Variable-Rate Elastomeric Skateboard Spring Steering Control
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Solution Overview
Problem
Conventional skateboards are imperfect in terms of turning control and shock damping, necessitating further improvement in steering control and shock absorption.
Innovation Solution
A variable-rate elastomeric steering control spring for skate trucks is introduced, comprising multiple elastomers with different Shore 'A' durometers and various cross-sectional shapes, allowing for finely-tuned steering control and non-linear resistance profiles.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Manufacturing precision
If a conventional single-durometer elastomeric spring is used, then the structure is simple, but the steering control precision and shock damping performance are insufficient
Solution Approach 1:
The elastomeric spring is constructed with multiple layers of elastomeric materials, each having different durometer values (hardness). The softer inner layers provide progressive resistance and better shock absorption, while the harder outer layers provide structural support and steering control. This local differentiation of material properties within the spring structure enables finely-tuned steering control and improved shock damping without requiring a completely complex device architecture.
Solution Approach 2:
The spring utilizes composite elastomeric materials with varying durometer ratings (e.g., 70A, 80A, 90A, 100A) bonded together in a layered configuration. This composite structure combines the benefits of different material hardness levels, creating a variable-rate spring that provides non-linear resistance characteristics. The composite material approach allows the spring to exhibit both soft compliance for shock absorption and firm resistance for steering control, resolving the contradiction between control precision and structural simplicity.
2Reliability
If a single-durometer elastomeric material is used, then the manufacturing process is simple, but the shock damping and steering control performance are inadequate
Solution Approach 1:
Different layers of the elastomeric spring are made from materials with different durometer values, creating a gradient of hardness from center to exterior. The softer inner layers (e.g., 70A-80A) provide progressive shock absorption, while the harder outer layers (e.g., 90A-100A) maintain structural integrity and provide consistent steering response. This local quality differentiation enables superior shock damping performance while using a relatively straightforward layered manufacturing process.
Solution Approach 2:
The invention changes the physical parameter of durometer (hardness) across different layers of the elastomeric spring. By selecting specific durometer values for each layer (e.g., combining 70A, 80A, 90A, and 100A materials), the spring achieves variable-rate characteristics that improve shock damping and steering control. This parameter variation approach allows tuning of the spring's mechanical properties without fundamentally changing the manufacturing process complexity.
3Ease of operation
If a multi-durometer elastomeric spring is implemented, then steering control and shock damping are improved, but the device complexity increases
Solution Approach 1:
Multiple elastomeric layers with different durometer values are merged into a single unitary spring assembly through bonding processes. The inner and outer elastomeric materials are combined concentrically around the kingpin, creating an integrated multi-durometer spring that functions as one cohesive component. This merging approach provides improved steering mobility and control while minimizing the increase in device complexity, as the multi-layer spring replaces what would otherwise require multiple separate components.
Solution Approach 2:
The elastomeric spring employs a nested concentric layer structure where softer inner elastomeric layers are positioned inside harder outer elastomeric layers, all centered around the kingpin. This nested configuration allows the different durometer materials to work together in a compact arrangement, providing variable-rate steering resistance and shock damping without significantly increasing the overall device footprint or assembly complexity. The nested structure enables the spring to deliver enhanced performance while maintaining a relatively simple overall architecture.
Applied Scientific Principles
This section explains which scientific principles are used to turn an abstract innovation direction into a practical engineering solution.
Function Achieved in This Case
The solution provides superior steering mobility and control at various speeds, enhancing the overall performance of skateboards by improving turning control and shock damping.
Implementation Method 1
an elastomeric spring, which is also referred to as a bushing in the field. Such an elastomeric spring or bushing absorbs shocks and vibrations and resiliently opposes leaning forces
Implementation Method 2
a variable-rate elastomeric steering control spring for a skate truck, including a boardside unitary body formed of an exterior first elastomer having a first durometer on the Shore "A" scale, and an interior second elastomer coupled to the first elastomer
Data Source
AI summary
A skateboard and a variable-rate elastomeric steering control spring include a boardside unitary body formed of an exterior first elastomer having a first durometer on the Shore “A” scale, and an interior second elastomer coupled to the first elastomer and extending at least length of the exterior first elastomer, the second elastomer having a second durometer on the Shore “A” scale and a through hole disposed to receive a kingpin of the skate truck; a roadside unitary body formed of an exterior third elastomer having a third durometer on the Shore “A” scale, and an interior fourth elastomer coupled to the third elastomer and extending at least a length of the exterior third elastomer, the interior fourth elastomer having a fourth durometer on the Shore “A” scale and a through hole disposed to receive the kingpin; and wherein the first, second, third and fourth elastomers comprise at least two durometers on the Shore “A” scale between 65 A and 100 A to enable the boardside unitary body and the roadside unitary body to form the variable-rate elastomeric steering control spring when disposed on the kingpin of the skate truck.