Abstract:
This disclosure concerns wheels for industrial vehicles, including scissor lift vehicles and aerial platform vehicles. More particularly, this disclosure concerns a wheel fabricated with a substantially cylindrical wheel rim and a front face surface which includes a center hub section that is inwardly offset from the front edge by an amount and at an angle providing flexibility to recover from incidences that can damage the wheel.

Description:
CROSS-REFERENCE TO RELATED APPLICATIONS 
       [0001]    This application claims the benefit of and priority to U.S. Provisional Application Ser. No. 62/357,712, having the title “WHEEL FOR INDUSTRIAL VEHICLE,” filed on Jul. 1, 2016, the disclosure of which is incorporated herein in by reference in its entirety. 
     
    
     TECHNICAL FIELD 
       [0002]    This disclosure concerns wheels for industrial vehicles. More particularly, this disclosure concerns a wheel for scissor lift vehicles, aerial work platform vehicles, ground support equipment vehicles and similar industrial vehicles. 
       BACKGROUND 
       [0003]    Scissor lift and aerial platform vehicles are a type of industrial vehicle utilized in numerous interior and exterior applications to aid in reaching otherwise inaccessible areas. A scissor lift vehicle includes an extendable platform that can be extended vertically to a higher elevation. The wheels on such vehicles need to contribute to the maneuverability, mobility, and stability of the vehicle. Also such vehicles are often abused. For example, it is common that wheels on an industrial vehicle may be run into a curb or other obstacle or effectively dropped from a height for example by running the vehicle off of an incline or curb dropping to a lower surface rather abruptly and violently that can result in denting, bending or knocking out of round a conventional wheel. 
       SUMMARY 
       [0004]    The present disclosure presents a wheel design for a scissor lift, aerial platform vehicles, ground support equipment vehicles, and other industrial vehicles. The wheels on these vehicles must have the maneuverability to move to and accurately position at, under, or near the desired work location. For example, a scissor lift vehicle is designed to extend, generally vertically, to reach otherwise inaccessible areas, thus changing the center of gravity as the platform extends. The present wheel design provides improved stability and load transfer carrying capacity of the vehicle, as well as other industrial vehicles. Further, it can be advantageous that the wheel have the flexibility to survive the various abusive situations that can result in damaging a conventional wheel. 
         [0005]    Briefly described, the present disclosure provides a wheel to be used with an industrial vehicle. In one or more aspects, the wheel is configured to provide improved maneuverability and/or flexibility to recover from incidences that can damage the wheel, for example running into a curb, or dropping from a height. The wheel provides a light weight structure, having strength to flex on impact and resist bending, allowing it to return to its original shape after impact. In various non-limiting aspects, the wheel comprises a rim to be used with a rubber tire. The wheel can be a metal rim, for example a one piece metal wheel. The wheel can also be made of two or more pieces assembled together such as by welding. The vehicle can be an industrial vehicle such as a scissor lift, aerial work platform, forklift or other industrial vehicle. The wheel can be used for construction equipment, asphalt paving equipment airport ground support equipment and surface cleaning equipment vehicles. In an aspect, the wheel can be used on any industrial vehicle having a maximum speed of about 30 miles per hour. 
         [0006]    In an embodiment, a wheel for an industrial vehicle is provided. In any one or more aspects it can be formed or fabricated in one piece. In other aspects it can be formed of two or more pieces that can be assembled together, such as by welding the pieces together. The wheel can comprise a substantially cylindrical wheel rim including opposed first and second annular edges and a rim base there between, the rim base having a substantially planar cross-section; a hub aperture; a surface extending radially from the hub aperture to the first annular edge of the wheel rim; and a back flange formed extending inwardly from the second annular edge of the wheel rim, the back flange formed at an angle with respect to the rim base, wherein the surface comprises a center hub section about the hub aperture, a transition section extending outwardly from the center hub section, and an outer annular face section extending outwardly from the transition section to the first annular edge of the wheel rim, and wherein the wheel has a longitudinal axis passing through hub aperture, the longitudinal axis being parallel to the longitudinal axis of an axle to which the wheel is configured to be mounted and a center line passing vertically through a cross-section of the wheel, the center line being equidistantly spaced between the first and second annular edges. 
         [0007]    In any one or more aspects, the center hub section can have a substantially planar cross-section and the outer annular face section can have a substantially planar cross-section. The center hub section can have a substantially planar cross-section that lies on the vertical center line. The substantially planar cross-section of the center hub section and the substantially planar cross-section of the outer annular face section can be substantially parallel to each other, and the center hub section can be offset from the center line outwardly towards the outer annular face section or inwardly towards the back flange. The substantially planar cross-section of the center hub section can lie on the center line. The substantially planar cross-section of the outer annular face section or the substantially planar cross-section of the center hub section or both can be substantially perpendicular to the substantially planar cross-section of the rim base. The transition section can have a substantially planar cross-section. The transition section can extend outwardly from the center hub section at an angle B and the angle B can be in the range of about 20 to about 65 degrees with respect to the center line. The outer annular face section can extend outwardly from the transition section at an angle C and the angle C can be in the range of about 120 to about 165 degrees with respect to the center line. The center hub section can extend outwardly from the hub aperture at an angle A of substantially 90° with respect to the longitudinal axis. The wheel can comprise a concave step between the outer annular face and the wheel rim. The wheel can comprise a convex large radius section between the outer annular face and the wheel rim. The wheel can comprise an angled section between the outer annular face and the wheel rim. The wheel can be a one piece design that is formed by stamping a metal piece. The metal piece can be steel. In one or more aspects, the thickness of the metal piece can be in the range of about 2 mm to about 4-5 mm or more. In various aspects the thickness of the metal piece can be at least 3 mm. The wheel rim can be designed to receive and secure in place a tire. The angle between the wheel rim and the back flange can be an angle F in the range of anywhere between about 45 degrees to about 135 degrees (or 90° plus or minus 45° or less) with respect to a planar surface of the rim base or with respect to the longitudinal axis or both. The back flange can have a length that is at least twice the thickness of the back flange. The industrial vehicle can be selected from the group consisting of a scissor lift vehicle, an aerial platform vehicle and other industrial vehicles, such as ground support equipment. 
         [0008]    Other systems, methods, features, and advantages of the present disclosure for a wheel for industrial vehicles will be or become apparent to one with skill in the art upon examination of the following drawings and detailed description. It is intended that all such additional systems, methods, features, and advantages be included within this description, be within the scope of the present disclosure, and be protected by the accompanying claims. 
     
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
         [0009]    Many aspects of the disclosure can be better understood with reference to the following drawings. The components in the drawings are not necessarily to scale, emphasis instead being placed upon clearly illustrating the principles of the present disclosure. Moreover, in the drawings, like reference numerals designate corresponding parts throughout the several views. 
           [0010]      FIGS. 1A and 1B  illustrate a front view and a cross-sectional view, respectively, of a non-limiting embodiment of a wheel of the present disclosure. 
           [0011]      FIG. 2  is illustrates a cross-sectional view of an alternate embodiment with a basic corner profile at the first annular edge according to the present disclosure. 
           [0012]      FIGS. 3A and 3B  illustrate a front view and a cross-sectional view, respectively, of a non-limiting embodiment of a wheel of the present disclosure. 
           [0013]      FIGS. 4A and 4B  illustrate a front view and a cross-sectional view, respectively, of an embodiment of a wheel assembly, including the embodiment shown in  FIGS. 3A and 3B . 
           [0014]      FIG. 5  illustrates a cross-sectional view of an alternate embodiment with a flat rim with a step corner profile at the first annular edge according to the present disclosure. 
           [0015]      FIG. 6  illustrates a cross-sectional view of an alternate embodiment with a flat rim with a beveled angle corner profile at the first annular edge according to the present disclosure. 
           [0016]      FIG. 7  illustrates a cross-sectional view of an alternate embodiment with a flat rim with a large radius corner profile at the first annular edge according to the present disclosure. 
       
    
    
     DETAILED DESCRIPTION 
       [0017]    Described below are various embodiments of the present systems and methods for a wheel for industrial vehicles, such as a scissor lift wheel. Although particular embodiments are described, those embodiments are mere exemplary implementations of the system and method. One skilled in the art will recognize other embodiments are possible. All such embodiments are intended to fall within the scope of this disclosure. Moreover, all references cited herein are intended to be and are hereby incorporated by reference into this disclosure as if fully set forth herein. While the disclosure will now be described in reference to the above drawings, there is no intent to limit it to the embodiment or embodiments disclosed herein. On the contrary, the intent is to cover all alternatives, modifications, and equivalents included within the spirit and scope of the disclosure. 
         [0018]    The present wheel is designed to attach to the hub of an axle of a vehicle, in particular an industrial vehicle, and is formed in one piece having a unique look, flexibility and strength. In an aspect, the wheel can be for use on a scissor lift vehicle an aerial platform vehicle, or ground support equipment. The wheel has a front side which faces away from the vehicle and a back side that faces toward the vehicle. The wheel can be made from a metal material, such as steel or a high strength metal material. In some aspects, the metal can be steel or aluminum. In some aspects the high strength material can be an alloy, or a high strength composite material. In some aspects, the wheel can be formed by stamped metal, spun metal, cast metal, flow-formed, or other metal-metal working processes. In various aspects, the stamped metal can have a thickness in the range of about 2 mm or more, about 2.5 mm or more, or about 3 mm or more. In various aspects, the thickness of the stamped metal can have a thickness in the range of about 2 mm to about 6 mm, about 2.5 mm to about 5.5 mm, about 3 mm to about 5 mm, or anywhere in between. In any one or more aspects, the wheel diameter can be between 7 to 30 inches, and any range there between. For example, the wheel diameter can be between 8 to 30 inches, 9 to 30 inches, 10 to 30 inches, 12 to 28 inches, 14 to 26 inches, 16 to 24 inches, 18 to 22 inches, or about 20 inches. In other aspects, the wheel diameter can be greater than 30 inches. 
         [0019]    Referring now in more detail to the drawings, in which like numerals indicate like parts throughout the several views,  FIGS. 1A and 1B  illustrate an example of a wheel of the present disclosure. The wheel  20  includes a substantially cylindrical wheel rim  22  about the periphery of the wheel  20 . The wheel rim  22  includes a first annular edge  24  an opposed second annular edge  26 , and a rim base  48  there between extending from the first annular edge  24  to the second annular edge  26 . The wheel  20  also has a front face surface  28  and an opposed back flange  30 . The opposed back flange  30  extends inwardly from the wheel rim base  48  at the opposed second annular edge  26  towards an axle on which the wheel is configured to be mounted. The axle can have a longitudinal direction or axis  43 . 
         [0020]    The front face surface  28  includes an outer annular face section  32  extending inwardly from the first annular edge  24  of the wheel rim base  48  leading to a transition section  34 . Transition section  34  extends inwardly from the annular face section  32  to a center hub section  36  which is inwardly offset by an offset depth D from the annular face section  32  to the center hub section  36  by the transition section  34 . In various embodiments, the offset depth D of the center hub section  36  can be dependent on the specific use. In a non-limiting example, an industrial vehicle, such as a scissor lift vehicle, can require a specific wheel offset to meet the load transfer requirements as the vehicle platform extends. In some embodiments, the offset D is neutral at the wheel center line  37 , the wheel center line running vertically through a cross-section of the wheel and being located equidistantly between the first annular edge  24  and the second annular edge  26 . In other embodiments, the center hub section  36  is not neutral at the wheel center line  37  and, instead, can have an offset D closer to the annular face section  32  or closer to the back flange  30 . In some aspects where the offset D is not neutral to the center line  37 , the offset D can be plus or minus 30% of the distance between the center line  37  and either the annular face section  32  or the back flange  30  from the center line  37  towards either the annular face  32  or the back flange  30 , or less. As an example, for a wheel 4 inches wide between the annular face  32  and the back flange  30 , the offset D can be plus or minus 1, 2 inches, or less, from the center line  37  towards either the annular face  32  or the back flange  30 . In various embodiments, the wheel  20  can have an annular corner profile  50  (see, e.g.,  FIGS. 2, 3B, 5 and 6 ) at the first annular edge  24  and the face exterior edge  38 . 
         [0021]    The center hub section  36  extends outwardly from the longitudinal axis  43  at an angle A with respect to the longitudinal axis  43 . In an aspect, the angle A at which the center hub section  36  extends outwardly from the longitudinal axis  43  is substantially 90°. In any one or more aspects, the center hub section  36  can be substantially planar in cross-section, such as depicted in  FIG. 1B . In other aspects, the center hub section need not be substantially planar in cross-section and maybe non-planar in cross-section. In the case where the center hub section  36  is not substantially planar in cross-section, a line can be drawn from the point at which the center hub section  36  meets the hub aperture  42  to the hub perimeter  44  where the center hub section  36  meets the transition section  34 , and this line can be used to determine the angle A of the center hub section with respect to the longitudinal axis  43 . The center hub section  36  can contain bolt apertures  40  disposed radially about a hub aperture  42  within the center hub section  36 . In some embodiments, there can be at least 3 bolt apertures. In some aspects, the bolt apertures  40  can be chamfered at a specified angle (as seen, e.g., in  FIG. 1B ). In other aspects, the bolt apertures  40  can be flush with the center hub section  36  (as seen, e.g., in  FIG. 2 ). 
         [0022]    The front face surface  28  can continue from a perimeter  44  of the center hub section  36  through the transition section  34  to an interior edge  46  of outer annular face section  32 . The hub perimeter  44  thus provides a first transition angle B between center hub section  36  and transition section  34 , the interior edge  46  providing a second transition angle for transition section  34 . In any one or more aspects, the front face surface  28  can continue from the center hub perimeter  44  through the transition section  34  at an angle B that is less than 90° with respect to center line  37 . In various aspects, angle B can range from 15° to 60° or anywhere in between, for example from 20° to 55°, 25° to 50°, 30° to 45°, etc. 
         [0023]    In any one or more aspects of the various embodiments, transition section  34  can be a substantially planar in cross-section, such as depicted in  FIG. 1B . In any one or more aspects, the front face surface  28  can continue from the transition section  34  through the interior edge  46  of outer annular face section  32  at an angle C that is greater than 90° with respect to the planar cross-section of transition section  34 . In any one or more aspects, angle C can range from 120° to 165°, or anywhere in between, for example 125° to 160°, or 130° to 155°, etc., with respect to a planar face of the outer annular face section  32  parallel to the center line  37 . In any one or more aspects, each of the center hub section  36 , transition section  34  and the outer annular face section  32  can be substantially planar in cross-section that in conjunction with angles B and C can increase structural strength and load carrying capacity of the wheel. In other aspects, the transition section  34  and/or the outer annular face section  32  need not be substantially planar in cross-section and maybe non-planar in cross-section. In the case where the transition section  34  is not substantially planar in cross-section, a line can be drawn from the point at which the transition section  34  meets the hub perimeter  44  of the center hub section to where the transition section  34  meets the outer annular face section  32  at interior edge  46  which line can be used to determine the angle B. Similarly, in the case where the outer annular face section  32  is not substantially planar in cross-section a line can be drawn from the interior edge  46  to where the outer annular face section  32  meets the rim base  48  at the first annular edge  24  and this line can be used to determine the angle C of the outer annular face section  32  with respect to the transition section  34  and also the angle E of the outer annular face section  32  with respect to the rim base  48 . 
         [0024]    In any one or more embodiments, the interior edge  46  can be spaced inwardly from the outside diameter of the wheel  20  outer surface (namely, from the first annular edge  24 ) towards the longitudinal axis  43 . In various aspects, the outer annular face section  32  and the center hub section  36  can be substantially planar in cross-section, as shown for example in  FIG. 1B . The planar cross-section of the outer annular face section  32  can be substantially parallel to the planar cross-section of center hub section  36 . The planar cross-section of both the outer annular face section  32  and the center hub section  36  can be substantially perpendicular to longitudinal axis  43 . The planar cross-section of the outer annular face section  32  can be offset at the offset D from the planar cross-section of center hub section  36 . Rim base  48  continues from the outer annular face section  32  through first annular edge  24  at an angle E. In any one or more aspects, the rim base  48  can be substantially planar. In any one or more aspects, angle E can range from 90° plus or minus 10°; 90° plus or minus 8°, 90° plus or minus 6°, 90° plus or minus 5°, 90° plus or minus 4° or 90° plus or minus 3°. In an aspect angle E can be substantially 90°. The planar cross-section of the rim base  48  can be substantially perpendicular to the outer annular face section  32  and substantially parallel to longitudinal axis  43 . In other aspects, rim base  48  can be non-planar. For example, rim base  48  can have a drop towards the longitudinal axis  43  of anywhere from 3° to 10° from either or both first annular edge  24  or second annular edge  26  running towards the center of rim base  48 , for example to where the vertical center line  37  intersects rim base  48 . In such case, however, a planar line can be drawn between first annular edge  24  and second annular edge  26  and the angle E can be determined with respect to the plane defined by such planar line. 
         [0025]    In any one or more embodiments, the outer annular face section  32  can intersect at the first annular edge  24 , which can provide a corner profile  50  ( FIG. 2 ) in a basic configuration. In other embodiments, an annular corner profile  50  can be defined between the first annular edge  24  and the face exterior edge  38 . The rim base  48  can extend about 2 to 8 inches, and any range there between, from the first annular edge  24  back to the second annular edge  26  toward the vehicle. 
         [0026]    A back flange  30  extends inwardly from the second annular edge  26  of the rim base  48 . The back flange can provide resistance to bending of the wheel and add strength and support to the wheel. It can increase load carrying capacity and resistance to deflection without shape failure of the wheel. In any one or more aspects the back flange  30  can have a planar cross-section. The back flange  30  can be formed at an angle F with respect to a planar cross-section of the rim base  48 , a plane formed by a line extending from the first annular edge  24  and the second annular edge  26 , or with respect to the longitudinal axis  43 . In one or more aspects, the angle F can be about 90° with respect to the rim base  48 , said plane or the longitudinal axis  43 , being substantially perpendicular thereto. The angle F can be 90° plus or minus 45° (i.e., in the range of anywhere between about 45° to about 135°), or less, with respect to either the rim base  48 , said plane or the longitudinal axis  43 . For example, the angle F can be 90° plus or minus 42°, 90° plus or minus 40°, 90° plus or minus 38°, 36°, 34°, 32°, 30°, . . . or plus or minus 0° (i.e., about 48° to about 132°, about 50° to about 130°, about 52° to about 125°, . . . , etc.) with respect to the rim base  48 , said plane or the longitudinal axis  43 , extending generally inwardly toward the longitudinal axis  43  of the wheel  20 . 
         [0027]    In any one or more aspects, the length of the flange  30  extending inwardly from the rim base  48  can be twice the material thickness of the flange  30 . The length of the flange can be five to eight times the material thickness of the flange  30 . In some embodiments, the transition angles are distinct. In other embodiments, the transition angles have a radius of curvature (such as depicted by corner profile  50 ). In some aspects, the radius of curvature can be dependent on the size of the wheel and material thickness. As shown in  FIG. 1B , a tire  56  can be bonded or secured to the substantially flat rim base  48 . In other embodiments, a tire  56  can be mounted to or secured to a substantially flat rim base  48  and the annular corner profile  50  to form a wheel assembly. 
         [0028]    As depicted in the embodiments of  FIG. 1B  and  FIG. 2 , it can be seen that the cross-section of the wheel above the longitudinal axis  43  can be formed of sections that combine to form a question-mark in cross-section. In the embodiments depicted in  FIG. 1B  and  FIG. 2 , for example, a vehicle can be positioned to the left side of the wheel. It is possible, however, that the vehicle can also be positioned to the right side of the wheel depicted in  FIG. 1B  and  FIG. 2 , thus reversing the configuration of the wheel. 
         [0029]      FIG. 2  illustrates the cross-section of an e embodiment of a wheel  20  according to the present disclosure illustrating a corner profile  50  in a basic configuration at the first annular edge  24 . The outer annular face section  32  of the front face surface  28  meets the rim base  48  with a bend that can be about 90 degrees. The wheel can have an offset depth D, between the outer annular face section  32  of the front face surface  28  and the hub section  36 , as described above. In this example, the back flange  30  is extended with a locking feature or mechanism  31  that can be based on customer specific requirements. 
         [0030]    As depicted in  FIG. 2 , the embodiment therein can further vary in relation to the embodiment of  FIG. 1B  in regards to the angle B between the center hub section  36  and transition section  34  and also angle C between transition section  34  and outer annular face section  32 . In the embodiment of  FIG. 2 , angle B is greater that of the embodiment of  FIG. 1B , while angle C is less than that of the embodiment of  FIG. 1B . For example, in the embodiment depicted in  FIG. 2 , angle B and angle C can range as described above. 
         [0031]    In another non-limiting embodiment,  FIGS. 3A and 3B  illustrate an example of a wheel  20  formed with a hub aperture  42  in center hub section  36 . The wheel  20  continues along center hub section  36  outward from the hub aperture  42  to the center hub perimeter  44  and continues through a transition section  34  at an angle B about the center hub perimeter  44  ranging from about 20 degrees to about 65 degrees, and any range there between, to the interior edge  46  of the outer annular face section  32 . Outer annular face section  32  extends from interior edge  46  to a corner profile  50  from which rim base  48  extends. The interior edge  46  is spaced inwardly from the wheel rim base  48  of the rim  22  of the wheel  20 . In various aspects, the outer annular face section  32 , the transition section  34  and the center hub section  36  can each be substantially planar in cross-section, as shown for example in  FIG. 3B . The planar cross-section of the outer annular face section  32  can be substantially parallel to the planar cross-section of center hub section  36 . The cross-section of the center hub section  36  can be offset inwardly from the cross-section of the annular face section  32  at an off-set D as described above. 
         [0032]    In any one or more embodiments, a concave step can be formed in the corner profile  50  before turning from the outer annular face section  32  to the rim base  48 . The annular corner profile  50  can include a step  54  and have a shoulder  52 . In various aspects, shoulder  52  can be spaced about 1 to 2 inches from and generally parallel to the rim base  48  of wheel rim  22 . The step  54  can turn 90 degrees from shoulder  52  to form a step ring generally parallel to the face of the wheel  20 , before turning 90 degrees to the rim base  48 . The rim base  48  can extend about 2 to 8 inches away from the front face surface back toward the vehicle. A back flange  30  can extend from rim base  48  and be formed with a bend of about 60 to 100 degrees radially inward toward the hub aperture  42  of the wheel  20 . In some embodiments, the transition angles are distinct. In other embodiments, the transitions have a radius of curvature. 
         [0033]    Illustrated in  FIGS. 4A and 4B  is a non-limiting example of a complete wheel assembly according to various aspects of the present disclosure comprising the wheel  20 , a tire  56 , and locking hub attachment  58 . In this particular embodiment the tire  56  is configured to mate with the annular corner profile  50  of  FIGS. 3A and 3B . In any one or more embodiments, the wheel  20  can be attached to the hub of the axle of a vehicle at a hub aperture  42 . The wheel  20  can be secured to the vehicle using a locking hub attachment  58 , which can use a plurality of screws  60  to secure the locking hub attachment  56  in place. The example of  FIGS. 4A and 4B  depicts the embodiment of the wheel  20  of  FIGS. 3A and 3B . However, one skilled in the art will recognize the embodiment of  FIGS. 1A and 1B  and  FIG. 2  can also be used for the assembly along with a tire configured to mate with the surface of the rim  22 . 
         [0034]      FIG. 5  illustrates another example of a corner profile  50  of a step configuration for the present wheel  20  having a more rounded transition than that depicted in  FIG. 3B . This embodiment also illustrates a bolt aperture  40  which is flush to the surface and an extended back flange  30  as compared to the embodiments above.  FIGS. 6 and 7  similarly depict additional examples of corner profiles  50  with a beveled angle configuration and large radius configuration, respectively. One skilled in the art would recognize that a tire  56  can be bonded or secured to any of the embodiments shown in  FIGS. 5-7 . In other embodiments, a tire  56  can be bonded or secured to the substantially flat rim base  48  and the annular corner profile  50 , in a manner similar to that shown in the example of  FIGS. 4A and 4B . 
       Examples 
       [0035]    To test the improved flexibility provided by the present wheel, both a curb test and a drop test were conducted. The curb test was conducted by driving a scissor lift vehicle into a curb at least 3 inches tall at approximately a 45° angle. The vehicle was provided with a wheel as depicted in  FIGS. 1A and 1B . The wheel successfully absorbed the shock of being driven into the curb, flexing to absorb the impact, and subsequently returning to its original configuration. 
         [0036]    A drop test was also conducted. The drop test involved dropping an entire scissor lift vehicle from a height of approximately 12 inches above the ground onto all of its wheels and also again onto initially two of its wheels. In the drop test, all four of the wheels of the scissor lift vehicle were of the embodiment of  FIGS. 1A and 1B . The wheels successfully flexed to absorb the impact, returning to their original shape. 
         [0037]    It should be emphasized that the above-described embodiments are merely examples of possible implementations. Many variations and modifications may be made to the above-described embodiments without departing from the principles of the present disclosure. All such modifications and variations are intended to be included herein within the scope of this disclosure and protected by the following claims. 
       LIST OF PARTS 
       [0000]    
       
           20  wheel 
           22  wheel rim 
           24  first annular edge 
           26  second annular edge 
           28  front face surface 
           30  back flange 
           31  locking feature of back flange 
           32  outer annular face section 
           34  transition section 
           36  center hub section 
           37  wheel center line 
           38  face exterior edge 
           40  bolt apertures 
           42  hub aperture 
           43  center of wheel—longitudinal axis 
           44  center hub perimeter 
           46  interior edge 
           48  rim base 
           50  annular corner profile 
           52  shoulder 
           54  step ring 
           56  tire 
           58  locking hub attachment 
           60  screws