Patent Abstract:
A wheel assembly for use in combination with wheeled luggage to counter-balance gravitational forces exerted on the wheeled luggage when it is tilted forwarded and rolled. The wheel assembly has a shock-absorbing bias mechanism to absorb shock while transporting the wheeled luggage across a surface; a housing for the shock-absorbing bias mechanism; and a transport mechanism adjacent to the shock-absorbing bias mechanism to provide additional surface contact and load support to aid in rolling the wheeled luggage.

Full Description:
CROSS REFERENCES TO RELATED APPLICATIONS 
     None. 
     STATEMENT REGARDING FEDERALLY-SPONSORED RESEARCH OR DEVELOPMENT 
     Not applicable. 
     BACKGROUND OF THE INVENTION 
     This present invention relates to an improvement in wheel assemblies, and more particularly to wheel assemblies for use in conjunction with wheeled luggage to counter-act the gravitational force associated with wheeling packed and weighted luggage. 
     Traveling, be it by air, sea, or land, is an ever-increasing past-time and professional requirement in these modern times. With travel comes packing a suitcase (also referred to as luggage). Regardless of its size, when packed, luggage becomes quite heavy and at times cumbersome to manage. A most significant development in suitcases is the advent of wheeled luggage. Wheels, regardless of type, built into the bottom of a piece of luggage facilitate its movement from one point to another without much regard for weight of the contents or the strength of the traveler. Typically, wheeled luggage has a set of wheels on the bottom front or side of the luggage and a guide handle, generally retractable. To use, a traveler extracts the guide handle, tilts the luggage forward, and generally pulls (but may push) the luggage. 
     Packed luggage is heavy. When wheeled luggage is tilted forces of gravity will tend to force the luggage back to its original non-tilted position or completely down to the ground in the direction of the tilt. In which direction will depend on the angle of tilt, weight of luggage, and length of guide handle. Regardless, a gravitational force is at work which, when long distances must be traveled, can cause pain and discomfort for the traveler. Many times travelers place other luggage, bags, or brief case and the like, on top of the wheeled luggage and roll the wheeled luggage with the additional weight of this ‘secondary luggage’. This is a very common practice as the extracted guide handle in conjunction with the top of the wheeled luggage form a convenient ledge for the placement of secondary luggage. Naturally, this additional weight results in more force at work and greater discomfort for the traveler wheeling the wheeled luggage. The discomfort level will increase with the distance to be traveled and the condition of the surface upon which the wheeled luggage is being rolled; i.e., relatively smooth and flat or bumpy. With more weight on the wheeled luggage, a greater distance to be traveled (particularly at hub airports), and some bumps or uneven surfaces, a traveler&#39;s discomfort level will be severe. 
     Attempts have been made to counter-balance the gravitational forces at work as described above. Two significant improvements to this effect are found in U.S. Pat. No. 5,758,752 issued on Jun. 2, 1998, to King and U.S. Pat. No. 5,984,326 issued on Nov. 16, 1999, to Abraham, et. al. The King patent (&#39;752) relates to an automatically extendable (and retractable) wheel assembly for luggage. The Abraham patent (&#39;326) relates to a roller mechanism for luggage (or any container or cart). King provides for automatic extension and retraction upon use or nonuse as the case may be. The wheel sets of King provide for stability of movement thereby relieving pressure and discomfort for the traveler. The Abraham device is a non-automatic retractable wheel assembly to be used primarily in conjunction with other wheeled containers which can also provide similar support as the King assembly. Both are rather cumbersome, somewhat complex, and do not accommodate for uneven surfaces. They each deliver a firm and stiff ride for the luggage, cannot absorb shocks associated with uneven surfaces and, thereby, cause discomfort, albeit mitigated, for the traveler. The geometry of the tilt remains the same (i.e., relationship of the luggage body, the handle, the decline [or tilt] angle, and the like, in relation to the traveler&#39;s hand remain constant). This causes discomfort and more significantly to a traveler who is shorter or taller than the average person. All in all, such devices are not very ergonomic. 
     The present invention provides for similar discomfort relief as do the King and Abraham devices but is more simple in design, easier to use, easier to manufacture onto luggage or to retro-fit existing luggage, and provides a shock-absorbing structure not seen in the prior art devices. The present invention is a simple mechanical structure which counterbalances the gravity exerted on the luggage as it is being pulled and, thereby, nearly completely reduces the discomfort level for the traveler. As a result, it is user-friendly and ergonomically suited for all. 
     Accordingly, several objects and advantages of my invention are to: 
     a. provide a better ergonomic design for traveler&#39;s luggage; 
     b. counterbalance the forces of gravity associated with a packed suitcase, with or without secondary luggage, when tilted; 
     c. provide for a smoother ride or roll for the wheeled luggage; 
     d. provide for more efficient and effective support for the wheeled luggage when secondary luggage is placed on the wheeled luggage; 
     e. provide for an easy-to-use stabilizing wheel assembly for wheeled luggage; 
     f. create an inexpensive wheel assembly for use with existing wheeled luggage; 
     g. maintain the convenience of existing luggage by providing a removable or retractable wheel assembly for wheeled luggage; and 
     h. provide for adjustment features to deal with different weight and geometries associated with rolling wheeled luggage. 
     The foregoing has outlined some of the more pertinent objects of the present invention. These objects should be construed to be merely illustrative of some of the more prominent features and applications of the intended invention. Many other beneficial results can be attained by applying the disclosed invention in a different manner or by modifying the invention within the scope of the disclosure. Accordingly, other objects and a fuller understanding of the invention may be had by referring to the summary of the invention and the detailed description of the preferred embodiment in addition to the scope of the invention defined by the claims taken in conjunction with the accompanying drawings. 
     BRIEF SUMMARY OF THE INVENTION 
     The above-noted problems, among others, are overcome by the present invention. Briefly stated, the present invention contemplates a wheel assembly for use in combination with wheeled luggage of any size to counter-balance gravitational forces exerted on the wheeled luggage when it is tilted forwarded and rolled. Typically when tilted, and depending on the tilt, gravitational forces are exerted pushing the top of the wheeled luggage downward. If additional weight (briefcases, duffel bags, other suitcases, and the like) are placed on top of the wheeled luggage, even greater forces are exerted. Rolling for long distances or over uneven surfaces further aggravates any discomfort experienced by the traveler trying to roll the luggage and hold it up against the gravitational forces tugging at it. The wheel assembly of the present invention has a shock-absorbing bias mechanism to absorb shock while transporting the wheeled luggage across a surface; particularly an uneven surface. It also has a housing for the shock-absorbing bias mechanism and a transport mechanism adjacent to the shock-absorbing bias mechanism (wheels or casters or the like) to provide additional surface contact and load support to aid in rolling the wheeled luggage to thereby relieve any discomfort for the traveler by counterbalancing the gravitational forces being exerted on the luggage. 
     The foregoing has outlined the more pertinent and important features of the present invention in order that the detailed description of the invention that follows may be better understood so the present contributions to the art may be more fully appreciated. Additional features of the present invention will be described hereinafter which form the subject of the claims. It should be appreciated by those skilled in the art that the conception and the disclosed specific embodiment may be readily utilized as a basis for modifying or designing other structures and methods for carrying out the same purposes of the present invention. It also should be realized by those skilled in the art that such equivalent constructions and methods do not depart from the spirit and scope of the inventions as set forth in the appended claims. 
    
    
     BRIEF DESCRIPTION OF THE DRAWINGS 
     For a fuller understanding of the nature and objects of the invention, reference should be made to the following brief descriptions in conjunction with the accompanying drawings: 
     FIG. 1 is a perspective view of existing wheeled luggage having one embodiment of the wheel assembly thereon. 
     FIG. 2 is a detailed view of one embodiment of the wheel assembly in the open state. 
     FIG. 3 is a detailed view of the retaining mechanism, in the closed state, for one embodiment of the wheel assembly. 
     FIG. 4 is a detailed view of a second embodiment of the retaining mechanism for the wheel assembly. 
     FIG. 4A is a detailed view of a another embodiment of the retaining mechanism for the wheel assembly. 
     FIGS. 5-10 are detailed views of several other embodiments of the wheel assembly. 
    
    
     DETAILED DESCRIPTION OF THE INVENTION 
     Referring now to the drawings in detail and in particular to FIG. 2, reference character  10  generally designates a wheel assembly constructed in accordance with a preferred embodiment of the present invention. FIG. 1 depicts generally how most of the embodiments of the present invention may be applied to luggage  90  which illustrates two such sets. There may be only one set, however, or more than two sets. The wheel assembly  10 ′ as illustrated in FIG. 1 is shown in more detail in FIG.  5 . The luggage  90  generally has a top  91 , a bottom  93 , a front  94 , and a back  96 . With wheeled luggage, and for reference purposes only, the front  94  is depicted as that section facing the direction of travel. Consequently, wheels  92  generally are on or near the front  94  and bottom  93 . A guide handle  97 , generally retractable and held and move by a user  99 , is usually at or near the front  94  and top  91 . 
     With these reference points, disclosure now will center about FIGS. 2-3. The wheel assembly  10  has a housing  13  composed of a first plate  14  and a second plate  12  connected together by a hinge or pivot point  15 . This configuration resembles a basic hinge. The first plate  14  abuts the front  94  of the luggage when in an open state as illustrated in FIG.  2 . In this open state, the second plate  12  projects forward of the front  94  generally perpendicular to the front  94 . This wheel assembly  10  is held onto the luggage  90  at hinge or swivel point  17 . This swivel point  17  may be directly attached to the front  94  of the luggage or may be attached to a third plate  18  which is attached to the front  94  of the luggage. 
     As configured, the first plate  14  may swivel side to side, to an open state or to a closed state, on swivel point  17  and may pivot up and down on pivot point  15 . At the heart of this wheel assembly  10  is the shock-absorbing and counter-balancing mechanism which, in this embodiment is a torsion-like spring  11  having one end connected to the first plate  14  and the other end connected to the second plate  12  and fashioned such that the two ends of the torsion spring  11  meet in coiled relationship to one another at or near the pivot point  15  and are at approximate right angles to one another. 
     To maintain the open state or the closed state, as desired, there is a retaining mechanism. The retaining mechanism in FIGS. 2 and 3 consists of one or more first retaining members  19  on one side of the first plate  14  and corresponding second retaining members  19 ′ on the front  94  (and adjacent to the first retaining members  19  when in an open state) to secure an open state, and corresponding third retaining member  19 ″ near to, but away from, the other side of the first plate  14  and opposite the swivel point  17  to secure a closed state. These retaining members have cooperating detents  21 ,  21 ′, apertures  23 ,  23 ′, snaps, and other retaining mechanisms suited for the intended purpose of receiving and retaining the first plate  14  of the wheel assembly  10  into an open state for use by a traveler or receiving and retaining the first plate  14  into a closed state to minimize the dimensions and obstructions of the luggage  90  when wheeling it is no longer desired. 
     The shock-absorbing and counter-balancing bias mechanism (torsion spring  11  in this embodiment) as illustrated in FIG. 2 is of such strength to prevent the first plate  14  from pivoting downward (to an acute angle with the second plate  12 ) or upward (to an obtuse angle with the second plate  12 ) without application of force. Force, naturally, will be applied when the luggage  90  is tilted forward for wheeling. As described earlier, the shock-absorbing and counter-balancing bias mechanism  11  is contained within and forms part of the housing  13  which is composed of the first plate  14 , the second plate  12 , and the pivot point  15 . To facilitate ease of rolling the wheeled luggage  90 , a transportation mechanism  20  is connected to the shock-absorbing and counter-balancing bias mechanism  11  and housing  13 . Typically, any wheel or rolling device may be used, such as, but not limited to, standard wheels and casters. In all embodiments, these wheels are adjacent to the shock-absorbing and counter-balancing bias mechanism. Although the torsion spring  11  is sufficiently strong to prevent upward or downward movement of the first plate  14  without application of force, the first plate  14  will pivot upward when the luggage  90  is tilted forward (i.e., the first plate  14  and the second plate  12  will begin to converge); more so when the luggage  90  is packed and even more so when secondary luggage  98  is placed thereon. The strength of the torsion spring  11 , however, will permit only a limited downward movement of the first plate  14 . Spring strength should be sufficient to permit such downward movement of between 20° and 45° (as measured forward and downward from the luggage in an original upright position of 90° relative to the ground surface but being 0° relative for the measurement of the forward and downward movement) based on the weights of the luggage  90  and secondary luggage  98 . This concept holds true of all the varying types of shock-absorbing and counter-balancing bias mechanisms usable on the various embodiments of this invention. Such shock-absorbing and counter-balancing bias mechanisms must be capable of absorbing shock as the wheeled luggage is rolled about. 
     FIGS. 4 and 4A depict the wheel assembly  10  as described above except that the retaining mechanisms are ridges or extensions  29 ,  29 A which could be on one side or on both sides of the first plate  14 , and corresponding clips  29 ′ on the front  94  of the luggage on opposing sides of the first plate  14  to capture and hold the housing  13  either in the open state or in the closed state as desired by the user. A ridge  29 A also may be fashioned on the second plate  12  such that the second plate  12  may be captured and held in the closed state by clip  29 A′ adjacent to the swivel point  17 . FIG. 4 also illustrates that, when not in the open state, rather than placing the housing into the closed state, the housing  13  may be removed from the luggage  90  by use of a removable hinge pin  25  which, when in place, maintains the housing  13  onto the swivel point  17  and when removed, permits the complete removal of the housing  13  from the luggage  90 . 
     FIG. 6 is yet another embodiment of the wheel assembly  30 . Here the shock-absorbing and counter-balancing bias mechanism  31  is contained within the holding member  32 . The holding member  32  is attached to the front  94  of the luggage  90  at or near the bottom  93 . The shock-absorbing and counter-balancing bias mechanism is housed by a cover  33 . A pivotable extension arm  37  projects from the holding member  32  and downward. A wheel  20  is attached to the pivotable extension arm  37 . The shock-absorbing and counter-balancing bias mechanism  31  in this embodiment may be a friction hinge, friction spring, coil spring, torque hinge, or torsion spring or similar such shock-absorbing and counterbalancing bias mechanism provided the shock-absorbing and counter-balancing bias mechanism  31  has sufficient strength to prevent movement of the extension arm  37  without some application of force or weight as described earlier herein and that the angle of tilt may be maintained. 
     The embodiments illustrated in FIGS. 7 and 8, wheel assemblies  40  and  50  respectively, are similar except that the wheel assembly  40  in FIG. 7 is swivelable into an open state (down and locked into reference character  49 ) or into a closed state (up and locked into reference character  49 ′) whereas the wheel assembly  50  depicted in FIG. 8 is fixed in place into the luggage at or near the bottom  93  front  94  thereof. Each wheel assembly  40 ,  50  has a housing  43  generally cylindrical in shape; although any geometric shape will suffice. The shock-absorbing and counter-balancing bias mechanism  41 ,  51  respectively may be a compression spring, a hydraulic spring or device, a pneumatic spring or device, a gas spring or device, or a damper, or similar bias mechanisms suited for the intended purpose of absorbing shock and maintaining a tilt angle as earlier described. A wheel is fashioned at the end of each housing and shock-absorbing and counter-balancing mechanism. 
     Turning to FIG. 7, this wheel assembly  40  is swivably attached to a swivel member  45 . The swivel member  45  is part of the holder  42 . The holder  42  is attached to the front  94  of the luggage  90  at or near to the bottom  93 . There is a first retaining section  49  adjacent to the bottom of the holder  42  and a second retaining member adjacent to the top of the holder  42 . Each has an opening  47 ,  47 ′ adapted to accommodate and hold in place the cylinder  43  as it is swivelled down and into the open state (as illustrated) and held thereat in opening  47 ; or as it is swivelled up and into the closed state and held thereat in opening  47 ′. With a round-like cylinder  43 , the openings  47 ,  47 ′ would be somewhat greater than 180° and somewhat flexible to thereby permit entry of the cylinder  43  therein and yet grasp and hold it thereat. A strap, clasp, pin, or similar article (not shown)also could be used to tie down or securely hold the cylinder  43  in the open state. 
     FIG. 9 illustrates yet another embodiment of the wheel assembly  60 . Here the housing for the shock-absorbing and counter-balancing bias mechanism  61  is a retaining bracket  63  which is attached to the front  94  of the luggage  90  at or near the bottom  93 . Here also the shock-absorbing and counter-balancing bias mechanism  61  is a torsion-bar-like bias member which will bend with pressure and yet maintain the features of tilt angle as previously described. In this embodiment the shock-absorbing and counter-balancing bias mechanism  61  is retractable and registerable in an open state or into a closed state. It pivots on hinge pin  65 , which, also may be removable. The registration mechanism here is composed of one or more sets of corresponding detents  69  and holes  69 ′ (or apertures), or corresponding tooth and groove structures. 
     The last embodiment is illustrated in FIG.  10 . In this embodiment, the housing for the wheel assembly  70  is a sleeve  73  attached to the bottom  93  of the luggage. The shock-absorbing and counter-balancing bias mechanism  61  is a torsion-bar-like article which is slideable into and out of the sleeve  73  (a torsion-spring-like structure may also be used for this purpose). It also has one or more sets of cooperating adjustment members on the sleeve  73  and on the torsion bar  71 . These adjustment members may be cooperating tooth  79  and groove  79 ′, or detents  89  and cooperating apertures (not visible). The shock-absorbing and counter-balancing bias mechanism  71  may be removed completely from the sleeve housing  73  or it may be pushed fully into the sleeve housing  73  (closed state) thereby leaving little, if any, obstruction to the storage of the luggage  90 . The adjustment members permit any one or more partially open states depending on the tilt angle desired by the traveler. 
     FIG. 1 illustrated two sets of wheel assemblies  10  of the present invention. It must be understood that, with any of the embodiments disclosed herein, one or more sets may be manufactured into or retrofitted to luggage  90 . 
     The present disclosure includes that contained in the present claims as well as that of the foregoing description. Although this invention has been described in its preferred forms with a certain degree of particularity, it is understood that the present disclosure of the preferred forms has been made only by way of example and numerous changes in the details of construction and combination and arrangement of parts may be resorted to without departing from the spirit and scope of the invention. Accordingly, the scope of the invention should be determined not by the embodiments illustrated, but by the appended claims and their legal equivalents.

Technology Classification (CPC): 8