Personal Transportation Device and Method

Abstract

A personal transportation device, typically for use in snow, includes first and second foot boards and a boot binding assembly for each. Each foot board may have a reverse or zero camber, with the underside having a generally flat or convex central portion and upwardly and outwardly extending end portions, which acts to lift the end portions off of the riding surface during use thereby improving performance. In some examples, the boot binding assembly may be oriented generally parallel to the length or width. The central portion may have a convex v-shape region to create a vertex under the rider's foot. One or more longitudinally extending ribs may extend from the underside of the foot boards. The foot boards may include shock absorbing bumpers or riding-surface-engaging projections extending from the edges. Attraction or repulsion elements may also be used along the edges. A method for moving may also be used.

Description

CROSS-REFERENCE TO OTHER APPLICATIONS

This application claims the benefit under 35 U.S.C. §119(e) of U.S. Provisional Application No. 61/249,557, filed on 7 Oct. 2009, which is incorporated herein by reference.

BACKGROUND OF THE INVENTION

In the last decade, the snow sports of skiing and snowboarding have become increasingly popular for providing a method for individuals to ride downhill in snow. Each provides a unique and exhilarating experience with its particular mode of accessing downhill terrain. Cross-country skiing and “skate” skiing have also become popular for riders who want to traverse flat, uphill or variable snowy terrain. However, every existing device for personal transportation in snow is locked into its specific modality of travel, leading to a number of distinct drawbacks.

Existing snow sport platforms, while each offering a unique riding experience, typically specialize in that one experience, and lack versatility. There are several drawbacks with conventional snowboards. One drawback with conventional snowboards is that there is no provision for propulsive riding. A snowboard is entirely dependent on gravity to supply propulsion, as the rider cannot supply any of his or her own momentum to traverse flat ground or move uphill; snowboarders cannot use poles for this purpose as most skiers do. When an individual riding a snowboard encounters flat or uphill terrain and exhausts momentum from a prior downhill slope, he must either unstrap one foot and use it to push off of the snow and propel himself forward, hop repeatedly, or unstrap both feet and walk across the terrain, carrying the board. All three options are suboptimal, and strapping and unstrapping is a tedious task that can involve sitting and necessarily interrupts the continuity of riding. All result in a significant amount of wasted energy.

Some amount of propulsion is possible with skis, derived either from the use of poles or an open-toed, “skating” type motion. However, these methods for propulsion are inefficient, and skis are not designed specifically to enable a method for propulsion during normal riding experience.

Because snowboarding involves fixing both feet to a single, largely inflexible board, riders have no ability to walk or climb in snow while strapped in. This significantly limits the types of terrain suitable for snowboarding, and encountering such terrain while riding necessitates the inconvenience and tedium of unstrapping and walking while carrying a large board. Skis provide an exhilarating experience, but are designed to be ridden facing downhill, and are only optimal in a downhill environment. Traversing or climbing is either made excessively difficult or requires the user to detach from the device. Once detached, skis are bulky and difficult to carry, not lending themselves well to portability.

Another major drawback associated with conventional snowboards is that it is unnecessarily difficult to get on and off of a chair lift when necessary. Partially because of the first two problems discussed above (i.e., the inability of a rider to create momentum or to walk or climb), a snowboarder must always unstrap one foot when getting onto a chair lift. The rider can neither walk nor ride, but must move forward by using the off foot to push himself along. Again, this creates unnecessary work and causes snowboarders to interact awkwardly with other riders and skiers in lines. Once on the lift, a snowboard is supported by only one foot while the other end of the board hangs free, placing disproportionate stress on one leg.

However, the greatest problem comes when disembarking from the lift. The rider has only one foot strapped to the board, but must get off the lift and ride the board with the other foot unstrapped, resting precariously on the back of the board. This can cause falls, even for experienced riders, as it is difficult to slow down, turn, or stop a snowboard with only one foot strapped in. Finally, after disembarking from the lift, the rider must strap back into the board, which usually requires him to sit down, and causes additional wasted time, inconvenience and unnecessary expenditure of energy.

Snowboards also engender a significant safety issue. Snowboards can be ridden on either the heel edge or the toe edge, and turns are accomplished by shifting the rider's weight from the heels to the toes or vice versa. Since all of the rider's weight is placed on only one edge of the board at a time, catching that edge often results in a vicious, torquing fall. Common severe injuries include broken arms and wrists, torn ligaments and concussions. Skiing has the benefit of greater stability, because riders have their weight supported by two edges, resulting in a backup or “fail-safe” if one edge catches on the snow. However, skiing has its own shortcomings, such as the possibility of the skis failing to detach and placing significant torque on the knees, ligaments and joints.

SUMMARY OF THE INVENTION

A personal transportation device that enables transportation of a person in snow such that there is an independent board for each of the rider's feet, and the rider may vary the rider's orientation with respect to the direction of travel. The boards are designed with a shape that is optimized to generate propulsion and provide maneuverability in all snow conditions. The boards allow the rider to use both downhill-facing and sideways-facing stances, and to efficiently create momentum with either orientation. The device also allows riders to walk, run and climb in snow and to traverse any type of snow-covered terrain. This, in turn, facilitates embarking and disembarking from standard chair lifts. Independent boards for each of the rider's feet provide significant safety advantages over snowboarding.

This device allows the rider to navigate the greatest range of snowy terrain and utilize the greatest range of riding styles, by enabling the rider to use variable riding stances, including a sideways-facing stance, with toes pointing perpendicular to the direction of travel, and a downhill-facing stance, with toes pointing in the direction of travel. This optionality allows the rider to choose which riding style best suits the terrain the rider wishes to navigate. A personal transportation device made according to the invention can efficiently convert the rider's energy into propulsion with respect to the riding surface. Some examples include concave edges along the length to enable lateral board rotation and decrease the radius required to turn. This device may also feature an upward curvature of the boards off of the riding surface, commonly referred to as reverse camber, both to facilitate momentum generation and to improve “float” in powdered snow conditions. The structure and shape of the boards, combined with the methods for propulsion described herein, allow riders to convert natural body motion into force propelling the rider in the optimal direction of travel. During use, the boards may interact, and thus the boards may include a bumper system to reduce or control the effects of a collision between the boards. The device may include attraction or repulsion elements to manipulate the interaction between the two boards. These features result in the most versatile personal transportation device presently available for snow.

A first example of a personal transportation device, typically for use on a riding surface in snow conditions, includes first and second foot boards and a boot binding assembly at the top side of each foot board. Each foot board has a top side, an underside, a length and a width, the length being longer than the width and no greater than 32 inches. A circumferential edge joins the top side and the underside. The circumferential edge comprises first and second end edges, extending in the direction of the width, connected by first and second side edges, extending in the direction of the length. Each foot board has a reverse or zero camber with the underside having a generally flat or convex central portion and upwardly and outwardly extending end portions. The end portions expand from the central portion to the first and second end edges. The reverse or zero camber acts to lift the end portions off of the riding surface during use thereby improving performance of the personal transportation device. The central portion comprises a foot/binding region directly beneath the boot binding assembly and spaced apart from the end portions.

In some examples, the boot binding assembly comprises an adjustable position binding assembly placeable in first and second positions, the first position oriented generally parallel to the length and the second position oriented generally parallel to the width. In some examples, the central portion has a convex v-shape region creating a vertex under the rider's foot. In some examples, the first side edges are configured to lie along a common side cut arc when the first end edge of the first foot board is positioned opposite the second end edge of the second foot board with the first and second end edges separated by a desired board spacing. Some examples include at least one rib extending from the underside and oriented generally parallel to the length. In some examples, the generally concave side edges comprise convex, grip-enhancing regions.

Some examples include a shock absorbing bumper along at least one of the end edges of at least one of the first and second foot boards. Some examples include a riding-surface-engaging projection extending from the circumferential edge when in a use condition, whereby walking-type travel is enhanced by the projection being engageable with the riding surface; the projection may extend from the side edge, whereby snowshoe-type travel, with the bindings place in the second position, is enhanced by the projection being engageable with the riding surface. In some examples, the projection is selectively placeable in the use condition. In some examples, the projection is movably mounted to the foot board. Some examples include attraction elements, for example, the magnets at chosen locations along the circumferential edges of the first and second foot boards to permit the first and second foot boards to be temporarily connected to one another. Some examples include repulsion elements at chosen locations along the circumferential edges of the first and second foot boards to cause the chosen locations along the first and second foot boards to repulse one another.

A second example of a personal transportation device, typically for use on a riding surface in snow conditions, includes first and second foot boards and a boot binding assembly at the top side of each foot board. Each foot board has a length and a width, the length being longer than the width and the length being no greater than 32 inches. Each foot board also has a top side and an underside and a circumferential edge joining the top side and the underside. The circumferential edge comprises first and second end edges, extending in the direction of the width, connected by first and second side edges, extending in the direction of the length. The end edges are generally convex edges and the side edges are generally concave edges. A shock absorbing bumper is along at least one of the end edges of at least one of the first and second foot boards. A boot binding assembly is at the top side of each foot board.

A method for moving over different riding surfaces under different snow conditions is carried out as follows. A downhill stance is selected for a first snow condition of a first riding surface. A foot is secured to the top side of each of the first and second foot boards, each foot board having a length and a width with the length greater than the width, so each of the rider's feet is generally aligned with the length of the foot board in the downhill stance. The rider then moves over the first riding surface in the downhill stance with the rider's feet pointed generally parallel to the length. A side-facing stance is selected for a second snow condition of a second riding surface. A foot is secured to the top side of each of the first and second foot boards so each of the rider's feet is generally aligned with the width of the foot board in the side-facing stance. The rider then moves over the second riding surface in the side-facing stance with the rider's feet pointed generally parallel to the width.

In some examples, the first and second foot boards having generally concave side edges extending generally parallel to the length and generally convex end edges extending generally parallel to the width, and each foot board has a reverse camber with the underside having a generally flat or convex central portion and upwardly and outwardly extending end portions extending from the central portion to the end edges. In some examples, the side facing stance moving step is carried out by alternatingly turning the rider's heels toward one another and the rider's toes towards one another thereby causing movement in the general direction of the width. In some examples, the downhill stance moving step is carried out with the toes of the rider's feet pointed forwardly and laterally outwardly and the rider's feet moving rearwardly and laterally outwardly in a generally ice skating type motion. In some examples, at least one riding-surface-engaging projection extends from at least one side edge, whereby walking-type travel is enhanced by the projection being engageable with the riding surface.

Other features, aspects and advantages of the present invention can be seen on review the drawings, the detailed description, and the claims which follow.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1A is an overall view of an example of a personal transportation device made according to the invention with an arrow indicating an optimal direction of travel (ODT), and with the boards longitudinally positioned with the binding assemblies in sideways facing stances.

FIG. 1B shows the personal transportation device of FIG. 1A with the boards laterally positioned with the binding assemblies in forward facing stances.

FIG. 2 illustrates overhead views of three different examples of boards made according to the invention.

FIG. 3 is a top, side perspective view of the leftmost board of FIG. 2 with key points labeled.

FIG. 4 provides top, side perspective views of three different examples of boards.

FIG. 5 illustrates a method for propulsion using a sideways facing stance.

FIG. 6 is a top plan view of an example of a foot board in which the foot board is wider at the forward end than at the aft end.

FIG. 7 is a top view of two longitudinally positioned foot boards illustrating side cuts with the center of the each side cut located at the midpoint of the side edge.

FIG. 8 is a top view similar to that of FIG. 7 but with the side cuts lying along a common side cut arc.

FIG. 9 is a top view of a foot board in which a portion of each of the side edges includes a convex, grip-enhancing region.

FIG. 10 is a side view illustrating an example of a reverse camber, also called a rocker shape.

FIG. 11 is a view similar to that of FIG. 10 but having a reverse camber with a v-shaped rocker shape.

FIG. 12 is a side view similar to that of FIG. 10 having a zero camber with a flat central portion.

FIG. 13 is a side view illustrating an example of a regular or positive camber.

FIG. 14 in a side view illustrating an example including a reverse camber zone and a regular, positive camber zone.

FIG. 15 is a simplified illustration showing a generally sinusoidal movement of the rider along a riding surface created by alternatingly turning the heels towards one another and turning the toes towards one another, combined with a twisting of the torso.

FIGS. 16A-16C show a bottom plan view, a side view and an enlarged view of a portion of the structure of FIG. 16B showing a single rib extending downwardly from the underside of the foot board.

FIGS. 17A-17C show a bottom plan view, a side cross-sectional view and an enlarged view of a portion of the structure of FIG. 17B showing two parallel ribs extending downwardly from the underside of the foot board.

FIGS. 18A-18C show a bottom plan view, a side view and an enlarged view of a portion of the structure of FIG. 18B showing four parallel ribs extending downwardly from the underside of the foot board.

FIGS. 19A-19C show a bottom plan view, a side view and an enlarged view of a portion of the structure of FIG. 19B showing six relatively short, parallel or aligned ribs extending downwardly from the underside of the foot board.

FIG. 20 illustrates an example of a board with a bumper system on multiple edges of the board.

FIG. 21 illustrates an example of a bumper system associated with two boards, designed to influence interaction between the two boards during tandem use.

FIG. 22 illustrates an example of a board with a basic cleat system.

FIG. 23 illustrates a foot board having four board mounts positioned along side edges 32, the board mounts used with, for example, the cleats of FIGS. 24-26.

FIGS. 24 and 25 show cleats mounted along the side edges of a foot board in outwardly extending surface-engaging positions for engagement with the riding surface and inwardly pivoted, non-engaging positions.

FIG. 26 shows an alternative example of a rail-type cleat in outwardly extending surface-engaging positions.

FIG. 27 shows a rotatable platform used to mount the bindings of FIGS. 1A and 1B to the foot board.

FIGS. 28 and 29 are exploded views of the structure of FIG. 27 showing the different components of the rotatable platform.

FIG. 30 shows a rider oriented with the sideways facing stance of FIG. 1A traversing through snow.

FIG. 31 illustrates several different use configurations of the personal transportation device of FIGS. 1A and 1B.

DETAILED DESCRIPTION OF THE INVENTION

The following description will typically be with reference to specific structural embodiments and methods. It is to be understood that there is no intention to limit the invention to the specifically disclosed embodiments and methods but that the invention may be practiced using other features, elements, methods and embodiments. Preferred embodiments are described to illustrate the present invention, not to limit its scope, which is defined by the claims. Those of ordinary skill in the art will recognize a variety of equivalent variations on the description that follows. Like elements in various embodiments are commonly referred to with like reference numerals.

FIGS. 1A and 1B illustrate an example of a personal transportation device 20 made according to the invention. Device 20 includes first and second foot boards 22 to which boot bindings 24, commonly referred to as bindings 24, are secured. Foot boards 22 are commonly referred to as simply boards 22. In the arrangement in FIG. 1A, the optimal direction of travel (ODT) 26 is considered to be along the longitudinal axis of the longitudinally positioned boards 22, that is with the leading edge 28 of the trailing board opposite the trailing edge 30 of the leading board. This arrangement is considered the sideways facing stance. In the arrangement in FIG. 1B, boards 22 are arranged with side edges 22 of the two boards 22 opposite one another so that the ODT 26 is also along the longitudinal axis of the laterally positioned boards 22. This arrangement is considered the forward facing stance.

Shape of the Boards

The invention is ideally embodied by two boards 22. Each board 22 is first described by a rectangle, with a length longer than its width. See three examples in FIG. 2. The maximum length of each of the boards 22 is preferably 32 inches. The longer edges along sides 32 are generally characterized as concave, and the shorter edges along the leading edge or tip 28 and along the trailing edge or tail 30 are typically not connected and are typically characterized as generally convex. The ODT is parallel to the longer, side edges 32, as shown in FIGS. 1A, 1B and 2 by the vector labeled ODT. FIG. 2 illustrates an overhead, plan view of various possible shapes of boards 22 that fit within this description.

There is an optimal area on the support surface 33 for riding, typically snow-covered ground, called the riding surface, but the entire length of the board 22 does not sit flat on this surface. As shown in FIG. 2, the rectangle that describes the board is defined by the Points 5, 6, 9 and 8 with the Center shown as Point 1. The edges defined by the line segments 5,2,8 and 6,3,9 are defined as concave with midpoints 2 and 3, respectively. The edges defined by the line segments 5,7,6 and 8,10,9 are defined as convex with midpoints 7 and 10, respectively. The edge of each board nearest to the optimal direction of travel, as depicted as line segment 9, 10, 8 in FIG. 2, is termed the leading edge 28. The edge of the board furthest from the ODT, as depicted as line segment 5,7,6 in FIG. 2, is termed the trailing edge 30. The edges of the board perpendicular to the ODT, as depicted in line segments 5,2,8 and 6,3,9 in FIG. 2, are termed the side or concave edges 32.

Each board 22 has a topside 34 where the rider will interact with the board, and an underside 36 which interacts with the Riding Surface 33. The board 22 will have a thickness 38, typically a variable thickness, between the topside 34 and the underside 36 of the Board.

A conventional snowboard has what is termed a conventional camber because when no rider is standing on it, the middle of the board rises above the support surface 33 and the tip and tail rest upon the support surface and support the board. The amount of camber is typically a measurement of how high the center of the board is above the support surface in an unloaded condition. A snowboard would be considered to have a reverse camber if, when no rider is standing on it, the center of the board would rest on the support surface and the tip and/or tail of the board rises off of the support surface. Reverse camber would allow the weight of the user to be supported in the area under the feet closer to the center of the board, instead of in areas toward the tip and tail as with conventional camber on conventional snowboards.

The line 2, 1, 3 in FIG. 3 divides the board in half. The Underside 36 of the Board 12 contains a plane defined by points 2, 1, 3, 12, 4, 11, 2 that sits generally flat on the riding surface. However, the Underside 36 of the Board 12 also contains a set of points, of which 4 is an example, between the line segment 2, 1, 3 and the convex edge of the width described by line segment 5, 7, 6, at which the slope of the Underside of the Board through point 4 with respect to the Riding Surface—and all points between point 4 and the edge 5, 7, 6—are greater than zero. The board 22 on both sides of the line 2, 1, 3 conforms to this design. This spatial characteristic, that is a convex underside 36, is also known as reverse camber. This characteristic facilitates many of the benefits of this device, including the ability to generate momentum, and rideabilty and maneuverability in powder, loose snow, artificially-maintained snow and ice. Regular camber, reverse camber and a zero camber are discussed in more detail below with reference to FIGS. 10-13.

FIG. 3 further illustrates that each board is divided into four quadrants by the line through the Center (Point 1) parallel to the ODT (line segment 7, 1, 10) and the line through Point 1 perpendicular to the ODT (line segment 2, 1, 3). These four quadrants need not be symmetrical but all conform to the aforementioned criteria. FIG. 4 illustrates possible embodiments of the reverse camber spatial design. The two boards 22 for a device 20 need not be identical to or mirror images of one another.

Boards 22 can take several different shapes depending on the performance characteristics desired. The following describes several examples with different shapes and features, and also describes how these various embodiments may be used to achieve desired performance capabilities for the device.

The Forward and Aft Sections

The center line 2, 1, 3 shown in FIG. 2 divides the board 22 widthwise at its midpoint. The portion of the board on the Leading Edge 28 side of the center line is termed the Forward Section 40, while the portion of the board on the Trailing Edge 30 side of the center line is termed the Aft Section 42. The boards may be designed with a wider Forward Section 40 and a narrower Aft Section 42. This configuration provides the rider with an improved ability to stay afloat and avoid losing momentum in powdered conditions. It also allows greater ease in initiating turns and carving. The boards may also be designed with a wider Aft Section 42 and a narrower Forward Section 40. It may be particularly desirable for a pair of boards to be constructed so that one of the boards has a narrower Forward Section 40 and wider Aft Section 42, while the other board has a narrower Aft Section 42 and a wider Forward Section 40. This would allow a rider utilizing a sideways-facing stance of FIGS. 1A and 5 to have the same riding experience whether riding the boards with the left foot forward (so-called “regular”) stance or the right foot forward (so-called “goofy”) stance.

Overall Board Length

The length of the boards 22 will typically vary in proportion to the size of the rider, as well as the desired performance characteristics. Taller riders will generally require longer boards, and longer boards will also often be preferred in powdered snow conditions. Shorter riders will generally require shorter boards, and shorter boards will also provide increased maneuverability when rapid or frequent turning is required, such as when navigating moguls, or when maneuvering between trees, slalom poles or other obstacles. Though each of the boards 22 will typically have a maximum length of 32 inches, and no minimum length, the presently preferred length of the boards is from 10-13 inches for children, 14-18 inches for adults between five and six feet tall, and from 18-24 inches for adults taller than six feet.

Board Side Cut

The longer side edges 32 of the boards 22 generally feature a concave shape, which is also known as a side cut 44, which aids the rider in making turns. The center of each side cut 44 can be at the midpoint of the edge of the board, or offset to the front or rear of the board. When shifting the center of the side cut to the Aft Section 42 of the board 22, the rider can more easily manipulate the board to turn.

The depth or degree of this side cut can vary with the desired performance characteristics. The shape of this side cut may also vary to create different turning capabilities. The leftmost example of foot board 22 in FIG. 2 illustrates a particular side cut and shape iteration with symmetrical Forward and Aft Sections. This embodiment, known as the “Twin Style,” allows the boards to be attached to either of the rider's feet, with identical results. That is, the boards would provide an identical riding experience no matter which foot is attached to which board and which of the rider's feet is leading in the rider's stance. The Twin Style also provides the identical riding experience whether the boards are ridden in the ODT 26 or opposite to the ODT; that is, the riding experience is the same whether the rider is using a regular (left foot forward) stance or a “goofy” (right foot forward) stance. The Twin Style thus provides the ability to switch easily between goofy and regular riding, and can also provide advantages when riding the boards in a skiing modality, that is with the downhill-facing stance of FIG. 1B. As shown in FIG. 7, the Twin Style features side cuts in which the center of each side cut 44 is located at the midpoint of the longer, side edges 32 of each board 22. This feature allows each board 22 to have a sharp turning radius consistent with each of its concave edges 32, and allows that board to turn independently along its edges.

However, this present invention also contemplates an embodiment known as the Tandem Style, in which that the longer, side edges 32 of the two boards 22 will be designed so the two boards turn together along a longer turning radius that is similar to that of a traditional snowboard. FIG. 8 illustrates the Tandem Style, in which each side cut 44 of each board is designed to lie along a common side cut arc 45 when separated by a desired board spacing 46. This allows each board to work as a part of a system with the analogous edge of the other board, so that the boards turn together in tandem along a turning radius that is analogous to a single, longer snowboard. Like the Twin Style, the Tandem Style also allows the rider to enjoy an identical riding experience whether using a regular or goofy stance. In some examples, the board spacing 46 maybe zero with the adjacent end edges joined using, for example, magnetic attraction as discussed with regard to FIG. 21.

In another embodiment, illustrated in FIG. 9, a central portion of the longer, side edges 32 of the boards 22 features a convex projection or bump 48 which provides an extra point of contact with the snow. This extra point of contact allows the rider to have more “grip” with the riding surface and exercise more control during turns. This projection may also improve the ability of the rider to generate momentum in the ODT. When the boards are angled or tilted into the Riding Surface 33 by lifting the rider's heel or toe, the projection described herein provides increased resistance perpendicular to the ODT. As explained below with respect to a method for generating momentum described herein, the rider may utilize resistance perpendicular to the ODT to create force or momentum in the ODT. This projection 48 will be located generally at the midpoint of each longer, side edge 32, to line up with the rider's heel and toe, but may be positioned in the Forward or Aft sections of the side edge if desired.

Board Camber

As described above, many of the benefits of device 20 are facilitated by a reverse or a zero camber shape. However, the present invention may feature camber that varies in amount and nature to enable use in different snow conditions. FIG. 10 illustrates a side view of an example of a foot board 22 in which the entire underside 36 is convex to define a reverse camber for the foot board. This shape is also known as a “rocker” shape 50. This rocker shape 50 allows for increased float in powdered snow conditions. The boards 22 discussed herein feature a shorter length and less surface area than conventional snowboards and skis, and thus require design innovations that prevent the boards from “sinking” and losing momentum in powder. The use of an underside to 36 with the smoothly curving reverse camber of the rocker shape 50 minimizes surface contact in powdered snow conditions, thereby facilitating the preservation of momentum and improving “float” in powder.

FIG. 11 illustrates a side view of a presently preferred embodiment of board 22 that features a type of reverse camber or rocker in which the underside 36 of the board 22 is not smoothly curving at its center and in the reverse camber shape of FIG. 10, but instead features a convex, v-shaped Rocker shape 54. The FIG. 11 embodiment of board 22 is also illustrated in FIG. 24. In this embodiment, the underside 36 of the board 22 extends upwardly off of the surface of the snow from the center of the board in the direction of both the Leading Edge and the Trailing Edge. TCenter portion 52 has a v-shape, creating a vertex under the rider's foot. This allows the board to “rock” back onto the rocker section on the Leading Edge side of the center vertex, or “rock” forward onto the rocker section on the Trailing Edge side of the center vertex, depending on how the rider shifts his or her weight. This embodiment allows for improved control in powdered snow conditions. This embodiment also minimizes surface contact in powdered snow conditions even further than any smoothly curving reverse camber shape such as shown in FIG. 10, thus allowing the boards to “escape” or rise out of powder as they travel through it. However, the boards may not be optimal in trick performance scenarios, in which boards with smoothly curving reverse camber may be preferable.

FIG. 12 illustrates a side view of a zero camber embodiment of board 22 featuring a flat center portion 52. With this example, the entire area under the rider's foot is flat. This zero camber rocker shape 50a would allow for maximum surface contact with the snow, which may improve maneuverability and performance in trick riding scenarios, such as when the rider is jumping onto and off of various objects.

FIG. 13 illustrates a side view of an embodiment of board 22 featuring regular or positive camber shape 55 over essentially the entire underside 36 of foot board 22. This shape is optimal in hard packed snow. In this design scenario, the boards will become flat when the rider's weight is placed on them. This maximizes the amount of contact between the boards and hard-packed snow and allows riders to easily jump or “pop” off of the snow or objects used in trick riding. In hard-packed snow conditions, regular camber shape 55 improves stability and allows the rider to maintain control at higher speeds.

FIG. 14 illustrates a side view of an embodiment of board 22 featuring a combination shape 57 including a reverse camber zone 56 and a regular, positive camber zone 58. This combination shape 57 is designed to allow the rider to move quickly through many different snow conditions. By placing the rider's weight over the regular, positive camber zone 58 of each board, this design allows the rider to flatten the Aft Section 42 of each board while lifting the Forward Section 40 of each board. This design scenario combines the stability of positive camber with the improved “float” of reverse camber for use in powdered snow conditions.

The undersides 36 of the boards 22 may thus be specially adapted to achieve various functions, including the ability to generate momentum, and rideabilty and maneuverability in powder, loose snow, artificially-maintained snow and ice. These various embodiments illustrate the adaptability and performance benefits enabled by the open architecture of this device. However, the device is not limited to the discrete embodiments detailed herein.

Riding in Snow

The rider's foot will be attached to the Topside 34 of the Board 22 by bindings 24. It may be preferable to place the binding 24 in the center of the Topside of each board. However, it may also be preferable to move bindings 24 towards the Forward 40 or Aft 42 Sections to achieve certain performance characteristics. The Underside 36 of the Board 22 will interact with the Riding Surface, such as snow or ice.

The boards 22 are typically optimized for travel in the ODT 26 along the length (see FIG. 2) in a certain direction. While riding in the ODT 26, the rider can apply the Concave Edges 32 of the board to the Riding Surface to derive force oriented towards the ODT. Friction along the Concave Edges 32 can also be used during the action of braking or turning, as is common to sports such as snowboarding or skiing.

The boards 22 are ordinarily used in tandem, one for each of the rider's feet. With the exception of the example of magnetic coupling discussed with regard to FIG. 21, the boards will not be physically connected in any way to one another. As shown in FIG. 1B, the feet may be placed in a downhill-facing stance with toes pointing in the ODT 26. This downhill riding style may allow for better navigation and better efficacy in powdered snow conditions, as parallel riding allows the rider to spread his weight across two parallel riding surfaces, rather than one. However, in FIGS. 1A and 5 a different usage paradigm is presented where a rider may orient their feet with the toes pointing approximately perpendicular to the ODT 26.

Generation of Momentum in Snow

The independence of the two boards allows for one particularly novel usage paradigm as illustrated in FIGS. 1A and 5. This system includes a specially-shaped platform designed to be combined with a method for the rider to efficiently generate momentum in the ODT when the rider is oriented with a sideways stance. A method for converting natural body motion into momentum in the optimal direction of travel is described, as follows:

As illustrated in FIGS. 5 and 15, the rider R stands on the boards 22 such that the axis described by the line from the rider's toe to the rider's heel is perpendicular to the ODT 26. From this sideways-facing stance, the rider may use an oscillatory motion to create momentum in the ODT. Either at rest or in motion, the rider begins to swing the arms from side to side and alternate between turning the heels towards one another and turning the toes towards one another. This body movement creates a periodic motion in the ODT that typically oscillates about an equilibrium position in the center of the rider's body. As shown in FIG. 15, the pattern of this movement is generally sinusoidal. As the rider turns the heels toward one another and carves the concave edges of the boards into the snow, the boards will begin moving away from one another at opposite vectors with respect to the ODT. The rider then swings his arms to torque his feet in the opposite direction, turning the toes towards one another. This motion will cause the boards to move back towards one another at opposite vectors with respect to the ODT, such that they will at some point be in line along the ODT, and then continue across it. By again turning the heels toward one another and swinging the arms, the rider brings the boards back toward the axis of travel, and repeats the process, generating a motion track as shown in FIG. 15. In this manner, the rider can use a natural twisting motion, swinging the upper body to torque the lower body, and use the force generated by the interaction of concave edges of the boards with the Riding Surface 33 to efficiently generate momentum. This method for propulsion will facilitate travel over a much broader range of terrain than any existing device.

In one embodiment of device 20, the method for propulsion described herein is facilitated by the placement of one or more ribs or ridges 60 along the Underside 36 of the boards 22. These ribs run along the Underside 36 of the boards 22 generally parallel to the ODT 26—that is, lengthwise—and project downward from the Underside of the boards with some material thickness, such as about 1/32 inch to ¼ inch. When the boards 22 featuring these ribs 60 are placed with the Underside 36 down on the Riding Surface 33, the ribs 60 project downward into the Riding Surface and provide the boards with additional resistance perpendicular or lateral to the ODT without hindering movement in the ODT. These ribs 60 will generally be rounded, both at the tips and along their length. The ribs 60 may also feature some flexibility to bend when force is applied to them, but with sufficient resilience to return to a neutral position when such force is removed. The method for propulsion described herein is facilitated by the additional lateral resistance provided by these ribs, as a rider using a sideways-facing stance may utilize this lateral resistance while traveling in the ODT to swing or “push off” laterally and direct the vector of such force in the ODT 26. The ribs 60 may also be useful in generating momentum for a rider using a downhill facing stance, as the rider may use the increased lateral resistance to push perpendicularly outward from the ODT 26 or “skate” to propel himself in the ODT. The ribs 60 are also useful when walking, running or climbing with this device 20 while the rider is using a sideways-facing stance of FIG. 1A. The rider may walk or run forward in an ordinary manner while the feet are attached to the boards 22, with the ribs 60 providing lateral resistance to prevent the boards from slipping on the Riding Surface 33.

As shown in FIGS. 16A-16C, the ribs 60 may vary in length and position on the Underside 36 of the boards. FIGS. 16A-16C illustrate an embodiment in which a single rib 60 runs along the Underside 36 of the board parallel to the ODT 26 in a centered position. As shown in FIG. 17A, the length of this rib generally approximates the length of the portion of the Underside 36 of the board 22 that remains in contact with the Riding Surface 33 with the board is placed flat on its Underside. FIGS. 16B, 16B, 16B and 16B illustrate the downward projection of the rib 60 for engagement with the Riding Surface 33. FIG. 18A illustrates an embodiment in which four such ribs 60 of similar length are evenly spaced and running parallel to the ODT 26 along the Underside 36 of the board 22. Increasing the number of ribs 60 will increase the lateral resistance perpendicular to the ODT 26. However, longer or more numerous ribs 60 may prevent the rider from carving smooth turns while riding with a sideways-facing stance. As shown in FIG. 19A, the ribs 60 may thus be shortened and may be placed in alternating or offset positions along the Underside of the board. The embodiment shown in FIG. 19A features six ribs 60 of varying length and positioning. The ribs 60 in this embodiment are specially placed to provide increased lateral resistance when performing the method for propulsion claimed herein, while remaining unobtrusive to motion in the ODT 26 and, in particular, downhill riding. Though the features described herein facilitate a particularly novel method of propulsion when using a sideways-facing stance, this device is optimally used to generate force in any stance. As described above, a rider using a downhill-facing stance may tilt the boards laterally to dig the ribs or the concave edges of the boards 22 into the Riding Surface 33, and then push off laterally from the ODT 26 to generate force in the ODT, such as in the motion of skating on ice. Both the concave edges 32 and the ribs 60 described in this section may also be used to apply braking force in the direction opposite to the ODT 26 when the boards 22 are turned in a direction perpendicular to the ODT. The rider can thus apply force in any direction relative to the ODT.

Bumper System

The fact that the boards 22 will not be physically connected in any manner means that, during use, there may be an interaction between the edges of the boards. Potential damage from such interaction can be prevented by dispersing the force of impact across the mass of the board using a structure, typically referred to in this application as a bumper 62. Bumper 62 can be manufactured out of resilient, shock absorbing materials such as rubber or plastic that have the tendency to dampen or disperse the force of impact. The bumper can also be made out of non-resilient, shock absorbing materials, such as a liquid-filled tubular structure with flow restrictions along its length; after impact such a bumper would return to its original state but typically not as quickly as a resilient shock absorbing material. Bumpers 62 may be used on a single edge of the board 22 or, as shown in FIG. 20, on two edges of a board. Bumpers 62 may also be used on the side edges 32 in addition to or instead of on the end edges 28, 30.

The side edge bumper system is designed to facilitate the method of propulsion through snow claimed herein, in which in the course of the rider engaging in this motion, the two boards may infrequently interact or collide. The bumpers allow the two inner, opposed side edges 22 of the rider's boards to touch, scrape or bump without causing the rider to fall or lose stability. This system can also stabilize the interaction between the edges, and allow the edges to rest against one another during riding.

Attraction or Repulsion System

In another embodiment, interaction is encouraged between edges of the board by use of attractive elements, or discouraged by use of repulsive elements, such as magnets in either case. In reference to FIG. 21, an embodiment is illustrated wherein one of edges 28 or 30 will contain a magnetic material, such as a magnet 64, such as those commonly made of neodymium iron boron, ferrite, samarium cobalt or alnico. The other of edges 28 or 30 will contain a magnetic material 65 attracted to the magnet 64, such as a magnet having an opposite polarity or, as in this example, a magnetic material such as iron. When the rider's feet are brought together as indicated in FIG. 10 such that, in this example, the right edge 30 of the left-foot board and the left edge 28 of the right-foot board approach one another, the magnetic force between the bumpers 64, 65 will draw them together so that they are joined by the magnetic force. This will allow the rider to experience a single-board riding style similar to that of snowboarding. This magnetic force will be strong enough to bond the boards when desired by the rider, but also weak enough that the rider may easily disengage, either in transit or at rest, by pulling his feet apart if the rider wishes to, for example, perform a momentum-generating motion, experience the tighter turning associated with riding two separate boards, or walk, climb, or run through snow.

In a further embodiment of a magnetic system, the bumper containing the magnet may feature a mechanical switch that allows the rider to neutralize the magnetic attraction and prevent the rider's two inner edges from being attracted to one another. This switch could operate by inserting a blocking material in between the magnetic materials 64, 65. The switch could also operate by inserting a pin into a magnetic coil, thereby completing the magnetic circuit and preventing the magnet from attracting the iron core in the inner edge of the second board. This switch will allow the rider maximum flexibility to ride without any magnetic interaction by blocking the magnetic device, or by allowing the rider to engage the boards as desired by flipping the switch and removing the blocking device. The switch may be mounted on the board 22, or it may be a wireless switch with a remote actuator carried by the rider.

In another embodiment the magnetic materials 64, 65 are polarized in the opposite direction, thus acting to repel one another. This repulsion system is designed to prevent the inner edges of the boards from colliding. When magnetic materials 64, 65 include two permanent magnets, one of the magnets may be rotated or otherwise moved to reverse the polarity to allow the user to have a repulsive force between magnetic materials 64, 65 or attractive forces between the magnetic materials. The same option can be achieved using an electromagnet for at least one of the magnetic materials 64, 65

Walk, Hike or Climb in Snow

Aside from the common use of riding in snow, such as with skiing or snowboarding, the personal transportation device 20 is suitable for walking, hiking or climbing in snow or ice. When the rider is oriented with a sideways-facing stance as shown in FIG. 1A, the Concave Edges 32 of the boards 22 closest to the rider's toes can be used to enable climbing. The rider can tilt his feet such that the heels are off the Riding Surface and the toes are tilted down toward the Riding Surface. The rider can then walk, run, or hike forward, using the toe-side Concave Edges for traction.

Apparatuses such as cleats 66 or other riding surface engaging projections including, for example, teeth or jaws, may be added to the Topside 34 of the Board 22, as shown in FIG. 22. Cleats 66 will be located at the outermost side edges 32 of the boards 22, which are typically raised off of the surface of the snow or other riding surface due to the reverse camber design. Thus, the cleats 66 should not negatively impact riding ability when the boards are not being used for walking or climbing.

The cleats 66 could be designed to be removable and replaceable or to be moved, such as using a twisting, rotating or sliding movement, into a projecting, use state from a non-projecting, refracted or hidden state. For example, the cleat system may also be designed to pivot about a hinge attached to the board, so as to be flipped out when needed for climbing, but flipped in when not needed, such as in a riding situation. The cleats 66 of FIG. 22 may retract by a sliding mechanism, not shown, when not in use. These cleats may pop or slide out from their housings via a common switch, not shown.

FIGS. 24-25 illustrate another embodiment of this cleat system. FIG. 24 illustrates board mounts 68 for cleats 66 that affix to the Topside 34 of the boards 22 and allow the cleats to flip or fold out from each board 22. FIG. 24 illustrates how pointed or spiked cleats 66 may be attached to these mounts 68 in an extended position so that they engage with the riding surface 33. FIG. 25 illustrates how these cleats 66 may be disengaged from the riding surface by flipping or folding back onto the Topside 34 of the board 22. FIG. 26 illustrates how longer cleats or rails 66 may be attached to the mounts 68 shown in FIG. 23, which rails are parallel to the ODT. These longer cleats 66 of FIG. 26 may be preferable to the smaller spike cleats 66 of FIGS. 24 and 25 because they allow additional grip when engaged with the riding surface for steeper or more slippery conditions. These rails 66 of FIG. 26 may also aid in the generation of momentum described herein, in which resistance perpendicular to the ODT 26 is desired, while allowing movement parallel to the ODT. The cleats 66 may be engaged or disengaged simultaneously by use of a common switch, not shown.

Though these FIGS. 22, 24, 25 and 26 illustrate cleats 66 affixed to the longer, side edges 32 of the boards 22, finding particular utility for climbing with a sideways-facing stance, cleats 66 could also be affixed to the Leading Edges 28 of each board 22, to allow climbing with a downhill-facing stance. The boards 22 will also easily accommodate covers or other apparatuses designed to wrap around or otherwise be positioned on the Underside 36 of the Board 22, such as malleable skins, to assist with climbing or scaling uphill terrain. The ability to walk and climb, along with the ability to generate momentum, will allow riders to use personal transportation device 20 for cross-country riding, as the boards 22 can traverse a much wider range of snowy terrain, whether downhill, flat or uphill, making them significantly more versatile than snowboards, skis or existing single foot snowboards. A rider can also get a running start on flat ground before jumping and turning in the air into a riding stance prior to landing, engendering a seamless transition from walking to riding.

Rotating Bindings

In another embodiment of personal transportation device 20, special mountings will be attached to the boards that allow the rider to easily rotate the rider's orientation relative to the ODT. FIGS. 27-29 illustrate a foot board 22 comprising a rotating attachment platform 72, to which a binding 24 may be attached, or which attaches directly to the rider's boot. In the latter case platform 72 acts as the binding. The combination of bindings 24 and platform 72 is sometimes referred to as binding assembly 73. The attachment platform 72 can be locked in position or released, such that the rider will be able to easily rotate the platform 72 at least 90 degrees, and preferably 360 degrees, with respect to the board, thereby varying the orientation of his foot.

In one embodiment, illustrated in FIGS. 27-29, the platform 72 includes two plates 74, 76. The lower plate 76 attaches directly to board 22 via either a conventional mounting configuration or a custom mounting configuration. A custom mounting configuration, such as the one illustrated in FIGS. 27-29, includes a mounting post 78 extending upwardly from the Topside 34 of the board 22, may be preferable because it can allow the boards 22 to be thinner and have greater flexibility without the inserts required to construct conventional snow boards with conventional binding mounts. The upper plate 74 is fixed in a chosen orientation with respect to the lower plate 76 via one or more plungers 80 that run through the upper plate 74 into one or more holes 82 in the lower plate 76. Upon the application of sufficient upward force to pull pins 86 of the plungers 80, the plungers are disengaged from their respective holes 82 in the lower plate 76, releasing the upper plate 74 and allowing it to rotate freely with respect to the lower plate 76. Once the desired position of the upper plate 74 is achieved, the pull pins 86 may be released and the plungers 80 extended into the corresponding holes 82 in the lower plate 76, thus locking the upper plate 74 into a fixed position with respect to the lower plate 76. The upper plate 74 features conventional mounting holes or cavities 84 that enable a binding 24 to be mounted to it.

The upper plate 74 is supported on lower plate 76 by one or more sets of ball bearings 88 to allow the upper plate 74 to rotate smoothly over the lower plate 76. In this example, two concentric sets of ball bearings 88 are located on the lower plate 76 in circular patterns. The upper plate 74 has two concentric, circular grooves formed in its lower surface 90 to create paths for the two sets of ball bearings 88.

In another embodiment of this rotating attachment platform 72, when unlocked by the use of a switch, not shown, the platform 72 will not disconnect completely from the board, but will be mounted on a spring that allows the binding to “pop out” when the switch is depressed, and freely rotate 360 degrees without detaching from the board. This platform will allow the rider to re-engage or fix his boot or binding at the desired rotational angle by pressing the foot down towards the board and re-engaging the switch.

FIGS. 1A and 1B illustrate bindings 24, exterior to the rider's boot, attached to the rotating attachment platforms 72, not shown in FIG. 1, to facilitate various riding styles and orientations. FIGS. 1A and 1B illustrate bindings attached to the attachment platform and oriented for a sideways-facing stance with the binding 24 oriented generally perpendicular to the ODT 26. FIG. 5 illustrates a sideways-facing stance in a system to convert natural body motion into momentum in the optimal direction of travel. FIG. 1 illustrates bindings 24 attached to the attachment platform and oriented for a downhill-facing stance with the bindings 24 oriented generally parallel to the ODT 26. The adjustable position attachment platforms 72 permit the user to orient the bindings 24 at a position generally parallel to the length and at a position generally parallel to the width, or other positions as desired. Instead of using rotating attachment platforms 72 with bindings 24, conventional adjustable rotary position bindings, such as shown in U.S. Pat. Nos. 5,667,237; 5,577,755; 5,586,779; and 5,897,128, or unconventional adjustable position bindings, may be used. The disclosures of these patents relating to adjustable rotary position bindings are incorporated by reference. In the disclosed example, binding assembly 73 is mounted to the top side 34 of foot board 22. In other examples the boot binding may be integrated into foot board 22, or integrated into the rider's boot. In any event the boot binding would be at the top side 34 of foot board 22.

In Use

In use, using personal transportation device 20, the rider can move over different riding surfaces under the same or different snow conditions. One way to do so is to select a downhill stance for a first snow condition of a first riding surface. Each foot is then secured to the top side 34 of each of the first and second foot boards 22 using binding assemblies 73. Each foot board 22 has a length and a width with the length greater than the width. Platform 72 of binding assembly 73 is oriented so that each of the rider's feet is generally aligned with the length of the foot board 22 in the downhill stance; this orientation is shown in FIG. 1B. The rider then moves over the first riding surface in the downhill stance with the rider's feet pointed generally parallel to the length. A side-facing stance is selected for a second snow condition of a second riding surface. Platform 72 of binding assembly 73 of each personal transportation device 20 is oriented so that each of the rider's feet is generally aligned with the width of the foot board in the side-facing stance of FIG. 1A. The rider then moves over the second riding surface in the side-facing stance with the rider's feet pointed generally parallel to the width. The motions used can be those discussed above with regard to FIG. 5. FIG. 30 shows a rider oriented with the sideways facing stance of FIG. 1A traversing through snow.

FIG. 31 illustrates several different usage paradigms of the personal transportation device 20 that are facilitated by the use of a rotational binding system.

Additional Benefits

Increased Stability

The fact that riders using personal transportation devices 20 will have their weight on two edges during most riding will significantly improve stability and safety over a snowboard, thus alleviating snowboarding's most significant safety issue—its reliance on only one edge at a time. Riders of the device 20 will be able to ride flat on the boards 22 if desired, as they will not have to guard against catching their lone edge on the snow. This will result in considerable conservation of energy and prevention of falls and injury.

Improved Ease of Use with Chairlifts

Personal transportation device 20 will be far more convenient for use when boarding or disembarking from chair lifts. Because both feet are not attached to a single board, as with an ordinary two foot snowboard, the rider will not be forced to detach at least one foot from the board prior to boarding a chairlift. Instead, the rider will have two means for navigating through the lift line prior to boarding. The first means will be to use one of the method for self-propulsion, described herein especially with regard to FIG. 5, to progress through the lift line. The second means will be to walk, hike or climb through the line, as also described herein. The rider will then be able to ride the chair lift while experiencing equal weight on each leg, relieving the disproportionate stress engendered by snowboarding. Finally, the rider will be able to easily disembark from the lift using an ordinary riding motion, as both feet will remain attached to their respective boards throughout the lift process.

Improved Portability

At least some embodiments of device 20 will result in improved portability. FIG. 3 illustrates one embodiment of the foot board 22. The board 22, in this example, has a length of 19 inches (from leading edge 28 to trailing edge 30) and a width of 11¾ inches at the widest (line segments 8, 9 and 5, 6) and 10 inches at the narrowest (line segment 2, 3). The Underside 36 of the Board 22 at both the Leading Edge 28 and the Trailing Edge 30 rises off the Riding Surface by 1½ inches. The Board 22 is about ½ inch thick. Therefore, when are a pair of boards 22 are placed bottom to bottom, the boards will fit in a box that is approximately 5 inches high by 19 inches long by 11¾ inches wide. These boards 22 will be smaller, significantly lighter and more portable than skis or snowboards. The smaller size of the boards will make traveling with the device must easier than existing personal transportation devices for snow. They will also reduce the impact of the boards on the snowy terrain. Common belief is that snowboards, especially when ridden by more inexperienced riders, tend to scrape significant amounts of snow off of the slopes in an undesirable manner. This degrades the riding experience for subsequent riders on the same slope. This problem will be alleviated by the embodiments described herein, which are expected to be significantly less erosive.

Aerial Versatility

The fact that the feet will be independent from one another while attached to foot boards 22 will allow for an entirely new range of aerial tricks to be performed by riders, in addition to those traditionally performed with snowboards and skis. The shape of the boards facilitates certain stunts and tricks, such as rail slides and nose grinds, because of the reduced surface area that comes into contact with the box or rail. The magnetic attraction system described herein can be utilized to increase the range of aerial tricks available to a rider, as well. For example, a rider could approach a ski jump with the two boards unbonded, but then bring the boards together while airborne and land with the boards in a bonded position. Likewise, the rider could take off with the boards in a bonded position and then disengage the boards while airborne and land with his feet separated. The magnetic bumper system will thus allow riders to increase the difficulty level and thus the dramatic impact of their tricks.

The individual taking off from a ski jump can also rotate bindings 24 relative to ODT 26 while in air, thus to provide the visual effect that the boards are spinning on their axis, as one would commonly see in the hubcaps referred to as “spinners.” The rider can then re-engage the bindings to allow them to land the jump and ride out.

The above descriptions may have used terms such as above, below, top, bottom, over, under, et cetera. These terms may be used in the description and claims to aid understanding of the invention and not used in a limiting sense.

While the present invention is disclosed by reference to the preferred embodiments and examples detailed above, it is to be understood that these examples are intended in an illustrative rather than in a limiting sense. It is contemplated that modifications and combinations will occur to those skilled in the art, which modifications and combinations will be within the spirit of the invention and the scope of the following claims.

Any and all patents, patent applications and printed publications referred to above are incorporated by reference.

Claims

1. A personal transportation device typically for use on a riding surface in snow conditions comprising:

first and second foot boards, each foot board comprising: a length and a width, the length being longer than the width, the length being no greater than 32 inches; a top side and an underside; a circumferential edge joining the top side and the underside, the circumferential edge comprising first and second end edges, extending in the direction of the width, connected by first and second side edges, extending in the direction of the length; each foot board having a reverse or zero camber with the underside having a generally flat or convex central portion and upwardly and outwardly extending end portions extending from the central portion to the first and second end edges, said reverse camber acting to lift the end portions off of the riding surface during use thereby improving performance of the personal transportation device; and the underside comprising a weight bearing region, the central portion effectively constituting the entire weight bearing region;

a boot binding assembly at the top side of each foot board; and

the central portion comprising a foot/binding region directly beneath the boot binding assembly and spaced apart from the end portions.

2. The device according to claim 1, wherein the boot binding assembly comprises an adjustable position boot binding assembly placeable in first and second positions, the first position oriented generally parallel to the length and the second position oriented generally parallel to the width.

3. The device according to claim 1, wherein the underside of each foot board is convex to define a reverse camber for the foot board.

4. The device according to claim 3, wherein the central portion has a convex v-shape region creating a vertex under the rider's foot.

5. The device according to claim 1, wherein the first side edges are configured to lie along a common side cut arc when the first end edge of the first foot board is positioned opposite the second end edge of the second foot board with the first and second end edges separated by a desired board spacing.

6. The device according to claim 1, further comprising at least one rib extending from the underside and oriented generally parallel to the length.

7. The device according to claim 1, wherein the length is no greater than 24 inches.

8. The device according to claim 1, wherein the length is between 10-24 inches.

9. The device according to claim 1, wherein the end edges are not concave edges and the side edges are generally concave edges.

10. The device according to claim 1, wherein the side edges are generally concave edges.

11. The device according to claim 10, wherein a portion of the generally concave side edges comprise convex, grip-enhancing regions.

12. The device according to claim 1, further comprising a shock absorbing bumper along at least one of the end edges of at least one of the first and second foot boards.

13. The device according to claim 2, further comprising a riding-surface-engaging projection extending from the circumferential edge when in a use condition, whereby walking-type travel is enhanced by the projection being engageable with the riding surface.

14. The device according to claim 13, wherein the projection extends from the side edge, whereby snowshoe-type travel, with the bindings place in the second position, is enhanced by the projection being engageable with the riding surface.

15. The device according to claim 13, wherein the projection is selectively placeable in the use condition.

16. The device according to claim 15, wherein the projection is movably mounted to the foot board.

17. The device according to claim 1, further comprising attraction elements at chosen locations along the circumferential edges of the first and second foot boards to permit the first and second foot boards to be temporarily connected to one another.

18. The device according to claim 1, further comprising repulsion elements at chosen locations along the circumferential edges of the first and second foot boards to cause the chosen locations along the first and second foot boards to repulse one another.

19. A personal transportation device typically for use on a riding surface in snow conditions comprising:

first and second foot boards, each foot board comprising: a length and a width, the length being longer than the width; the length being no greater than 32 inches; a top side and an underside; a circumferential edge joining the top side and the underside, the circumferential edge comprising first and second end edges, extending in the direction of the width, connected by first and second side edges, extending in the direction of the length; the end edges being generally convex edges and the side edges being generally concave edges; and a shock absorbing bumper along at least one of the end edges of at least one of the first and second foot boards; and

a boot binding assembly at the top side of each foot board.

20. The device according to claim 19, wherein each foot board has a reverse or zero camber with the underside having a generally flat or convex central portion, said reverse camber acting to lift the end portions off of the riding surface during use thereby improving performance of the personal transportation device.

21. The device according to claim 19, further comprising a riding-surface-engaging projection extending from the circumferential edge when in a use condition, the projection being selectively placeable in the use condition, whereby walking-type travel is enhanced by the projection being engageable with the riding surface.

22. The device according to claim 21, wherein the projection extends from the side edge, whereby snowshoe-type travel, with the bindings place in the second position, is enhanced by the projection being engageable with the riding surface.

23. The device according to claim 19, further comprising at least one rib extending from the underside and oriented generally parallel to the length.

24. A personal transportation device typically for use on a riding surface in snow conditions comprising:

first and second foot boards, each foot board comprising: a length and a width, the length being longer than the width, the length being no greater than 32 inches; a top side and an underside; a circumferential edge joining the top side and the underside, the circumferential edge comprising first and second end edges, extending in the direction of the width, connected by first and second side edges, extending in the direction of the length; each foot board having a reverse or zero camber with the underside having a generally flat or convex central portion and upwardly and outwardly extending end portions extending from the central portion to the first and second end edges, said reverse camber acting to lift the end portions off of the riding surface during use thereby improving performance of the personal transportation device; the underside comprising a weight bearing region, the central portion effectively constituting the entire weight bearing region; a shock absorbing bumper along at least one of the end edges of at least one of the first and second foot boards; a riding-surface-engaging projection extending from the circumferential edge when in a use condition, the projection being selectively placeable in the use condition, whereby walking-type travel is enhanced by the projection being engageable with the riding surface; at least one rib extending from the underside and oriented generally parallel to the length; and the side edges being generally concave side edges, the generally concave side edges comprising convex, grip-enhancing regions; and

a boot binding assembly at the top side of each foot board.

25. The device according to claim 24, wherein the entire underside of each foot board is convex to define a reverse camber for the foot board.

26. A method for moving over different riding surfaces under different snow conditions comprising:

selecting a downhill stance for a first snow condition of a first riding surface;

securing a foot to the top side of first and second foot boards, each foot board having a length and a width with the length greater than the width, so each of the rider's feet is generally aligned with the length of the foot board in the downhill stance;

moving over the first riding surface in the downhill stance with the rider's feet pointed generally parallel to the length;

selecting a side-facing stance for a second snow condition of a second riding surface;

securing each foot to the top side of the first and second foot boards so each of the rider's feet is generally aligned with the width of the foot board in the side-facing stance; and

moving over the second riding surface in the side-facing stance with the rider's feet pointed generally parallel to the width.

27. The method according to claim 26, wherein the second securing step is carried out with the first and second foot boards having generally concave side edges extending generally parallel to the length and generally convex end edges extending generally parallel to the width, and each foot board having a reverse or zero camber with the underside having a generally flat or convex central portion and upwardly and outwardly extending end portions extending from the central portion to the end edges.

28. The method according to claim 27, wherein the second moving step is carried out by alternatingly turning the rider's heels toward one another and the rider's toes towards one another thereby causing movement in the general direction of the width.

29. The method according to claim 27, wherein the first moving step is carried out with the toes of the rider's feet pointed forwardly and laterally outwardly and the rider's feet moving rearwardly and laterally outwardly in a generally ice skating type motion.

30. The method according to claim 27, wherein the second securing step is carried out with a riding-surface-engaging projection extending from at least one side edge, whereby walking-type travel is enhanced by the projection being engageable with the riding surface.

31. The method according to claim 26, wherein the first and second snow conditions are the same or different snow conditions and the first and second riding surfaces are the same or different riding surfaces.

32. The method according to claim 26, further comprising absorbing any impacts between opposed end edges of the first and second foot boards by a shock absorbing bumper along at least one of said end edges.

33. A method for moving over different riding surfaces under different snow conditions comprising:

selecting a downhill stance for a first snow condition of a first riding surface;

securing a foot to the top side of each of the first and second foot boards, each foot board having a length and a width with the length greater than the width, so each of the rider's feet is generally aligned with the length of the foot board in the downhill stance;

moving over the first riding surface in the downhill stance with the rider's feet pointed forwardly generally parallel to the length and laterally outwardly, the rider's feet moving rearwardly and laterally outwardly in a generally ice skating type motion;

selecting a side-facing stance for a second snow condition of a second riding surface;

securing a foot to the top side of each of the first and second foot boards so each of the rider's feet is generally aligned with the width of the foot board in the side-facing stance;

the second securing step being carried out with the first and second foot boards having generally concave side edges extending generally parallel to the length and generally convex end edges extending generally parallel to the width, and each foot board having a reverse or zero camber with the underside having a generally flat or convex central portion and upwardly and outwardly extending end portions extending from the central portion to the end edges;

moving over the second riding surface in the side-facing stance with the rider's feet pointed generally parallel to the width by alternatingly turning the rider's heels toward one another and the rider's toes towards one another thereby causing movement in the general direction of the width; and

absorbing any impacts between opposed end edges of the first and second foot boards by a shock absorbing bumper along at least one of said end edges.

34. The method according to claim 33, wherein the second securing step is carried out with a riding-surface-engaging projection extending from at least one side edge, whereby walking-type travel is enhanced by the projection being engageable with the riding surface.