IMPROVED SKATEBOARD-TYPE VEHICLE

TECHNICAL FIELD

The present invention relates to the general technical field of skateboard type vehicles, that is to say terrestrial boards provided with wheels or casters, intended to transport a user as part of a sport activity in particular.

PRIOR ART

In the field of skateboard type vehicles, it is already known a large number of different vehicles, dedicated to a growing number of different sporting practices, whether in an urban environment or in a natural environment. In particular, since the 1990s, it is known about land vehicles intended to allow users who enjoy snow sports to move, in the absence of snow, on sloping earth or grassy surfaces. These vehicles, also called «mountainboards» or «all-terrain boards», are terrestrial boards which combine a certain number of technical characteristics of the snowboard, skateboard, mountain bike or even BMX bike for «Bicycle Moto Cross». They generally include four wheels, assembled in pairs on two axles, which are respectively connected to an opposite front end and an opposite rear end of a central plate on which fixings for the feet are mounted. In general, the front axle is mounted slightly pivoting relative to the central plate, so as to allow the user to steer the vehicle by modifying their posture, and typically by leaning to the right or left to cause a corresponding change of direction. Not exclusively reserved for use in the mountains, these «mountain boards» are sometimes used on sandy beaches in association with a traction sail by users of water board sports, and in particular by practitioners of kitesurf, surfboard or even wakeboard sports.

If these known vehicles are generally satisfactory, they nevertheless remain perfectible in their capacity to allow their users to reproduce as best as possible on firm ground the trajectories, postures and sensations specific to the practice of sliding sports on snow or on water. In particular, the known vehicles do not generally make it possible to effectively make turns without skidding, according to a so-called carving.

Presentation of the Invention

Faced with this observation, the objects assigned to the invention therefore aim to propose a new skateboard type vehicle which allows a user to reproduce as best as possible, easily and efficiently, trajectories, postures and sensations specific to the practice of sliding sports on snow or on water.

Another object of the invention aims to propose a new skateboard type vehicle of particularly simple design.

Another object of the invention aims to propose a new skateboard type vehicle of reliable and robust design.

Another object of the invention aims to propose a skateboard type vehicle which allows a user to move on any land.

Another object of the invention aims to propose a new skateboard type vehicle that is easy to use and maintain.

Another object of the invention aims to propose a new skateboard type vehicle which is scalable.

Another object of the invention aims to propose a new skateboard type vehicle that is comfortable to use.

The objects assigned to the invention are achieved using a skateboard type vehicle comprising a platform intended to receive the feet of a user and extending longitudinally between a front end to which is connected a support assembly of at least one front wheel, and an opposite rear end to which is connected a support assembly of at least one rear wheel, characterized in that said support assembly of the front wheel comprises a front frame and at least one front arm fixing at least said front wheel, said front arm and said front frame being connected by a front pivot which allows a pivoting of the front wheel relative to the front frame along a pivot axis orthogonal to a rotation axis of the front wheel, said support assembly of the front wheel being designed and configured such that, when the front and rear wheels are in contact with the ground,

- the pivot axis of the front wheel is inclined relative to a mean plane of the ground, the orthogonal projection of said pivot axis in a plane orthogonal to the mean plane of the ground forming with said mean plane of the ground an open angle towards the front of the vehicle with a value comprised between 65° and 85°,
- the front wheel being in contact with the mean plane of the ground at a point of contact which is offset towards the rear of the vehicle by an offset distance comprised between 60 mm and 150 mm relative to a point of intersection of the pivot axis with the mean plane of the ground.

SUMMARY DESCRIPTION OF THE DRAWINGS

Other particularities and advantages of the invention will appear and emerge in more detail on reading the description given below, with reference to the appended drawings, given solely by way of illustrative and non-limiting examples, among which:

FIG. 1 illustrates, in a schematic lateral view, a preferred embodiment of a vehicle in accordance with the invention. The vehicle is shown held in an equilibrium position in contact with the ground using a stand (illustrated slightly embedded in the ground);

FIG. 2 illustrates, in a schematic top view, the vehicle of FIG. 1;

FIG. 3 illustrates, in a schematic bottom view, the vehicle of FIGS. 1 and 2;

FIG. 4 illustrates, in a schematic lateral view in sagittal section I-I (see FIG. 2), the vehicle of FIGS. 1 to 3;

FIG. 5 illustrates, in a schematic front view, the vehicle of FIGS. 1 to 4;

FIG. 6 illustrates, in a schematic rear view, the vehicle of FIGS. 1 to 5;

FIG. 7 illustrates, in a lateral perspective view, the vehicle of FIGS. 1 to 6;

FIG. 8 illustrates, in a schematic lateral view, a variant of the vehicle of FIGS. 1 to 7.

WAYS OF CARRYING OUT THE INVENTION

The vehicle 1 in accordance with the invention, a non-limiting preferred embodiment of which is illustrated as an example in the figures, is a skateboard type vehicle, that is to say a terrestrial board equipped with wheels, intended to transport a user as part of a sport activity in particular.

The vehicle 1 comprises a platform 2 (or “bridge” intended to receive the feet (shown in dotted lines in FIG. 2) of a user. The platform 2 is advantageously rigid, not deformable in flexion and torsion in normal use of the vehicle 1. The platform 2 advantageously comprises a frame structure 3, for example mechanically welded, preferably made of aluminum in order to limit the total mass of the vehicle 1. The platform 2 has an upper face 4, preferably substantially flat, on which the user feet rest when using the vehicle 1. The upper face 4 of the platform 2 is advantageously inscribed in an extension plane P1, which can be substantially parallel to a mean plane P2 of the ground S, in particular when the vehicle 1 is stationary in an equilibrium position, with its wheels in contact with the ground S, as in the example illustrated in the figures. For example, as in the embodiment illustrated in the figures, the platform 2 can advantageously comprise an upper plate 5, monolithic or formed of a plurality of distinct upper plate portions, which is fixed on the frame structure 3 and whose one upper surface forms the upper face 4 of the platform 2. The platform 2 extends longitudinally, along a longitudinal extension axis A-A′, between a front end 6, oriented towards the front of the vehicle 1 in consideration of the direction of the normal displacement of the latter, and an opposite rear end 7, therefore oriented towards the rear of the vehicle 1. The longitudinal extension axis A-A′ of the platform 2 advantageously defines a longitudinal extension axis of the vehicle 1. Advantageously, the vehicle 1 has, along said longitudinal extension axis A-A′, an overall length which is typically comprised between 110 cm and 180 cm, depending in particular on the height of the user.

The platform 2 is advantageously intended to receive the user feet oriented in a direction intersecting the longitudinal extension axis A-A′ of the platform 2. This is therefore designed and configured to receive the standing user, positioned in profile relative to the longitudinal extension axis A-A′ of the platform 2 and to the displacement direction of the vehicle 1, the user feet being arranged one behind the other following the longitudinal extension axis A-A′ of the platform 2 (FIG. 2). The vehicle 1 is thus advantageously designed to be used in an “asymmetrical” manner, the user being able to choose a position with the left foot in front of the right foot (so-called «“left foot in front”» or “regular” position, illustrated in example in FIG. 2) or a position with the right foot in front of the left foot (so-called “right foot in front” or “goofy” position). The platform 2 thus extends advantageously transversely, in a transverse extension direction B-B′ orthogonal to the longitudinal extension axis A-A′, between two opposite lateral edges, defined by the frame structure 3 and/or or by lateral edges of the upper face 4 of the platform 2. The width of the platform 2 in the transverse extension direction B-B′ is typically advantageously comprised between 15 mm and 30 mm at the level of zones 4A, 4B (identified schematically in dotted lines in FIG. 2) of the upper face 4 of the platform 2 intended to receive the user feet, so as to avoid—depending on the user shoe size and the angular position of his feet—that the heel and tip of the user feet or shoes do not protrude transversely by more than 3 cm beyond the lateral edges of the platform 2. For example, the width of the platform 2 could be comprised between 20 cm and 28 cm so that the vehicle 1 is particularly well suited to a user whose shoe size is typically comprised between approximately 20 cm and approximately 30 cm. This limits the risk of contact of the heel or the tip of the user feet or shoes with the ground S, during the displacement of the vehicle 1, when the platform 2 is inclined laterally along its longitudinal extension axis A-A′ relative to the mean plane P2 of the ground S.

The vehicle 1 comprises a support assembly 8 of at least one front wheel 9, which is connected to the front end 6 of the platform 2, and a support assembly 10 of at least one rear wheel 11, which is respectively connected to the rear end 7 of the platform 2. As illustrated in example in the figures, the support assembly 8 of the front wheel 9 comprises a front frame 12 and at least one front arm 13 for fixing at least said front wheel 9. The front arm 13 and the front frame 12 are connected to each other by a front pivot 14 (or “front bearing”) which allows a pivoting of the front wheel 9 relative to the front frame 12 according to a pivoting axis C-C′ which is orthogonal to a rotation axis D-D′ of the front wheel 9. The front wheel 9 of the vehicle 1 is therefore pivoting, steering. Preferably, as illustrated in the figures, the front pivot 14 has a general cylindrical shape which extends longitudinally in a mean extension direction which is parallel to, and preferably coincides with, the pivot axis C-C′ of the front wheel 9. As in the embodiment illustrated in the figures, the front pivot 14 preferably comprises a first front pivot element 14A which is movable relative to the front frame 12, and the front arm 13 for fixing the front wheel 9 extends between a first end 13A at which the front arm 13 is secured to said first front pivot element 14A and a second opposite end 13B at which the front arm 13 is fixed to a hub 15 of the front wheel 9, for example using a nut. Even more preferably, the support assembly 8 of the front wheel 9 comprises two front arms 13, which then advantageously form a fork 16 with said first front pivot element 14A.

In accordance with the invention, the support assembly 8 of the front wheel 9 is designed and configured so that, when the front 9 and rear wheels 11 are in contact with the ground S (as illustrated by example in FIGS. 1 and 4 in particular),

- the pivot axis C-C′ of the front wheel 9 is inclined relative to the mean plane P2 of the ground S, the orthogonal projection of said pivot axis C-C′ in a plane P3 orthogonal to the mean plane P2 of the ground S forming with said mean plane P2 of the ground S an angle α open towards the front of the vehicle 1,
- the front wheel 9 being in contact with the mean plane P2 of the ground S at a contact point 17 which is offset towards the rear of the vehicle 1, by an offset distance d, relative to an intersection point 18 of the pivot axis C-C′ with the mean plane P2 of the ground S.

In the hypothesis where the mean plane P2 of the ground S is horizontal, the pivot axis C-C′ of the front wheel 9 is therefore inclined relative to the vertical towards the rear, from top to bottom and from the front towards the rear of the vehicle 1. The point 18 of intersection of the pivot axis C-C′ with the ground S being located in front of the point 17 of contact of the front wheel 9 with the ground S, the front wheel 9 is therefore self-steering. The inclination of the pivot axis C-C′ of the front wheel 9 relative to the mean plane P2 of the ground S makes it possible to automatically return the front wheel 9 to an aligned position, or axial position, that is to say in a plane parallel to the longitudinal extension axis A-A′ of the platform 2, when the vehicle 1 is moving.

Advantageously, the vehicle 1 does not have a handlebar, rigid handle, or other similar rigid control member, on which the user would act or rest on to guide the displacement and inclination of the vehicle 1. Thus, the change of direction of the vehicle 1 by pivoting the front wheel 9 and the inclination (roll) of the platform 2, are controlled solely by the displacement by the user of his center of gravity, according to the posture of the user, as in the case of the classic practice of snowboard or surfboard in particular. Moreover, the support assembly 8 of the front wheel 9 is devoid of mechanical means for automatically returning the front wheel 9 to the aligned position, such as for example one or more springs, the automatic return of the front wheel 9 to the aligned position is operating solely under the effect of the inclination of the pivot axis C-C′ of the front wheel 9 and of said offset distance d from the point 17 of contact of the front wheel 9 with the mean plane P2 of the ground S.

More precisely, the support assembly 8 of the front wheel 9 of the vehicle 1 in accordance with the invention is designed and configured so that, when the front 9 and rear 11 wheels are in contact with the ground S,

- said angle α of inclination of the pivot axis C-C′ of the front wheel 9 is of a value comprised between 65° and 85° (±1°), while
- said point 17 of contact of the front wheel 9 with the mean plane P2 of the ground S is offset towards the rear of the vehicle 1 by said offset distance d which is comprised between 60 mm and 150 mm (±1 mm) relative to said point 18 of intersection of the pivot axis C-C′ with the mean plane P2 of the ground S.

It has been observed that such a particular combination of value ranges of angle α of inclination of the pivot axis C-C′ and of offset distance d advantageously gives the vehicle 1 great stability in movement, and an excellent responsiveness to changes in user posture. This particular combination turns out to be surprisingly particularly suited to reproducing trajectories, postures and sensations specific to the snowboard on snowy ground, kitesurf, surfboard or wakeboard on water practice, particularly in terms of carving, the practice of taking a turn without skidding.

It has been observed that the above-mentioned advantages of the vehicle 1 are further accentuated when the value of the angle α of inclination of the pivot axis C-C′ of the front wheel 9 is more preferably comprised between 70° and 85° (±1°) (i.e. when the angle (α) of inclination of the pivot axis (C-C′) of the front wheel (9) is more preferably comprised between 70° and 85° (±1°)), while the offset distance d is preferably comprised between 70 mm and 140 mm (±1 mm), more preferably comprised between 70 mm and 130 mm (±1 mm), even more preferably comprised between 70 mm and 120 mm (±1 mm).

According to a variant, the support assembly 8 of the front wheel 9 is designed and configured so that said angle α of inclination of the pivot axis C-C′ of the front wheel 9 relative to the mean plane P2 of the ground is preferably comprised between 70° and 75° (±1°) (i.e. the value of said angle α is preferably comprised between 70° and 75° (±1°)), said offset distance d being comprised between 80 mm and 110 mm (±1 mm), preferably comprised between 90 mm and 110 mm (±1 mm). For example, the angle α of inclination of the pivot axis C-C′ of the front wheel 9 is equal to 73° (±1°) (i.e. the value of the angle α is preferably equal to 73° (±1°)) and the offset distance d is equal to 100 mm (±1° mm). Such a combination of preferential value ranges promotes in particular easy starting, very good stability and good responsiveness of the vehicle 1 while moving, which is then particularly suitable for a beginner user.

According to another variant, the support assembly 8 of the front wheel 9 is designed and configured so that said angle α of inclination of the pivot axis C-C′ of the front wheel 9 relative to the mean plane P2 of the ground is preferably comprised between 75° and 85° (±1°) (i.e. the value of said angle α is preferably comprised between 75° and 85° (±1°)), said offset distance d being comprised between 80 mm and 110 mm (±1 mm), preferably comprised between 90 mm and 110 mm (±1 mm). Compared to the above variant, such a combination of preferred value ranges leads in particular to even greater reactivity, but to slightly less stability. The vehicle 1 is then particularly suitable for an experienced user. According to a first advantageous example, the angle α of inclination of the pivot axis C-C′ of the front wheel 9 is equal to 77° (±1°) (i.e. the value of the angle α is equal to 77° (±1°)) and the offset distance d is equal to 100 mm (±1° mm) (experienced user). According to a second advantageous example, the angle α of inclination of the pivot axis C-C′ of the front wheel 9 is equal to 81° (±1°) (i.e. the value of the angle α is equal at 81° (±1°)) and the offset distance d is equal to 100 mm (±1° mm) (even more experienced user).

According to an advantageous variant, implemented in the embodiment illustrated in the figures, the support assembly 8 of the front wheel 9 is removably connected to the platform 2. The support assembly 8 of the front wheel 9 can thus be separated from the platform 2 by the user, for example to ensure maintenance or repair of the support assembly 8 of the front wheel 9, or to replace the support assembly 8 of the front wheel 9 with another. This allows in particular a user to start using the vehicle 1 with a support assembly of the front wheel adapted to a beginner user profile, then to exchange this front wheel support assembly with another support assembly of the front wheel, this time adapted to a more experienced user profile. The vehicle 1 is thus advantageously scalable. As such, the support assembly 8 of the front wheel 9 can, for example, be removably connected to the platform 2 by screwing or using a removable fixing pin. Alternatively, the support assembly 8 of the front wheel 9 can be connected to the platform 2 in an immovable, definitive manner (in normal use of the vehicle), for example by welding or by continuity of material, the front frame 12 typically forming one and the same part with a structural element of the platform 2.

Conversely, the support assembly 10 of the rear wheel 11 can be connected to the platform 2 in a removable manner, or on the contrary in an immovable, definitive manner.

Preferably, the support assembly 8 of the front wheel 9 is designed and configured to allow the pivoting of the front wheel 9 relative to the front frame 12, along said pivot axis C-C′, in a limited predetermined angular range below 360°. Thus, the front wheel 9 cannot pivot 360° along said pivot axis C-C′, but only within a restricted angular range, open towards the rear of the vehicle 1. Advantageously defined by two opposite extreme angular stop positions, said predetermined angular range is preferably comprised between 170° and 90° (±1°), and even more preferably comprised between 160° and 120° (±1°), and for example 160° or 132° (±1°). Thus, the front wheel 9 is advantageously free to pivot along the pivot axis C-C′ from 45° to 85° (±1°), more advantageously from 60° and 80° (±1°), and for example of 80° or 66° (±1°), on either side of its aligned position, or axial position, in which the front wheel 9 is oriented in a plane parallel to the longitudinal extension axis A-A′ of the platform 2, as illustrated in example in the figures. This advantageously makes it possible to define an optimal turning radius, relatively small and therefore favorable to the maneuverability of the vehicle, in particular at low speed, while limiting the risk of accident linked to a positioning of the front wheel 9 at a pivot angle too large in relation to the longitudinal extension axis A-A′ of the platform 2. When displacing the vehicle 1, the front wheel 9 is capable of pivoting depending on the inclination of the platform 2 about its longitudinal extension axis A-A′ and disturbances on the ground S (root, stones, pothole, etc.). The pivoting of the front wheel 9 advantageously has the effect of absorbing these disturbances. When the vehicle 1 encounters a bump for example, the front wheel 9 can pivot and no longer be in contact with the ground S. Limiting the pivoting capacity of the front wheel 9 to the angular range then makes it easier the return of the front wheel 9 in the axial position, once the contact of the front wheel 9 with the ground S has been regained.

Advantageously, the front arm 13 for fixing the front wheel 9 extends longitudinally, between said first end 13A at which the front arm 13 is secured to the first front pivot element 14A movable relative to the front frame 12 and said second opposite end 13B at the level of which the front arm 13 is fixed to the hub 15 of the front wheel 9, along a longitudinal extension axis E-E′ which forms, with the pivot axis C-C′ of the front wheel 9, an angle β comprised between 22° and 42° (±1°), preferably comprised between 27° and 42° (±1°), more preferably comprised between 27° to 32° (±1°), and for example equal to 30° (±1°) (i.e. the angle β has a value comprised between 22° and 42° (±1°), preferably comprised between 27° and 42° (±1°), more preferably comprised between 27° to 32° (±1°), and for example equal to 30° (±1°).

Typically, the angle β can advantageously be comprised between 22° and 42° when the angle α of inclination of the pivot axis C-C′ of the front wheel 9 is comprised between 65° and 85°, advantageously comprised between 27° and 42° when the angle α of inclination is comprised between 70° and 85°, and advantageously comprised between 27° and 32° when the angle α of inclination is comprised between 70° and 75⁰. For example, the angle β can advantageously be equal to 30° (±1°), when the angle α of inclination is equal to 73° (±1°). As illustrated in FIGS. 1, 4 and 8, said angle β is an angle formed therebetween by the longitudinal extension axis E-E′ of the front arm 13 and the pivot axis C-C′ of the front wheel 9, and which is advantageously open towards the ground S and the rear of the vehicle 1. This advantageously makes it possible to simplify the design of the support element 8 of the front wheel 9, and to reduce its bulk.

Even more advantageously, said first front pivot element 14A comprises an offset portion 19 via which said front arm 13, and preferably each of the two front arms 13, is secured to said first front pivot element 14A at a point connecting the first end 13A of the front arm 13 to said offset portion 19 which is offset rearwardly relative to the pivot axis C-C′ of the front wheel 9. As illustrated in example in FIGS. 1, 4 and 8, said offset portion 19 therefore advantageously extends projecting from the general cylindrical shape that the front pivot 14 preferentially presents. For example, as in the embodiment illustrated in the figures, said offset portion 19 can be formed of a tab or a plate, which extends radially relative to the pivot axis C-C′, and which has two opposite faces to which the first ends 13A of the arms 13 are respectively connected. The implementation of such an offset portion 19 advantageously contributes in particular to simplify the design of the support element 8 of the front wheel 9, and to reduce its bulk. Obviously, it is understood that the implementation of such an offset portion 19 is not necessarily linked to a particular value of the aforementioned angle β.

As in the embodiment illustrated in the figures, the front pivot 14 can advantageously comprise a second pivot element 14B, which is stationary relative to the front frame 12. Typically, the second pivot element 14B forms a tubular part within which the first pivot element 14A is rotatably mounted along said pivot axis C-C′, for example by means of bearings. As in the example illustrated in the figures, a tubular wall of the second pivot element 14B can then be provided with a window 20, through which the offset portion 19 of the first front pivot element 14A extends. The radial width of the window 20 can thus advantageously define the predetermined limited angular range mentioned above, the window 20 being delimited by two opposite axial edges, connected together by two radial edges, and against which the faces of the offset portion 19 of the first front pivot element 14A can respectively abut when the front wheel 9 pivots along said pivot axis C-C′, so as to thus define said opposite extreme angular abutment positions. The front pivot 14 is thus of particularly simple, compact and robust design.

Preferably, the vehicle 1 comprises one single front wheel 9, which is supported by the support assembly 8 of the front wheel 9. Preferably, the vehicle 1 comprises one single rear wheel 11, which is supported by the support assembly 10 of the rear wheel 11. Even more preferably, the vehicle 1 comprises only two wheels 8, 11, namely a single front wheel 9 and a single rear wheel 11, which front wheel 9 and rear wheel 11 are then arranged in line, in tandem, along the longitudinal extension axis A-A′ of the platform 2, as in the embodiment illustrated in the figures. The vehicle 1 is therefore advantageously a so-called “single-track” vehicle.

According to a variant, said at least one rear wheel 11 of the vehicle 1 is non-steerable, that is to say non-pivoting. Thus, only the front wheel(s) 9, and preferably only the single front wheel 9, is steerable, which makes the vehicle 1 even more particularly capable of reproducing the characteristics and sensations of carving, such as these can usually be felt when snowboarding in particular. The rotation axis F-F′ of the rear wheel 11 is fixed, advantageously orthogonal to the longitudinal extension axis A-A′ of the platform 2. As in the embodiment illustrated in the figures, the support assembly 10 of the rear wheel 11 may comprise a rear frame 21, and at least one rear arm or a rear plate 22 (and even more advantageously a pair of rear arms or plates) for fixing at least said rear wheel 11, said rear arm or said rear plate 22 and said rear frame 21 then being, according to this variant, secured together immovable relative to each other.

According to an alternative variant (not illustrated), said at least one rear wheel 11 of the vehicle 1 could be steerable on the contrary, and therefore itself also pivoting, so that the vehicle 1 thus best reproduces as many trajectories, postures and sensations of carving as skidding, without the front 9 and rear 11 wheels actually skidding. According to this variant, the support assembly 10 of the rear wheel 11 then advantageously comprises a rear frame and at least one rear arm or a rear plate for fixing at least said rear wheel 11, said rear arm or said rear plate and said rear frame then being connected by a rear pivot which allows pivoting of the rear wheel 11 relative to the rear frame along a pivot axis orthogonal to the rotation axis F-F′ of the rear wheel 11.

Advantageously, the vehicle 1 is designed and configured so that the extension plane P1 of the upper face 4 of the platform 2 is advantageously arranged at a mean height h of the mean plane P2 of the ground S, considered along the longitudinal extension axis A-A′ of the platform 2, which is comprised between 150 mm and 250 mm (±1 mm), when the front 9 and rear 11 wheels of the vehicle 1 are in contact with the ground S. This makes it possible to maintain the centers of gravity of the vehicle 1 and the user as close as possible to the ground S, and thus further improve the stability and maneuverability of the vehicle 1.

As in the embodiment illustrated in the figures, the front pivot 14 of the support assembly 8 of the front wheel 9 is preferably arranged in front of and above the rotation axis D-D′ of the front wheel 9, which makes it possible to improve the crossing capacity of the vehicle 1, by limiting the risk that the front pivot 14 abuts against obstacles on the ground upstream of the front wheel 9 when the vehicle 1 is moving on uneven, rough ground S. In other words, and as illustrated by example in the figures, the front pivot 14, and in particular therefore the first and second front pivot elements 14A, 14B of the latter, is preferably fully arranged

- on the one hand, in front of the rotation axis D-D′ of the front wheel 9 (taking into consideration the front and rear of the vehicle 1 with respect to the normal movement of the latter), and
- on the other hand, above a plane including the rotation axis D-D′ of the front wheel 9 and parallel to the mean plane P2 of the ground S, in particular when the front 9 and rear 11 wheels of the vehicle 1 are both in contact with the ground S.

The vehicle 1 is thus advantageously compatible with “all-terrain” use, on varied grounds. Such an arrangement of the front pivot 14 further makes it possible to facilitate the design and manufacture of the support assembly 8 of the front wheel 9 of the vehicle 1. Advantageously, as illustrated in the figures, the front pivot 14 can have a free lower end 23, which is arranged at a distance d′ from the apex of a plane including the rotation axis D-D′ of the front wheel 9 and parallel to the mean plane P2 of the ground S, said distance d′ being advantageously comprised between 10 mm and 150 mm (±1 mm), and for example equal to 69 mm (±1 mm). Still in order to improve the crossing capacity of the vehicle 1, without harming its performance in terms of stability and maneuverability, the vehicle 1 and in particular the platform 2 of the latter, has a ground clearance, considered according to the longitudinal extension axis A-A′ of the platform 2, which is advantageously comprised between 100 mm and 250 mm (±1 mm). As in the embodiment illustrated in the figures, the platform 2 can advantageously comprise a lower plate 24, monolithic or formed of a plurality of distinct lower plate portions, which is fixed under the frame structure 3 and of which a lower surface forms thus a lower face of the platform 2. Said lower plate 24 thus advantageously forms a protective casing of the frame structure 3. Advantageously, the lower surface of the lower plate 24 is substantially flat, smooth, in order to allow the platform 2 to slide or rub without difficulty on bumps, for example, in the event of contact with the ground S. The lower plate 24 is therefore advantageously free of screw or rivet welding projecting from said lower surface.

As illustrated in the figures, the vehicle 1 can be designed and configured so that the extension plane P1 of the upper face 4 of the platform 2 is advantageously arranged above the rotation axes D-D′, F-F′ of the front 9 and rear 11 wheels. The latter are therefore arranged between the ground S and the extension plane P1 of the upper face 4 of the platform 2. Nonetheless, according to a variant not illustrated, the vehicle 1 could advantageously be designed and configured so that the extension plane P1 of the upper face 4 of the platform 2 is arranged below the rotation axes D-D′, F-F′ of the front 9 and rear 11 wheels. This would improve again the stability of the vehicle 1. A good ground clearance, as mentioned previously, could then advantageously be maintained by adequately sizing the thickness of the platform 2 and/or the diameter of the front 9 and rear 11 wheels, for example.

The front 9 and rear 11 wheels each typically comprise a rim or a wheel body, and a tire 25, 26 mounted on the rim or the wheel body. Preferably, the tire 25, 26 of each of the front 9 and rear 11 wheels is a pneumatic tire (or “tire”), with or without an inner tube. Less advantageously in terms of comfort in particular, the tire 25, 26 of the front 9 and rear 11 wheels could, on the contrary, be a solid tire (so-called “puncture-proof” or “anti-puncture” wheels), made of elastomeric material for example. In order to obtain an excellent compromise between comfort and robustness, the tire 25, 26 of the front 9 and rear 11 wheels could advantageously be a tire with an internal honeycomb structure (“semisolid” tire). The choice of the diameter of the front 9 and rear 11 wheels has an impact on the ability of the vehicle 1 to move easily on uneven ground S, not perfectly flat, such as natural ground. Moreover, the choice of a relatively high diameter of front 9 and rear 11 wheels, in comparison with the typical diameter of skateboards or roller skates, contributes to improving the stability of the vehicle 1. It is nevertheless preferable that the diameter of front 9 and rear 11 wheels are not too large, so as not to impair the maneuverability of the vehicle 1 and to maintain a relatively low center of gravity. This is why the front 9 and rear 11 wheels of the vehicle 1 preferably have a diameter (external diameter, tire included) at least equal to 150 mm (namely approximately 6 inches), preferably comprised between 150 mm and 400 mm, and even preferably comprised between 250 mm (namely approximately 10 inches) and 350 mm (namely approximately 14 inches), and for example equal to 304.8 mm (namely 12 inches). Advantageously, the front 9 and rear 11 wheels have identical diameters. The front 9 and rear 11 wheels have a tread width (part of the tire 25, 26 intended to come into contact with the ground S) which is preferably comprised between 50 mm and 150 mm, more preferably comprised between 50 mm and 90 mm, and for example equal to approximately 63.5 mm (or approximately 2.5 inches), which allows optimal contact of the vehicle 1 with the ground S, even when the front 9 and rear 11 wheels are strongly inclined relative to the mean plane P2 of the ground S when the vehicle 1 describes a turn for example.

As in the embodiment illustrated in FIGS. 1 to 7, the support assembly 8 of the front wheel 9 can advantageously be pivotally movably connected to the front end 6 of the platform 2, along a pivot axis advantageously orthogonal to the longitudinal extension axis A-A′ of the platform 2, between a front rest position (illustrated in the figures) and at least one deformed front position (not illustrated), and the vehicle 1 can then comprise a front return member 27 (or front suspension member), such as a compression spring shock absorber, to automatically return the support assembly 8 of the front wheel 9 to said front rest position. The support assembly 8 of the front wheel 9 is then mechanically connected to the platform 2 via the front frame 12 on the one hand via a front pivot connection 28 and, on the other hand, via the front return member 27. The front rest position then advantageously corresponds to a static position, without load, which the support assembly 8 of the front wheel 9 tends to occupy automatically, in particular when stopped and when absence of a user or any other load applied to the platform 2 of the vehicle 1 (FIGS. 1 and 4 in particular). In this case, the ranges of values mentioned above of the angle α of inclination of the pivot axis C-C′ of the front wheel 9 relative to the mean plane P2 of the ground S, advantageously correspond to an intermediate position to said front rest position and front deformed position, which the support assembly 8 of the front wheel 9 occupies when the vehicle 1 is loaded under the weight of the user in position with both feet on the platform 2. The front return member 27 could be advantageously designed and configured to take into account the weight of the user in this respect. For example, the front return member 27 could be a compression spring shock absorber whose piston stroke is adjustable to adapt the vehicle 1 to the weight of the user.

Alternatively, or additionally as in the embodiment illustrated in the figures, the support assembly 10 of the rear wheel 11 can advantageously be pivotally movably connected to the rear end 7 of the platform 2, along a pivot axis advantageously orthogonal to the longitudinal extension axis A-A′ of the platform 2, between a rear rest position (illustrated in the figures) and at least one deformed rear position (not illustrated), and the vehicle 1 can then comprise a rear return member 29 (or rear suspension member), such as a compression spring shock absorber, to automatically return the support assembly 10 of the rear wheel 11 to said rear rest position. The support assembly 10 of the rear wheel 11 is then mechanically connected to the platform 2 on the one hand via a rear pivot connection 30 and, on the other hand, via the rear return member 29. The rear rest position then advantageously corresponds to a static position, without load, which the support assembly 10 of the rear wheel 11 tends to occupy automatically, in particular when stopped and in the absence of a user or any other load applied to the platform 2 of the vehicle 1 (FIGS. 1 and 4 in particular).

The support assembly 8 of the front wheel 9 and/or the support assembly 10 of the rear wheel 11 is (are) thus advantageously mounted “with suspension” relative to the platform 2, which makes it possible to cushion shocks and vibrations when the vehicle 1 moves on uneven, rough ground, or when the user performs jumps or other acrobatic figures using the vehicle 1. This contributes in particular to make the use of the vehicle 1 particularly comfortable on any land. Furthermore, the implementation of such front suspension member(s) and/or rear suspension member advantageously contributes to ensuring optimal conservation of contact between the vehicle 1 and the ground S during a movement of the vehicle on rough ground S. Indeed, the front suspension member and/or the rear suspension member then allow(s) to “push back” the front wheel 9 and/or the rear wheel 11 into the hollows of the ground S so as to maintain a good grip on the ground S.

Alternatively, as illustrated in a variant in FIG. 8, the vehicle 1 may be devoid, on the contrary, of a front pivot connection 29, a rear pivot connection 30, a front return member 27 and a rear return member 29. In this variant, the support assembly 8 of the front wheel 9 and the support assembly 10 of the rear wheel 11 are then fixedly connected to the front end 6 of the platform 2 and respectively to the rear end 7 of the platform 2, removable or not, as already envisaged previously. For example, the support assembly 8 of the front wheel 9 and the support assembly 10 of the rear wheel 11 can be fixedly connected to the platform 2 in a non-removable manner, the front frame 12, the rear frame 21 and the rear arm(s) (or plate(s)) 22 then advantageously forming a single and same mechanical sub-assembly with the frame structure 3 of the platform 2. Simpler, more robust and less expensive in design, this variant is more particularly interesting in the case where the vehicle 1 is intended for a use in an urban environment, on substantially flat ground S.

Advantageously, the vehicle 1 comprises a system for fixing the user feet on the platform 2. The fixing system typically comprises two feet fixing members 31A, 31B (or “foot straps”), respectively for fixing (or at the very least keep both of the user feet in contact with the platform 2). The fixing system is preferably adjustable so as to be able to adjust the distance which separates the two fixing members 31A, 31B from the feet (or “stance”) along the longitudinal extension axis A-A′ of the platform 2 and/or the angular orientation of each of the user feet relative to said longitudinal extension axis A-A′. Advantageously, the feet fixing system is designed and configured to allow adjustment of the spacing of the two feet fixing members 31A, 31B of 0.29 times the size expressed in centimeters for a male user and 0.27 times the size expressed in centimeters for a female user. As such, the feet fixing system may comprise several different sets of inserts, arranged in the upper face 4 of the platform 2 and intended to receive fixing screws of the feet fixing members 31A, 31B. In FIG. 2, the user feet are shown schematically with their tips pointing towards each other, inwards. Preferably, nonetheless, the feet fixing system is designed to allow the feet to be fixed with their tips facing outwards (or «“duck stance”»). Alternatively, or preferably complementary, the fixing system is preferably adjustable in height relative to the upper face 4 of the platform 2, so as to be adapted to different insteps and/or thicknesses of shoes. The feet fixing system thus allows the user to maneuver the vehicle 1 more easily and precisely, and also facilitates the performance of jumps and acrobatic figures by the user.

Preferably, the vehicle 1 comprises a braking system 32 of the rear wheel(s) 11 at least. For example, as in the embodiment illustrated in the figures, the braking system 32 can be a hydraulic disc brake system, advantageously manually controllable by the user using a manual brake lever (not illustrated) connected by a hose (not illustrated) to a piston-carrying caliper 33 designed to press brake pads in contact against a brake disc 34 secured to the rear wheel 11. Such a hydraulic disc brake system allows powerful braking, progressive and easy to be dosed by the user.

Optionally, the vehicle 1 can be provided with a propulsion motor 35. The vehicle 1 can thus be displaced even on a substantially horizontal flat ground S, and without the need for human propulsion, for example by supporting one of the user foot on the ground S. In this case, it could be envisaged for the extension plane P1 to be inclined obliquely towards the front relative to the mean plane P2 of the ground S, in particular when the vehicle 1 is stationary in the equilibrium position, with its wheels 9, 11 in contact with the ground S, so as to compensate for the thrust force of the motor 35 and to maintain strong, marked support of the user front foot on the platform 2. Preferably, it is an electric propulsion motor 35, in particular to limit the pollution and noise generated by the vehicle 1. Preferably, as in the embodiment illustrated in the figures, the propulsion motor 35 of the vehicle 1 can be a motor arranged in, or constituting, a hub 36 of the rear wheel 11 of the vehicle 1 (“hub motor”). This makes it possible in particular to reduce the bulk of the vehicle 1 (FIG. 4), and to avoid the implementation of a transmission system (chain, belt, etc.) between the motor 35 and the rear wheel 11. The vehicle 1 is therefore less noisy in use, less complex and less expensive in design, and its maintenance is easier and less expensive. Advantageously, the electric motor 35 may be a direct current brushless motor. Advantageously, the propulsion motor 35 is selected with a power comprised between 250 W and 8,000 W, and for example 1,500 W, so as to be sufficiently powerful to allow the user to go up slopes with the vehicle 1.

As in the embodiment illustrated in the figures, the platform 2 can advantageously comprise an internal housing 37, provided within the frame structure 3, and within which is arranged an electric battery 38 for supplying the propulsion motor, as well as an electronic controller 39 for an electric motor (FIG. 4). Preferably, the electric battery 38 is then arranged removably within the internal housing 37, and the upper plate 5 (or at least a portion of the latter) is advantageously fixed removably to the frame structure 3 (for example, by one or more quarter-turn screws), so as to allow the user to access the internal housing 37 and the electric battery 38 housed in the latter. Advantageously, the vehicle 1 can be provided with external port(s) 40 connected to the electronic controller 39 of the electric propulsion motor 35 and to which a manual wired control (not shown) can be connected, to allow the user to control the motor 35 and the displacement speed of the vehicle 1.

Advantageously, the vehicle 1 has a total mass (excluding user) comprised between 9 kg and 25 kg, and for example approximately 18 kg. Such a total mass makes it possible to give the vehicle 1 great stability in displacement, and in particular at high speed, without harming the maneuverability of the vehicle 1. It also makes it possible to facilitate the transport of the vehicle 1 by hand and its storage.

Optionally, the front pivot 14 can advantageously be provided with a protective element 41 (or “bumper”) of the front pivot 14 against impacts, made of an elastic material, for example elastomer. As in the example illustrated in the figures, said protection element 41 against shocks can advantageously form a protective envelope which covers at least one front face of the front pivot 14, and in particular the second pivot element 14B, so as to cushion shocks which could occur between the front pivot 14 and any obstacle upstream of the vehicle 1.

Optionally, as illustrated by example in the figures, the vehicle 1 can comprise a retractable stand 42 (or “parking stand”). Preferably, the stand 42 is an automatic stand, that is to say designed and configured to be retracted automatically, once the vehicle 1 is displacing. Such a stand 42 makes it possible in particular to keep the vehicle 1 stationary when it is not in use. The implementation of such a stand 42 also advantageously facilitates the starting of the vehicle 1, in particular on a substantially horizontal ground S and/or in the case where the vehicle 1 is provided with a propulsion motor 35 as envisaged below. Indeed, for a beginner user for example, it can prove difficult when starting (and therefore at zero or very low speed) to position both feet on the platform 2 without losing balance, in particular when the vehicle 1 comprises only one front wheel 9 and one rear wheel 11. The connection of the stand 42 to the ground S when starting thus allows the user to position his feet and find his balance more easily, before the vehicle 1 is moving. Advantageously, the stand 42 can be removably mounted, so as to allow the user to separate the stand 42 from the rest of the vehicle 1, when it no longer has any use in practice, and typically when the user is sufficiently comfortable when starting the vehicle 1.

Possibility of Industrial Application

The invention finds its application in the design and manufacture of vehicles of the skateboard type, that is to say terrestrial boards provided with wheels or casters, intended to transport a user on the occasion of a sport activity in particular.

IMPROVED SKATEBOARD-TYPE VEHICLE

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