 and 365 receive lugs 362 and 363, respectively, when halves 350a and 350b are joined together to form brake bracket 336. Lugs 362, 363 and sockets 364, 365 stabilize and maintain brake bracket halves 350a and 350b together in a precise alignment with one another.

Figure 7 is a perspective view of assembled roller brake 310. Upon assembly, roller brake 310 is a compact, lightweight braking attachment which may be pivotally mounted to an existing in-line skate 16 or another wheeled vehicle by hook 354 with axle bolt 46 (shown in Figure 6) and axle screw 48. Similar to roller brake 10, roller brake 310 allows a skater to selectively adjust compression of springs 200a, 200b and the corresponding rotational resistance of brake pads 152a, 152b against annular faces 164a, 164b of inner hub 158 of brake wheel 150 (shown in Figure 6). As best shown by Figure 7, countersink 422a of brake bracket 350a defines a notch 548 for viewing the extent to which adjusting plug 204 protrudes outward from aperture 420a to facilitate easier identification of the number of graduation marks 230 and the conesponding degree of compression and braking rate. Thus, graduation marks 230 precisely indicate the degree of compression of springs 200a, 200b and the degree of conesponding rotational resistance between brake pads 152a, 152b and brake wheel 150 (shown in Figure 6). As a result, compression adjuster 40 of roller brake 310 also allows the skater to selectively adjust and customize the resistance between brake pads 152a, 152b and brake wheel 150 based upon the skater's skill level or weight. Because broke bracket half 100a prevents rotation of adjusting plug 204 (shown in Figure 6), a separate additional tool is not required to fix or prevent rotation of adjusting plug 204 as tension bolt 202 is rotated. Consequently, compression springs 200a, 200b are more easily adjusted. In contrast to roller brake 10, roller brake 310 does not include angle height adjuster 34. As a result, the functions of skate bracket 32 and brake bracket 36 are combined into a single bracket 336. Consequently, roller brake 310 includes fewer components and may be more easily and inexpensively manufactured and assembled. 'At the same time, roller brake 310 enables a skater to customize his or her specific braking rate by simply rotating tension bolt 202 (shown in Figure 6).

Although the present invention has been described with reference to prefened embodiments, workers skilled in the art will recognize that changes may be made in form and detail without departing from the spirit and scope of the invention.

Claims

WHAT IS CLAIMED IS:

1. In a roller brake including a rotatable brake wheel having an adjustable frictional braking mechanism, an improvement comprising: a mechanism for indicating relative degree of frictional force thereby indicating frictional braking force of the brake wheel.

2. The improved roller brake of claim 1 wherein the adjustable frictional braking mechanism includes: a brake pad frictionally engaging a face of the brake wheel; spring means compressing the brake pad towards the face of the brake wheel; and a terminating member engaging the spring means to adjust compression of the spring means.

3. The improved roller brake of claim 2 wherein the indicating mechanism includes incremented graduation marks formed upon a surface ofthe terminating member.

4. The improved roller brake of claim 2 including a stationary member having a surface adjacent the terminating member, wherein the terminating member has a surface which moves relative to the stationary member and wherein the indicating mechanism includes incremented graduation marks formed on a surface of one of the stationary member and the terminating member permitting the relative degree of frictional force to be ascertained by comparing a location of the terminating member relative to the surface of the stationary member.

5- The improved roller brake of claim 4 wherein the incremented graduation marks are formed upon the surface of the terminating member.

6. The improved roller brake of claim 2 wherein the terminating member threadably moves along a threaded guide member, wherein the terminating member includes a non-circular exterior surface and wherein the roller brake includes a stop member slidably engaging the non-circular exterior surface of the terminating member to prevent rotation of the terminating member and to permit axial movement of the terminating member along the threaded guide member as the threaded member is rotated.

7. The improved roller brake of claim 1 including: a mechanism for adjusting an angle height of the brake wheel relative to a ground surface.

8. A roller brake for a vehicle traveling over a ground surface, the vehicle having a chassis, the roller brake comprising: a brake wheel having an axis of rotation and including: an inner hub having a face; and a brake tire fixedly coupled to the inner hub; a mechanism for coupling the brake wheel to the chassis; a compression mechanism for applying variable amounts of force to the face of the hub; an adjusting mechanism for adjusting the compression mechanism to selectively vary amounts of force applied by the compression mechanism to the face of the hub; and a graduation mechanism for indicating the amount of force applied by the compression mechanism to the face of the hub.

9. The roller brake of claim 8 including: a guide member extending towards the face of the hub; a terminating member movably supported along the guide member; and a compression spring coupled between the terminating member and the face of the inner hub.

10. The roller brake of claim 8 wherein the compression mechanism comprises a compression spring coupled to the face of the hub and wherein the adjusting mechanism includes: a rod having a threaded end, the rod extending parallel to the axis of rotation of the brake wheel; and a threaded lug coupled to the compression spring, the lug having a threaded bore threadably engaging the threaded end of the rod, whereby rotation of the threaded lug relative to the rod moves the threaded lug along an axis of the rod to compress the compression spring against the face of the inner hub.

11. The roller brake of claim 10 wherein the graduation mechanism includes incremented marks formed on a surface of the threaded lug to indicate the amount of force applied by the compression spring to the face of the inner hub of the brake wheel. >1-

12. The roller brake of claim 10 wherein the threaded lug has a non- circular cross-section and wherein the roller brake further includes: a stop mechanism engaging the threaded lug for preventing rotation of the threaded lug so that rotation of the rod moves the threaded lug along the axis of the rod.

13. The roller brake of claim 12 wherein the stop mechanism includes: a non-circular surface engaging the lug.

14. The roller brake of claim 10 wherein the mechanism for coupling the brake wheel to the chassis defines a non-circular aperture sized for receiving at least a portion of the threaded lug and wherein at least a portion of the threaded lug includes a non-circular surface engaging the non-circular surface of the aperture to prevent rotation of the lug while the rod is being rotated to move the lug along the axis of the rod.

15. The roller brake of claim 10 wherein the mechanism for coupling the brake wheel to the chassis includes: an enclosure at least partially encircling and protecting the threaded lug, the enclosure defining an opening adjacent the graduation mechanism for permitting viewing of the graduation mechanism.

16. The roller brake of claim 8 wherein the compression mechanism includes: a brake pad frictionally engaging the face of the hub; and a compression spring coupled to the brake pad to apply force to the brake pad and to the face of the hub.

1 . The roller brake of claim 8 further including: a mechanism for adjusting an angle height of the brake wheel relative to the chassis.

18. The roller brake of claim 17 wherein the angle height adjustment mechanism includes: a bracket having a first end rotatably coupled to the brake wheel and a second end pivotally coupled to the chassis; and a guiding mechanism fixedly coupled to the chassis, wherein the bracket pivots along a range-of-motion established by the guiding mechanism.

19. The roller brake of claim 18 wherein the guiding mechanism includes: a first threaded member fixedly coupled to the chassis; and a second threaded member threadably engaging the first threaded member, the second threaded member being coupled to the bracket so that rotation of the second threaded member along the first threaded member incrementally adjusts an angle height of the brake wheel.

20. The roller brake of claim 19 wherein the second threaded member is pivotally coupled to the bracket.

21. The roller brake of claim 19 wherein the second threaded member includes: a spool-shaped adjusting knob having a first disc portion, a second disc portion and the central hub extending between -JJ-

the first and second disc portions to define a gap between the first and second disc portions, wherein the adjusting knob has a threaded bore axially extending therethrough for threadably engaging the first threaded member; and a pivot bar captured within the gap of the adjusting knob, the pivot bar including at least one cross bar pivotally coupled to the bracket.

22. The roller brake of claim 18 further including: a shield positioned between the brake wheel and the guiding mechanism.

23. A roller brake for a vehicle having a chassis, the roller brake comprising: a brake wheel having an axis of rotation and including: an inner hub having a face; and a brake tire fixedly coupled to the inner hub; a brake support coupling the brake wheel to the chassis; a brake pad frictionally engaging the face of the hub; a compression spring coupled to the brake pad for compressing the brake pad against the face of the hub; a first threaded guide member supported by the brake support and extending along the axis of the brake wheel; and a plug member threadably engaging the guide member and compressing the compression spring, the plug member having an exterior surface including graduation marks for indicating the degree of compression of the spring.

24. The roller brake of claim 23 wherein one of the threaded guide member and the plug member includes a non-circular exterior surface in engagement with the brake support to prevent rotation of one of the members while the other of the members is rotated.

25. The roller brake of claim 23 wherein the brake pad defines a bore for receiving the compression spring and wherein the compression spring is received within the bore.

26. The roller brake of claim 23 wherein the brake support includes a bracket having a first end pivotally coupled to the chassis and having a second end rotatably coupled to the brake wheel and wherein the roller brake further includes: a second threaded guide member fixedly coupled to the chassis; an adjusting knob threadably engaging the second threaded guide member, wherein rotation ofthe adjusting knob causes the adjusting knob to move along the threaded guide member; and a pivot bar carried by the adjusting knob and coupled to the bracket so that rotation of the adjusting knob pivots the bracket and the brake wheel to adjust an angle height of the brake wheel.