WO2001064302A1

WO2001064302A1 - Wheel assembly for in-line skates and skate-boards

Info

Publication number: WO2001064302A1
Application number: PCT/US2001/001233
Authority: WO
Inventors: Myron Stuart Hurwitz
Original assignee: Myron Stuart Hurwitz
Priority date: 2000-02-28
Filing date: 2001-02-16
Publication date: 2001-09-07
Also published as: US20040026984A1; US6637827B2; US20030146586A1; US6848750B2

Abstract

The frame of an in-line skate (Fig. 8B) supports a wheel (10), allowing a skater to effectively slow down and stop, using an athletic stance that skiers on snow and ice skaters on ice use. The wheel (10) has a hub (20 A), allowing a wheel to rotate around the axle (13 A) vertically and at an inclination. The hub has axle roller bearings (23 B). The wheel (10) includes friction band surfaces (11 A) on the sides of the wheel. When rotating at an inclination the wheel's friction surface contacts a friction surface (11 B), inside the wheel-well or an axle friction surface or a combination thereof to slow or break the wheel. The wheel (10) assembly includes self-aligning springs (14 A/B). Individual parts can be technically designed to allow various model solutions that will satisfy the abilities of a beginner to an expert. The wheel assembly frame can be attached to an in-line skate, an in-line skateboard, a downhill in-line ski and a downhill in-line skateboard.

Description

Patent Application of Myron Stuart Hurwitz for

WHEEL ASSEMBLY

FOR IN-LINE SKATES AND SKATE-BOARDS

This Application is entitled to the benefit of Provisional Patent Applications Ser.# 60/185,496, filed 02/28/2000 and Ser.# 60/194,013, filed 04/03/2000.

BACKGROUND OF INVENTION

1. Field of Invention

This invention relates to in-line skates, specifically to improve safety by providing the mechanical means to control speed and to abruptly stop.

2. Status of Prior Art

In-line skating in recent years has become an explosively popular sport, especially for adults. The composite boot, wheel frame and wheels have become progressively sophisticated and specifically engineered for all categories of recreational and competitive sport use. The high end retail price of such skates can be as much as $800 or more.

Watching an in-line skater is almost akin to watching an ice skater effortlessly glide across ice. However, the safety factor of edging skate blades on ice to abruptly stop; or comparably edging skis on snow to control one's downhill speed or stop is not the same nor presently possible for in-line skates on a concrete or asphalt surface.

The protective knee pads, elbow pads, wrist pads and helmet are testament to the fact that safely slowing down and quickly stopping are very difficult (if not impossible) maneuvers to do — and falling on concrete or asphalt is quite different from falling on snow or ice.

Though many enthusiasts are attracted to the sport and tempted to try it out, the available state of the art use of a rubber heel brake pad to slow down and stop is recognized as being unnatural and ineffective. To initiate this "braking" maneuver, the skater must get into an aurkωa id backward pressure leaning stance and body position. In that contorted position, the pressure on the rubber heal "brake" pad, realistically does not effectively slow the skater's speed nor allow the skater to abruptly stop. Accordingly, manufacturer's handbook statements are typically replete with bold letter "WARNING!" captions, explaining and emphasizing the danger and lack of in-line skating control.

In recent years additional improvements have been made to the quality of skate boots, including a lever arm at the back of the boot that attaches directly to the heel pad to increase the backward pressure on the rubber break pad. Variations of this system have been extensively marketed but the braking method remains marginally effective in being able to slow down or abruptly stop.

Consequently, the safety factor concern is still a major deterrent to the sport and a major challenge to inventors. This is evident by the innumerable patents devoted to breaking methods for in-line skates. Because the basic components of conventionally marketed in-line skates are relatively simple: boots; wheel frame; wheels; axles; and, axle bearings; the existing braking inventions to date are too intricate, too costly and of questionable effectiveness to attract the manufacturing industry. As such, the rubber heel brake pad method of control remains the predominate commercially available, ineffective method in use.

SUMMARY OF INVENTION

In view of the foregoing, the main object of this invention is to provide in-line skates with a more athletically natural means to control speed and abruptly stop, without the need for a heel braking pad or other currently available ineffective means.

This "EDGING CONTROL " invention will allow an in-line skater to assume a forward and sideward pressure leaning position, to control speed and abruptly stop. That technique is comparable to the body stance and forces applied, when pressing ice skate blades against ice or the bottom, side edges of skis against snow.

To achieve this safety "EDGING FRICTION CONTROL™" invention for in-line skates, required resolving four basic and novel concepts. After doing so, the total time consuming effort was devoted to the refinement of all the details (including a partial mock- up) and striving for product practicality and simplicity. This meant striving to keep overall dimensions as close to respective current sate of the art dimensions as possible and using stock sized parts where feasible. Doing so, it was reasoned, would make the invention more conducive and acceptable to manufacturers, as well as making it advantageously easier and less expensive to make a finished prototype model.

The four initial, fundamental concepts to the invention were:

A. The in-line skate wheels not only had to conventionally rotate vertically around a fixed axle, but also had to rotate at an inclined angle, around the fixed axle, to cause friction contact ("EDGING CONTROL™") within the wheel-wells of the skate frame. That interactive contact by friction land surfaces fused to each side of the wheels, against formed friction 6t dp surfaces bonded to and within the wheel-wells of the frame, would in essence be comparable to ice skate edges "scoring" ice and ski edges "scoring" ice and snow to effectively control speed or to abruptly stop.

B. For the wheel to conventionally rotate around an axle in a vertical axis plane as well as at an inclined angle, it was apparent that the hub of the wheel could not be the same as presently manufactured. A conventionally marketed wheel has a hub that is typically a zed, rigid plastic unit, which is cast in with the ur ethane tire material. In addition, the outside faces of the rigid hub are conventionally flush with both side faces of the wheel.

By comparison, for the wheel to rotate both vertically and at an inclined angle around a fixed axle, the wheel hub would have to be functionally different. There would also have to be depressions at both center side faces of the wheel (in both an unfinished and finished state). Such open space at both center side faces of the wheel, would allow the wheel to rotate at an inclined angle around a fixed horizontal axle.

C. The next problem to solve was what kind of functional wheel hub unit would be needed to allow both vertical and inclined rotation? Initially, the concept was to have a solid stainless steel ball welded to, and at the center of the wheel axle. Around that center axle ball, would be a conforming stainless steel concave ring wheel hub that would encase the steel axle ball.

While the concept seemed feasible, after reviewing the completed details of that solution, concerns about practicality and the undiminished desire to use stock parts, resulted in the driving force to seek a better solution. After a significant effort, an existing stock bearing that came in a myriad of diameters and bore sizes was considered. That bearing is called a "plain spherical bearing". Using that bearing as an in-line skate wheel hub would allow the wheel to rotate both vertically and at an inclination around a fixed axle.

D. The final fundamental problem to resolve was one that was difficult to ignore. Once EDGING force was applied (as in a side to side "striding" motion) and then released, would the wheel(s) return to the vertical axis plane ("coasting") position? Uncertain whether forward motion centrifugal forces alone would accomplish that result, that potential problem had to be considered and resolved. A satisfactory solution would be to conceive a simple component — a tension-compression spring, that would result in i>eii,-a gr ng wheels. In a catalog having a myriad of industrial use parts (McMaster-Carr Supply Company Catalog 105), in the last section on springs at the bottom of the last page (no. 3,047) that component was found. It was a spring that could be feasibly used as the self-aligning required component. Called "Stainless Steel Constant-Force Springs", they are comparable to a tape measure and come in all widths and thicknesses. While not the accordion pleated sheet metal spring originally theorized, it seemed to be a desirable alternate stock part to use.

Having resolved the forgoing fundamental initial concepts, the next problem that surfaced became apparent in the process of drawing a preliminary cross section detail of the wheel frame assembly. Though the center or core of the fabricated "constant force spring" would essentially be 1/4'T.D. (inside diameter) to fit and revolve around a standard l/4"O.D. (outside diameter) axle, it was evident that when tension and compression forces were applied to the revolving springs (at each end of the wheel axle), the core of the spring would begin to score the axle. Apparently, the whole self-aligning spring idea could only work if the center of the spring was bonded to an axle roller bearing.

The crucial problem with that realization was that the smallest roller ball bearing with a 1/4" I.D. bore (to fit the standard l/4"O.D. axle) had an outside diameter of 3/4", which left only l/4"± of space around the bearing for a spring. Certainly, that minimal l/4"± would hardly be enough space for a sufficient number of spring coils to be effective either in tension or compression (the same reality applying to a theoretical sheet metal accordion pleated spring, originally considered).

With that grim realization it was back to square one, trying to resolve the "self- aligning spring" problem. Hoping that there might be another type of stock axle bearing that would have a 1/4" bore and still be small enough in its outside diameter to accommodate an effective coil spring, another telephone sized catalog for bearings was researched. Having scrutinized the catalog many times previously and expecting this effort to be futile, in the next to the last section of the catalog, the necessary stock size bearing component was found. It is called a "Needle- Roller Bearing".

Now that the fundamental problems to the invention were (seemingly) resolved, the progressive development of the invention can be explained. In doing so, it must be emphasized that there was no intent to disregard stock, state of the art parts; nor to depart (as much as possible) from typical state of the art dimensions, such as: the inside face to face dimension of a typical skate frame at the wheel axle location; the standard 1/4" diameter and length of a stock wheel axle; and the use of 7/8"O.D. standard roller l>aU axle bearings (with a bore size of 5/16"I.D. , requiring a standard transitional, reducing sleeve to fit a standard l/4"O.D. axle). Further, to understand the invention, the significance of the novel use of a spherical bearing for the hub of an oυexaM standard dimensioned, in-line skate wheel must be emphasized.

The prime novel purpose of using a dynamic, element spherical bearing for the hub of an in-line skate wheel (as compared to the conventional {_fix d, rigid plastic hub of an in-line skate wheel) is solely to allow for both vertical and inclined wheel angle rotation. However, it should also be emphasized, that the wheel \otation at either angle remains solely dependent (as it is in the state of the art) upon acxλe, bearings.

After completing and analyzing the first preliminary cross section detail, using a stock sized spherical bearing wheel hub, whose bore size would accommodate fΛanda/xd 7/8"O.D. wheel axle iaU bearings (having a 5/16"I.D. bore size for a 1/4" axle(?), thus requiring a reducing sleeve), other solutions came to mind:

A. It was realized that smaller atypical 3/4"O.D. wheel axle iaii bearings (suitably having a standard 1/4"I.D. bore size for a standard l/4"O.D. axle) could instead be used acceptably within the spherical bearing wheel hub. As such, a smaller stock sized spherical bearing wheel hub with a corresponding 3/4"I.D. bore could be used.

B. Upon further analysis, it was also realized (viewing the industrial strength, needle- roller axle bearings at the core of the self-aligning springs), that the same smaller spring axle bearings could also be used for the wheel axle bearings. As such (again), the stock size spherical bearing wheel hub would correspondingly be smaller with a stock sized 7/16"I.D. bore to accommodate stock sized 7/16"O.D. , needle roller axle bearings within the wheel hub. Obviously, the most desirable size of the spherical bearing wheel hub (large, medium or small) and the corresponding type and size of the axle bearings (whether single or double bearings, as is customarily used) would be a manufacturers choice and decision predicated on simulated computer analysis and prototype testing. In addition, while the material of the stock sized, industrially use spherical bearing is typically steel, when used instead as the dynamic (two element) hub of an in-line skate, the material of the bearing could certainly be plastic or a light weight alloy.

Aside from the spherical bearing wheel hub and axle bearings, the self- aligning, tension/ compression springs located at each end of the axle, need to be explained as well. While the stock "Stainless Steel Constant-Force Springs" are a viable choice to be used as self- aligning springs for in-line skate wheels, other custom materials and design types of springs could be used. For instance, the stainless steel coil "tape measure" or strip type material could instead be plastic. In addition, the self-aligning spring, instead of being an open coil spring could instead be a closed accordion pleated sheet metal or reinforced rubberized material type of spring. Such a "closed" spring could also serve a dual purpose as a dust cover (if that latter element is deemed to be significant in the evaluation of the wheel assembly by the manufacturer).

In further analysis of the self-aligning spring, another idea surfaced a novel dual pu/ψ&se spherical bearing for the hub of an in-line skate wheel. The reasoning that led to this conception is as follows. In using a spherical bearing for the hub of an in-line skate wheel to provide the means for inclined angle wheel rotation, it was recognized that since the outer ring of the bearing was omni-directional, the wheel assembly also depended upon the opposite reacting, self-aligning springs (at each end of the wheel axle) for another function.

The springs, as such, actually serve two purposes. Not only do they realign the inclined (edging function) wheel(s) to a vertical position, they also help to maintain the rotating wheel(s) at a right angle to the forward motion line of travel (coasting position). Recognized as well was the fact that forward motion centrifugal force would additionally contribute to keep the wheel(s) in a straight ahead, vertical position. However, even in consideration of the above rational, there remained a lingering sense of uncertainty. Feeling that it would be advantageous to have a cuMom spherical bearing that would not be totally omni- directional but would instead be limited to one side to side inclination motion, a novel solution evolved, ironically as a result of a prior detail solution that did not work.

Visualize that the spherical bearing's inner and outer rings are aligned in the same plane. Centered and within the concave surface of the outer ring is half of a curved rectangular recess. Opposite that recess and centered within convex surface of the inner ring is an equal half of a curved rectangular recess such that both recesses form a complete, split curved rectangular, circular recess within the center of the spherical bearing's inner and outer rings.

Within that circular, curved rectangular sealed void of the spherical bearing would either be, e.g. , a self -lubricated coil compression spring; a circular accordion pleated sheet metal spring; or, a circular urethane compression spring. As such, when the inner ring lo e of the spherical bearing is held rigidly in a horizontal position by axle bearings and an axle, and the outer ring is in an inclined EDGING position, the spht circular rectangular shaped recesses (in the inner and outer rings) become offset (sliding by each other), compressing the internal spring at the top and bottom of the spherical bearing.

The result is equal and opposite compressive forces. As such, when the external "EDGING" force is released, the outer inclined ring (of the wheel hub) returns to the vertical (coasting) position. Also, because of the inherent workings of the internal spring of the spherical bearing (hub), the movement of the inner and outer rings are no longer omni-directional but are essentially limited to one side to side inclination motion.

While the prior details (based upon using external self-adjusting springs) remain a viable solution that could be advantageous, where excessive tensile and compressive forces may be required, including other specific applications not as yet determinable, this new alternate approach also has distinct favorable features:

A. This dual purpose spherical bearing solution, in eliminating the external springs as separate entity parts, reduces the axle width of the wheel assembly (inside face to face dimension of the wheel frame).

B. That dimensional reduction also allows a slimmer skate wheel that now would be the same overall width as an industry standard skate wheel (1"±W.). However, as distinct from a standard skate wheel (aside from the novel dynamic, dual purpose, two-element spherical bearing hub), the concave depressions at each center side of the wheel (both in an incomplete and completed assembly state), enabling the wheel to revolve around the axle at an inclination, would still be novelly evident.

C. also, the compression spring, within the enclosed circular space of the dual purpose spherical bearing hub, would be sealed and self -lubricated.

Now having completed this seemingly last alternate solution and reviewing and reflecting on the results of all the work and effort expended, one could not help but think about the following: how could anyone get around the intended patented invention by coming up with an improved variation to overcome the present invention. Surprisingly, without too much additional effort, another alternate solution was conceived.

In essence, the idea (when reviewing the typical wheel/frame detail in the inclined

TM

"EDGING CONTROL " position) is to insert a stationary (or fixed), solid disk part (e.g. 1/8"W. x 27/32"O.D.) at a location on the axle, where it would contact the inclined skate wheel's concave frame, which frame is at the center face of the skate wheel (required at each side of the wheel to allow inclined wheel rotation around the axle).

The approximate 1/8" surface width perimeter of the fixed disk part will have a bonded friction surface material about 3/32" thick keyed into the disk. Similarly, at the exact inclined contact location on the concave frame is an indented retainer configuration for a bonded friction band contact surface material, also (e.g.) 1/8" wide x 3/32"± thick.

As the skate wheel rotates into the inclined position, its concave frame's indented friction band surface will contact the perimeter of the axle's fixed disk's friction surface, TM resulting in "EDGING FRICTION CONTROL ". In this alternate novel "EDGING

CONTROL " variation, that friction control function is entiAely contained within the components of the in-line skate assembly — instead of the original novel variation, where that friction control result is achieved by the inteΛactiυe contact of the friction band surface on the sides of the inclined skate wheel, with the formed friction contact strip surfaces within the wheel-well of the skate frame.

This novel alternate variation of the "EDGING FRICTION CONTROL™" invention is literally strikingly different in another functional way as well, aside from being totally contained within the wheel assembly. In the original alternate solution the edging (friction) control function is achieved by the interaction of the inclined skate wheel's friction band surface on each sidewall with the frame's wheel-well's friction strip surfaces at each side.

Whereas, in this last alternate variation the "EDGING FRICTION CONTROL™" occurs at two opposite locations at the top perimeter of the fixed friction disk's surface, contacting the top of the rotating inclined skate wheel's concave frame's indented friction band surface on one side and simultaneously on the opposite side of the same wheel at the iottom perimeter of the fixed friction disk's surface in contact with the bottom indented friction band surface in the inclined skate wheel's concave frame.

While the above distinction of the self-contained wheel assembly solution is that the edging control function can simultaneously occur at opposite sides (top of the fixed disk on one side of the wheel and bottom of the disk on the other side of the same wheel), it is also possible to do otherwise. The edging control function can (if desired) be limited to just the top symmetrical side of the self-contained assembly by just having the bonded perimeter friction surface only on the top half of the friction disk. This modification advantageously adds to the design versatility of this self-contained alternate solution.

In developing the alternate, self-contained wheel assembly, edging control solution, every effort was made to maintain practicality by using as many stock size parts as possible. The first problem to resolve was the simplest means to attach and stabilize the solid, friction disk part to a standard 1/4"D. axle. The solution was to fine thread (1/4- 28) the surface of the 1/4"D. axle at each end and fine thread the 1/4" bore of the solid 1/8" thick friction disk. As such, the friction disk would be screwed onto each end thread of the axle, which threads would terminate at the outside faces of the axle bearings.

On one center side of the assembly, between the outside face of the axle bearing and the friction disk would be a 1/16"± thick washer. On the other end side of the friction disk, would be a 1/4-28 thread locknut/spacer against and between the disk and the inside face of the wheel frame. At the end of the axle (on the outside face of the wheel frame) would be (as is typical) a male axle cap screw with an atypical thread size of (e.g.) 8-32 that would screw into the female end of the axle. The smaller (atypical) thread size of the end screw would not, as such, compromise the strength of the standard 1/4" axle because of the atypical surface threads on the surface of the standard axle. Nor would the strength of the end cap screw be compromised by its smaller thread size.

To keep the overall wheel assembly dimension (inside face to face of the wheel frame) as close to the typical dimension of an in-line skate wheel frame at the axle location (1-1/16"±), would necessitate the above 1/4-28 locknut spacer to be as thin as possible. Typically, 1/4-32 nuts are 1/4" in thickness. To find a thinner stock nut necessitated researching industrial equipment distributors (finding a 1/4-28 "jamb" nut that was as thin as 5/32") and finally to a lamp parts store where a 1/4-28 "fineal" nut was found that had the acceptable thickness of 3/32".

Having resolved the two basic alternate solutions (the "interactive" & "self-contained" solutions), another distinct solution became apparent. This last "self-contained" alternate variation solution could be comUned with the "interactive" alternate solution into an additional distinct unified variation solution, using the dual pu/ψoi>e spherical bearing hub.

By having these t xee, alternate solutions a progressive degree of EDGING FRICTION

TM

CONTROL is advantageously attained as follows:

1. In the interactive wheel frame wheel-well solution there is only one EDGING FRICTION CONTROL™ location — at the top of the wheel's friction band surface, contacting the wheel well's friction strip surface.

2. In the self-contained assembly solution there are wo simultaneous interactive EDGING FRICTION CONTROL™ locations. One at the top of the friction disk, contacting the concave frame's indented friction band on one side and at the same time at the t>ottom of the friction disk contacting the frame's indented friction band on the opposite side. In the co ned interactive wheel frame wheel-well and self-contained wheel assembly solutions there are a total of THREE, EDGING FRICTION C COONNTTRROOLL™ llooccaattiioonnss,, OONNEE i inn tthhee tthhee wwhheeeell//ffrraammee wheel-well solution and T(λ)0 in the self-contained wheel assembly solution.

Further, in com ning the "interactive" and "self-contained" solutions into a unified variation solution, another distinct variation solution becomes evident. In addition to the comtined variation solution using the novel dual pu ipo e spherical bearing hub with the integral self- aligning compression spring, another distinct unified variation solution is evident. One that uses (>oth the novel dual purpose spherical bearing hub with the integral self- aligning compression spring in co Unation with the external self- aligning springs to achieve the ultimate rapid and strongest self -aligning response.

ADVANTAGES

The advantages of having OU alternate solutions to the EDGING FRICTION CONTROL™ invention:

1. the interactive "Wheel/Frame Wheel- Well" solution;

2. the elf_f- contained "Wheel Assembly" solution;

3. the comiined "Interactive Wheel/Frame" and "Self -Contained" solution using the novel dual purpose spherical bearing hub with the integral self-aligning compression spring; and,

4. the com ined "Interactive Wheel Frame" and "Self-Contained" solution using ioth the novel dual purpose spherical bearing hub in combination with the exte/uial self-aligning springs;

are the versatile technical design results that can be achieved. A Hst of those typical elements that can be varied and juxtapositioned, allowing adaptability are as follows:

1. the angle of wheel inclination to satisfy distinctive model design criteria;

2. the substance, configuration and tensile/compressive strength of the external, equal and opposite self-adjusting springs at each end of the wheel axle;

3. the substance, configuration and compressive strength of the self -lubricated spring (providing equal and opposite forces) that is enclosed within the novel, dual purpose, spherical bearing hub;

4. the composition of the plastic and/ or alloy interactive friction, contact band material on each side of the wheels and the strip material on each side of the wheel-wells of the frame (interactive "Wheel Frame Wheel-Well" solution);

5. the composition of the plastic and/ or alloy interactive friction contact materials bonded to the fixed disk's perimeter and the wheel's concave frame's indented band, interactive surface (&ei(,- contained "Wheel Assembly" solution);

6. the metal alloy and/or plastic material substance of the spherical bearing hub to satisfy distinctive model design criteria;

7. the capability to comtine the two distinct "interactive" and "self-contained" variation solutions into another distinct variation solution having maximum, effective EDGING FRICTION CONTROL™ in thAee locations, using the novel dual purpose spherical bearing hub;

8. the capability to comtine the two distinct "interactive" and "self-contained" variation solutions into another distinct variation solution having maximum, effective EDGING FRICTION CONTROL™ in three locations, using the novel dual purpose spherical bearing hub in comlination with the external self- aligning springs to achieve the ultimate rapid & strongest self-aligning response;

9. the capability to have all or a selective number of In-Line skate wheels (standard 4-5 or more wheels) to have the EDGING FRICTION CONTROL™ feature, which enhances design criteria by providing a more selective degree of heel to toe control for specialized use;

10. the capability to have all or a selective number of in-line skate wheels (standard 4-5 or more wheels) to have n for EDGING FRICTION CONTROL™ from heel to toe or have vaΛi Ue specified degrees of that edging control by: the gradation of the abrasive contact surfaces; and/or, the gradation of the tension and compressive strength of the self- aligning springs. Having that technical design capability will allow an extensive variety of model offerings that would not only be geared to athletic ability but to other specific conditions such as variable terrain or doumhiU use as well.

11. the capability to attach in-line EDGING FRICTION CONTROL™ skate frames and wheels to the bottom of standard length skis (using any one of the three edging solutions) and having conventional release bindings and ski boots. This would allow controlled bummeMime downhill in-line skiing on grass.

The foregoing technical design variation capabilities of the invention would allow inline skates and skate-boards to have stock models that would typically apply to the weight, height and ability of the user (novice, intermediate, expert or professionals in track or downhill racers and hockey players ). As a result, in-line skates would have greater comparability to other popular, essentially demanding adult sports such as golf, tennis and skiing. This is especially true in a similar comparison to skiing, where the driving force in the improved refinement and cost of equipment was and is performance and ' afe . CONCLUDING COMMENTS and RAMIFICATIONS

Whereas the significant advantage of this "EDGING FRICTION CONTROL™" invention for in-line skates (and skate-boards) will allow an in-line skater to effectively, safely control their speed and to effectively stop (as is comparably done in ice skating, skiing and snow-boarding), this invention could result in additional future applications. The realization of "EDGING CONTROL™" would make it possible and could be the inception for new temperate weather recreational and competitive sports of downhill in-line skiing and snow boarding (as stated above in item number eleven).

While initially investigating in-line skates at a skiing/ skating sports store, the inventor came across an in-line skate magazine named, "INLINE the skate magazine", published by In-Line, Inc. , 2025 Pearl Street, Boulder, CO 80302. As a prelude, it should be appreciated that typically in recent years, devotees in many active sports get their greatest satisfaction by going to extremes. In-line skating and skate-boarding sports are no exceptions.

There was a fascinating article in the INLINE magazine (April/May, 1998 Edition, pgs. 37-38) about downhill in-line skaters, who are seeking to accomplish record downhill speeds, some in excess of 100 MPH! Obviously, those who indulge in such endeavors do not bother to have rubber heal brake pads on their skates. The description of these extreme skaters is phrased in awe of their suicidal speed attempts, since the only way they can stop at the bottom of the hill or mountain is to plow into bales of hay or the like.

While such downhill feats on in-line skates border on lunacy, downhill ski racing is by comparison a recognized sport attraction and is a prime Olympic competitive event, where skiers attain speeds of 80+ MPH. However, as they cross the finish line they gracefully go into a wide curved turn, "edging" their skis to slow down and in doing so, come to a safe abrupt stop. Likewise, with this "EDGING FRICTION CONTROL™" invention, in-line skaters and skate-boarders could do the same. In essence, they could safely maneuver through turns and safely control or check their speed by zigzagging or "wedeln" down the fall line, using the natural, forward leaning positions that skiers and snow-boarders gracefully assume. There is obviously no limitation to the length and number of wheels (within self- contained framed wheel wells or self-contained assemblies with yoke supports) that would constitute a downhill in-line skate/ski or skate/ snow-board, including release bindings. Ski areas that suffer through a disastrous warm or snowless winter season would be delighted to remain open during the late spring, summer and early fall seasons — in other words to be a year long, continuous operating facility. A proportionate number of downhill trails could be as groomed as a golf course fairway for seasonal, in-line and skate-boarders use.

Further, aside from in-line downhill racing becoming a more sane, competitive sport event comparable to snow skiing, downhill slalom racing could also become a competitive sport for in-line skiers — which could only be achieved by having the capability of edging friction control to maneuver around the slalom gates.

Having realized the foregoing potential possibilities for the last couple of years it was at first alarming and then totally satisfying for the inventor to a see a front cover magazine picture of an individual in a tee shirt, skiing down a grass slope! The individual was in a typical controlled edging body stance with ski poles, skis boots and skis equipped with some type of device on the bottom of the ski-boards.

Turning to pages 31-32 of the Washington Post, Friday, "Weekend" magazine section, dated August 11 , 2000, the bottom of the skis were not his invention, but rather a "....metal frame and covered by a nylon belt that moves across rollers, these surprisingly fast skis look like the treads of a snow tractor." It would seem that such "tractor treads" would substantially tear up the grass surface and be more difficult to turn and control as compared to the more simplified internal friction concept of the present invention.

The "Weekend" magazine article in the Washington post substantiates to a great extent, the future realistic potential (as outlined above) of the invention as an all encompassing season sport. As such, in-line skating on level ground would be comparable to "Cross Country Skiing" and could be called "Touring In-Line Skating" as distinct from "Downhill In-Line Skiing" — made possible by the "EDGING FRICTION

TM

CONTROL " invention for in-line skates and skate-boards. Having described the invention, including comparisons made to existing state of the art; the following illustrations, scaled details and respective reference numbers will assist in additional explanation and clarification of the embodiments, features and advantages of the invention.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 A illustrates a state of the art rubber heel pad Irake for in-line skates;

FIG. 1 B illustrates an individual on in-line skates in the awkward leg and back leaning body position, applying pressure to the rubber heel brake pad in an ineffectual attempt to slow down and stop;

FIG. 1 C illustrates an individual on skis in a more natural forward and sideward pressure leaning body position, edging skis to control speed and be able to abruptly stop;

FIG. 2 A is a preliminary cross section view illustrating the initial fundamental concept of the invention (drawn to a graphic scale in inches as shown) of a wheel frame and wheel of an in-line skate, wherein the skate boot is not indicated, since it has no relevance to the invention;

FIG. 2 B is a perspective view of an initial concept parabolic shaped skate wheel in accordance with the invention, which embodiments provide the means for the wheel to rotate both vertically and at an inclination around its axle;

FIG. 3 A is a composite illustration of an individual on in-line skates in a coasting position and a reduced repeated cross section view of FIG. 2 which wheel is also in a coaMing position;

FIG. 3 B is a composite illustration of an individual on in-line skates in a tfΛiding (side to side) position and a reduced modified cross section view of FIG. 2 A, depicting the wheel in a comparably inclined striding and edging position;

FIG. 4 A is a perspective view of a spherical bearing;

FIG. 4 B is a perspective view illustrating the dynamic functionality of a spherical bearing's two element (inner and outer) rings;

FIG. 4 C is an example of an industrially used "rod end" spherical bearing;

FIG. 5 A is a perspective view of a state of the art in-line skate wheel with a standard, integral { xe hub;

FIG. 5 B is a perspective view of a parabolic wheel in accordance with the invention having a centered concave depression (both sides of the wheel) and a spherical bearing hub;

FIG. 6 A is a perspective view of a roller lad bearing;

FIG. 6 B is a perspective view of a constant force (open coil) self-aligning spring with a needle roller bearing hub in accordance with the invention;

FIG. 6 C is a perspective view of a needle roller bearing; FIG. 7 A is the first resolved cross section view (drawn to a graphic scale in inches) in accordance with the invention of a wheel frame and wheel (in a coaMing position,), using a stock sized dynamic 2 element spherical bearing wheel hub, having a bore size that will accommodate state of the art 7/8" O.D. , roller ball axle bearings and using open coil self- aligning springs;

FIG. 7 B is the same cross section view of FIG. 7 A, except that the wheel is displayed in the EDGING FRICTION CONTROL™ position;

FIG. 8 A is the second resolved cross section view (drawn to scale) in accordance with the invention of a wheel frame and wheel (in a coaΔting position) using a smaller stock sized dynamic 2-element spherical bearing wheel hub, having a smaller bore size that will accommodate atypically smaller sized 3/4" O.D. roller ball axle bearings and using open coil self-aligning springs;

FIG. 8 B is the same cross section view of FIG. 8 A, except that the wheel is displayed in the EDGING FRICTION CONTROL™ position;

FIG. 9 A is the third resolved cross section view (drawn to scale) in accordance with the invention of a wheel frame and wheel (in a coaMing position), using the next smaller stock sized dynamic 2-element spherical bearing wheel hub, having a smaller bore size that will accommodate e.g. stock sized novel use 7/16"- 1/2" O.D. needle roller axle bearings and using open coil self- aligning springs;

FIG. 9 B is the same cross section view of FIG. 9 A, except that the wheel is displayed in the EDGING FRICTION CONTROL™ position;

FIG. 10 A is a dual appearing perspective view in accordance with the invention, depicting both a constant force, accordion pleated ύheet alloy and (similarly appearing) accordion pleated reinforced ruUeΛized self-aligning spring/ dust cover;

FIG. 10 B is a partial cross section view specifically of the accordion pleated heet alloy self- aligning spring/ dust cover of FIG. 10 A (also showing related partial wheel, hub, frame and axle parts);

FIG. 10 C is a partial cross section view specifically of the accordion pleated reinforced ruUe zed self- aligning spring/ dust cover of FIG. 10 A (also showing related partial wheel, hub, frame and axle parts);

FIG. 11 A is the fourth resolved cross section view (drawn to scale) in accordance with the invention of a wheel frame and wheel (in a coaMing position), using the same smaller stock sized dynamic 2-element spherical bearing wheel hub used in FIGs. 9 A & B, having the same smaller bore size that will accommodate e.g. stock sized novel use 7/16"- 1/2" O.D. needle roller axle bearings and using an accordion pleated sheet alloy or reinforced rubberized self-aligning springs;

FIG. 11 B is the same cross section view of FIG. 11 A, except that the wheel is displayed in the EDGING FRICTION CONTROL™ position;

FIG. 12 A is a longitudinal section view of FIG. 11 A;

FIG. 12 B is a plan section view of FIG. 12 A;

FIG. 13 A is a perspective view illustrating the typical in-line skate, state of the art wheel assembly parts;

FIG. 13 B is a composite illustration of a reduced typical cross section view of the interactive wheel to the frame's wheel well variation solution in accordance with the invention and a clarifying perspective view of the cross section's embodiment axle assembly, in comparison to the state of the art wheel assembly parts similarly illustrated in FIG. 13 A;

FIG. 14 A is a cross section view of a novel spherical bearing (drawn to scale) in accordance with the invention that has an integral self- aligning spring in a minimal dynamic force state;

FIG. 14 B is the same cross section view of FIG. 14 A, except that the outer and inner rings of the spherical bearing are in a misaligned and maximum dynamic EDGING CONTROL™ state;

FIG. 14 C is a longitudinal section view of FIG. 14 A;

FIG. 14 D is a perspective view in accordance with the invention of a self-lubricated accordion pleated sheet alloy or urethane compression self-aligning spring as shown in FIGs. A & B;

FIG. 14 E is a perspective view in accordance with the invention of a self-lubricated wire coil compression self- aligning spring as similarly shown in FIGs. 14 A & B;

FIG. 15 A is the fifth resolved cross section view (drawn to scale) in accordance with the invention of a wheel frame and wheel (in a coaMing mode), using a similar small sized dynamic 2-element spherical bearing wheel hub as used in FIGs. 9 A & B and FIGs. 11 A & B but is distinct in the use of a dual purpose 2-element spherical bearing, having an integral self-aligning spring (eliminating external springs) and still accommodating e.g. stock sized novel use 7/16"- 1/2" O.D. needle roller axle bearings;

FIG. 15 B is the same cross section view of FIG. 15 A, except that the wheel is TM displayed in the EDGING FRICTION CONTROL position;

FIG. 16 A is the sixth resolved cross section view (drawn to scale) in accordance with the invention as a variation solution, wherein the EDGING FRICTION CONTROL™ contact locations are entirely ielfj- contained within the wheel assembly components and wherein the wheel frame is not relevant to this variation solution (other than supporting the wheel assembly components and as such is indicated by broken lines) and wherein the wheel is displayed in a coaMing position;

FIG. 16 B is the same cross section view of FIG. 16 A, except that the wheel is displayed in the EDGING FRICTION CONTROL™ position;

FIG. 17 is a perspective view illustrating the embodiment parts of the telf,- contained wheel assembly variation solution in accordance with the invention;

FIG. 18 A is the seventh resolved cross section view (drawn to scale) in accordance with the invention wherein the EDGING FRICTION CONTROL™ is augmented by comlining the interactive wheel to the wheel well of the frame, friction contact variation solution (as shown in FIGs. 15 A & B) with the ty- contained wheel assembly solution (as shown in FIGs. 16 A & 16 B.), wherein the wheel is displayed in a coaMing position;

FIG. 18 B is the same cross section view of FIG. 18 A, except that the wheel is displayed in the EDGING FRICTION CONTROL™ position;

FIG. 19 A is the eighth resolved cross section view (drawn to scale) in accordance with the invention, wherein the combined variation solution illustrated in FIGs. 18 A & B, having an internal self- aligning spring within the novel dual purpose spherical bearing hub, has that alignment function augmented by the addition of external self-aligning springs, providing maximum strength and rapid response to that self- alignment function;

FIG. 19 B is the same cross section view of FIG. 19 A, except that the wheel is displayed in the EDGING FRICTION CONTROL™ position;

FIG. 20 A is a side elevation view of a downhill in-line ski (drawn to scale) in accordance with the invention, wherein a plurality of the wheeled device is attached to a conforming conventional snow ski for warm weather downhill in-line skiing on grass or other simulated surface;

FIG. 20 B is a side elevation view of a downhill in-line skateboard (drawn to scale) in accordance with the invention, wherein a plurahty of the wheeled device is attached to a conforming conventional snowboard for warm weather downhill in-line skateboarding on grass or other simulated surface; FIG. 20 C is a side elevation view of an in-line skateboard (drawn to scale) in accordance with the invention, wherein a plurahty of the wheeled device is attached to a conventional skateboard, providing the additional safety feature of EDGING FRICTION CONTROL™;

FIG. 20 D is a cross section view of FIG. 20 B in accordance with the invention;

FIG. 20 E is a cross section view of FIG. 20 A in accordance with the invention;

FIG. 20 F is a cross section view of FIG. 20 C in accordance with the invention;

FIG. 20 G is a composite representative cross section view of FIGs. 20 A, 20 B and 20 C in accordance with the invention.

DEFINITIONS OF ALL REFERENCE NUMERALS INDICATED IN DRAWINGS

1. Heel Brake Pad

2 Skate Boot.

3 Skate Wheel.

4 Skate Wheel Frame.

5 Awkward Leg and Back-Leaning Position to initiate ineffective "Braking" Control on In-Line Skates.

6 Natural Forward-Sideward Leaning Position to initiate effective EDGING CONTROL™ on Skis (and Ice Skates).

7 EDGING FRICTION CONTROL™.

8 Skate Wheel Frame with conforming Wheel Wells.

9 Conforming Wheel- Well of Wheel Frame.

10 A generally Parabohc Shaped Wheel.

11A Friction Contact Band Surface on each side of Wheel.

11B Friction Contact Strip Surface within each side of Wheel Frame's Wheel-Well.

11C EDGING FRICTION CONTROL™ contact location.

12 Concave Wheel Depression (at both center side faces of the Parabohc Shaped Wheel) to allow for Inclined Wheel Rotation.

13 Wheel Axle.

13A Axle Screw & Axle.

13B Axle Screw.

14 Self -Aligning Spring (at each side of axle). 14A Self-Aligning Spring in Compression.

14B Self -Aligning Spring in Tension.

14C Bore of Self -Aligning Spring.

15 Stainless Steel Sphere (Hub Bearing) Welded to Axle.

16 Outer Ball Bearing Casing of Sphere Wheel Hub.

17 Graphic Scale in Inches.

18 Grade.

19A Coasting Position.

19B Striding (side to side) Position.

20 Standard Spherical Bearing A Standard Spherical Bearing, displaying 2 Element Dynamic In-Line Skate Wheel Hub. B Outer Ring of Dynamic Spherical Bearing Hub. C Bore of standard Dynamic Spherical Bearing Hub. D Inner Ring of standard Dynamic Spherical Bearing Hub. E Example of InduMUal Uόe Spherical Bearing Rod End. Commercial State of Art In-Line Skate Wheel. State of Art of single element Fixed, Rigid Plastic Hub. Roller Bali Bearing. A Roller Ball Axle Bearing for Hub (e.g. 7/8" O.D.). B Roller Ball Axle Bearing for Hub (e.g. 3/4" O.D.). Constant Force (open coil) Self-aligning Spring. Needle Roller Bearing. A Needle Roller Axle Bearing for Self -Aligning Spring. B Needle Roller Axle Bearing for Hub (e.g. 7/16" O.D.). C Ring Spacer (if needed) for Needle Roller Axle Hub Bearing to adjust to Bore diameter of Hub's Spherical Bearing. A Constant Force, Accordion Pleated Sheet Alloy, Self-Ahgning Spring/Dust Cover. B Constant Force Accordion Pleated "Rubberized" Reinforced Self-Ahgning

Spring/Dust Cover. Axle Sleeve Spacer (if needed) to adjust to standard 1/4" O.D. Axle. Concave Frame and Indented Retainer for Spring and Dust Cover. A Concave Frame and Indented Retainer for dual purpose Spring/Dust Cover. B Concave Frame. Industry Standard (reducing) Sleeve Spacers. A Plastic or metal sleeve spacer as required. Accordion Pleated Dust Cover with self -lubricated Collar. A wheel without friction bands on the tire. Novel Dual Purpose Spherical Bearing, 2 Element Dynamic In-Line Skate Wheel Hub with Integral Self-Ahgning Compression Spring. A Outer Ring of Novel Dual Purpose Spherical Bearing. B Inner Ring of Novel Dual Purpose Spherical Bearing. Spht Circular Channel Recesses centered within the interior Concave and Convex Surfaces of the Novel Spherical Bearing. A Mi aligned recess within the Outer Ring of the Novel Spherical Bearing in the

EDGING CONTROL™ position. B Misaligned recess within the Inner Ring of the Novel Spherical Bearing in the

EDGING CONTROL™ position. Self-Lubricated Compression Spring in designed minimal dynamic force state, within the aligned spht circular channel recesses of the Novel Spherical Bearing. A Self-Lubricated Compression Spring in designed maximum dynamic EDGING

CONTROL state, within the o^se* spht circular channel recesses of the Novel Dual Purpose Spherical Bearing. Bore of Novel Dual Purpose Spherical Bearing. Self -Lubricated, Accordion Pleated Sheet Alloy or Urethane Compression Spring in designed minimal dynamic force state. A Self -Lubricated, Coil Compression Spring in designed minimal dynamic force state. Metal Alloy or Rigid Plastic Washer. Outline of Modified Skate Frame (8). Aside from being attached to the Skate Boot, it's primary function is to support the totally Self Contained Novel "EDGING FRICTION CONTROL™" Wheel Assembly. As such, the frame is not germane to this alternate variation solution of the invention. Axle Washer Spacer (e.g. 1/4" I.D. x 1/16" W.) between the Needle Roller Axle Bearing for the Hub (25B) and the Fixed Friction Disk (40). A Alloy Sleeve with inside threads (e.g. 1/4-28) to match threads on surface of 1/4" O.D. Axle, providing a nrdnimal friction exterior surface for the needle roller axle bearing core of the Self-Ahgning Spring. Modified Standard 1/4" O.D. Axle that is fine threaded (e.g. 1/4-28) on the surface (40A) from each end to the outside faces of the Hub Axle Bearings (25B) and have inside fine threads (e.g. 8-32) at each end (40B) to receive Cap Screws (40C). A Fine Threads (e.g. 1/4-28) on the Surface of a Standard !/4" O.D. Skate Axle. B Modified Standard Male Cap Screws (e.g. 8-32) at each end of Axle (40). C Inside Threads (e.g. 8-32) in each end of Axle (40) to receive Cap Screws (40B). Fixed, Solid Disk (e.g. 1/8"W. x 27/32" O.D.) with a center core that has 1/4-28 threads, which is screwed onto the axle (40) against Washer Spacer (39) and Hub Axle Bearing (25B). A Friction Surface Material bonded and keyed into the Friction Disk's perimeter (e.g. 1/8" Wide x 3/32" Thick). Locknut Spacer (e.g. 1/4-28 threaded "Fineal" Nut) between the Fixed Friction Disk (41) and the Skate Frame (38). Continuous Indentation in Concave Frame (28B) for bonded Friction Band Surface. Downhill in-line Ski. Downhill In-line Ski Boot. In-line Ski Boot Release Binding . Wheeled Device in accordance with the invention. In-line Downhill Skateboard In-line Skateboard Rigid Material representing in-line Downhill Ski, Downhill Skateboard and in-line Skateboard. Graphic Scale in Feet.

DETAILED DESCRIPTION OF THE INVENTION

To understand the variation solutions of the present invention, a clear awareness of the present state of the art of in-line skates would seem to be worthwhile. Significant to that perception would be the part of the skate (left or right) that is provided to control speed, be able to stop and the method of initiating that desired procedure.

Accordingly, FIG 1 A is an illustration of typical in-line skates comprised of boot 2, wheel frame 4, wheels 3 and rubber heel braking pad 1 (illustrated on the right boot). In FIG. 1 B an individual 5 is shown in a typical awkward braking position. The reason it is so awkward and unnatural (as well) to do is that, as you are accelerating forward, one has to extend their right leg (as illustrated), raising their boot toe and lean backward as you are going forward, trying to put pressure on the heel brake, which effort (depending on your speed) is fundamentally ineffectual.

By comparison in skiing (and similarly in ice skating) as shown in FIG. 1 C, as you are accelerating forward and want to slow down and stop, you assume a more natural athletic stance by leaning forward and sideward 6, pressure edging your skis 7 (or ice skates) and effectively slowing down or b f&ly coming to an abrupt stop.

Obviously, any method of slowing down and stopping, whether on skis, ice skates or on in-line skates depends upon friction. The rubber heel brake pad and contorted position that are required for control when using in-line skates, simply does not does not achieve that result. That fact is obvious, considering the serious injuries that all too commonly occur. Trying for a number of years to think of a better way to achieve that friction control function in a relatively simplistic way, the idea finally materialized.

The inventive solution was to have a skate wheel that would have the means to rotate loth vertically and at an inclination around a rigid, fixed axle. In doing so, the wheel would be able to make interactive contact with the inside surface of the skate frame's wheel- well. With that basic concept in mind and many different attempts at a solution, a preliminary cross section detail (drawn to a graphic scale 17 in inches) was completed as shown in FIG. 2 A, illustrating the fundamental concepts of the invention. As conceived, in order for the wheel 10 to revolve around the axle 13 at an inclination you would need concave space 12 at both center sides of the wheel 10 for axle clearance to do so.

However, in providing those required depressions 12 and still have the required width for intended hub axle 13 bearings, it was reasoned that the wheel 10 would need to be in a parabohc shape to have that necessary center wheel hub 13 width. Further, you would need a dynamic type of hub bearing 15 that would allow both vertical and inclined rotation around the stationary axle. The elementary hub solution was a sohd stainless steel ball 15 welded to a standard 1/4" O.D. axle 13 and for the steel ball to be enclosed in a stainless steel outer casing 16 that would be an integral part of the wheel 10.

As to the friction surface interaction between the inclined wheel 10 and the inside of the frame's 8 wheel-well 9 to achieve the desired edging effect, you would need a friction band 11 A on each side of the tire 10 and friction strips 11 B within the wheel-well 9. It was also recognized that when the wheel 10 was in an inclined edging mode, you would need some means in addition to centrifugal force to return the wheel back into a vertical coasting position. To do so, it was reasoned that some type of self- aligning springs 14, at each end of the axle 13, would result in equal and opposite tension and compression forces effectively resolving that self- aligning function.

FIG. 2 B is a perspective view of a parabohc wheel 10 displaying friction band 11 A, concave depression 12, stainless steel ball hub bearing 15 and axle 13 welded to the hub bearing 15.

FIG. 3 A is a composite illustration of an individual on in-line skates 19 A in a coaMing (vertical wheel rotation) position and a reduced cross section view of FIG. 2 A, depicting wheel 10 in a comparable vertical, coasting position. All the other identifiable component parts as shown in the reduced cross section view, remain the same as presented and described in the preceding full size cross section view of FIG. 2 B.

FIG. 3 B is a composite illustration of an individual on in-line skates 19 B in a M iiding (side to side) position and a reduced modified cross section view of FIG. 2 A, depicting wheel 10 in a comparably inclined Mriding and edging friction contact position 11 C. In that inclined EDGING FRICTION CONTROL™ position of 11 C, the self-ahgning springs 14 are in an equal and opposite compression 14 A and tension 14 B state which (as soon as the edging control force is released), will return to a state of equilibrium, wherein the wheel is back into a vertical, coasting position.

FIG. 4 A is a perspective view of a plain spherical bearing 20.

FIG. 4 B is a perspective view illustrating the dynamic functionality of a spherical bearing's 20 A interrelated parts: the outer ring 20 B; the bore 20 C; and, the inner ring 20 D.

FIG. 4 C is an exampled illustration (just one of many types of applications) of an industrially used "rod end" spherical bearing 20 E.

FIG. 5 A is a perspective view of a state of the art in-line skate wheel 21, having a uniformly flat service (both sides) with a standard, single element, fixed, rigid plastic hub 22, integrally cast with the wheel 21.

FIG. 5 B is a perspective view of a parabohc in-line slate wheel 10 in accordance with the invention, having a friction contact band surface 11 A, centered concave depression 12 (symmetrically on both sides), and a spherical bearing 2-element dynamic hub 20 A.

FIG. 6 A is a perspective exampled view of the roller i>all bearing.

FIG. 6 B is a perspective exampled view of a constant force (open coil) self- ahgning spring 24 with a needle roller axle bearing 25 A on the wheel axle 13 in accordance with the invention.

FIG. 6 C is a perspective exampled view of a needle roller bearing 25.

FIG. 7 A is the first resolved cross section view in accordance with the invention (drawn to a graphic scale 17 in inches) of a wheel frame 8, wheel-well 9 with friction strips 11 B and parabohc shaped wheel 10 (in a vertical coasting position) with friction bands 11 A. As shown, the wheel hub is a dynamic 2-element spherical bearing 20 A of a stock size, such that its bore will accommodate two standard state of the art 7/8" O.D. roller loll axle bearings 23 A. The width of the spherical bearing wheel hub 20 A is significantly less than the overall center axle width of the wheel 10. The resulting concave depression frames 28 provide retention for the constant force, open coil self-ahgning springs 24 (which have needle roller axle bearing 25 A cores) and dust covers 30. Indicated as well is the axle sleeve spacer 27 as required to accommodate varying core diameters of the different assembled parts to the standard 1/4" O.D. axle 13 A.

FIG. 7 B is the same cross section view of FIG. 7 A, except that the parabohc wheel 10 is in the inclined EDGING FRICTION CONTROL™ position 11 C. As shown, the only purpose for the dynamic 2-element spherical bearing hub 20 A is to allow wheel 10 to rotate at an inclination. Wheel rotation is provided solely by the roller kill axle bearings 23 A. Also, when the wheel 10 is at an inclination, the compression in the self-ahgning springs 14 A are equal and opposite to each other on each side of the axle 13 A, as it is in tension 14 B, forcing the rotating wheel (in conjunction with centrifugal force) back into the vertical position when edging force is released.

FIG. 8 A is the second resolved cross section view in accordance with the invention (drawn to graphic scale 17 in inches) of wheel frame 8 and wheel 10 (in a vertical coasting position), using a smaller stock sized dynamic 2-element spherical bearing hub 20 A, having a smaller size that will accommodate atypically smaller stock size 3/4" O.D. roller ball axle bearings 23 B. All other component parts displayed, remain the same kind, use and size as shown in FIG. 7 A.

FIG. 8 B is the same cross section view of FIG. 8 A, except that parabohc wheel 10 is in the inclined EDGING FRICTION CONTROL™ position 11 C and the opposite reacting self-ahgning springs 24 in compression 14 A and tension 14 B, are set to return wheel 10 to the vertical coasting position as soon as edging force is released.

FIG. 9 A is the third resolved cross section view in accordance with the invention (drawn to a graphic scale 17 in inches) of wheel frame 8 and wheel 10 (in a vertical coasting position), using the next smaller stock sized 2-element spherical bearing wheel hub 20 A, having a smaller bore size that will accommodate e.g. stock sized novel use 7/16"- 1/2" O.D. needle roller axle bearings 25 B. All other component parts remain the same in kind, use and size as shown in FIGs. 7 A and 8 A.

FIG. 9 B is the same cross section view of FIG. 9 A, except that parabohc wheel 10 is in the inclined EDGING FRICTION CONTROL™ position 11 C and the opposite reacting self-ahgning springs 24 in compression 14 A and tension 14 B, are set to return wheel 10 to the vertical coasting position as soon as edging force is released.

FIG. 10 A dual appearing perspective view in accordance with the invention, depicting both a constant force, accordion pleated heet alloy self-ahgning spring/dust cover 26 A or the similarly appearing accordion pleated reinforced rulierized self- ahgning spring/dust cover 26 B. As indicated, at the core of the accordion pleated self- ahgning spring is a needle roller axle bearing 25 A.

FIG. 10 B is a partial cross section view specifically of the accordion pleated /sheet alloy self-ahgning spring/dust cover 26 A and related partial section views of: wheel frame 8; concave frame and retainer 28 A for spring/dust cover 26 A; needle roller axle for 26 A; spherical bearing hub 20 A; needle- roller bearings 25 B; axle sleeve spacer 27 ; and, axle screw and axle 13 A.

FIG. 10 C is the same cross section view as FIG. 10 B, except that the self- ahgning spring indicated is the accordion pleated reinforced composition type spring 26 B.

FIG. 11 A is the fourth resolved cross section view in accordance with the invention (drawn to a graphic scale 17 in inches) of wheel frame 8, wheel-well 9 and wheel 10 (in a vertical coasting position), using the same smaller stock sized 2-element spherical bearing wheel hub 20 A and and having the same size needle roller axle bearings 25 B as used and shown in FIG. 9. The prime difference of the cross section view of FIG. 11 A as compared to FIG. 9 A is that, self-ahgning spring 26 A/B is a dual purpose accordion pleated spring/ dust cover, as compared to to the open coil spring and separate entity dust cover of FIG. 9 A. As such, concave frame 28 A and wheel 10 are marginally different in form than those similar components as shown in FIG. 9 A.

FIG. 11 B is the same cross section view of FIG. 11 A, except that wheel 10 is in the inclined EDGING FRICTION CONTROL™ position 11 C and the opposite reacting self- ahgning springs 26 A/B in compression 14 A and tension 14 B, are set to return wheel 10 to the vertical coasting position as soon as edging force is released.

FIG. 12 A is a longitudinal section view of FIG. 11 A in accordance with the invention (drawn to a graphic scale 17 in inches) wherein all the identified components are identical to those identified in 11 A and wherein the wheel 10 is displayed in the vertical coasting position.

FIG. 12 B is a plan cross section view of FIG. 12 A in accordance with the invention (drawn to a graphic scale 17 in inches), wherein all the identified components are identical to those in FIGs. 11 A and 12 A.

FIG. 13 A is a composite view, illustrating the typical in-line skate, state of the art wheel assembly component parts. The state of the art wheel frame and boot, previously indicated in FIG. 1 A (with particular emphasis to the boot and heel pad brake) is not indicated, since it is not relevant to this wheel assembly illustration. The parts indicated and identified are: the standard 1/4" O.D. axle 13; axle screw 13 B; roller ball bearing 23 A (each symmetrical side of the single element, fixed, rigid hub 22); industry standard, reducing sleeve spacer 29 (to accommodate different I.D. parts to the standard 1/4" O.D. axle); and, standard in-line skate wheel 3 (wherein the sides of wheel 3 are in one plane and the integral, single element, rigid hub 22 is flush with the flat sides of the finished wheel 3.

FIG. 13 B is a composite illustration of reduced cross section view FIG. 11 B of the interactive wheel to frame's wheel-well variation solution (all parts previously described in full size FIG. 11 B with v/heel 10 in the EDGING FRICTION CONTROL™ position 11 C). Adjacent is a clarifying perspective view of the same wheel assembly component axle parts indicated in the cross section. The wheel axle parts are arranged below FIG. 13 A on the same sheet for ease of comparison to the state of the art. The parts illustrated are primarily on one symmetrical side of the dynamic 2-element spherical bearing hub 20 A. For simplicity of illustration, the bore 20 C (of the inner ring) or hub of the spherical bearing is neither in a vertical nor an inclined angular position, but rather in an assembly, pictorial position. In sequence, the wheel assembly parts are: needle roller axle hub bearing 25 B (to the left of the symmetrical hub); dynamic spherical bearing hub 20 A; needle roller axle hub bearing 25 B; needle roller axle bearing 25 A for core 20 C of accordion pleated self-ahgning spring 26 A/B; and, wheel axle 13.

FIG. 14 A is a cross section view of a novel dual purpose spherical bearing 32 used for the hub of in-line skates (drawn to a graphic scale 17 in inches) in accordance with the invention. Instead of having external, separate entity self-ahgning springs e.g. 26 A/B the spring 36 or 36 A would be an integral part of the spherical bearing 32. Enclosed within an evenly spht circular channel shaped void 33, one half within the inner concave surface of the outer ring 33 A and one half within the convex surface of the inner ring 33 B of the spherical bearing 32, would be a self-lubricated compression spring e.g. 36 or 36 A. When the spherical bearing rings 32 A and B are in a vertically ahgned position (as are the spht circular channel shapes), the enclosed compression spring 36/36 A would be in a designed minimal dynamic force state 34.

FIG. 14 B is the same cross section view of FIG. 14 A, except that the outer ring 32 A is in an inclined angular position and the spht circular channels become misaligned. At maximum inclination, the compression spring 36 or 36 A is also in a maximum dynamic force state. As a result, when the skate wheel 31 rotates, the compression spring 36 or 36 A of the dual purpose spherical bearing hub is in a constant state of equal and opposite, compressive self-ahgning forces.

FIG. 14 C is a longitudinal view of FIG. 14 A.

FIG. 14 D is a perspective view of a self-lubricated accordion pleated sheet alloy or urethane compression spring 36 in a minimal dynamic force state 34.

FIG 14 E is a perspective view of a self-lubricated wire coil compression spring 36 A in a minimal dynamic force state 34. FIG. 15 A is the fifth resolved cross section view in accordance with the invention (drawn to graphic scale in inches) of a wheel frame 8, wheel-well 9 and wheel 10 (in a vertical coaMing position), using the same smaller stock sized 2-element spherical bearing wheel hub 20 A and the same size needle roller axle bearings 25 B, as used in FIG. 9 A and FIG. 11 A. The prime difference of this cross section view FIG. 15 A as compared to FIGs. 9 A and 11 A is that: instead of having separate entity, external self-ahgning springs 14 or 26 A/B, a dual purpose spherical bearing hub is used 32 with an integral self-ahgning, self-lubricated spring 36 or 36 A; and, an accordion pleated dust cover with a self-lubricated collar 30.

FIG. 15 B is the same cross section view of FIG. 15 A, except that wheel 10 is in the inclined EDGING FRICTION CONTROL™ position 11 C and the equal and opposite reacting self-ahgning compression spring 34 A is set (in that maximum compressive state) to return wheel 10 to the vertical position as soon as edging force is released.

FIG. 16 A is the sixth resolved cross section view (drawn to a graphic scale 17 in inches) in accordance with the invention as an alternate variation solution, wherein the EDGING FRICTION CONTROL™ contact locations 11 C are entirely e^-contained within the wheel assembly components. As such, the wheel frame 38, not being relevant to this variation solution (other than supporting the wheel assembly components), is indicated by broken lines. This alternate variation solution uses the same dual purpose, spherical bearing hub 32 and needle roller axle bearings 25 B as shown in FIG. 15 A. In this variation solution, the standard 1/4" O.D. axle is modified 40 by being fine threaded (e.g. 1/4-28) on the surface 40 A from each end of the axle to the outside faces of the hub axle bearings 25 B. Inside fine threads (e.g. 8-32) 40 C are set into each end of axle 40 to receive cap screws 40 B. A sohd disk (e.g. 1/8"W. x 27/32" O.D.) 41 with a center core that is fine threaded (e.g. 1/4-28) is screwed onto the axle 40 against washer spacer 39, which is against hub axle bearing 25 B. On the other side of disk 41, is a locknut spacer (e.g. 1/4-28 threaded i^ eai nut) that is screwed onto axle 40 against the sohd disk 41, locking it in place. On the other side of the {pineal locknut is wheel frame 38. The assembly at that symmetrical end side is completed by the installation of axle cap screw 40 B. Disk 41 has a friction surface material 41 A (e.g. 1/8" Wide x 3/32" Thick) bonded and keyed into the perimeter of the disk (now named, "i/iiction disk") 41 A. Wheel 31 has a concave frame 28 B with a continuous indentation for a bonded friction band, surface material 43 (e.g. l/8"Wide x 3/32" Thick). When the wheel 31 is in a vertical coaMing position, the diameter of the friction disk 41 is such that there is designed clearance between the friction disk's perimeter surface and the concave frame's 28 B indented friction surface 43.

FIG. 16 B is the same cross section view of FIG. 16 A, except that wheel 31 is in the inclined EDGING FRICTION CONTROL™ position 11 C at too imuU neouMy responsive locations: one friction contact 11 C is at the top of the friction disk's perimeter 41 and the wheel frame's indented friction band 43 on one side and simultaneously at the ottom of the friction disk's perimeter and the wheel frame's indented friction band 43 on the opposite friction contact side 11 C. In that inclined EDGING FRICTION CONTROL position, the integral self-ahgning spring 34 A of dual purpose spherical bearing hub 32 are in an equal and opposite maximum compressive strength state and set to return wheel 31 to the vertical coasting position as soon as the edging force is released. All the remaining interrelated component parts are identical to those that have been identified and functionally described in FIG. 16 A.

FIG. 13 A is a duplication of a composite perspective view, illustrating the typical in-line skate, state of the art wheel assembly component parts to clarify the distinct differences of the elfj-cOntained wheel assembly, alternate variation solution in accordance with the invention as compared to the state of the art. The duplicated parts displayed are: the standard 1/4" O.D. axle 13; axle screw 13 B; roller ball axle bearing 23 A (each symmetrical side of the single element, fixed, rigid hub 22); industry standard, reducing sleeve spacer 29 (to accommodate different I.D. parts to the standard 1/4" O.D. axle); and, standard in-line skate wheel 3, wherein the sides of wheel 3 are in one plane and the integral, single element, rigid hub 22 is flush with the flat sides of the finished wheel.

FIG. 17 is a perspective view of the component parts of the <se ,-contamed wheel assembly, alternate variation solution, in accordance with the invention and as shown in cross section views 16 A and B. The indicated and identified components are: modified standard 1/4" O.D. axle 40; modified thread size, standard axle cap screw B; locknut 42; fixed friction disk 41; washer spacer 39; needle roller axle bearing 25 B; indentation for continuous friction band 43 in concave frame 28 B of wheel 31; novel dual purpose, dynamic 2-element spherical bearing wheel hub; broken line indication of conforming but non -functioning in-line skate frame; and, graphic scale 17 in inches.

FIG. 18 A is the seventh resolved cross section view (drawn to a graphic scale 17 in inches) in accordance with the invention as an alternate variation solution, wherein two progressive alternate solutions are combined: the interactive wheel to iyUime'<s wheel- well alternate solution as illustrated in FIGs. 15 A and B; and, the i>eH,- ontained wheel aΛSemlly alternate solution as illustrated in FIGs. 16 A and B. These conjoined solutions would consist of: wheel frame 8 and wheel-well 9 with friction strips 11 B; wheel 10 (in a vertical coasting position), having friction bands 11 A on its sides; an indentation in concave frame 23 B for continuous friction band surface 43; and, including the complete <Selfj- contained wheel awsemlly components in accordance with the invention and as indicated and described in perspective view FIG. 17 (wherein the 2-element dual purpose spherical bearing hub 32 is used).

FIG. 18 B is the same cross section view of FIG. 18 A, except that wheel 10 is in an inclined EDGING FRICTION CONTROL position, which in this conjoined variation solution of FIG. 18 achieves three EDGING FRICTION CONTROL™ 11 C contact locations: one between the wheel's 31 B friction band 11 A and the wheel well's 9 friction strip 11 B; and, two between the friction disk's 41 perimeter friction surface 41 A and the indented friction band surface 43 in concave frame 28 B (at the top of the disk's perimeter 41 A on one side and the bottom of the disk's perimeter 41 A on the opposite side).

FIG. 19 A is the eighth resolved cross section view (drawn to a graphic scale 17 in inches) in accordance with the invention with wheel 10 in a vertical coaMing position. As a culminating alternate variation this solution is based upon the combined resolution as detailed in FIGs. 18 A and B. This resulting final combination was achieved by resurrecting the previously ignored external self-ahgning springs 26 A and 26 B. Adding those external springs in conjunction with the integral self-ahgning spring of the dual purpose spherical bearing hub 32, creates an all encompassing solution that has three EDGING FRICTION CONTROL™ contact locations 11 C (as in FIGs. 18 A and B); plus the combined enhanced force of two distinct self-ahgning spring functional locations. The combined self-ahgning springs not only maximize the force to initiate EDGING FRICTION CONTROL but equally maximizes the rapid responsiveness in returning wheel 10 back to the vertical coaMing position. Other than the incremental additional inside face to face width at the axle location of frame 8 (allowing for the external springs), this cross section FIG. 19 A has the same conjoined components as indicated and identified in FIG. 18 A with the additional exception of fineal nut 42. That locknut is replaced by an inside threaded alloy sleeve 39 A (e.g. 1/4-28) that matches the surface threads 40 A on the 1/4" O.D. axle 40. The smooth outside surface sleeve serves a dual purpose. It provides the required minimal friction surface for the needle roher axle bearing core of the self-ahgning spring 26 A/B (which bearing has required axle play on each side). In addition, when the sleeve is screwed tight against friction disk 41 to lock it in place, sleeve 39 A serves the same purpose as fineal nut 42 as shown in FIG. 18 A.

FIG. 19 B is the same cross section view of FIG. 19 A, except that wheel 10 is in

TM an inclined EDGING FRICTION CONTROL position providing three simultaneous contact locations 11 C as indicated 11 C at each friction disk's perimeter 41 A (top and bottom of friction disk 41 on each side of the axle assembly) and between the friction band surface 11 A on wheel 10 and the friction strip surface 11 B on the inside face of wheel-well 9.

FIG. 20 A is a side elevation view (drawn to a graphic scale 51 in feet) of a downhill in-line ski 44 having a plurahty of wheel assembly devices 47 in accordance with the invention. Also indicated for illustration purposes is ski boot 45 with release binding 46.

FIG. 20 B is a side elevation view (drawn to a graphic scale 51 in feet) of a downhill in-line skateboard 48 having a plurahty of wheel assembly devices 47 in accordance with the invention.

FIG. 20 C is a side elevation view (drawn to a graphic scale 51 in feet) of an inline skateboard having a plurahty of wheel assembly devices 47 in accordance with the invention.

FIG. 20 D is a cross section view of FIG. 20 B (drawn to a graphic scale 51 in feet).

FIG. 20 E is a cross section view of FIG. 20 A (drawn to a graphic scale 51 in feet).

FIG. 20 F is a cross section view of FIG. 20 C (drawn to a graphic scale 51 in feet).

FIG. 20 G is a representative cross section view of FIGs. 20 A, 20 B and 20 C displaying the typical parts that comprise one of the alternate variation solutions of wheel assembly 47 in accordance with the invention.

While the invention and its alternate variation solutions has been particularly shown and described with reference to preferred embodiments thereof, it will be understood by those in the art that the foregoing and other changes in form and details may be made therein without departing from the spirit and scope of the invention. For example, the wheels described herein are not limited for use with in-line skates, in-line skateboards, downhill in-line skis, and downhill in-line skateboards, but may be used whenever both vertical and inclined rotation is required around an axle.

Claims

WHAT IS CLAIMED IS:

1. A wheel assembly comprising: a roller member; roher bearing structure permitting the roher member to rotate about an axle with respect to a vertical axis; a spherical bearing constructed and arranged to permit the roller member to rotate about the axle at an angle with respect to the vertical axis; and, spring structure constructed and arranged to bias the roher member towards the vertical axis.

2. The wheel assembly of claim 1 , wherein the roher member is of a generally parabohc shape.

3. The wheel assembly of claim 2, wherein the roher member is configured for use as a wheel for an in-line skate.

4. The wheel assembly of claim 1 , wherein the roher bearing structure includes at least one of a roller ball bearing and a needle roher bearing.

5. The wheel assembly of claim 1 , wherein the spring structure comprises a pair of constant force self-ahgning springs being located at each end of said axle.

6. The wheel assembly of claim 5, wherein each pair of springs are comprised of one of open coil springs and accordion pleated material springs.

7. The wheel assembly of claim 1 in combination with an in-line roller skate, the wheel assembly being coupled to the in-line roher skate via an axle, the wheel assembly being disposed within a wheel frame of the in-line roller skate, the wheel frame having friction contact surfaces operatively associated with friction control surfaces of the roller member, such that when the roher member rotates at a certain angle with respect to the vertical plane, a friction control surface of the roller member contacts a friction contact surface of the wheel frame to cause slowing down and braking of the roher member.

8. The wheel assembly of claim 1 , wherein the spherical bearing defines a hub of said roher member and wherein the spring structure is made integral within said hub.

9. The wheel assembly of claim 8, further comprising an axle received by the roher bearing structure.

10. The wheel assembly of claim 9, further comprising friction structure fixed to the axle and friction control surfaces on said roher member operatively associated with friction contact surfaces of the friction structure, such that when the roher member rotates at a certain angle with respect to the vertical axis, a friction control surface of the roher member contacts a friction contact surface of the friction structure to cause slowing down and braking of the roher member.

11. A spherical bearing assembly comprising: an inner ring member defining a vertical axis and having a bore extending in a direction transverse with respect to the vertical axis; an outer ring member mounted with respect to the inner ring to permit inclined rotation of the outer ring with respect to the vertical axis; and, a spring structure constructed and arranged to bias the outer ring towards the vertical axis.

12. The bearing assembly of claim 11, wherein the spring structure comprises a compression spring between the inner and outer ring member.

13. The bearing assembly of claim 12, wherein said compression spring is one of a self -lubricated: wire coil spring; an accordion pleated sheet ahoy spring; an accordion pleated reinforced sheet rubberized spring; and, a urethane compression spring.

14. A wheeled device comprising: a wheel frame; at least one wheel mounted on an axle associated with the wheel frame; and, wherein said wheel is constructed and arranged to rotate around said axle both verticahy and at an inclination with respect to the axle.

15. The wheeled device as defined in claim 14, wherein said wheel is of generally a parabohc shape.

16. The wheeled device as defined in claim 14, wherein the wheel frame has a wheel-well contoured to compliment said wheel.

17. The wheeled device as defined in claim 15, wherein said wheel has concave depressions on each side of said wheel, providing clearance to allow inclined wheel rotation around said axle.

18. The wheeled device as defined in claim 17, wherein said wheel has conforming concave depression frames.

19. The wheeled device as defined in claim 14, wherein said wheel has a dynamic spherical bearing, having outer and inner rings, each ring being omnidirectional to each other, allowing said wheel to rotate both verticahy and at an inclination and wherein said spherical bearing's inner ring has a concentric opening defining a bore.

20. The wheeled device as defined in claim 19, wherein the bore has at least one axle bearing therein that enables said wheel to rotate with minimal friction around said axle.

21. The wheeled device as defined in claim 20, wherein the axle bearing is one of a roher bah axle bearing and needle roher axle bearing.

22. The wheeled device as defined in claim 19, wherein said wheel has friction members on each side thereof.

23. The wheeled device defined in claim 22, wherein the wheel frame has a wheel- well and the wheel-well has a friction surface within opposite sides of said wheel-well.

24. The wheeled device as defined in claim 23, wherein said wheel, when rotating verticahy has predetermined clearance between the friction members and said friction surfaces in said wheel- well.

25. The wheel device as defined in claim 23, wherein said wheel, when rotating at a certain inclination, has one friction member in contact with a friction surface of said wheel-well to cause slowing down and braking of said wheel.

26. The wheel device as defined in claim 18, wherein said conforming concave depression frames have indentations to retain self-ahgning springs to reposition an inclined wheel back into a vertical position.

27. The wheeled device as defined in claim 26, wherein said self-ahgning springs are one of constant force open coil springs, accordion pleated sheet metal ahoy springs, and accordion pleated reinforced rubberized springs, wherein the pleated springs are configured to serve a dual purpose as a dust cover.

28. The wheeled device as defined in claim 18, wherein said conforming concave depression frames include means for securing a dust cover to the wheel.

29. The wheeled device as defined in claim 28, wherein a dust cover is coupled with the securing means and said dust cover is an accordion pleated rubberized component with a self -lubricated collar.

30. The wheeled device as defined in claim 14, wherein the wheel frame is attached to one of an in-line skate, an in-line skateboard, a downhill in-line ski and a downhill inline skateboard.

31. The wheeled device as defined in claim 19, wherein said spherical bearing further includes an integral compression spring to bias the wheel towards vertical rotation thereof.

32. A wheeled device comprising: a wheel frame; at least one wheel mounted for rotation with respect to the wheel frame via an axle; the axle including friction contact surfaces; the wheel including friction control surfaces; and, wherein the at least one wheel is constructed and arranged to rotate around the axle both verticahy and at an inclination, such that when the wheel is at a certain inclination, the friction control surfaces of said wheel engage the friction contact surfaces of said axle to cause slowing down and braking of said wheel.

33. The wheeled device as defined in claim 32, wherein said wheel has concave depressions on each side of said wheel, providing clearance to ahow inclined wheel rotation around said axle.

34. The wheeled device as defined in claim 33, wherein the wheel has conforming concave depression frames.

35. The wheeled device as defined in claim 34, wherein the wheel has an indentation in said conforming concave depression frames retaining a friction element defining the friction control surface.

36. The wheeled device as defined in claim 35, wherein said wheel includes a spherical bearing hub having an integral compression spring, thereby not only providing for inclined wheel position but also providing the added function of self-ahgnment of the wheel, thereby serving a dual purpose.

37. The wheeled device as defined in claim 36, further including at least one axle bearing in a bore of the spherical bearing hub that enables said wheel to rotate with minimal friction around said axle.

38. The wheeled device as defined in claim 37, wherein said axle bearing is one of a roher bah axle bearing and a needle roher axle bearing.

39. The wheeled device as defined in claim 37, wherein said axle is threaded on the outside surface at each end of said axle to an outside face thereof.

40. The wheeled device as defined in claim 39, wherein the axle has a washer spacer disposed over said axle at each end thereof.

41. The wheeled device of claim 40, wherein a round friction disk, with a center bore having inside threads that match the outside threads on the surface of said axle, is screwed onto said axle at each end and locked to said washer spacer.

42. The wheeled device as defined in claim 41, wherein said axle has inside threads set into each end of the axle to receive outside cap screws that are set tight against the outside face of said wheel frame, effectively double locking said friction disk securely in place to prevent it from turning.

43. The wheeled device as defined in claim 41, wherein said friction disk has a friction material on a perimeter thereof defining a friction contact surface.

44. The wheeled device as defined in claim 43, wherein when rotating verticahy, said concave depression frame's friction element has predetermined clearance with respect to said friction disk's perimeter friction material.

45. The wheeled device as defined in claim 43, wherein when the wheel is rotating at an inclination, surfaces of the concave frame's friction element simultaneously contact with said friction material of the friction disk at two contact locations, one contact location being at the top of the friction disk at one side of the wheel and the other contact location being at the bottom of the friction disk at the opposite wheel side, and wherein reahgnment of said wheel to vertical rotation is achieved by the force of the integral compression spring.

46. The wheeled device as defined in claim 32, wherein the wheel frame is attached to one of an in-line skate, an in-line skateboard, a downhill in-line ski and a downhill inline skateboard.

47. The wheeled device as defined in claim 35, wherein said wheel has a friction surface material included on each side of said wheel.

48. The wheeled device as defined in claim 47, wherein the frame includes a wheel- well, the wheel-well having opposing friction surfaces arranged such that, when the wheel is rotating verticahy, there is predetermined clearance between the wheel's friction surface material on the sides of the wheel and said friction surfaces in the wheel-well and between the wheel's concave depression frame's friction element and said friction disk's perimeter friction material.

49. The wheeled device as defined in claim 47, wherein the frame includes a wheel- well, the wheel-weh having opposing friction surfaces arranged such that; when the wheel is rotating at an inclination, there are three simultaneous friction contacts: one with said wheel-weh friction surface and the wheel's friction member and two simultaneously with said friction disk and wheel's friction element on each side of said wheel, reahgnment of said wheel to vertical rotation is achieved by the force of the integral compression spring.

50. The wheeled device as defined in claim 49, wherein said wheel includes external self-ahgning springs that are attached to said concave depression frames, said springs being located at each end of said axle such that: when the wheel is rotating at an inclination, there are two simultaneous self-ahgning spring locations; one at the wheel hub's integral compression spring and one by the pair of said self-ahgning springs located at each end of said axle.

51. The wheeled device as defined in claim 49, wherein said wheel is in a generally parabohc shape.

52. The wheeled device as defined in claim 50, wherein said external self-ahgning springs are one of an accordion pleated sheet metal ahoy spring and an accordion pleated reinforced rubberized spring, wherein the pleated springs are configured to serve a dual function as dust covers.

53. The wheeled device as defined in claim 49, wherein the wheel frame is mounted to one of an in-line skate, an in-line skateboard, a downhill in-line ski and a downhul inline skateboard.

54. The wheeled device as defined in claim 50, wherein the wheel frame is mounted to one of an in-line skate, an in-line skateboard, a downhill in-line ski and a downhill inline skateboard.

AMENDED CLAIMS

[received by the International Bureau on 29 June 2001 (29.06.01); original claims 18, 26, 28, 34, 35, 44, 48 and 50 amended; remaining claims unchanged (5 pages)]

rotates at a certain angle with respect to the vertical axis, a friction control surface of the roher member contacts a friction contact surface of the friction structure to cause slowing down and braking of the roher member.

11. A spherical bearing assembly comprising: an inner ring member defining a vertical axis and having a bore extending m a direction transverse with respect to the vertical axis; an outer ring member mounted with respect to the inner ring to permit inclined rotation of the outer ring with respect to the vertical axis; and, a spring structure constructed and arranged to bias the outer ring towards the vertical axis.

13. The bearing assembly of claim 12, wherein said compression spring is one of a self -lubricated: wire cod spring; an accordion pleated sheet ahoy spring; an accordion pleated reinforced sheet rubberized spring; and, a urethane compression spring.

16. The wheeled device as defined in claim 14, wherein the wheel frame has a wheel-weh contoured to compliment said wheel.

17. The wheeled device as defined in claim 15, wherein said wheel has concave depressions on each side of said wheel, providing clearance to ahow inclined wheel rotation around said axle.

18. The wheeled device as defined in claim 17, wherein said wheel has conforming concave frames.

19. The wheeled device as defined in claim 14, wherein said wheel has a dynamic spherical bearing, having outer and inner rings, each ring being omnidirectional to each other, ahowing said wheel to rotate both verticahy and at an inclination and wherein said spherical bearing's inner ring has a concentric opening defining a bore.

AMENDE SHEET (ARTICLE 19)

23. The wheeled device defined in claim 22, wherein the wheel frame has a wheel- weh and the wheel-weh has a friction surface within opposite sides of said wheel-weh.

24. The wheeled device as defined in claim 23, wherein said wheel, when rotating verticahy has predetermined clearance between the friction members and said friction surfaces in said wheel-weh.

25. The wheel device as defined in claim 23, wherein said wheel, when rotating at a certain inclination, has one friction member in contact with a friction surface of said wheel-weh to cause slowing down and braking of said wheel.

26. The wheel device as defined in claim 18, wherein said conforming concave frames have indentations to retain self-ahgning springs to reposition an inclined wheel back into a vertical position.

28. The wheeled device as defined in claim 18, wherein said conforming concave frames include means for securing a dust cover to the wheel.

29. The wheeled device as defined in claim 28, wherein a dust cover is coupled with the securing means and said dust cover is an accordion pleated rubberized component with a self-lubricated collar.

34. The wheeled device as defined in claim 33, wherein the wheel has conforming concave frames.

35. The wheeled device as defined in claim 34, wherein the wheel has an indentation in said conforming concave frames retaining a friction element defining the friction control surface.

44. The wheeled device as defined in claim 43, wherein when rotating verticahy, said concave frame's friction element has predetermined clearance with respect to said friction disk's perimeter friction material.

48. The wheeled device as defined in claim 47, wherein the frame includes a wheel- weh, the wheel-weh having opposing friction surfaces arranged such that, when the wheel is rotating verticahy, there is predetermined clearance between the wheel's friction surface material on the sides of the wheel and said friction surfaces in the wheel-weh and between the wheel's concave frame's friction element and said friction disk's perimeter friction material.

49. The wheeled device as defined in claim 47, wherein the frame includes a wheel- weh, the wheel-weh having opposing friction surfaces arranged such that; when the wheel is rotating at an inclination, there are three simultaneous friction contacts: one with said wheel-weh friction surface and the wheel's friction member and two simultaneously with said friction disk and wheel's friction element on each side of said wheel, reahgnment of

AMENDED SrϊΞET (ARTICLE 19) said wheel to vertical rotation is achieved by the force of the integral compression spring.

50. The wheeled device as defined in claim 49, wherein said wheel includes external self-ahgning springs that are attached to said concave frames, said springs being located at each end of said axle such that: when the wheel is rotating at an inclination, there are two simultaneous self-ahgning spring locations; one at the wheel hub's integral compression spring and one by the pair of said self-ahgning springs located at each end of said axle.

53. The wheeled device as defined in claim 49, wherein the wheel frame is mounted to one of an in-line skate, an in-line skateboard, a downhill in-line ski and a downhill inline skateboard.