Patent Grant
10398961
The specification relates generally to foot-deck-based vehicles and, in particular, in some aspects, to augmenting the usability of foot-deck-based vehicles.
Foot-deck-based vehicles such as scooters (also known as kick-scooters) are a popular form of transport and recreation. Some of these foot-deck-based vehicles employ lean-to-steer mechanisms for enabling a rider standing on a foot-deck thereof to steer by shifting their center-of-gravity laterally. Such lean-to-steer mechanisms have a hanger supporting two or more wheels (typically the front) that can pivot about an oblique axis and that is biased by a biasing element towards a neutral steering position in which the rotation axes of the front wheels are normal to a longitudinal (central front-to-back) axis of the foot-deck. The biasing force exerted by the biasing element influences how the hanger responds to shifting of a rider's center-of-gravity.
In addition, the rigidity of the hanger can also influence how responsive the lean-to-steer mechanism is. Traditionally, little consideration is given to the stiffness of the hanger, and attention is focused on reducing the manufacturing cost thereof, and the provisioning of some level of flexibility to provide some suspension between the foot-deck and the front wheels. Further, the rigidity of the hanger influences the shock absorbing ability of the hanger when the front wheels encounter an irregularity in a travel surface, such as a rock or an uneven joint between two sidewalk tiles.
It would be beneficial to at least partially address the above concerns and other issues relating to foot-deck-based vehicles.
In one aspect, there is provided a foot-deck-based vehicle, which includes a foot-deck with a front end, a rear end, and at least one rear wheel proximal to the rear end, and which further includes a front wheel support. The front wheel support is couplable to the foot-deck and includes a pair of wheel interfaces, each of which is couplable to a front wheel, a main body extending between the wheel interfaces and coupled to the foot-deck, and at least one recess in the main body. The vehicle further includes at least one accessory snugly securable within the at least one recess of the front wheel support, wherein the main body has a first stiffness when the at least one accessory is removed from the at least one recess, and has a second stiffness that is greater than the first stiffness when the at least one accessory is snugly secured within the at least one recess, wherein the first stiffness and the second stiffness are resistances to bending under a bending load applied to the front wheel support through the foot-deck when the foot-deck supports a person.
The at least one accessory can be releasably securable within the at least one recess. The main body can comprise a cellular structure defining the at least one recess. The at least one accessory can be dimensioned to inhibit deformation of the main body when the at least one accessory is fitted in the at least one recess. The at least one accessory can have a portion of uniform profile that engages walls of the at least one recess.
In another aspect, there is provided a front wheel support of a foot-deck-based vehicle, the foot-deck-based vehicle having a foot-deck with a front end, a rear end, and at least one rear wheel proximal to the rear end. The front wheel support includes a pair of wheel interfaces, each of which is couplable to a front wheel, a main body extending between the wheel interfaces and couplable to the foot-deck, at least one recess in the main body, and at least one accessory snugly securable within the at least one recess of the front wheel support, wherein the main body has a first stiffness when the at least one accessory is removed from the at least one recess, and has a second stiffness that is greater than the first stiffness when the at least one accessory is snugly secured within the at least one recess, wherein the first stiffness and the second stiffness are resistances to bending under a bending load applied to the front wheel support through the foot-deck when the foot-deck supports a person.
The at least one accessory can be releasably securable within the at least one recess. The main body can comprise a cellular structure defining the at least one recess. The at least one accessory can be dimensioned to inhibit deformation of the main body when the at least one accessory is fit therein. The at least one accessory can have a portion of uniform profile that engages walls of the at least one recess.
In a further embodiment, there is provided a set of at least one accessory for a front wheel support of a foot-deck-based vehicle, the foot-deck-based vehicle having a foot-deck with a front end, a rear end, and at least one rear wheel proximal to the rear end, the front wheel support comprising a pair of wheel interfaces, each of which is couplable to a front wheel, a main body extending between the wheel interfaces and coupled to the food-deck, and at least one recess in the main body, wherein the main body has a first stiffness when the at least one accessory is removed from the at least one recess, and has a second stiffness that is greater than the first stiffness when the at least one accessory is snugly secured within the at least one recess, wherein the first stiffness and the second stiffness are resistances to bending under a bending load applied to the front wheel support through the foot-deck when the foot-deck supports a person.
The at least one accessory can be releasably securable within the at least one recess. The main body comprises a cellular structure defining the at least one recess. The at least one accessory can be dimensioned to inhibit deformation of the main body when the at least one accessory is fitted in the at least one recess. The at least one accessory can have a portion of uniform profile that engages walls of the at least one recess.
According to yet another aspect, there is provided an accessory for a foot-deck-based vehicle, the foot-deck-based vehicle having a foot-deck with a front end, a rear end, and at least one rear wheel proximal to the rear end, and a front wheel support comprising a pair of wheel interfaces each of which is couplable to a front wheel and a main body extending between the wheel interfaces and coupled to the foot-deck, the accessory comprising at least one engagement element that is securable to the main body of the front wheel support, the at least one engagement element defining at least two securement positions, and a lateral body extending between the at least two securement positions and resisting relative movement of the at least two securement positions.
The at least one engagement element can comprise at least two engagement elements.
In another aspect, there is provided an accessory for a foot-deck-based vehicle, the foot-deck-based vehicle having a handlebar member with a recess extending from a front surface to a rear surface thereof, the accessory comprising a front accessory component and a rear accessory component, the front accessory component and the rear accessory component having complementary coupling interfaces enabling the front accessory component to be coupled to the rear accessory component to retain at least one of the front accessory component and the rear accessory component engaged with the recess to thereby couple the accessory to the handlebar member, at least one of the front accessory component and the rear accessory component comprising a first feature face that is exposed when the front accessory component and the rear accessory component are coupled to the handlebar member.
The complementary coupling interfaces of the front accessory component and the rear accessory component can enable the front accessory component to be releasably coupled to the rear accessory component. The front accessory component can comprise the first feature face, and the rear accessory component can comprise a second feature face that is exposed when the front accessory component and the rear accessory component are coupled to the handlebar member.
The recess can comprise a through-hole in the handlebar member. The through-hole can pass from a front surface of the handlebar member to a rear surface of the handlebar member. At least one of the front accessory component and the rear accessory component can extend at least partially through the through-hole. One of the front accessory component and the rear accessory component can extend through the through-hole. The complementary coupling interfaces of one of the front accessory component and the rear accessory component can comprise a channel that extends generally perpendicularly to a central axis of the through-hole and receives at least one of the complementary coupling interfaces of another of the front accessory component and the rear accessory component.
The through-hole can be tapered and the one of the front accessory component and the rear accessory component can be tapered to limit travel thereof through the through-hole.
The one of the front accessory component and the rear accessory component can comprise a limiting element constructed to abut the handlebar member when the one of the front accessory component and the rear accessory component is inserted into the through-hole to limit travel of the one of the front accessory component and the rear accessory component through the through-hole.
The front accessory component can comprise the first feature face, and the first feature face can comprise at least one light-emitting element.
The first feature face can comprise at least one light-emitting element. The second feature face can comprise a hook.
The first feature face can comprise ornamentation.
In another aspect, there is provided a foot-deck-based vehicle, comprising a handlebar member comprising a recess extending from a front surface to a rear surface thereof, and an accessory, comprising a front accessory component and a rear accessory component, the front accessory component and the rear accessory component having complementary coupling interfaces enabling the front accessory component to be coupled to the rear accessory component to retain at least one of the front accessory component and the rear accessory component engaged with the recess to thereby couple the accessory to the handlebar member, at least one of the front accessory component and the rear accessory component comprising a first feature face that is exposed when the front accessory component and the rear accessory component are coupled to the handlebar member.
The complementary coupling interfaces of the front accessory component and the rear accessory component can enable the front accessory component to be releasably coupled to the rear accessory component.
The front accessory component can comprise the first feature face, and the rear accessory component can comprise a second feature face that is exposed when the front accessory component and the rear accessory component are coupled to the handlebar member.
The recess can comprise a through-hole in the handlebar member. The through-hole can pass from a front surface of the handlebar member to a rear surface of the handlebar member.
At least one of the front accessory component and the rear accessory component can extend at least partially through the through-hole.
One of the front accessory component and the rear accessory component can extend through the through-hole. The complementary coupling interfaces of one of the front accessory component and the rear accessory component can comprise a channel that extends generally perpendicularly to a central axis of the through-hole and receives at least one of the complementary coupling interfaces of another of the front accessory component and the rear accessory component.
The through-hole can be tapered and the one of the front accessory component and the rear accessory component can be tapered to limit travel thereof through the through-hole.
The one of the front accessory component and the rear accessory component can comprise a limiting element constructed to abut the handlebar member when the one of the front accessory component and the rear accessory component is inserted into the through-hole to limit travel of the one of the front accessory component and the rear accessory component through the through-hole.
The front accessory component can comprise the first feature face, and wherein the first feature face can comprise at least one light-emitting element.
The first feature face can comprise at least one light-emitting element. The second feature face can comprise a hook.
The first feature face can comprise ornamentation.
In a further aspect, there is provided a foot-deck-based vehicle, comprising a handlebar member comprising a recess extending from a front surface to a rear surface thereof and constructed to be coupled to an accessory, comprising a front accessory component and a rear accessory component, the front accessory component and the rear accessory component having complementary coupling interfaces enabling the front accessory component to be coupled to the rear accessory component to retain at least one of the front accessory component and the rear accessory component engaged with the recess to thereby couple the accessory to the handlebar member.
The recess can comprise a through-hole in the handlebar member. The through-hole can pass from a front surface of the handlebar member to a rear surface of the handlebar member. The through-hole can be tapered.
In yet another aspect, there is provided an accessory for a foot-deck-based vehicle, the foot-deck-based vehicle having at least one wheel having a hub, a travel surface, and a gapped support structure between the hub and the travel surface, the gapped support structure having at least one gap that is visible when the wheel is mounted on the foot-deck-based vehicle, the accessory comprising a set of at least one wheel inserts, each wheel insert constructed to be securable within one of the at least one gaps.
The wheel inserts can be releasably securable within the visible gaps. The wheel inserts can be constructed to enable at least two of the wheel inserts to be fitted within the one of the at least one gaps and secured therein to prevent separation of the wheel inserts from the one of the at least one gaps. At least one of the set of the wheel inserts can be differently colored than the gapped support structure.
The gapped support structure can have an outer surface, and the wheel inserts can have an outer insert surface that is flush with the outer surface when the wheel inserts are secured in the gaps.
At least one of the set of the wheel inserts can comprise a light-emitting element and a battery for powering the light-emitting element.
Each of the wheel inserts can comprise at least one clip for securing the wheel insert in one of the gaps.
In another aspect, there is provided a foot-deck-based vehicle, comprising at least one wheel comprising a hub, a travel surface, and a gapped support structure between the hub and the travel surface, the gapped support structure comprising at least one gap that is visible when the wheel is mounted on the foot-deck-based vehicle, and at least one clip lock adjacent the at least one cap.
The at least one clip lock can be generally hidden when the at least one gap is empty.
In a further aspect, there is provided an accessory for a foot-deck-based vehicle, the foot-deck-based vehicle having a front wheel assembly, the accessory comprising a nose guard securable to the front wheel assembly.
The nose guard can be releasably securable to the front wheel assembly.
The front wheel assembly can comprise a front axle, and the nose guard can be securable to the front axle.
The front axle can comprise at least one through-hole, and the accessory can further comprise at least one nose guard anchor securable within the at least one through-hole, and the nose guard can be securable to the at least one nose guard anchor.
Each of the at least one nose guard anchor can comprise a post sized to fit through one of the at least one through-hole, a stop coupled to a first end of the post and dimensioned to limit travel of the post through the through-hole, and a coupling interface at a second end of the post distal from the first end for coupling to the nose guard.
In yet another aspect, there is provided a wheel structure for a foot-deck-based vehicle, comprising a rim comprising a tire support structure and having a first rigidity, and a rim support structure secured to the rim and extending towards a wheel support around which the rim support structure freely rotates, the rim support structure having a second rigidity that is less than the first rigidity.
The rim support structure can comprise a hub portion and a set of radially extending spokes extending radially outward from the hub portion.
The rim support structure can comprise a peripheral surface that has a profile that is generally uniform axially, and the rim can comprise at least one recess sized to snugly receive the rim support structure.
The peripheral surface of the rim support structure can have a uniform radius from a rotation axis of the rim support structure.
The rim support structure can further comprise a central recess dimensioned to receive at least one bearing.
The set of radially extending spokes and the rim can comprise mating engagement structures to enable the rim to be secured to the rim support structure.
The rim support structure can comprise polyurethane. The rim support structure and the rim can be light transmissive.
In another aspect, there is provided a foot-deck-based vehicle, comprising a foot-deck, and at least one wheel structure rotatably secured to the foot-deck, each wheel structure comprising a rim comprising a tire support structure and having a first rigidity, and a rim support structure secured to the rim and extending towards a wheel support around which the rim support structure freely rotates, the rim support structure having a second rigidity that is less than the first rigidity.
The rim support structure can comprise a hub portion and a set of radially extending spokes.
The rim support structure can have a uniform peripheral profile, wherein the rim comprises at least one recess sized to snugly receive the rim support structure.
The peripheral surface of the rim support structure can have a uniform radius from a rotation axis of the rim support structure.
The rim support structure can comprise a central recess, and the foot-deck-based vehicle can further comprise at least one bearing secured to the rim support structure, the bearing having a through-hole to rotatably receive the wheel support.
The at least one bearing can comprise at least two bearings securing the rim support structure therebetween.
The set of radially extending spokes and the rim can comprise mating engagement structures to enable the rim to be secured to the rim support structure.
The rim support structure can comprise polyurethane. The rim support structure and the rim can be light transmissive.
For a better understanding of the various embodiments described herein and to show more clearly how they may be carried into effect, reference will now be made, by way of example only, to the accompanying drawings in which:
For simplicity and clarity of illustration, where considered appropriate, reference numerals may be repeated among the Figures to indicate corresponding or analogous elements. In addition, numerous specific details are set forth in order to provide a thorough understanding of the embodiments described herein. However, it will be understood by those of ordinary skill in the art that the embodiments described herein may be practiced without these specific details. In other instances, well-known methods, procedures and components have not been described in detail so as not to obscure the embodiments described herein. Also, the description is not to be considered as limiting the scope of the embodiments described herein.
Various terms used throughout the present description may be read and understood as follows, unless the context indicates otherwise: “or” as used throughout is inclusive, as though written “and/or”; singular articles and pronouns as used throughout include their plural forms, and vice versa; similarly, gendered pronouns include their counterpart pronouns so that pronouns should not be understood as limiting anything described herein to use, implementation, performance, etc. by a single gender; “exemplary” should be understood as “illustrative” or “exemplifying” and not necessarily as “preferred” over other embodiments. Further definitions for terms may be set out herein; these may apply to prior and subsequent instances of those terms, as will be understood from a reading of the present description.
Examples of systems, devices, assemblies, apparatuses, and methods are described below. No example described below limits any subject matter claimed in this patent application. The claims in this patent application may cover mechanical devices, assemblies, methods, and apparatuses that differ from those described below. The subject matter claimed in this patent application is not limited to systems, devices, assemblies, apparatuses, and methods having all of the features of any one embodiment described below. Patentable subject matter described below that is not claimed in this patent application may be claimed in another patent or other application for the protection of intellectual property in the subject matter.
It is also understood that the terms “couple”, “coupled”, “connect”, “connected” are not limited to direct mating between the described components, but also contemplate the use of intermediate components to achieve the connection or coupling.
Foot-deck-based vehicles, front wheel supports, and accessories therefor are provided herein. The foot-deck-based vehicle has a foot-deck with a front end, a rear end, and at least one rear wheel proximal to the rear end. A front wheel support of the foot-deck-based vehicle has a pair of wheel interfaces each of which is couplable to a front wheel. A main body of the front wheel support extends between the wheel interfaces and is coupled to the foot-deck. At least one accessory is securable to the main body of the front wheel support to increase a rigidity thereof. By using accessories that can be secured to the front wheel support, the rigidity of the front wheel support, and thus its steering responsiveness to leaning of a rider and the stiffness of the suspension of the front end of the foot-deck-based vehicle, can be adjusted as desired.
A front wheel assembly 44 is pivotally coupled to the foot-deck 24 proximal the front end 32 to pivot relative to the foot-deck about a front wheel assembly pivot axis. The front wheel assembly 44 includes a front wheel support 48 (alternatively referred to as a hanger in this embodiment) having a pair of front wheels 52a, 52b (collectively, front wheels 52) that are rotatably coupled to the front wheel support 48 and are spaced laterally apart.
A handlebar assembly 56 extends generally vertically from a top surface of the foot-deck 24 when the scooter 20 is upright. The handlebar assembly 56 includes a handlebar assembly base 60 that is secured to the foot-deck 24, a handlebar post 64 that is fitted into and secured to the handlebar assembly base 60 via any suitable method, such as bonding, clamping, etc. A handlebar member 68 has a stem that is slidably received within the handlebar post 64 and can be clamped via a quick-release clamp 72 at any position along a range, thereby allowing the handlebar member 68 to be adjusted in height as desired for a rider.
The scooter 20 is a lean-to-steer type vehicle. Steering is achieved by a rider by shifting their center-of-gravity laterally left or right of the central longitudinal axis 28. Thus, the handlebar assembly 56 is provided for the safety of a rider and not to directly steer the scooter 20. Due to the configuration of the scooter 20 described herein, a shift in a rider's center-of-gravity to a right lateral side 74a of the foot-deck 24 causes the foot-deck 24 to roll in a direction Rr and the front wheel assembly 44 to pivot right (i.e., clockwise, when viewed from a rider's perspective on the foot-deck 24), causing the scooter 20 to turn right. Similarly, a shift in a rider's center-of-gravity to a left lateral side 74b of the foot-deck 24 causes the foot-deck 24 to roll in a direction RI and the front wheel assembly 44 to pivot left (i.e., counter-clockwise, when viewed from a rider's perspective on the foot-deck 24), causing the scooter 20 to turn left.
The sensitivity of the steering mechanism to rolling of the foot-deck 24 is a steering characteristic. Additionally, the resistance to the pivoting of the front wheel assembly 44 to turn is also a steering characteristic. Further, the pivot range of the front wheel support 44 is another steering characteristic.
Referring now to
The front wheel assembly 44 is coupled to the foot-deck 24 via a pivot coupler 72 that enables the front wheel assembly 44 to pivot about a front wheel assembly pivot axis P that is at an acute angle A to a vertical axis V when the scooter 20 is upright, thereby enabling a rider to steer the scooter 20 by leaning to a lateral side (either the right lateral side 74a or the left lateral side 74b) of the foot-deck 24 corresponding to the direction of the turn sought. In particular, the front wheel support 48 has a pivot coupler recess 92 that occupies most of a central part of the front wheel support 48. A top pivot through-hole 96 passes fully through the front wheel support 48.
The pivot coupler 72 has a generally round front surface 100, a generally flat top surface 104, and a generally flat bottom surface 108 that is parallel to the top surface 104. A centering spring recess 112 in the front surface 100 receives a part of a steering characteristic adjustment structure in the form of an adjustable centering structure; in particular, a coil portion 116 of a resilient torsion member in the form of a centering spring 120, with biasing ends 124 that extend out of the centering spring recess 112. The centering spring 120 is a coil spring that generally resists being coiled and uncoiled, and maintains its characteristics during normal use over the expected lifetime of the scooter 20 due to its resilience. A generally central through-hole 128 passes through the top surface 104 and the bottom surface 108 of the pivot coupler 72.
During assembly, the biasing ends 124 of the centering spring 120 are inserted into the pivot coupler recess 92 of the front wheel support 48 and fitted against features therein. The coil portion 116 of the centering spring 120 is aligned with the centering spring recess 112 and the pivot coupler 72 is concurrently inserted inside of the pivot coupler recess 92 until the coil portion 116 is aligned with the central through-hole 128 of the pivot coupler 72 and the top pivot through-hole 96 of the front wheel support 48. A nut 132 is inserted into the top pivot through-hole 96 and a bolt (not shown) is inserted into a bottom pivot through-hole, through the central through-hole 128 of the pivot coupler 72 and the coil portion 116 of the centering spring 116, and fastened to the nut 132 to secure the front wheel support 48 to the pivot coupler 72. The front wheel assembly pivot axis P extends coaxially through the bolt and the nut 132.
As will be understood, the centering spring 120 is part of a centering structure that exerts an adjustable centering force on the front wheel assembly 44 when the front wheel assembly 44 is urged away from a neutral steering position to urge the front wheel assembly 44 to the neutral steering position. The centering force generated by the centering spring 120 is torsional as the centering spring 120 resists being coiled further or uncoiled, and the centering spring 120 is resilient in that it returns to its original state as shown in
Referring now to
When the centering spring 120 is pre-torsioned, it exerts a greater centering force on the front wheel assembly 44. By adjusting both adjustment screws 147 and both compensation screws 148, the centering force of the centering spring 120 can be adjusted while maintaining a neutral steering position in which the torsion forces exerted by the centering spring 120 on the front wheel assembly 44 are laterally balanced.
The positions of the abutment surfaces define a pivot range of the front wheel assembly 44. Pivoting of the front wheel assembly 44 to one side torsions the centering spring 120 via movement of one of the biasing ends 124 thereof by the corresponding abutment surface 149. Once the corresponding abutment surface 149 has pivoted about the front wheel assembly pivot axis and encounters the other biasing end 124, the other biasing end 124, which is urged by the pre-torsion leaf 136 into a position, inhibits further pivoting of the front wheel assembly 44 via abutment with the corresponding abutment surface 149. In this manner, the centering structure also serves a pivot range control structure.
A pitch adjustment structure 150 of the scooter 20 is configured to enable adjustment of the pitch of the front wheel assembly pivot axis P relative to the vertical axis V when the scooter 20 is upright. The pitch of the front wheel assembly pivot axis P influences how responsive the steering of the scooter 20 is to rolling of the foot-deck 24. The pitch adjustment structure 150 includes a pivotable joint enabling the front wheel assembly 44 to pivot relative to the foot-deck 24 about a pitch pivot axis PP that is generally horizontal and perpendicular to the central longitudinal axis 28 of the foot-deck 24 when the scooter 20 is upright.
The pitch adjustment structure 150 includes a laterally aligned barrel section 152 of the pivot coupler 72 that is generally coaxial with the pitch pivot axis PP when the scooter 20 is assembled. The barrel section 152 has a smooth outer surface and a generally cylindrical hole 156 with a set of features on an inside surface thereof in the form of laterally extending teeth 160. Two laterally aligned barrel sections 164 extend forward from the front end 32 of the foot-deck 24 and are generally coaxial to the pitch pivot axis. Each of the two barrel sections 164 has a smooth outer surface and a generally cylindrical hole 168 with a set of features on an inside surface thereof in the form of laterally extending teeth 172 that correspond to the pattern of the laterally extending teeth 160 in the generally cylindrical hole 156 of the barrel section 152 of the pivot coupler 72. The two barrel sections 164 are spaced apart to enable the barrel section 152 of the pivot coupler 72 to fit between them. The patterns of laterally extending teeth 160 of the barrel sections 152, 164 enable the internal profile of the holes 156, 168 of the barrel sections 152, 164 respectively to align laterally at a discrete number of relative pivotal orientations.
The pivot adjustment structure 150 is releasably lockable in one of a set of discrete pivot orientations via at least one locking member that take the form in this embodiment of a pair of locking plungers 176 that are positioned within the holes 156, 168 of the barrel sections 152, 164. Each of the locking plungers 176 has a generally cylindrical body 180 with a toothed band 184 around a portion of its length. The toothed band 184 has teeth that correspond to the teeth 160, 172 of the holes 156, 168 of the barrel sections 152, 164 respectively so that when the locking plunger 176 is placed within the holes 156, 168, the teeth of the toothed band 184 mesh with those of the holes 156, 168 of the barrel sections 152, 164 respectively. Further, each locking plunger 176 has an end opening 188 adjacent the toothed band 184.
The locking plungers 176 are oriented within the holes 156, 168 such that the end openings 188 face one another. A separating spring 192 is positioned between the locking plungers 176 and is seated within the end openings 188 thereof. An apertured end-cap 196 is secured within an indentation on each external lateral wall of the barrel sections 152, 164. An aperture of the apertured end-cap 196 is dimensioned to permit the generally cylindrical body 180 to extend therethrough, but restrict the toothed band 184 from passing therethrough.
The centering force adjustment structure can further adjust the centering force on the front wheel assembly 44 by enabling more than one centering spring 120 to be deployed simultaneously, or by swapping the centering spring 120 for one with a different resistance to torsion. In this manner, the force-displacement relationship of the one or more centering springs can be adjusted.
As shown in
When it is desired to adjust the pitch of the front wheel assembly pivot axis P relative to the vertical axis V, the locking plungers 176 can be urged inwardly until the toothed bands 184 of the locking plungers 176 disengages the teeth 172 of the barrel sections 164 of the foot-deck 24 and they are both fully housed within the barrel section 152 of the pivot coupler 72, as shown in
Adjustment of the front wheel assembly pivot axis P relative to the vertical axis V modifies how sensitive the steering is in response to rolling of the foot-deck 24. The larger the angle is between the front wheel assembly pivot axis P and the vertical axis V, the more sensitive the steering is in response to rolling of the foot-deck 24.
Thus, by adjusting the adjustment screws 148, and/or by pivoting the pivot coupler 76 relative to the foot-deck 24, the sensitivity of the steering mechanism of the scooter 20 can be easily and safely adjusted.
The front wheel support 48 has two large openings 220 that extend therethrough. Each opening 220 is divided by a cellular structure 224 into a plurality of recesses 228. The cellular structures 224 and the walls of the openings 220 generally extend along a common dimension, causing each recess 228 to be generally uniform in profile as it extends through the front wheel support 48. A bottom pivot through-hole 232 aligns coaxially with the top pivot through-hole 96 for insertion of a bolt.
The front wheel support 48 is made of a material that enables it to be somewhat flexible. The large openings 220 and the cellular structure 224 reduce the material thickness of the lateral arms 208, and increase the flexibility of the lateral arms 208 relative to their flexibility were they solid in construction.
Four recess caps 236 are releasably secured via clips about the large openings 220 on either side of the lateral arms 208. The recess caps 236 are shaped to follow the contour of the large openings 220 while extending slightly into the large openings 220. They are made of a suitable material such as plastic or rubber.
The inserts 240 are friction-fit into the corresponding recesses 228 of the front wheel support 48. Once placed therein, the snugly-fitting inserts 240 inhibit deformation of the large openings 220 and cellular structure 224 to thereby inhibit flexure (i.e., decrease flexibility) of the lateral arms 208 of the front wheel support 48.
Upon insertion of the set of inserts 240 into the recesses 228 of the main body 200 of the front wheel support 48, the recess caps 236 are replaced and snapped into place, as is shown in
In order to remove one or more inserts 240, the recess caps 236 can be removed and each insert 240 can be slid out of its recess 228 by application of a push force on one end thereof.
It can be desirable to deploy only some of the inserts where an intermediate amount of flexure is desired for the front wheel support 48.
The recess caps themselves can provide stiffening to the front wheel support in some scenarios by making them of a sufficiently rigid material and/or by having them engage the walls of the large openings and/or recesses, and may optionally be employed in other embodiments.
As will be appreciated, the openings in the front wheel support can be varied in size to provide different flexibility characteristics to the front wheel support. Further, the cellular structure can be varied, such as by making the recesses smaller in profile to stiffen the front wheel support without the inserts. In another embodiment, at least a portion of the cellular structure can be recessed and two or more of the inserts can be connected together so that they may be inserted and removed together.
While the inserts 240 are described as being releasably securable within the recesses 228, the inserts can be made to clip in or otherwise secure permanently within the recesses in other embodiments.
The recesses need not extend fully through the front wheel support, but instead can be any shape that increases the flexibility of the front wheel support. Further, the orientation of the recesses can be varied. For example, in some embodiments, the recesses can at least partially extend generally normal to a travel surface upon which a foot-deck-based vehicle having the front wheel support can travel.
As will be appreciated, the stiffening accessory 300 is configured to work with a front wheel support of a particular design.
Other configurations of a stiffening accessory that is secured about a front wheel support can be tailored for particular front wheel supports and/or needs. For example, the stiffening accessory can take the form of a splint-like element that is secured to the lateral ends of the front wheel support via any suitable means to inhibit flexure of the front wheel support.
While various foot-deck-based vehicles have been described having a front wheel assembly having two front wheels, in other embodiments, the front wheel assembly can have one front wheel. In still further embodiments, the front wheel assembly can have three or more front wheels.
Described in
By providing functionality via accessories that can be coupled to the foot-deck-based vehicles after production, such as at a retail location, models of foot-deck-based vehicles can be quickly and economically customized to provide additional desired features.
In various embodiments, the features can include ornamentation, functionality, or a combination of both.
The front wheel assembly 416 is coupled to the foot-deck 411 at the front end 412 thereof and enables steering of the foot-deck-based vehicle 410 via leaning to a lateral side of the foot-deck 411.
A handlebar assembly 417 extends from the front wheel assembly 416 somewhat perpendicular to the general plane of the foot-deck 411. As steering is performed by leaning on the foot-deck 411, the handlebar assembly 417 is not used to steer the foot-deck-based vehicle 410. The handlebar assembly 417 is thus not rotatable about its main axis that is generally perpendicular to the foot-deck 411 and remains generally aligned with the front wheel assembly 416. In order to facilitate compacting of the foot-deck-based vehicle 10, the handlebar assembly 417 may be locked in an upright position during use, but pivot towards a compacted position adjacent the foot-deck 411 when unlocked.
The handlebar assembly 417 includes a handlebar stem 418 that may be pivotally coupled to the front wheel assembly 416, and a handlebar stem extension 419. The handlebar stem extension 419 is slidably mounted in the handlebar stem 418 and can be fixed at any point within the handlebar stem 418 within a range via a quick-release clamp 419a, but may also be set at one of a set of discrete locations therealong in other embodiments. A handlebar member 420 is secured to the handlebar stem extension 419.
The handlebar member 420 is shown in greater detail in
The handlebar member 420 has a recess in the form of a through-hole 440 extending from a front surface 441 to a rear surface 442 thereof. The through-hole 440 has a through-hole sidewall 443 that is met by beveled surfaces 444a, 444b at the front surface 441 and the rear surface 442 respectively. The beveled surfaces 444a, 444b reduce sharp edges surrounding the through-hole 440.
A front accessory component 448 is shown in
The front accessory component 448 has a front feature face 472 that includes a set of light-emitting elements 476a to 476c. The light-emitting elements 476a to 476c are light-emitting diodes (“LEDs”) in the illustrated embodiment, but can be any other type of light-emitting element. The light-emitting elements 476a to 476c can be switched on and off via a toggle switch that is activated by pressing on the light-emitting elements 476a to 476c.
A corresponding rear accessory component 480 is shown in
Then, the cross-shaped slot 486 of the rear accessory component 480 is aligned with the top of the stepped rear portion 464 of the central fin 460 of the front accessory component 448, as is shown in
The accessory is removably coupled to the handlebar member 420. That is, by lifting the rear accessory component 480 in a direction opposite of D, it can be removed from the front accessory component 448, and the front accessory component 448 can be withdrawn forward from the through-hole 440.
The feature faces 472, 496 are lowered and raised with the handlebar member 420, and generally maintain their orientation with respect to the foot-deck 411, as the handlebar assembly 417 does not generally rotate to steer the foot-deck-based vehicle 410. Thus, the light-emitting elements 476 generally always face forward along a longitudinal axis of the foot-deck 411.
In alternative embodiments, the accessory may be coupled to a handlebar member that remains at a fixed height, and/or turns to steer the vehicle.
While, in the embodiment shown in
Further, while the recess in the illustrated embodiment is in the handlebar member base, in other embodiments, the recess can alternatively and/or additionally be in the handlebars.
The feature faces of the accessory can be any suitable shape or configuration to provide a particular feature. The features can be ornamental, functional, and/or a combination of the two. For example, the accessory can present a licensed image or design. Alternatively and additionally, the features can be functional, such as light-emitting elements, hooks or other devices for holding other objects, a horn, etc.
Batteries to power any of the features can be contained in the accessory in some embodiments. For example, batteries to power the light-emitting elements in the embodiment shown in
The accessory can be made from two separate components, as is shown in the embodiment of
In embodiments where there are two or more accessory components, the accessory components can be coupled together in a variety of manners. The accessory components can all engage the recess in some embodiments. In other embodiments, one of the accessory components can engage the recess, and the coupling with the other accessory component(s) can retain the one accessory component therein.
The various elements can be made of any suitable material, such as plastic, rubber, or metal or any combination thereof.
While the accessory can be made to be coupled permanently to the handlebar member, it can be desirable to make the accessory removably couplable to the handlebar member, as is shown in
Described herein are accessories for customizing foot-deck-based vehicles, and foot-deck-based vehicles for using such accessories.
In some embodiments, the foot-deck-based vehicles include at least one wheel having a hub, a travel surface, and a gapped support structure between the hub and the travel surface. The gapped support structure has at least one gap that is visible when the wheel is mounted on the foot-deck-based vehicle. The accessory comprises a set of at least one wheel inserts. Each wheel insert is constructed to be securable within one of the at least one gaps.
In other embodiments, the foot-deck-based vehicle has a front wheel assembly. The accessory comprises a nose guard that is securable to the front wheel assembly.
By providing accessories that can secured to the foot-deck-based vehicle, the foot-deck-based vehicles can be easily customized after production.
In various embodiments, the accessories can include ornamentation, functionality, or a combination of both.
The front wheel assembly 726 includes a front axle 728 to which a pair of front wheels 736 are rotatably coupled. The front axle 728 has a set of through-holes 740 passing therethrough, the through-holes 740 being generally perpendicular to the front axle 728 and the rotation axis of the wheels 736.
Although not shown in
While in the example foot-deck-based vehicle, the at least one front wheel includes two wheels 736, in some embodiments, the foot-deck-based vehicle may have only one front wheel and, in some other embodiments, the foot-deck-based vehicle may have more than two front wheels. In addition, in the example foot-deck-based vehicle, the at least one rear wheel includes a single rear wheel. However, in some embodiments, the foot-deck-based vehicle may have, in some other embodiments, more than one rear wheel.
As shown, in this particular example, the gapped support structure 752 comprises a set of semi-rigid spokes with gaps 756 therebetween extending fully from the outer side of the gapped support structure to the inner side thereof. The set of gaps 756 are of varying dimensions. A first subset of gaps 756a are smaller in size than a second subset of gaps 756b. All of the gaps 756a in the first subset are like-dimensioned, and all of the gaps 756b in the second set are like-dimensioned. The gapped support structure 752 has an outer surface 757. Within each gap 756 is a ledge 758 that is recessed relative to the outer surface 757. The ledge 758 within each gap 756 has two clip locks 759 defined by two thinner portions of the ledge 758.
An accessory for the scooter 720 is shown in
The wheel inserts 760 are releasably coupled into the gaps 756, as the clips 772 can be manually biased inwards to clear the clip locks 759, thereby enabling the wheel inserts to be pushed out from the inner side of the wheel 736.
The wheels 736 have an attractive appearance both with and without the insertion of the wheel inserts 760. The clip locks 759 are generally not visible when the wheel inserts 760 are in place or absent in the gapped support structure 752. The wheel inserts 760 may be sold as an accessory for customizing the appearance of the scooter 720.
Different wheel inserts 760 or sets of wheel inserts 760 can be colored differently and may be sold as a set, or separately, enabling a purchaser to mix and match wheel insert colors.
Other variations for the wheel inserts are possible. For example, the wheel inserts can be made from transparent or colored transparent plastic.
In some embodiments, the wheel inserts can include light-emitting elements, such as light-emitting diodes (“LEDs”).
In other embodiments, two or more wheel inserts can be dimensioned to be securable within a single gap. The wheel inserts can have different exterior surfaces. For example, protuberances or studs can be present on their exterior surfaces. Alternatively, the wheel inserts can lack a full exterior surface, thus providing a colored outline for each gap.
Further, where the gapped support structure is relatively flexible, providing a “soft” ride, insertion of wheel inserts into the gapped support structure can stiffen the shock absorption characteristics of the wheel.
While the wheel inserts in the above-described embodiment are secured to the wheel via clips, any other type of suitable means for securing the wheel inserts to the wheel can be employed. For example, the wheel inserts can include an outer portion that fits into gaps of the gapped support structure, and an inner portion that is coupled to the outer portion from an inner side of the wheel to secure the wheel insert to the wheel.
The wheel inserts and the wheels can be constructed so that the wheel inserts are inserted into the gaps of the gapped support structure from an inner side of the wheels, and secured in place via similar coupling means as described above. Further, two or more wheel inserts can be coupled together so that they are held in formation for insertion into two or more gaps.
The nose guard accessory 800 also includes a right nose guard anchor 808a and a left nose guard anchor 808b (collectively nose guard anchors 808). The right nose guard anchor 808a has a rod 812a with a stop 816a proximal to one end thereof, and a fastener hole 820a proximal to another end thereof. Similarly, the left nose guard anchor 808b has a rod 812b with a stop 816b proximal to one end thereof, and a fastener hole 820b proximal to another end thereof. The fastener holes 820a, 820b provide a coupling interface to the right and left nose guard anchors 808a, 808b.
Once the nose guard anchors 808 are fully inserted into the through-holes 740, the fastener posts 804 are aligned with the fastener holes 820 of the nose guard anchors 808 and a fastener, such as a screw, is inserted through the fastener holes 820 and into corresponding holes in the fastener posts 804. Upon tightening the fasteners, the nose guard 801 is securely coupled to the nose guard anchors 808 and to the front axle 728. The fastener posts 804 of the nose guard 801 are coupled to the rods 812, prohibiting the nose guard anchors from being withdrawn from the through-holes 740.
If it is desired to change the nose guard 801 for another nose guard, or to remove it altogether, the fasteners can be removed from the fastener posts 804 and fastener holes 820, freeing the nose guard 801 from the nose guard anchors 808. If it is desired to remove the nose guard entirely, the nose guard anchors 808 can be withdrawn rearwardly from the through-holes 740.
While, in the illustrated embodiment, the nose guard is of a particular shape and generally free of design, the actual shape, color, and design of the nose guard can be varied in a number of ways. For example, the nose guard may be rectangular, round, oval, or any other suitable shape.
In some embodiments, the nose guard can be designed to serve as a mud guard.
The outer surface of the nose guard can be one color, or multiple colors in any design, either as a result of the color of the material from which the nose guard is made, a paint or lacquer applied thereon, or decals applied thereon corresponding to a particular theme. Further, the nose guards may be made so as to have surface features, such as, for example, heads of current children's film characters, or the front profile of a particular vehicle.
By providing nose guards of different colors and/or designs, and/or having different surface features, a food-deck-based vehicle can be made to appeal to a particular market segment, such as age, gender, interest (animals, cars, etc.).
One or more light-emitting elements can be placed as part of a light fixture, such as a headlight, on the nose guard. As the nose guard is secured to the front wheel assembly, it will pivot when the front wheel assembly pivots, and the light fixture, or other ornament or functional feature, will turn with the steering of the foot-deck-based vehicle.
The nose guard anchors can be made integrally as part of the nose guard and may be inserted backwards through the through-holes of the front axle. Clips at the rear ends of the nose guard anchors, somewhat similar to those of the wheel inserts described above, can releasably secure the nose guard anchors in the through-holes.
Other types of coupling interfaces can be provided to the nose guard to either couple it directly to the front wheel assembly or to other components to secure the nose guard assembly to the front wheel assembly. For example, in some embodiments, the nose guard can be coupled directly to the front wheel assembly, such as via a releasable clamp or a profiled protrusion that slidably engages a corresponding groove on the front wheel assembly. In other embodiments, the nose guard can be coupled to anchors via clips, clamps, etc. In still other embodiments, the nose guard can be coupled to a clamp constructed to be securable to the front wheel assembly. Various other approaches for securing the nose guard to the front wheel assembly will occur to those skilled in the art.
A wheel structure for a foot-deck-based vehicle and a foot-deck-based vehicle employing the same are provided herein. The wheel structure has a rim comprising a tire support structure and having a first rigidity. A rim support structure is secured to the rim and extends towards a wheel support around which the rim support structure freely rotates, the rim support structure having a second rigidity that is less than the first rigidity. The rim support structure has a second rigidity that is less than the first rigidity. By constructing the rim of the wheel structure to be more rigid than the rim support structure, the rim can resist significant deformation to prevent deformation while the rim support structure can deform as required to at least partially absorb any shocks as a result of irregularities in a travel surface over which the foot-deck-based vehicle is travelling. Further, the rim support structure can better resist cracking than if it were as rigid as the rim.
A front wheel assembly 936 is pivotally coupled to the foot-deck 924 at a front end thereof to pivot relative to the foot-deck 924 about a front wheel assembly pivot axis. The front wheel assembly 936 includes a front wheel support in the form of a hanger 938 to which are rotatably coupled a pair of front wheels 940. The front wheels 940 are spaced axially apart.
A handlebar post 944 extends generally vertically from a top surface of the foot-deck 924 when the scooter 920 is upright. A handlebar 948 is secured to a top end of the handlebar post 944.
The scooter 920 is a lean-to-steer type vehicle. Steering is achieved by a rider by shifting their center-of-gravity laterally left or right of a central longitudinal axis of the foot-deck 924. Thus, the handlebar 948 is provided for the safety of a rider and not to directly steer the scooter 920. Due to the configuration of the scooter 920 described herein, a shift in a rider's center-of-gravity to a right lateral side of the foot-deck 924 causes the foot-deck 924 to roll in a direction Rr and the front wheel assembly 936 to pivot right (i.e., clockwise, when viewed from a rider's perspective on the foot-deck 924), causing the scooter 920 to turn right. Similarly, a shift in a rider's center-of-gravity to a left lateral side of the foot-deck 924 causes the foot-deck 924 to roll in a direction RI and the front wheel assembly 936 to pivot left (i.e., counter-clockwise, when viewed from a rider's perspective on the foot-deck 924), causing the scooter 920 to turn left.
Referring now to
A rim 980 of the front wheel 940 has a tire support structure 984 that is semi-toroidal, in that its outer periphery is generally arcuate. A plurality of channels 988 extend axially through the tire support structure 984 about its circumference. A rim body 990 extends inwardly from the tire support structure 984 and has a frustoconical outer surface. A set of five recesses 992 are spaced about the circumference of the rim body 990 and correspond to the angular positions of the spokes 960 of the rim support structure 952. Each of the recesses 992 has a peripheral wall 994 with a profile that corresponds to the spoke peripheral surface 968 of the spokes 960, and terminates at an end wall 996 that has a stud-receiving aperture 998 that extends axially through it.
A tire 1000 is molded about the tire support structure 984 and has a tire surface 1004 for rolling along a travel surface. When the tire 1000 is molded about the tire support structure 984, the material of the tire flows into and through the channels 88. The tire 1000 so molded becomes secured to the tire support structure 984 both via the semi-toroidal shape of the outer periphery of the tire support structure 984 over which the tire 1000 is molded and the channels through which the tire 1000 extends. In this manner, both lateral and angular slippage of the tire 1000 relative to the rim 980 is generally prevented.
The rim support structure 952 is secured to the rim 980 and extends towards a wheel support around which the rim support structure 952 freely rotates.
Now with reference to
In order to assemble the wheel 940, the tire 1000 is molded over the tire support structure 984 of the rim 980. Next, the spokes 960 of the rim support structure 952 are aligned with the recesses 992 of the rim body 990. The spoke peripheral surface 968 of the spokes 960 snugly fit within the peripheral walls 994 of the rim body 990. The studs 972 and the through-holes are mating engagement structures that enable the rim 980 to be secured to the rim support structure 952. The studs 972 are pushed through the stud-receiving apertures 998 in the end walls 996 of the rim body 990. As the ends of the studs 972 are slightly thicker than the stud-receiving apertures 998, they can be pushed through the stud-receiving apertures 998 with sufficient force. The studs 972 are dimensioned to extend through the stud-receiving apertures 998, with the thicker ends thereof protruding through on the opposite side of the rim body 990. In this position, the thicker ends of the studs 972 prevent the studs 972 from exiting the stud-receiving apertures 998, thereby securing the rim support structure 952 to the rim 980.
The two bushings 1012a, 1012b are then frictionally fit snugly within the central recess 964. The bushing 1012a is inserted into the central recess 964 from an inside side of the rim support structure 952 and urged into contact with the circumferentially extending ridge 966. As the circumferentially extending ridge 966 has a smaller diameter than the circumferential periphery 1016 of the bushing 1012a, it prevents further travel of the bushing 1012. Similarly, the bushing 1012b is inserted into the central recess 964 from an outside side of the rim support structure 952 and urged into contact with the circumferentially extending ridge 966 which prevents it from further travel through the central recess 964. The bushings 1012 are then mounted atop of a wheel support in the form of an axle rod 1018 that is inserted through their axial through-holes 1020. The bushings 1012 freely rotate about the axle rod 1018 to enable the front wheels 940 to rotate thereon. A securing nut 1024 is then threaded screwed atop of the axle rod 1018 to secure the front wheel 40 thereon.
It is desirable to have the wheel maintain its peripheral round shape to ensure smooth travel of the scooter 920 across a travel surface in the absence of irregularities in the travel surface. Further, it is desirable to impart a suspension between the rim 980 and the foot-deck 924 to absorb some of the jarring from irregularities in the travel surface and some of the weight from the foot-deck 924 being applied to the rim 980.
In the particular embodiment, the rim 980 is molded from a solid plastic, but in other embodiments can be made from other relatively rigid materials. The rigidity of the rim 980 enables it to resist deformation as a result of irregularities in the travel surface and weight of a rider borne by it.
The rim support structure 952 is secured to the rim positioned between the axle rod 1018 around which the rim support structure 952 freely rotates and the rim 980, and has a rigidity that is less than the rigidity of the rim 980. In the particular embodiment, the rim support structure 952 is made from a polyurethane, but can be made from any other suitable material that enables deformation of the rim support structure 952 under force while returning to its original shape once the force is removed.
The tire 1000 is constructed from a rubber compound, but can also be constructed from a polyurethane or other suitable material for providing traction on a travel surface.
The bearings 1012a, 1012b are constructed from a plastic or other suitable material that enables the front wheels 940 to freely rotate about the axle rods 1018.
Light-transmissive plastics typically are more brittle and subject to cracking compared to coloured plastics. Thus, by making the rim support structure 952 from a less rigid material, it can be made light transmissive to provide a desirable appearance to the front wheels 940, wherein the rims and tires appear to be floating, while decreasing the risk of cracking of the front wheels 940.
During operation of the scooter 920, when a rider stands on top of the foot-deck 924, a downward force is transferred through the axle rod 1018 to the bearings 1012a, 1012b. The bearings 1012 generally do not deform under a force. The downward force is transferred from the axle rod 1018 through the bearings 1012 to the front wheels 940. The downward force of the bearings 1012 causes the rim support structure 952 of each front wheel 940 to deform slightly, allowing the axle rod 1018 and bearings 1012 to shift downwards toward the travel surface upon which the scooter 920 is positioned. The spoke peripheral surface 968 of the spokes 960 is in contact and engages the peripheral walls 994 of the recesses 992 of the rim 980, and the downward force is spread across these surfaces for two or three spokes 960. The peripheral surface 968 has a varying radius from the rotation axis RA of the rim support structure 952 and, thus, the wheel 940.
The studs 972 securing the rim support structure 952 to the rim 980 and the portion of the frame support structure 952 that are positioned above the axle rod 1018 can deform via stretching as the axle rod 1018 is biased downwards as the rim support structure 952 is sufficiently flexible to enable such deformation without cracking. Further, by having some play between the rim 980 and the rim support structure 952, the stress placed on the relatively rigid rim 980 when the rim support structure 952 is deformed is reduced. Above the elevation of the axle rod 1018, the spoke peripheral surface 968 of the spokes 960 may pull away from the peripheral walls 994 of the recesses 992 of the rim 980 as the axle rod 1018 and bearings are pushed downwards, thus biasing the central recess 964 of the hub portion 956 downwards.
In some embodiments, the rim support structure can be a solid disk. In other embodiments, the rim support structure can be any other structure and material that can deform in response to a downward force transferred from a wheel support around which the rim support structure freely rotates.
In some preferred embodiments, the rim support structure has a peripheral surface that has a profile that is generally uniform axially. This feature allows the rim support structure to be readily coupled to the rim and distribute the weight placed on the axle rod that is transferred to the rim across the axially uniform profile of the rim support structure in order to decrease the chance of fracturing of the rim support structure. In other embodiments, the peripheral surface of the rim support structure can include one or more steps or slopes separating axially uniform peripheral surface portions. It is conceived that the rim support structure can have elements that extend radially beyond the axially uniform peripheral surface(s) and do not generally provide load transmission from the axle to the rim.
Although described in the above-described embodiment as being semi-toroidal, the tire support structure of a rim can be any suitable structure for securely mounting a tire thereon to enable rolling travel on the tire over a travel surface. For example, the tire support structure can take the form of a longitudinal channel about the peripheral circumference of the rim into which is fit a tire having an at least somewhat toroidal shape. Another exemplary tire support structure includes a pair of generally radially extending flanges such as those used in clincher rims. Various other tire support structures will occur to those skilled in the art.
The rim and the rim support structure can have other types of mating engagement structures for securing the rim to the rim support structure. For example, the rim can have overhanging lips to snap-fit the rim support structure thereto.
In other embodiments, the peripheral surface can have a uniform radius from the rotation axis of the rim support structure, forming arcuate cross-sectioned support surfaces or a single cylindrical support surface.
Preferably, the mating engagement structures enable some play between the rim and the rim support structure so that when the rim support structure is deformed during use, the rim is not strained because it is tightly secured to the rim support structure.
Persons skilled in the art will appreciate that there are yet more alternative implementations and modifications possible, and that the above examples are only illustrations of one or more implementations. The scope, therefore, is only to be limited by the claims appended hereto.
This application claims priority to and the benefit of U.S. Provisional Patent Application No. 62/442,358 filed Jan. 4, 2017, U.S. Provisional Patent Application No. 62/442,363 filed Jan. 4, 2017, U.S. Provisional Patent Application No. 62/507,375 filed May 17, 2017, and U.S. Provisional Patent Application No. 62/519,939 filed Jun. 15, 2017, the contents of all of which are incorporated herein in their entirety.
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| 20180185739 A1 | Jul 2018 | US |
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| 62519939 | Jun 2017 | US | |
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