SUSPENSION SYSTEM FOR ROLLER BOARDS

Abstract

A suspension system for a motorized or non-motorized roller board includes a truck center housing, a pair of truck wings disposed on opposing sides of the truck center housing, and a pair of wheels connected to the respective pair of truck wings. The truck center housing is configured to engage with a truck assembly coupled to a deck of the roller board. The truck center housing defines a pivot axle cavity that houses a pivot axle, a pivot axle shaft and a pair of torsional springs disposed on each side of the pivot axle coupled to the deck of the roller board. The pair of truck wings includes a front cavity that receives the corresponding torsional spring and a wheel shaft that couples with the pair of wheels. The pair of torsion springs dampen the load of the roller board when a force is exerted on the wheels.

Description

BACKGROUND

A typical roller board provides a top horizontal surface, generally called a board or deck, for a user to stand and a pair of truck assemblies disposed on a bottom surface of the deck, where the truck assemblies connect a pair of wheels to the deck. Roller boards may be used in a variety of terrains from smooth concrete to more unconventional terrains such as sand and gravel.

DRAWINGS

The Detailed Description is described with reference to the accompanying figures. The use of the same reference numbers in different instances in the description and the figures may indicate similar or identical items.

FIG. 1 is a roller board assembly including a suspension system in accordance with example embodiments of the present disclosure.

FIG. 2 is an isometric bottom view of the suspension system on the roller board assembly in accordance with example embodiments of the present disclosure.

FIG. 3 is a top view of the suspension system on the roller board assembly in accordance with example embodiments of the present disclosure.

FIG. 4 is a rear view of the suspension system shown in FIG. 3 in accordance with example embodiments of the present disclosure.

FIG. 5 is an isometric front view of a suspension system in accordance with example embodiments of the present disclosure.

FIG. 6 is an isometric rear view of the suspension system shown in FIG. 5 in accordance with example embodiments of the present disclosure.

FIG. 7 is an isometric rear view of a suspension system including motor mount plates in accordance with example embodiments of the present disclosure.

FIG. 8 is a partial exploded view of a suspension system showing components disposed within a truck wing in accordance with example embodiments of the present disclosure.

FIG. 9 is an isometric view of the suspension system showing the pivot axle in a first configuration in accordance with example embodiments of the present disclosure.

FIG. 10 is a partial isometric view of a truck center housing and a pivot axle connected to a truck wing in accordance with example embodiments of the present disclosure.

FIG. 11 is an isometric bottom view of the pivot axle shown in FIG. 10 engaged with a spring in accordance with example embodiments of the present disclosure.

FIG. 12 is a partial cross-sectional view taken along line 12-12 in FIG. 5 in accordance with example embodiments of the present disclosure.

FIG. 13 is a cross-sectional view taken along line 13-13 in FIG. 8 in accordance with example embodiments of the present disclosure.

DETAILED DESCRIPTION

Although the subject matter has been described in language specific to structural features and/or process operations, it is to be understood that the subject matter defined in the appended claims is not necessarily limited to the specific features or acts described above. Rather, the specific features and acts described above are disclosed as example forms of implementing the claims.

Overview

Typical roller boards have limited adaptability when used in uneven terrain because of rigid wheel assemblies. Typical suspension systems for roller boards and other roller board vehicles require restructuring or redesigning the existing truck assemblies of the board vehicles. These longboards are complex and may be limiting due to their purchasing and maintenance costs.

Roller boards come in a variety of forms and sizes. Roller boards can be motorized and non-motorized. Some roller boards have directional symmetry; in other words, the profile shape and dimensions of both ends of the deck and the truck assemblies and wheels are identical and have no functioning operational bias (forward vs. backward). Some roller boards may be powered by at least one electric motor and have at least one battery. In other embodiments, the roller board may be a longboard powered by a user propelling the board forward or backward by pushing off the ground with their body (e.g., their foot). Roller boards can take the form of longboards, skateboards, hoverboards, scooters, and any other motorized or non-motorized pedestrian vehicle having one or more wheels with a standing platform.

Motorized and non-motorized roller boards may have a deck aperture at each end of the deck for allowing the attachment of a truck assembly, such as, but not limited to, a drop-in double kingpin truck wheel assembly. The present disclosure provides a suspension system that interfaces with and connects wheel assemblies with existing roller board components. Such roller board components can include a drop-in double kingpin truck wheel assembly below the deck to provide shock absorbing dynamics to the roller board vehicle for advanced handling characteristics and rider comfort.

The suspension system described herein uses a mechanical system including a biasing mechanism, for example, a torsion spring, that provides terrain adaptability and enhanced performance attributes, without requiring replacement of all the components of currently available roller boards.

The suspension system uses four separate truck wings, or radial arms, allowing each wheel of four wheels of a roller board to be sprung independently providing independent suspension to each of the four wheels. The independent or individualized sprung travel of each wheel allows for a localized response to each of the four wheels separately over variable surfaces and terrain. This independence enables each wheel to adapt exclusively to the immediate ground underneath it without competing with disruptive forces that may result from rigid and shared mechanical connections to other wheels in typical roller boards.

Detailed Description of Example Embodiments

Referring generally to FIGS. 1 through 4, a roller board 100 having a suspension system 110 is shown. Even though the figures depict a longboard style roller board, suspension system 110 can be utilized with any type of roller board as previously described. The roller board 100 includes a deck 102 having a top surface 101 and a bottom surface 103. The roller board 100 also includes a truck assembly 108 connected to an end 105 of the deck 102. The truck assembly 108 is connected to a pair of wheels 104 through the suspension system 110.

The suspension system 110 includes sprung mechanisms, or suspension units 55, located at respective ends 105 of the roller board 100. The suspension units 55 can work in tandem. Each suspension unit 55 of the suspension system 110 is coupled to an existing kingpin truck of the truck assembly 108, and on a respective ends 105 of the deck 102. In embodiments, the profile shape and dimensions at both ends 105 of the roller board deck 102 and truck assemblies 108 have no functioning directional operating bias (e.g., forward and backward). In other embodiments, the profile shape and dimension of the at both ends 105 of the roller board deck 102 and truck assemblies 108 may differ, with a forward end being discernably different from a rear end. In example embodiments, the roller board 100 may be driven by an electric motor 150, wherein an operator remote controller input (not shown) may be included on either one of the ends 105.

In the example embodiment shown in FIG. 2, the truck assembly 108 is a double kingpin truck, however, the truck assembly 108 may also be a traditional truck or single pin truck, a reverse kingpin truck, or another truck assembly arrangement used with roller boards where the wheels 104 of the roller board 100 are attached. The truck assembly 108 directs steering input from a user to the roller board 100.

At respective ones of the ends 105, the deck 102 defines a deck aperture 106 extending through the deck, from the top surface 101 to the bottom surface 103. The roller board 100 includes a mounting baseplate 118 configured to couple to the truck assembly 108 of the roller board 100. The mounting baseplate 118 may engage at the deck aperture 106 extending to the bottom surface 103 of the roller board 100 and is connected to the truck assembly 108. In other embodiments without a deck aperture 106, the mounting baseplate 118 may be fastened to one of the top surface 101 or the bottom surface 103 at respective ends 105 of the deck 102.

The suspension system 110 includes a truck center housing 111 having a pair of truck wings 120 disposed at opposing ends of the truck center housing 111. The suspension system 110 works in tandem as a pair of identical mechanisms attached to each one of ends 105 of the deck 102. The pair of truck wings 120 are symmetrical to each other. In embodiments, a suspension unit 55 of the suspension system 110 may be installed on one or on both of the two ends of the roller board 100. In other embodiments, at least one suspension system 110 may be installed in between the ends 105 of the deck 102.

In example embodiments, the truck center housing 111 includes a truck interface 107 at a center back of the truck center housing 111. The truck interface 107 defines an orifice that engages with bushings 109 of a lower portion of the truck assembly 108. The truck center housing 111 replaces a truck hanger or truck axle (not shown) of a typical truck assembly and may be subjected to the same mechanically constrained compound radial-arc motion at the truck interface 107 like that of the replaced truck hanger or truck axle. In other embodiments (not shown), at least one of the suspension units 55 of the suspension system 110 includes the truck interface 107 disposed at a center front of the truck center housing 111.

The truck center housing 111 defines a pivot axle cavity 112 that extends from a first end of the truck center housing 111 to a second end of the truck center housing 111. The pivot axle cavity 112 contains a pivot axle 130, a pivot axle shaft 116, and at least a portion of a pair of biasing mechanisms disposed respectively at the first end and the second end of the truck center housing 111. In example embodiments, the biasing mechanisms are a pair of torsion springs 114. The torsion springs 114 may each have a perpendicular leg 113 and a parallel leg 115 respectively disposed on the ends of the torsion springs.

In other embodiments, the biasing mechanisms may be selected from a group including compression springs, tension springs, extension springs, conical springs, spiral springs, leaf springs, among others. The pair of biasing mechanisms may be composed of chrome silicon, stainless steel, a steel alloy, or any combination therewith. The material of the torsion springs biasing mechanisms may vary depending on the desired characteristics of the suspension system 110. For example, the material of the biasing mechanisms may provide a rigid suspension or a softer suspension.

The pivot axle 130 has a generally cylindrical shape with a center portion 130A and arm portions 130B, where the arm portions 130B are disposed at opposing sides of the center portion 130A as shown in FIG. 11. The diameter of the center portion 130A can be different from the diameter of the arm portions 130B. For example, the diameter of the center portion 130A can be larger than the diameter of the arm portions 130B. In embodiments, the entire pivot axle 130 is penetrated lengthwise by a shaft orifice 132. In embodiments, the pivot axle 130 is configured to anchor an axis position for the rotational travel motion of the truck wings 120 about an axis 130X defined by the pivot axle 130. The center portion 130A defines a spring notch 134 configured to receive the perpendicular leg 113 of the torsion spring 114.

One of the springs 114 is placed on each side of the pivot axle 130, surrounding, or receiving, the arm portions 130B within the space defined by the coil. A portion of each one of the springs 114 is thereby shrouded or housed inside the truck center housing 111 when assembled. As shown in FIGS. 8 and 12-13, the pivot axle shaft 116 penetrates the pivot axle 130 through the shaft orifice 132. The pivot axle shaft 116 may be partially threaded on both ends, acting as a bolt. In other embodiments (not shown), the pivot axle shaft is partially threaded on one of the ends, fully threaded, or not threaded. The pivot axle shaft 116 is centered with the pivot axle 130, where both ends of the pivot axle shaft 116 are equidistant from the center portion 130A and the arm portions 130B.

Each of the ends of the pivot axle shaft 116 respectively extend into the truck wings 120. The truck wings 120 include a front cavity 121 and a rear orifice 123, where both the front cavity 121 and the rear orifice 123 extend through the entirety of the length of the truck wings 120. The front cavity 121 houses at least a portion of the torsion springs 114, the respective ends of the pivot axle shaft 116, and a pair of bearings 118. The pivot axle shaft 116 is configured to provide a connection between the truck center housing 111 and each of the respective truck wings 120. The pair of bearings 118 stabilizes and constrains the pivot axle shaft 116 inside the truck wings 120, limiting axial and radial movement of the pivot axle shaft 116 and allowing rotational movement with respect to the axis 130X of the pivot axle 130. In example embodiments, the front cavity 121 defines a recessed profile (not shown) wherein the parallel leg 115 of the torsional spring 114 may be aligned. The recessed profile holds the parallel leg 115 in place and allows the torsion spring 114 to bias the rotation of the respective truck wing 120.

In the embodiment shown in FIGS. 5 and 6, a locknut 117 fixes the pivot axle shaft 116 and locks axial movement of the pivot axle shaft 116 along the axis 130X of the pivot axle 130. The locknut 117 secures the truck center housing 111 and the truck wings 120. The locknut 117 may be tightened to a pre-determined torque value to compel the contact surfaces of the truck center housing 111 and the truck wings 120 to the desired position.

Referring to FIG. 8, the rear orifice 123 houses a wheel axle shaft 122 and is disposed at the opposite end of the front cavity 121 in each of the truck wings 120, and parallel to the pivot axle 130 and the pivot axle shaft 116. Each respective wheel axle shaft 122, rotates with respect to a wheel axis 122X. The wheel axle shaft 122 is fastened in place to each corresponding truck wing 120 with a locknut 117. The wheel axle shaft 122 is configured to attach a respective pair of wheels 104 to the roller board 100 through each one of the truck wings 120. Since each of the truck wings 120 may pivot with respect to the pivot axle 130 along the axis 130X, it should be noted that the wheel axis 122X of one of the wheels 104 may not be coaxial with the wheel axis 122X from the opposite wheel 104. In example embodiments, the wheel axle shafts from each of the opposite truck wings 120 are parallel to each other and may be coaxial to each other when both of the opposing truck wings 120 are subjected to an equal torsion with respect to the truck center housing 111.

In the example embodiments shown, the truck wings 120 have the rear orifice 123, and therefore the wheel axle shaft 122, disposed at a rear end of the truck wing 120 with respect to the center portion 111. In other embodiments, at least one of the suspension units 55 of the suspension system 110 may include a pair of opposing truck wings 120 wherein the wheel axle shafts 122 are disposed at a front end of the truck wings 120 with respect to the center portion 111.

In an example embodiment shown in FIG. 7, the truck wings 120 include respective motor mount plates 152. The motor mount plates 152 may be attached to the outer periphery of the truck wings 120, opposite to the truck center housing 111. The truck wings 120 may include a recessed profile that receives at least a portion of the respective motor mount plate 152 and secures the motor mount plate 152 in place. The motor mount plate 152 may be fastened to the truck wing with one or more fasteners 156. The motor mount plates 152 are configured to mount a respective pair of electric motors 150, where the motors 150 include an output shaft 154 that drives the respective one of the pair of wheels 104. The transmission system (not shown) that drives the pair of wheels 104 from the output shaft 154 may be a direct transmission between the motor 150 and the wheel 104 or include belts, gears, or combinations thereof coupling the output shaft 154 to a wheel axle. The motor mount plates 152 may mount the motors 150 at different axial positions with respect to the center housing 111. For example, the motor mount plates 152 may mount the motors 150 at the front of the suspension unit 55 or at the back of the suspension unit 55.

In embodiments, the roller board 100 may include a suspension system 110 including one motor-driven pair of wheels 104. In other embodiments, the roller board may include a suspension system 110 having two motor-driven pairs of wheels 104 (not shown) or a suspension system 110 without any motor-driven pairs of wheels 104.

Referring to FIGS. 9 and 10, the pivot axle cavity 112 may further define a cavity profile 135. The truck wing 120 may further include bump stops 128 disposed on the opposite side from the wheels 104, and between the adjacent surfaces of the truck center housing 111. The bump stops 128 constrain the travel length and movement of each truck wing 120 along the cavity profile 135. For example, the bump stops are formed integrally with the truck wing 120. In other embodiments (not shown), the bump stops 128 may consist of a stud screw and a bumper sleeve fastened in a tapped hole of the truck wings 120. In other embodiments (not shown) the bump stops 128 may be formed by a single stud composed of rubber, polyurethane, or any other material that provides the physical characteristics to limit the rotation of the truck wings 120 with respect to the truck center housing 111.

The bump stops 128 allow the truck wings 120 to have limited movement in an arc, between a biased, or compressed state, and an unbiased, or uncompressed state, as shown in FIG. 4. In the biased state, a force acting on the respective wheel 104 pushes the wheel 104 upwards towards the deck 102. The movement of the wheel 104 is transferred to the respective truck wing 120 via the wheel shaft 122, which in turn rotates the truck wing 120 about the truck axis 130X and compresses the corresponding torsion spring 114 inside the truck center housing 111. The torsion spring 114 absorbs the kinetic energy exerted on the wheel 104, dampening the shock to the deck 102. The angle of constrained travel for each wheel shaft 122 may be between one degree (1°) and ninety degrees (90°). For example, the angle of constrained travel may be between forty degrees (40°) and fifty degrees (50°). For example, the angle of constrained travel may be forty-five degrees (45°). It should be understood that this angle of rotation is made as an example and is not a limitation of the present disclosure.

In embodiments, the pair of truck wings 120 respectively include a dampening system 137. The dampening system 137 helps mitigate any oscillation that may occur in the suspension system 110. The dampening system may include a bushing positioned within the front cavity 121 between an interior wall of the truck wing 120 and the torsion spring 114. The bushing may further reduce wear between the torsion spring 114 and the wing truck 120. In other examples, the dampening system 137 includes a dampening cylinder and a dampening spring. The dampening system is disposed inside a hole disposed on an inner wall of the pair of truck wings 120. The dampening cylinder may be biased by the dampening spring and compressed against the truck center housing 111, where a frictional coefficient or dragging force acts between the body surfaces of the pair of truck wings 120 and the truck center housing 111. As the dampening spring compresses, it absorbs excess kinetic energy as the corresponding torsion spring 114 returns to an unbiased or relaxed state after load absorption.

In the embodiment shown in FIGS. 10 through 13, the center housing 111 includes a center guide slot 136 and a fastening orifice 139. The fastening orifice 139 is circumferentially aligned with the center guide slot 136. Portion 130A of the pivot axle 130 includes four threaded holes 131 perpendicular to the axis 130X, where the threaded holes 131 form a first pair of holes 131A and a second pair of holes 131B disposed on different sides of the circumference of the pivot axle 130 from each other, as shown in FIG. 13. The holes 131 are aligned with the guide slot 136 as shown in FIGS. 9 and 13.

Referring to FIGS. 10 and 11, the pivot axle 130 can be positioned in two different orientations of 180-degrees within the truck center housing 111 relative to the truck axis 130X. This allows for a different one of the first pair of holes 131A or the second pair of holes 131B to face outward toward the center guide slot 136 on the front of the truck center housing 111. In example embodiments, the pivot axle 130 further includes at least one marking 142 on one of the sides of the pivot axle 130 adjacent to either the first pair of holes 131A or the second pair of holes 131B to identify the pair of holes that it is adjacent to. The marking 142 may be a shallow hole, a shaped indent, a decal, or any other type or marking that may help differentiate the first pair of holes 131A from the second pair of holes 131B and thereby the orientation of the pivot axle 130 with respect to the truck center housing 111. When fastened through the fastening orifice 139 to one of the holes 131 of either the first pair of holes 131A or the second pair of holes 131B, the socket screw 138 constrains lateral-thrust movement of the pivot axle 130 and rotational movement about the axis 130X.

The arc length between the holes 131 from the first pair of holes 131A differs from the arc length between the holes 131 from the second pair of holes 131B by a predetermined arc length. The suspension system 110 may be preloaded to provide a suspension ranging from more rigid to softer depending on a predetermined roller board user weight range. Depending on the desired preloading of the suspension system 110, the user may preload the biasing mechanisms, for example, the torsional springs 114, by pivoting the pivot axle 130 until one of the holes 131 aligns with the fastening orifice 139. Once the hole 131 aligns with the fastening orifice 139, the socket screw 138 may be fastened into the fastening orifice 139, thereby locking the rotation of the pivot axle 130 with respect to the truck center housing 111. The different arc lengths between the first pair of holes 131A and the second pair of holes 131B correspond to a predetermined preloading of the suspension system 110.

In this embodiment, different pivot axles 130 may include different predetermined preloading angles. For example, the pivot axle 130 may have the first pair of holes 131A is placed apart radially by thirty degrees (30°) on one side of the pivot axle 130, and the second pair of holes 131B is placed apart radially by forty degrees (40°) on the other side of the pivot axle 130. A different embodiment of the pivot axle 130 may have the first pair of holes 131A is placed apart radially by fifty degrees (50°) on one side of the pivot axle 130, and the second pair of holes 131B is placed apart radially by sixty degrees (60°) on the other side of the pivot axle 130. Yet another embodiment of the pivot axle 130 may have the first pair of holes 131A is placed apart radially by seventy degrees (70°) on one side of the pivot axle 130, and the second pair of holes 131B is placed apart radially by eighty degrees (80°) on the other side of the pivot axle 130. It should be understood that these preloading angles are not limiting examples.

In another embodiment, the center guide slot 136 extends into the fastening orifice 139, forming a single guide slot. In addition to the socket screw 138, a stud screw is fastened to respective ones of the first pair of holes 131A or the second pair of holes 131B of the pivot axle 130. In example embodiments, the first pair of holes 131A is placed apart radially by a range between seventy-one degrees (71°) and eighty degrees (80°). For example, the first pair of holes 131A is placed apart radially by seventy-six degrees (76°) on one side of the pivot axle 130. The second pair of holes 131B is placed apart radially between fifty-five degrees (55°) and seventy degrees (70°). For example, the second pair of holes 131B is placed apart radially by sixty-two degrees (62°) on the other side of the pivot axle 130. The socket screw 138 may constrain radial movement of the pivot axle 130 within an allowable degree of travel, as dictated by the distance between the holes 131 of the first pair of holes 131A or the distance between the holes 131 of the second pair of holes 131B discussed above. In embodiments, the first pair of holes 131A allows between nineteen degrees (19°) and ten degrees (10°) of travel for pre-loading each corresponding torsion spring 114. For example, the first pair of holes 131A may allow fourteen degrees (14°) of travel. The second pair of holes 131B may allow between thirty-five degrees (35°) and twenty degrees (20°) of travel for pre-loading each corresponding torsion spring 114. For example, the second pair of holes 131B allows twenty-eight degrees (28°) of travel for pre-loading each corresponding torsion spring 114, depending on the characteristics of the chosen material. This embodiment allows for a customizable preloading of the suspension system, as rotation of the pivot axle 130 is not constrained to the predetermined distance between the holes respective arc lengths between the first pair of holes 131A and the second pair of holes 131B. It should be understood that these preloading angles are not limiting examples.

In an example embodiments the truck center housing 111 further includes a fastener configured to constrain the pivot axle 130 within the truck center housing 111. The fastener may be disposed within a penetration located at an angle from a bottom surface of the truck center housing 111. For example, the fastener may be disposed at a penetration at forty-five degrees (45°) forward to the bottom surface of the truck center housing 111.

While the subject matter has been illustrated and described in detail in the drawings and foregoing description, the same is to be considered as illustrative and not restrictive in character, it being understood that only the preferred embodiments have been shown and described and that all changes and modifications that come within the spirit of the subject matters are desired to be protected. It should be understood that while the use of words such as preferable, preferably, preferred or more preferred utilized in the description above indicate that the feature so described may be more desirable, it nonetheless may not be necessary and embodiments lacking the same may be contemplated as within the scope of the subject matter, the scope being defined by the claims that follow. In reading the claims, it is intended that when words such as “a,” “an,” “at least one,” or “at least one portion” are used there is no intention to limit the claim to only one item unless specifically stated to the contrary in the claim. When the language “at least a portion” and/or “a portion” is used the item can include a portion and/or the entire item unless specifically stated to the contrary. Unless specified or limited otherwise, the terms “mounted,” “connected,” “supported,” and “coupled” and variations thereof are used broadly and encompass both direct and indirect mountings, connections, supports, and couplings. Further, “connected” and “coupled” are not restricted to physical or mechanical connections or couplings.

Claims

1. A roller board assembly comprising: a deck having a top surface and a bottom surface;a mounting baseplate disposed at an end of the deck, the mounting baseplate mounting a truck assembly;a suspension system configured to engage with the truck assembly, the suspension system including:a truck center housing configured to engage with a lower portion of the truck assembly, the truck center housing defining a pivot axle cavity that houses a pivot axle, a pivot axle shaft, and a pair of biasing mechanisms disposed at respective sides of the pivot axle, the pivot axle defining a shaft orifice through which the pivot axle shaft extends from a first end to a second end of the truck center housing and defines a truck axis;a pair of truck wings disposed at the respective first end and second end of the truck center housing, the pair of truck wings having a front cavity and a rear orifice, the front cavity configured to receive at least a portion of a respective one of the pair of biasing mechanisms and the pivot axle shaft, and the rear orifice configured to receive a wheel axle shaft, the wheel axle shaft defining a wheel axis; anda pair of wheels configured to engage with the wheel axle shaft extending at respective ends of the truck wings and rotate around the wheel axis;wherein the pair of truck wings is pivotable about the truck axis causing the pair of biasing mechanisms to change a biasing state.

2. The roller board assembly of claim 1, wherein the pair of truck wings further houses at least one roller bearing disposed around the pivot axle shaft in the front cavity, the at least one roller bearing configured to allow independent rotation to each one of the pair of truck wings with respect to the truck center housing.

3. The suspension system of claim 1, wherein the pair of biasing mechanisms is at least one of a pair of torsion springs, compression springs, tension springs, extension springs, conical springs, spiral springs, or leaf springs.

4. The suspension system of claim 3, wherein the pair of biasing mechanisms is a pair of torsion springs.

5. The roller board assembly of claim 4, wherein the pivot axle has a generally cylindrical shape and includes a center portion and arm portions disposed on respective ends of the center portion, wherein the diameter of the center portion is larger than the diameter of the arm portions and the pair of torsion springs respectively surround the arm portions of the pivot axle.

6. The roller board assembly of claim 5, wherein the pivot axle defines a pair of spring notches at a circumference of the center portion, the pair of spring notches configured to receive a respective one of perpendicular legs of the pair of torsion springs and limit rotation of the pair of torsion springs with respect to the truck axis.

7. The roller board assembly of claim 1, wherein the truck wings include respective motor mount plates disposed on opposite sides of the truck center housing, each of the motor mount plates configured to mount a respective one of a pair of motors, the respective one of the pair of motors driving a respective one of the pair of wheels.

8. The roller board assembly of claim 1, wherein the suspension system includes a dampening system disposed on a respective one of the pair of truck wings, configured to absorb kinetic energy as a respective one of the pair of biasing mechanisms change their biasing state.

9. The roller board assembly of claim 1, wherein each of the pair truck wings include a bumper stop disposed on a side of the pair of truck wings adjacent to the truck center housing, configured to limit the rotation of the pair of truck wings with respect to the truck center housing.

10. A suspension system for a roller board assembly, the suspension system comprising: a truck center housing configured to engage with a lower portion of a truck assembly, the truck center housing defining a pivot axle cavity that houses a pivot axle, a pivot axle shaft, and a biasing mechanism coupled to the pivot axle, the pivot axle defining a shaft orifice through which the pivot axle shaft extends from a first end to a second end of the truck center housing and defines a truck axis;a truck wing coupled to the truck center housing, the truck wing having a front cavity and a rear orifice, the front cavity configured to receive at least a portion of the biasing mechanism and the pivot axle shaft, and the rear orifice configured to receive a wheel axle shaft, the wheel axle shaft defining a wheel axis;wherein the truck wing is pivotable about the truck axis and the biasing mechanism changes a biasing state.

11. The suspension system of claim 10, wherein the truck wing further houses at least one roller bearing disposed around the pivot axle shaft in the front cavity, the at least one roller bearing configured to pivot the truck wing with respect to the truck center housing.

12. The suspension system of claim 10, wherein the biasing mechanism is at least one of a torsion spring, a compression spring, a tension spring, an extension spring, a conical spring, a spiral spring, or a leaf spring.

13. The suspension system of claim 12, wherein the biasing mechanism is a torsion spring.

14. The suspension system of claim 13, wherein the pivot axle includes a center portion and an arm portion disposed at an end of the center portion, wherein the diameter of the center portion is larger than the diameter of the arm portion and the torsion spring surrounds the arm portion of the pivot axle.

15. The suspension system of claim 14, wherein the pivot axle defines a spring notch at a circumference of the center portion, the spring notch configured to receive a leg of the torsion spring and limit rotation of the torsion spring with respect to the truck axis.

16. The suspension system of claim 10, wherein the truck wing includes a motor mount plate disposed on a side of the truck center housing, the motor mount plate configured to mount a motor coupled to a wheel.

17. The suspension system of claim 10, wherein the suspension system includes a dampening system disposed on the truck wing, the dampening system configured to absorb kinetic energy as the biasing mechanism changes its biasing state.

18. The suspension system of claim 10, further including a bumper stop disposed on a side of the truck wing adjacent to the truck center housing, the bumper stop configured to limit the rotation of the truck wing with respect to the truck center housing.

19. A suspension system for a roller board assembly, the suspension system comprising: a truck center housing configured to engage with a lower portion of a truck assembly, the truck center housing including a pivot axle, a pivot axle shaft, and at least one biasing mechanism disposed at a side of the pivot axle, the pivot axle defining a truck axis;an at least one truck wing disposed at the side of the truck center housing, the at least one truck wing configured to receive at least a portion the at least one biasing mechanism and the pivot axle shaft, and configured to receive a wheel axle shaft;wherein the at least one truck wing is pivotable about the truck axis and the at least one biasing mechanism is configured to change biasing states.

20. The suspension system of claim 19, wherein the at least one biasing mechanism is configured to be preloaded between a more rigid suspension and a softer suspension.