Patent Publication Number: US-2017367450-A1

Title: Spinner wheel assembly for a luggage case

Description:
TECHNICAL FIELD 
     The present disclosure relates generally to wheeled luggage articles, and more specifically to a spinner wheel assembly for a luggage case. 
     BACKGROUND 
     Wheeled luggage articles often include double caster spinning-type wheel assemblies to aid in maneuverability. Vertically orientated double casters, however, may not easily turn for lack of mechanical advantage. The casters may also create undesirable noise and may not track in a straight line. Furthermore, debris may become caught between the two wheels, thus reducing rolling efficiency. Previous attempts to solve the above problems typically include expensive and heavy ball bearings or bushings. Wheel assemblies having such ball bearings or bushings, however, can be both heavy and costly. 
     It is therefore desirable to provide an improved luggage article, and more specifically an improved luggage wheel assembly that addresses one or all of the above described problems and/or which more generally offers improvements or an alternative to existing arrangements. Because luggage is price and weight sensitive, creating smooth, efficient, lightweight, and cost effective wheels that perform better in both straight line tracking and also improved quietness is important. 
     Documents that may be related to the present disclosure in that they include various wheel assemblies include US20150150347, U.S. Pat. No. 8,533,908, US20080120803, U.S. Pat. No. 5,068,943, U.S. Pat. No. 4,752,986, EP0075456, U.S. Pat. No. 4,161,803, U.S. Pat. No. 3,922,754, FR2007012, GB928709, U.S. Pat. No. 1,936,701, U.S. Pat. No. 1,940,823, and GB239701. 
     SUMMARY 
     According to the present disclosure there is therefore provided a luggage wheel assembly as described below and defined in the accompanying claims. The present disclosure advantageously provides a dual caster spinner wheel assembly for a luggage case, the wheel assembly including wheels angled in a V configuration. The wheel assembly includes a cantilevered, rotatable strut or fork positioned between the wheels, the strut configured to angle the wheels in the V configuration with the axles of the wheels extending from at or near the terminal end of the strut. As explained in detail below, through use of angling the wheels in a V configuration, the wheel assembly provides improved straight line tracking, quietness, and stability, among others. 
     Embodiments of the present disclosure may include a spinner wheel assembly for a luggage case. The wheel assembly may include a housing, a support strut rotatably coupled to the housing about a spinner axis, and a plurality of wheels each rotatably coupled to the support strut about a wheel axis. Each wheel may be spaced away from the support strut. Each wheel may rotate in a plane positioned at an angle to at least one other wheel. 
     Embodiments of the present disclosure may include a spinner wheel assembly for a luggage case. The wheel assembly may include a housing, a support strut rotatably coupled to the housing about a spinner axis, and two wheels rotatably coupled to opposing sides of the support strut about respective wheel axes. The wheel axes may extend at an angle relative to each other. At least a portion of the wheels and the support strut may rotate within a recess defined within the housing. 
     Embodiments of the present disclosure may include a luggage article. The luggage article may include a luggage case including a plurality of panels defining a storage volume, a handle for holding and moving the case, and at least one spinner wheel assembly coupled to the case. Each spinner wheel may include a housing attached to at least one panel of the luggage case, a support strut rotatably coupled to the housing about a spinner axis, and a plurality of wheels each rotatably coupled to the support strut about a wheel axis. Each wheel may rotate in a plane at an angle to at least one other wheel. 
     Additional embodiments and features are set forth in part in the description that follows, and will become apparent to those skilled in the art upon examination of the specification or may be learned by the practice of the disclosed subject matter. A further understanding of the nature and advantages of the present disclosure may be realized by reference to the remaining portions of the specification and the drawings, which forms a part of this disclosure. One of skill in the art will understand that each of the various aspects and features of the disclosure may advantageously be used separately in some instances, or in combination with other aspects and features of the disclosure in other instances. 
    
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
       The description will be more fully understood with reference to the following figures in which components are not drawn to scale, which are presented as various embodiments of the disclosure and should not be construed as a complete recitation of the scope of the disclosure, characterized in that: 
         FIG. 1  is an isometric view of a luggage wheel assembly in accordance with some examples of the present disclosure. 
         FIG. 2  is a front elevation view of the luggage wheel assembly of  FIG. 1  in accordance with some examples of the present disclosure. 
         FIG. 3  is a side elevation view of the luggage wheel assembly of  FIG. 1  in accordance with some examples of the present disclosure. 
         FIG. 4  is a bottom plan view of the luggage wheel assembly of  FIG. 1  in accordance with some examples of the present disclosure. 
         FIG. 5  is a top plan view of the luggage wheel assembly of  FIG. 1  in accordance with some examples of the present disclosure. 
         FIG. 6  is a top front perspective view of the luggage wheel assembly of  FIG. 1  coupled to a luggage case in accordance with some examples of the present disclosure. 
         FIG. 7  is a bottom rear perspective view of the luggage wheel assembly of  FIG. 1  coupled to the luggage case of  FIG. 6  in accordance with some examples of the present disclosure. 
     
    
    
     DETAILED DESCRIPTION 
     Referring to  FIGS. 1-4 , a luggage wheel assembly  100  according to an embodiment of the present disclosure includes a housing  102 , a support strut or fork  104  coupled to the housing  102 , and a plurality of wheels  106  (e.g., two wheels  106 ) each rotatably coupled to the support strut  104  about a respective wheel axis W and W′ (see  FIG. 2 ). In a preferred embodiment, the support strut  104  is rotatably coupled to the housing  102 , such as cantilevered, such that the wheel assembly  100  is considered a spinner wheel assembly. For example, the support strut  104  preferably rotates about a vertically extending spinner axis S to facilitate the wheel assembly  100  to traverse across various terrains and in various directions. In such embodiments, the wheel axes W, W′ may extend at an angle to the spinner axis S. As explained in detail below, the wheel assembly  100 , which may be a double caster wheel, may be sized and shaped for improved tracking and operation compared to conventional spinner wheels. 
     As shown in  FIGS. 1, 3, and 4 , a first portion  110  of the support strut  104  may be rotatably coupled to a front portion  112  of the housing  102 . In such embodiments, the wheels  106  may be rotatably coupled to a second portion  114  of the support strut  104  opposite the first portion  110 . For example, the wheels  106  may be coupled to opposing sides of the support strut  104 , such as to the second portion  114 , such that at least a portion of the strut  104  is positioned between the wheels  106 . In some embodiments, the second portion  114  of the support strut  104  may be positioned relative to the first portion  110  to facilitate movement, such as straight line and/or curved tracking, of the wheel assembly  100  across a support surface. For example, the second portion  114  may be laterally spaced from the first portion  110  such that at least a portion of the second portion  114  is positioned behind, such as below and behind, the first portion  110  when the wheel assembly  100  is traversed across a support surface. In this manner, mechanical advantage is created between the first and second portions  110 ,  114  of the support strut  104  to rotate the support strut  104  into a proper orientation to facilitate tracking of the wheel assembly  100  across a support surface in substantially any direction. The mechanical advantage is established by the wheel axes W, W′ being laterally spaced behind the spinner axis S (relative to the direction of travel, which is to the right in  FIGS. 1 and 3 ), which results in the appropriate orientation. 
     To achieve a desired aesthetic and/or functional characteristic, the support strut  104  may be curved or accurately shaped to sweep rearwardly to position the second portion  114  behind the first portion  110  relative to the direction of travel. For instance, the support strut  104  may curve in cross-section from the upper first portion  110  to the lower second portion  114 . In such embodiments, the support strut  104  may include a first dimension (e.g. width) greater adjacent the engagement between the support strut  104  and the housing  102  than a second dimension (e.g. width) adjacent the engagement between the support strut  104  and the wheels  106  (as shown in dash in  FIG. 1 ). As explained below, the arcuate shape of the support strut  104  may also decrease the size of the wheel assembly  100  for a given size and/or shape of wheel. For instance, the cross-sectional shape of the support strut  104  may define one or more contoured, concave portions  116  in which at least a portion of the wheels  106  are received (see  FIG. 2 ). In  FIG. 2  the concave portions  116  are on opposing sides of the support strut  104  and are defined by a wall  118 . The wall  118  may be continuously curved, or may have linear segments, or a combination. In such embodiments, the concave portions  116  may be sized and shaped to receive at least a portion of wheels  106  of a particular size and shape to at least decrease the overall width of the wheel assembly  100 , also referred to as the footprint size, as seen in  FIG. 2 . The concave portions  116  also and independently position the wheels  106  in proper alignment or position, as explained below. A boss  122  may extend from the wall  118  of each concave portion  116 , and oppositely of each other, to receive the axle for each wheel  106 . Each boss  122  provides improved dimensional stability for the axle for each wheel  106 . As shown, the wheel axles may extend from at or near the terminal end of the strut  104 , which may be defined by the second portion  114 . 
     Referring now to  FIGS. 1-4 , the wheels  106  may be coupled to the support strut  104  in a manner to facilitate improved straight line tracking and operation compared to conventional spinner wheels. For instance, in one embodiment, each of the wheels  106  may be rotatably coupled to the support strut  104  in a particular spaced relationship with the support strut  104 . As such, a space  120  may be defined between the lower portions of each of the wheels  106  engaging the support surface (at the contact area) and the bottom end of the lower portion  114  of the support strut  104 . This space may be generally be trapezoidal in shape, with the side walls formed by the inner edges of the opposing wheels, which angle upwardly and outwardly so the space is narrower adjacent the ground than adjacent the bottom portion  114 . This configuration limits small particles, such as sand or debris, from being lodged in this space  120 . In this manner, the rolling efficiency of the wheel assembly  100  may be less likely to small debris in the space  120  between the bottom portions of the wheels  106  and the support strut  104 . 
     The wheels  106  are coupled to the support strut  104  in an angled manner, as best seen in  FIG. 2 . For example without limitation, the wheel axes W, W′ may extend at an angle relative to one another such that each wheel  106  rotates in a plane P at an angle to at least one other wheel  106 . The orientation of the wheel axes W, W′ and wheels  106  may vary depending on the desired characteristics of the wheel assembly  100 . In one embodiment, at least one of the wheel axes W, W′ may extend at an angle relative to a horizontal plane of the wheel assembly  100  (i.e., upwards or downwards) such that at least one wheel  106  rotates in a non-vertical plane. In a preferred embodiment, opposing wheels  106  are angled in a V configuration, preferably symmetrically, to define an angle a between the rotational planes P of the wheels  106 . As shown in at least  FIG. 2 , the wheel axes W, W′ may be angled vertically outwardly from the support strut  104  such that opposing wheels  106  are further apart at a top portion and positioned closer together adjacent a contact area between the bottom portion of the wheels  106  at the contact area of the support surface, as explained below. In such embodiments, the distance between the wheels  106  may increase with distance away from the contact area (i.e., the wheels  106  are “positively cambered”), though negative camber of the wheels is contemplated. In some embodiments, the wheel axes W, W′ may be aligned in the same vertical plane, though it is contemplated the wheel axes W, W′ may be angled differently in more than one plane or direction to create both camber (angled in vertical plane) and toe-in (angled in horizontal plane) within the wheel assembly  100 . The spinner axis S may be laterally spaced (e.g., forwardly spaced) from the plane(s) of the wheel axes W, W′ to facilitate proper tracking of the wheel assembly  100 , such as to create the mechanical advantage discussed above. 
     As best seen in  FIG. 2 , the rotational plane P of each wheel  106  may extend at an angle β to a vertical axis of the wheel assembly  100 , as defined by the spinner axis S in one embodiment. In such embodiments, the angle β between the vertical axis and each wheel&#39;s rotational plane P may be between about 5 degrees and about 22 degrees, with a preferred angle of about 8 degrees. In this manner, the angle α between opposing wheels  106  may vary between about 10 degrees and about 44 degrees, with a preferred angle of about 16 degrees. In such embodiments, the support strut  104  may include a V-shape body  124  in cross-section, which may account for or define the angle α between opposing wheels  106 . The V-shape body  124  may be defined at least partially by the respective walls  118  of the concave portions  116 . The walls  118  of the concave portions  116  may be generally parallel to the inside edge of the adjacent wheel  106 , or may be angled relative to the inside edge of the adjacent wheel  106 . As noted above, the wheels  106  may converge towards each other with proximity to a support surface such that at least one wheel  106  includes a positive camber. Though shown and described as including a positive camber, the wheels  106  in some embodiments may include a negative camber to offer at least the same advantages discussed herein. 
     In the embodiments described herein, the cambered nature of the wheels  106  may provide improved operation. For example, in addition to vertical loading of the wheels  106 , the relative angling of the wheels  106  may load the wheels  106  laterally on their respective axles to keep each wheel  106  firmly engaged with its axle end and limit vibration of the wheels  106  during operation. This reduces the need for heavy and costly ball bearings and bushings, for instance. Additionally or alternatively, the wheel assembly  100  may include improved straight line tracking as the angle α between the wheels  106  increases lateral stability of the wheel assembly  100 , for instance, thus reducing pressure and stress from a user&#39;s hand to “force” the wheel assembly  100  to track straight. The camber also creates a mechanical turning advantage over standard vertical (i.e., non-cambered) casters due at least partially to lateral forces present in the wheel assembly  100 . 
     In addition to the angled nature of the wheels  106 , the lateral positioning of opposing wheels  106  may be defined to achieve a desired characteristic. For instance, as shown in  FIG. 2 , the wheels  106  may be spaced apart a distance D at the contact area between the wheels  106  and the support surface. The lateral spacing between the lower portion of the wheels  106  at the contact area may aid in the improved operation of the wheel assembly  100 . In one embodiment, the distance D between the wheels  106  at the contact area may limit the effects of debris positioned between the wheels  106  when traversed across the support surface. For example, the camber of the wheel assembly  100  may eliminate debris caught between the wheels  106  for increased rolling efficiency. Furthermore, the camber of the wheels  106  may allow debris to naturally be cleared from between the wheels  106  as the wheels  106  turn because the relative spacing between the wheels increases as the wheels rotate. Additionally or alternatively, the spaced relationship between the wheels  106  at the contact area may create a plurality of contact areas  130 , the plurality of contact areas  130  with the ground and where the wheels  106  contact the ground in use operable to provide a relatively wide stance of the wheel assembly  100  for improved stability and tracking. 
     Referring to  FIGS. 1-4 , the wheels  106  may be sized and shaped to facilitate straight line tracking of the wheel assembly  100 , for instance. In one embodiment, each wheel  106  may include a partially hemispherical shape. As shown, each wheel  106  includes an central hub portion  140  rotatably coupled by an axle to the support strut  104 . An outer rim portion  142  defining a contact surface  144  of the wheel  106  may be annularly spaced from the hub portion  140 . In such embodiments, a plurality of cantilevered spokes  146  may connect and extend between the hub and rim portions  140 ,  142 . The spokes  146  may be operable to reduce the weight of the wheels  106  and provide channels  148  through which debris and/or fluid may be carried away from the wheel assembly  100 . In some embodiments, a radially extending ridge or ring  150  may be positioned on the rim portion  142  to define a narrow contact surface  144  of the wheel  106 . A narrow contact surface may help avoid surface features on the support surface and allow for a smoother ride. The ridge  150 , which may be formed from the same or a different material from the rim portion  142 , and may be integrally formed with the rim portion  142 , or may be a separate member received within an annular groove formed on the rim portion  142 , and may be a wear item that is replaceable to maintain smooth operation of the wheel assembly  100 . 
     Referring now to  FIGS. 1-3 , the housing  102  may be sized and shaped to reduce the overall size of the wheel assembly  100 . In one non-exclusive embodiment, a recess  160  may be defined within the housing  102 , such as by an exterior wall  162  of the housing  102 . As shown, the recess  160  may have a curved profile defining a contoured recess to receive the wheel assembly  100  and allow the wheel assembly  100  to rotate freely about the spinner axis S. For example, the recess  160  may be dome-shaped including an arc of curvature less than 135 degrees, and preferably such as less than 90 degrees. In such embodiments, at least a portion of the wheels  106  and the support strut  104  may rotate within the recess  160 . The recess  160  may include a depth dimension to receive at least a portion of a height dimension of the support strut  104  and/or wheels  106 . For example, the recess  160  may be sized to receive up to ¼ the diameter of the wheels  106 , at least ¼ the diameter of the wheels  106 , up to ½ the diameter of the wheels  106 , up to ¾ the diameter of the wheels  106 , or more than ¾ the diameter of the wheels  106  when viewing the wheel assembly  100  from a front elevation view (see  FIG. 2 ). In this manner, the size (e.g., the height) of the wheel assembly  100  may be minimized such that the internal size of an associated piece of luggage (see  FIGS. 6 and 7 ) may be maximized while maintaining the outer dimensions of the luggage constant. 
     The wheel assembly  100  may be formed from a variety of materials and means. For example, the housing  102 , the support strut  104 , and the wheels  106  may be formed from a thermoplastic material (self-reinforced or fiber reinforced), ABS, polycarbonate, polypropylene, polystyrene, PVC, polyamide, and/or PTFE, among others. The housing  102 , support strut  104 , and wheels  106  may be formed or molded in any suitable manner, such as by plug molding, blow molding, injection molding, or the like. 
     Referring now to  FIGS. 6 and 7 , the wheel assembly  100  is associated with a luggage article  170 . The luggage article  170  according to an embodiment of the present disclosure includes a luggage case  172  formed from a plurality of walls or panels defining an internal compartment and a storage volume in which to carry a user&#39;s belongings. As shown, the luggage article  170  includes opposing front and rear panels  174 ,  176 , opposing top and bottom panels  178 ,  180 , and opposing left and right panels  182 ,  184  that collectively define the outer structure of the luggage case  172 . The opposing front and rear panels  174 ,  176  may define major faces of the luggage article  170 , with the top, bottom, left, and right panels  178 ,  180 ,  182 ,  184  forming minor faces. Corner regions  186  are defined by the intersection of any two or three adjacent panels of the luggage case  172 . For example, the luggage case  172  of  FIGS. 6 and 7  includes four lower corner regions  186 , each formed by the intersection of the bottom panel  180  with the left and right panels  182 ,  184  and/or the front and rear panels  174 ,  176 . As shown in  FIGS. 6 and 7 , at least one wheel assembly  100  may be coupled to the luggage case  172 . For example, the luggage case  172  may include at least two wheel assemblies  100  (e.g., four wheel assemblies  100 ) coupled to at least the bottom panel  180 , such as at the corner regions  186 . To couple the wheel assembly  100  to the luggage case  172 , the housing  102  may include a plurality of attachment structures  188  extending from an inner surface  190  of the housing  102  (see  FIG. 1 , for instance). In such embodiments, the attachment structures  188  may be operable to received fasteners or corresponding structure defined within or on the luggage case  172 . 
     The luggage case  172  may be substantially any type of luggage article (e.g., bag, case, rollable backpack, etc.), though in preferred embodiment the luggage case  172  is an upright spinner case. In such embodiments, the luggage case  172  includes other features for convenience, such as a base  192 , a lid  194  pivotably coupled to the base  192 , and at least one carry handle  196 . In some embodiments, the luggage case  172  may include a telescoping tow handle  198  extendable from a rear of the luggage case  172  that can be used to carry and/or wheel the luggage case  172  on the wheels  106  by a user. The luggage case  172  may be moldable hardside material, softside material, or a combination of hardside material and softside material. The softside material may be nylon, canvas, polyester, leather, PVC, polypropylene, polyethylene, and/or PTFE, among others. The hardside material may be a thermoplastic material (self-reinforced or fiber reinforced), ABS, polycarbonate, polypropylene, polystyrene, PVC, polyamide, and/or PTFE, among others. Like the wheel assembly  100 , the luggage case  172  may be formed or molded in any suitable manner, such as by plug molding, blow molding, injection molding, or the like. 
     All relative and directional references (including: upper, lower, upward, downward, left, right, leftward, rightward, top, bottom, side, above, below, front, middle, back, vertical, horizontal, and so forth) are given by way of example to aid the reader&#39;s understanding of the particular embodiments described herein. They should not be read to be requirements or limitations, particularly as to the position, orientation, or use unless specifically set forth in the claims. Connection references (e.g., attached, coupled, connected, joined, and the like) are to be construed broadly and may include intermediate members between a connection of elements and relative movement between elements. As such, connection references do not necessarily infer that two elements are directly connected and in fixed relation to each other, unless specifically set forth in the claims. 
     Those skilled in the art will appreciate that the presently disclosed embodiments teach by way of example and not by limitation. Therefore, the matter contained in the above description or shown in the accompanying drawings should be interpreted as illustrative and not in a limiting sense. The following claims are intended to cover all generic and specific features described herein, as well as all statements of the scope of the present method and system, which, as a matter of language, might be said to fall there between.