CA2206849A1 - Truck wheel retaining device and alarm system - Google Patents
Truck wheel retaining device and alarm systemInfo
- Publication number
- CA2206849A1 CA2206849A1 CA 2206849 CA2206849A CA2206849A1 CA 2206849 A1 CA2206849 A1 CA 2206849A1 CA 2206849 CA2206849 CA 2206849 CA 2206849 A CA2206849 A CA 2206849A CA 2206849 A1 CA2206849 A1 CA 2206849A1
- Authority
- CA
- Canada
- Prior art keywords
- wheel
- hub
- disk
- rim
- nuts
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Abandoned
Links
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60B—VEHICLE WHEELS; CASTORS; AXLES FOR WHEELS OR CASTORS; INCREASING WHEEL ADHESION
- B60B37/00—Wheel-axle combinations, e.g. wheel sets
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Rolling Contact Bearings (AREA)
Abstract
A system for preventing vehicle hubs and wheels from becoming loose and leaving the vehicle and for providing an alarm to warn the vehicle operator of a loose wheel. A wheel and hub retaining assembly includes a first hub nut for threading on a hub mounting spindle for applying axial pressure against a bearing cone, a heavy washer having an outer diameter greater than an inside diameter of the outer race of the bearing cone and a second hub nut for threading on the spindle for clamping the washer between the first and second hub nut.
A wheel lock device in the form of a disk is provided with a plurality of holes for receiving the wheel mounting studs of the hub and engaging outer faces of a first set of wheel nuts mounting the wheel on the studs. A second set of wheel nuts are threaded on the studs and clamp the disk between an inner face of the second set of wheel nuts and the outer face of the first set. The disk has a plurality of bend-out tabs adjacent the holes in the disk for being put into engagement with side faces of the second set of nuts to prevent their turning relative to the studs. An alarm device is mounted adjacent the wheel to detect axial movement of the wheel and in turn sound an alarm at the vehicle operator's position.
A wheel lock device in the form of a disk is provided with a plurality of holes for receiving the wheel mounting studs of the hub and engaging outer faces of a first set of wheel nuts mounting the wheel on the studs. A second set of wheel nuts are threaded on the studs and clamp the disk between an inner face of the second set of wheel nuts and the outer face of the first set. The disk has a plurality of bend-out tabs adjacent the holes in the disk for being put into engagement with side faces of the second set of nuts to prevent their turning relative to the studs. An alarm device is mounted adjacent the wheel to detect axial movement of the wheel and in turn sound an alarm at the vehicle operator's position.
Description
DESCRIPTION
TRUCK WHEEL RETAINING DEVICE AND ALARM SYSTEM
This invention relates to a device for preventing wheels of vehicles from accidentally becoming detached from the vehicle and running away on their own.
In recent years there have been numerous incidents of wheels becoming detached from a vehicle and than either striking persons, other vehicles and property or causing the vehicle from which they have departed to become uncontrollable or to flip and thus cause an accident. The problem is most severe with truck wheels, which are heavy, particularly in dual sets. The frequency and severity of accidents caused by run-away wheels has increased with greater high-way speeds and with increased trucking traffic.
Deteriorating road conditions have been a factor in the increased number of wheel mounting failures.
A number of proposals have been made to prevent loose wheels from becoming run-aways. One approach which has gained some usage involves the use of a bar across the outside of the wheel, or some form of cage structure to enclose the upper portion of a wheel or set of wheels.
These forms of devices do not always contain the wheels or prevent the hub which has become loose on the spindle from running out to the end of the spindle. Such structures therefor may result in the loose wheel causing further damage to the spindle and/or hub, and even eventually breaking away from the spindle. The capturing of the loose wheels within the device may maintain the wheel under the vehicle, or the trailer portion of a tractor trailer rig, and thereby cause an upset of the entire rig at a high S speed, which can cause, of course, a massive accident.
One of the most common causes of a wheel and its associated hub departing the vehicle is due to a bearing deteriorating within the wheel hub. The free running wheels of a trailer rig or the steering wheel of a tractor include a hub rotating on a spindle of the type formed of an integral shaft having a threaded portion axially inwardly of an outer end thereof with a keyway formed in the threaded portion and extending axially therealong inwardly from the outer end. The spindle has an enlarged portion axially inward of the threaded portion and defining an outer, substantially cylindrical portion for receiving thereover an inner race of a bearing cone adjacent the inner end of the threaded portion. The hub has an axial opening therethrough for mounting over the spindle, and the opening defines an internal surface for receiving an outer bearing race for the bearing cone. The outer bearing race has an inner surface of smaller diameter than the internal surface of the hub.
The bearing cone and its associated race are usually termed the outer bearing because another or second bearing cone, usually of greater size than this outer bearing cone, is disposed a greater distance inwardly from the outer end of the spindle. The second bearing cone and its associated race is usually termed the inner bearing.
Either of the bearing cones can deteriorate if not properly lubricated which may be due to insufficient S maintenance or more frequently because of an undetected seal failure. Some road conditions may also cause the cones-to crack or burst so the hub no longer rotates smoothly on the pair of bearing cones. The bearings then fully deteriorate quickly, resulting in the hub becoming loose on the spindle without any resistance to the axial play thereof.
Accordingly, while a nut assembly on the threaded spindle normally engages the bearing cone to exert an axial pressure thereagainst, the hub becomes free to move axially over the nut assembly and eventually off the end of the spindle so that the hub and the wheel or wheels mounted on the hub depart the vehicle.
Another cause of a wheel leaving the vehicle during operation is that of the nuts fastening the wheel to the hub becoming loose. Heavy vehicle hub and wheel combinations are in the main of two different types which will be described in more detail below. The wheels of both types include an outer tire mounting rim portion with fastening means radially inwardly of the rim for removably fastening the wheel to a hub, such as the type described above. The hub has a central portion for mounting the hub on a spindle or other type of axial means and a radially extending portion which is integral with the central portion and includes a plurality of circumferential spaced axially projecting threaded studs. The means for mounting the wheel or wheels on the hub includes a first series of nuts for threading on the studs for providing a clamping action between the fastening means of the wheel and the radial extending portion of the hub.
Although there are provided a plurality of such mating studs and nuts, it is possible for a number of the nuts to become sufficiently loose to allow the wheel to break away from the hub. This can result from one or more of the nuts not being properly torqued when the wheel is being installed or by unnoticed deterioration of the threads of the nut and/or the bolt. If a few of the nuts are not fully tightened the flexing of the wheel caused by the loose nuts can eventually cause other nuts to start to back off until the loosened wheel causes a deterioration of any remaining studs and the wheel becomes a run-away.
Yet another problem encountered is that at least part of a vehicle wheel, and particularly a portion of a rim, may come away from the vehicle due to deterioration of the rim caused by moisture and road salt which often penetrates the interface between the tube of the tire and the rim.
Sufficient deterioration may eventually cause a portion of the rim to split away, resulting in portions of the rim and possibly the tire flying away from the wheel.
It is one object of the present invention to provide a vehicle wheel retaining assembly to prevent such departing of the hub and associated wheel~s) from a spindle in the event of the described bearing failure.
It is yet another object of the invention to provide a wheel lock device which reduces the possibility of a wheel accidentally breaking away from a hub of the vehicle.
It is another object of the invention to provide a protector device for preventing portions of a broken wheel, and particulary parts of the rim, from leaving the vicinity of the wheel.
A still further object of the invention is to provide a vehicle with an alarm system for providing notice in the vicinity of a vehicle operator of initial displacement of a vehicle wheel from its normal operating position.
Thus, according to one form of the invention, there is provided a wheel and hub retaining assembly including a first spindle nut for threading over the threaded outer portion of the spindle for applying the usual inward axial pressure against the bearing cone. A washer member is provided which has a central opening for sliding reception over the outer threaded portion of the spindle. The washer member defines within the central opening thereof a lug to be received in a keyway of the spindle so as to slide along the keyway as the washer member is pushed over the spindle and against the first spindle nut. This lug prevents rotation of the washer member relative to the spindle. The washer member has an outer diameter greater than the internal diameter of the outer bearing race. A second spindle nut is provided for threading on the outer threaded portion of the spindle for bearing against the washer member and locking the washer member between the first and second nuts.
In a specific embodiment of the above described form of the invention, the first nut defines an axially extending, dowel receiving bore therethrough, and the washer has a plurality of circumferentially spaced axially extending, dowel receiving bores, one of which will axially align with the dowel receiving bore of the first nut. The device may further include a dowel for simultaneous ~S reception in the dowel receiving bore in the first nut and in the aligned one of the dowel receiving bores in the washer member so that the first nut is locked against rotations relative to the washer and thus relative to the spindle.
Because the outer diameter of the washer is greater than the internal surface of the outer bearing race, the hub and the wheel thereon cannot pass over wheel retaining assembly which includes the washer member. The washer thus at least temporarily prevents the hub and associated wheel to thereby leave the spindle. The outer bearing race is not the part of the overall outer bearing of the hub normally subject to major deterioration, and thus its engagement with the washer member retains the hub and wheel on the spindle.
According to another aspect of the invention there is provided a wheel lock device which includes a disk of smaller diameter than the outer rim of the wheel and has a plurality of openings located therein for reception of the plurality of threaded studs when fitted thereover. The disk has an inner surface for engagement against outer end faces of the first set of nuts on the threaded studs. The device includes a second series of wrench-head nuts for threading on the studs outwardly of the disk and into engagement with an outer face of the disk. The disks has a plurality of lugs, at least one of the lugs being adjacent, but spaced from, an associated one of the openings. Each lug is displaceable from the plane of the disk about a bend line so as to position the lug substantially perpendicular to the t outer face of the disk and into engagement with a side face of one of the second series of wrench-head nuts to thereby prevent rotation of the engaged nut.
Each lug may be defined by a U-shaped slot in the disk around the lug and defining with the bend line of the lug, the four sides of the lug.
In yet another embodiment, the invention resides in a protector device for use adjacent the tire mounting rim which is commonly of the type including a pair of inner and outer axially spaced, radial flanges having opposed inner surfaces for containing the beads of a tire which is mounted on the rim, and wherein the outer flange of the pair has an outer exposed, substantially annular face. The protector device includes supplementary stud means having sufficient length to project further outwardly from outer radial faces of the one series of nuts to an outer end which is disposed axially outward of a plane containing the annular face of the outer flange of the tire mounting rim. The protector device further includes bar means having radially projecting outer ends providing inner radial faces juxtaposed the exposed annular face of the outer flange of the tire mounting rim. Another series of nuts are included in the protector device for threaded reception in the supplementary stud means. This series of nuts have inner radial faces for ~5 engagement with the bar means so as to clamp the bar means against the supplementary stud means to thereby maintain the inner faces of the bar means in a position for preventing axial outward movement of the outer flange of the tire mounting rim relative to the hub.
According to yet another aspect of the present invention there is provided an alarm system for use on a vehicle to provide a warning to a person at a vehicle operator position of the vehicle of axial displacement of a wheel of the vehicle from a normal operating position, the wheel being located adjacent a non-rotating portion of the vehicle and having a portion for rotation with the whee].
The system includes mounting means for a permanent attachment to the non-rotating portion of the vehicle, and a sensor affixed to the mounting means at a predetermined spacing from the rotating wheel portion. The sensor has detecting means for producing one signal during operation of the wheel when the spacing remains at the predetermined spacing and a different signal when the spacing changes.
The system has a decoder for interpreting differences between the signals produced by the detecting means and providing an alarm signal in response to receiving the different signal. An alarm means is provided for location in proximity to the vehicle operator position. A lead is provided for transmitting the first and second signals from the sensor to the decoder and another lead is provided for connecting the decoder to the alarm means for transmitting the alarm signal to the alarm means and thereby activating the alarm means for indicating initial movement of the wheel from its normal position.
In the accompanying drawings which show the present invention by way of examples, Figure 1 is an exploded perspective view including parts of the wheel retaining device of the present invention in order of installation, Figure 2 is a cross-sectional view of the parts of Figure 1 as assembled with hub mounted on a spindle, Figure 3 is an elevational view of one form of a wheel lock device as applied to a vehicle wheel with one half of the device cut away to show the wheel struck therebehind, ~Figure 4 is an enlarged cross sectional view of the wheel lock device of Figure 3 as seen from line 4--4 of Figure 3, Figure 5 is an elevational view of one form of a disk forming a wheel lock device of the present invention, Figure 6 is a view similar to Figure 5 of another form of the disk, Figure 7 is another view similar to Figure 5 of yet a further embodiment of the disk, Figures 8 and 8A are cross sectional views on an enlarged scale as seen from line 8--8 of Figure 3, Figure 8A
showing the tab in its initial position and Figure 8a showing tab in its bent up operative position, Figure 9 and 9A are enlarged elevational views of the nuts as seen in Figure 8 and 8A respectively, showing the tab in its two positions, Figure 10 is a semi-schematic drawing of an alarm system of the present invention, and Figure 11 shows a mounting arrangement of a sensor of the alarm system of Figure 10.
Figure 12 is an elevational view of a vehicle wheel showing mounted thereon a protector device for maintaining parts of a broken wheel, and particularly, the rim part therefrom, within the vicinity of the wheel, and Figure 13 is an enlarged cross sectional view, similar to that of Figure 4, but taken on the line 13--13 of Figure 12, and showing parts which are optional in addition to those of Figure 12.
Looking first at Figures 1 and 2 in which there have been used like reference characters denoting elements referred to herein, there is shown a vehicle wheel retaining assembly 10. Shown in addition to the assembly 10 is a portion of a spindle 11 and a bearing cone 12. Extending inwardly from an outer end 13 of the spindle 11 is a threaded outer portion 14. The spindle is an integral shaft of circular cross section which has another portion 15 axially inwardly of the threaded portion and yet of further portion 16 axially inwardly of the portion 15, the portion being of greater diameter than the threaded portion 14 and the portion 16 being of greater diameter than the portion 15. The threaded outer portion 14 has a keyway 17 which extends from the outer end 13 to the portion 15. The portion 15 which is enlarged in relation to the threaded portion 14 has an outer surface for receiving thereover an inner race 18 of the bearing cone 12 with a slight interference so that the inner race 18 does not rotate on the spindle but the bearings of the cone 12 roll thereon.
A hub 20 (Figure 2) includes a central portion 21 having an opening therethrough for receiving the spindle 11 and rotating thereon by way of an outer bearing 22 which includes the bearing cone 12 with its inner race 18. There is also provided an inner bearing 23 which includes a bearing cone 24 having an inner race (not shown) adapted to 5 slide over the enlarged portion 16 of the spindle 11 with a slight interference fit so that the bearings of the cone 24 rotate on a stationary inner race (not shown) of the inner bearing 23. The hub 20 has an internal surface 25 into which an outer bearing race 26 of the inner bearing 23 is ~0 received with a slight interference fit.
The central portion 21 of the hub 20 is provided with an internal surface 27 into which a bearing race 30 of the outer bearing 22 is received with a slight interference.
The race 30 has an internal surface 31 on which the bearings 15 of the bearing cone 12 roll, the internal surface 31 which is of fustroconical shape having a minimum internal diameter which is smaller than the internal diameter of the opening in the central portion 21 of the hub. It can be readily seen from Figure 2 that the hub is thus free to rotate, via 20 the pair of axially spaced outer and inner bearings 22 and 23, on the spindle 11.
In the illustrated embodiment of the hub 20, there is formed integrally with the central portion 21 a radial projecting flange portion 28 which is provided with a 25 plurality of axially extending threaded bores 29 which are arranged on a circle concentric with the axis of the central opening of the central portion 21. The bores, which are spaced radially outward from the central portion 21, each receive a threaded stud 42 which project axially from an outer face 43 of the flange in the same direction as the spindle 11. The studs 42 form part of the wheel mounting means as will be described further below.
Once the cone 24 of the inner bearing 23 is put in place on the spindle and the races 26 and 30 of the inner and outer bearings 22 and 23, respectively, have been forced ~0 into place, the hub 20 can be eased into position. The bearing cone 12 is then pressed into position so that the bearings thereof engage the tapered internal surface 27 of its outer bearing race 30. A first spindle 33, which is part of the assembly 10, is internally threaded so that it can be turned onto the threaded outer portion 14 of the spindle as it is brought into place where it bears against the outside of the bearing cone 12. It is slightly tightened to apply the appropriate axial pressure against the bearing cone thereby causing the outer and inner bearings 22 and 23 to be properly seated. The nut 33 is provided with an axial bore 34 for receiving a dowel 36. A
washer member 35 which has a central opening 38 to slide over the threaded portion 14 of the spindle is moved into place after a dowel 36 is placed in the bore 34. The dowel 36 is of a diameter to be snugly received in the bore 34.
The washer member 35, which is of significant thickness and is preferably formed of a hardened metal, has a plurality of bores 37 also sized to snugly receive the opposite end of the dowel 36 as can most readily be seen from Figure 2. The bores 37 are circumferentially spaced and on a radius to align with the bore 34 of the nut 33. There is provided in the central opening 38 of the washer member 35 an integral lug 40 shaped to be received in the keyway 17 of the threaded portion 14 of the spindle. The plurality of bores 37 are not symmetrically disposed relative to the ].ug so that by reversing the washer before sliding it onto the outer threaded portion 14 with the lug 40 disposed in the keyway 17, one of the bores 37 in the washer member can be brought into alignment with the dowel 36 in the bore 34 of the nut 33.
Accordingly, the lug 40 of the washer member 35 maintains the washer member from rotating relative to the spindle 11 and the dowel 36 received in the bore 34 of the nut 33 and an aligned one of the bores 37 of the washer member 35 prevents the nut 34 from changing its position. A
second spindle nut 41 of the assembly 10 is then tightened against the outer side surface of the washer member 35 so as to lock the assembly together and also prevent displacement of the dowel 36.
Of importance in the function of the hub and wheel retaining assembly 10 is that of the washer member 35 which has an outer diameter which is greater than the internal diameter of the outer race 20 of the outer bearing 22.
Thus, as is most apparent from Figure 2, should bearing cone 12 disintegrate so that the hub 20 moves axially outward, the outer side of the race 20 would encounter the side of the washer member 35 adjacent its outer rim. This would prevent further outward movement of the wheel. The shimmying which would result because of the limited axial play of the hub 20 on the spindle would likely be noticeable to the operator under most road conditions. However, as will be explained further below, even though washer member 35 could be formed of sufficiently heavy and hardened material to allow considerable travel, in the event the shimmying is not noticed, it is proposed that there be provided in conjunction with the assembly 10, an alarm device 45 to provide sufficient warning at the operator's station to the effect the wheel is experiencing unusual axial play.
Referring now to the wheel lock device illustrated in Figures 3 to 9, it may be appreciated that a wheel lock device 49, which is described in more detail here below, may be used in combination with the wheel and hub retaining assembly 10 described above, or alternatively the wheel and hub retaining assembly lO illustrated in Figures l and 2 and the wheel lock device 49 hereinafter described may each be used independently of the other. The reference character 50 denotes a disk having nut locking means 51 in the form of bend-out lugs 52 described in more detail in more detaiL
below. The device 49 is applied to wheel 53 of the vehicle as it is being mounted on the hub 20 which is of the form described above or of the other type commonly used and S described in detail below.
Referring again to Figure 2, it was pointed out that the central portion 21 of the hub 20 may have a radial flange 28 providing an outer face 43 from which project axially extending threaded studs 42. The whee] adapted to be mounted on this type of hub has a central web (not shown) extending inwardly from the rim on which a tire is mounted.
The web has an inner face which engages the outer face 43 of the flange 28 and it is provided with a plurality of holes arranged on a circle concentric with the axis of the hub and located to receive the studs 42. Nuts are then screwed onto the studs to lock the wheel to the hub.
Reference will be made to the above described type of hub and wheel combination later. Another common form of hub is provided with a plurality of spokes 53 projecting radially from the central portion of the hub. The cross-sectional shape of the outer end portion of such a spoke 48 is shown in Figure 4. The radially outer end portion of each spoke has a radial front or outer face 54 and an axially extending surface 55, the inner end of which is an enlarged portion as shown at 56 tapering towards a larger radius. In the embodiment shown, a set of dual wheels 57,57 are mounted on the hub, the wheel including conventional rims 58,58' on which tires 60 are mounted. Each of rims 58, 58' include a pair of radially outward spaced flanges 61,61 to receive beads 59,59 of the tire 60. Each of the rims has adjacent one side thereof an inwardly tapered flange 62.
When installing the dual wheels 57,57 on the spokes 48 of the hub 20a, the rim 58' of the inner wheel 57 is first slid over the outer surfaces 55 of the spokes 48 in a direction so that the rim 58' passes over the outward taper 56 of the spokes until the inwardly tapered flange 62 of the rim 58' engages the outward tapered portion 56 of the spoke.
A cylindrical spacer 63 having an inside cylindrical surface 64, which is sized to fit over the outer axially extending surfaces 55 of the spokes, is slid over the spokes until its inner surfaces engages an end surface 65 of the inwardly tapered flange of the inner rim 58'. The rim 58 of the outer wheel 57 is then slid in a direction opposite to rim 58' onto the axially extending surface 55 of the spokes 53 of the hub 20a until the outer end surface 65 of the tapered flange 62 of the outer wheel 57 engages the outer end surface of the cylindrical spacer 63.
A plurality of threaded bores 66 extend into the outer ends of each spoke 48 from the outer face 54 thereof, and threaded studs 67 are screwed into each bore. An L-shaped wedge member 69 having an opening 70 in one leg 71thereof is positioned over the stud 67 with another leg 72 of the wedge member 69 projecting into the space between the axially extending surface 55 of the spoke and the inner cylindrical surface of the rim 58 of the outer wheel 57.
The leg 72 has a tapered free end 73 shaped to fit between 5 the inwardly tapered flange 62 of the rim 58 and the axially extending surface 55 of the spoke 48. Thus, when a nut 74 of a first set of wheel nuts is threaded onto the stud 67, it engages the leg 71 of the wedge member 69, and as the nut 74 is tightened the wedge shaped free end 73 of the wedge ]0 member 69 is driven into the inwardly tapered f]ange 62 of the outer wheel which wedges the inwardly tapered flange 62 of the inner wheel against the inner wedge shape of the spoke 48, clamps the spacer 63 between the ends 65,65 of the two wheels, and causes firm engagement between the tapered 15 wedge end 73 and the tapered flange 62 of the outer wheel and the spoke 48. The dual wheels are thus firmly fixed to t the spokes 48 of the hub 20a.
The stud 67 is of sufficient length that it extends axially well beyond an outer face 75 of the nut 74. The 20 disk 50 which has an outer diameter selected to fit within the rim 58 of the outer wheel 57 and has a plurality of holes 77 to fit over the studs 67 is then placed over the outer free ends of the studs 67. An inner surface 78 of the disk 50 thus engages the outer faces 75 of the first set of 25 wheel nuts while an outer face 79 of the disk remains outwardly exposed.
A nut 80 of a second set of wrench-head nuts, preferably of the self-locking type, are then threaded onto each stud and into tight engagement with the outer face 79 of the disk 50 so as to tighten the disk between the outer face 75 of the wheel nuts 74 and an inner face 81 of the nuts 80. This relationship may best be seen in Figures 8 and 9. Adjacent each hole 77 the disk 50 is provided with lugs 52 which form nut locking means 51. The lugs 52 are formed by stamping a U-shaped slot 82 (Figure 8) in the disk 50. As can be seen from Figure 9 the U-shape slot has a base portion 83 and two leg portions 84 with the open part of the U-shape facing the hole 77. Each U-shaped slot is oriented to straddle a radial line 85 extending from the centre of the hole 77. The radial line 85 of each U-shaped slot is spaced from the radial line of the next U-shaped slot by an angle A of 60~ or a multiply thereof when the wrench head nut being utilized is the conventional six sided nut as illustrated in the drawings.
Once the nut 80 has been tightly secured, the lugs 52 are bent upwardly leaving an opening 86 defined by the edges of the base portions 83 and side portions 84 of the U-shaped slot and a bend line 85 (Figure 8A). The tabs 52 as bent upwardly to project an substantially right angle to the outer face 79 of the disk 50 are pressed against a side face of the wrench head nut 80. As best shown in Figure 9A, the two tabs 52,52 engage adjacent side faces of the nut in the embodiment shown there.
It is apparent that the nut locking means provided adjacent each opening 77 in the disk 50 may consist of only one lug 52 or more than two. In any event because such nut locking means 5~ are provided in a single disk 50 which provides the nut locking means for the outer nuts 80 on all the studs, the disk as a whole is held tightly in place.
This significantly deters any one wheel nut from developing initial play and then eventually becoming sufficiently loose to affect adjacent nuts. Also unlike a wheel without such a wheel locking device and wherein the wheel nuts have not been properly torqued, with the present invention it is visually apparent once the tabs have been properly moved into place that means for preventing any further loosening of the nuts are in place.
As shown in Figures 3 and 5, the disk 50 has a central opening 88 to accommodate the centra] portion of the hub 20a which may project outwardly past the plane of the disk 50. In the event the hub 20a does not project beyond that plane, the opening 88 allows ready access to the hub.
In the event the spokes are shaped to project outwardly into the plane of the disk 50, the disk 50a may be formed in the shape of a narrower annulus as illustrated in Figure 6, but in which the same type of nut locking means 51 are utilized.
The embodiment of the wheel lock device 49b as shown in Figure 7 is provided with a formed plate 50b instead of the flat disk of the above embodiment so as to accommodate different shaped spokes. The three dimensional forming also contributes to the rigidity of the structure which is beneficial. Moreover, this embodiment shows bendable tabs which are not outlined by the above described U-shaped slots stamped into the disk. As is apparent, the tabs 52b are shaped where the central opening 88b is stamped out. The orientation of the tabs 52b may be altered so as to be more effective in engagement with the side faces of a wrench head nut 80 secured against the outer face of the plate 50b.
Returning to the form of the hub 20 as illustrated in Figure 2, wherein the wheel has a central web portion integral with the rim, it was described above that an inner ~5 face of the web engages the outer face 43 of the flange 28 as the threaded studs 42 pass through a plurality of ho]es 77 in the web. Nuts forming a first set of wheel nuts and corresponding to above-described nuts 74 are threaded on to the threaded studs 42 in the conventional manner to secure the wheel to the hub 20. A disk (not shown) of the same design described above, but of smaller outer diameter, is then slid over the studs 42 and against the outer face of the web of the wheel. A second set of nuts corresponding to nuts 80 are then screwed onto the threaded studs and tightened before tabs 52 of a nut locking means like means 51 described above, are moved into locking condition with the second set of nuts. Thus, with the different type of wheel mount substantially the same form of a wheel lock device 50 is utilized.
Referring now to Figures 12 and 13 there is shown a protector device 110 which is shown in use with the wheel lock device 49 described above. It is used, as will become more apparent from the following description, to retain parts which break away from the wheel, and mainly parts of the rim 58 which can break apart usually due to corrosion from moisture and road salts which can penetrate the space between the tire and tube (not shown) and the interior of the rim. Vpon such breakage, a portion of the rim, such as that including the flange 61, and possibly the tire, might otherwise fly away from the remainder of the wheel.
The protector device 110 includes a supp]ementary stud means 111, a bar means 112, and another set of nuts 113, also preferably of the self-locking type. Also there may be included with the bar means 112, another disk 125 which forms a cover for the bar means 112. In the illustrated embodiment, the studs 67 are sufficiently long to project well past the outer radial face of the nut 80.
The supplementary stud means 111 includes a spacer block 114 having an axial bore 115 which is threaded for screwing the block onto the outer end of the stud 67. An inner radial face 116 of the spacer block 114 is brought into tight engagement with the outer radial face of the nut 80 when the CA 02206849 l997-08-29 spacer block is threaded tightly onto the stud 67. The spacer block 114 is of a sufficient thickness so that its outer radial face 117 is in a plane just slightly outward of a plane including a substantially annular outer face 118 defined by the outer flange 61 previously described as forming part of the rim 58 on which the tire 60 is mounted.
The supplementary stud means 111 further includes a secondary stud 120 which is coaxial with the threaded bore 115, and projects axially from the outer face 117 of the spacer block.
It will be appreciated that due to different hub and wheel designs the thickness of the spacer block 114 will have to vary so as to properly locate its outer face 116 relative to the outer face 118 of the rim. The supplementary stud means 111 may take other forms, such as a replacement stud for stud 67, the replacement stud being longer so as to extend outwardly to the same location as the outer end of the secondary stud 120 of the above embodiment.
There may be used in conjunction with such a stud a spacer collar which would be placed over the outer end of the longer stud so as to establish an outer face corresponding to face 117 of the spacer block 114.
The bar means 112 includes a plurality of rigid bars 123 which are integrally formed with a central hub portion 122 and project radially therefrom. There are as many bars 123 as there are spokes in the hub of the vehicle, and each bar 123 is provided with an axial bore 124 sized and located to slide over the secondary stud 120 SO as to be fastened tightly to the vehicle wheel and hub when nuts 113 are threaded into the supplementary studs. Inner radial surfaces 126 of the nuts 113 may engage directly against the bars 123 to clamp the bars between the nuts and the spacer blocks 114.
Alternatively, there may be included with the bar means 112, the disk 125, as shown in Fig. 13 to form a cover for the bar means 112. Such a disk is provided with a plurality of holes 12~ spaced to slide over the secondary studs 120 and engages the outer faces of the bars so that the disk 125 iS clamped between the inner radial surfaces 120 of the nuts 113 and the outer faces of the bars. The disk 125 may be provided with nut lock means (not shown) associated with each hole 12~ and ~5 engagable with the nuts 113 in the same manner as described in relation to nut locking means 51 above. In any event, each bar 123 has an outer end 127 which provides an inner radial surface 128 when the bar means 112 iS installed. It is readily apparent that because the surface 128 of the outer end of each bar 123 is juxtaposed the annular outer surface of the rim 50, in the event the rim does deteriorate to the extent the outer part of the rim breaks away, it cannot escape from the wheel.
As previously described, the above shown wheel lock device 49 can be used in combination with the above described wheel and hub retaining assembly 10 and/or with the alarm device 45 as illustrated in Figures 10 and ~1.
Also the above described protector device 110 may be used alone or in combination with the wheel lock device 49 and/or the wheel and hub retaining assembly 10. Alternately such an alarm device 45 may be used on vehicles which are equipped with neither of the above for indicating any loose wheel condition or of a situation where a wheel has broken away from the vehicle.
Looking first at Figure 11, the reference character 90 denotes an axle housing of the vehicle, the housing being a non-rotatable portion of the vehicle, and reference character 91 denotes a wheel, which is partially shown, and which, of course, rotates during vehicle travel. The wheel 91 includes a rim 92 on which is mounted a tire 93. The rim ~5 has a portion 94 which is shown in the inside cylindrical portion of the rim and rotates therewith. Affixed to the axle housing 90 is a mounting bracket 95 which remains stationary relative to the vehicle and has an upwardly projecting arm 96 terminating short of the wheel but in the proximity of portion 94 of the rim. Affixed to the outer end of the arm 96 is a sensor 97 which faces the rotating portion 94. A lead 98 connected to the sensor electrically connects the sensor to an encoder 101. In the arrangement shown in Figure 10, the group of wheels sets 100 shown at the left represents the wheels of a trailer while those at the right represent wheels of a tractor of a rig. As illustrated, each wheel is provided with one of the sensors 97, each of which is independently connected to the encoder 101 which is carried by the trailer. The encoder 101 is connected by way of a line 103 to a signal decoder 104 carried by the tractor.
What is termed the sensor 97 may take a number of forms. It may include a detector in the form of a magnet, and the rotating portion of the wheel may have a form presenting a number of circumferentially spaced notches.
This type of sensor is commercially known as a Hall Effect Sensor Module, and is sold by Cherry Electrical Products of Waukegan, Ill. U.S.A. It provides a signal which is created by the passing notches of the portion 94 of the rotating wheel, the signal being in the form of a distorted magnetic field. When the spacing of the sensor from the sensor 97 to the rotating portion 94 of the wheel is at its set predetermined amount, the signal transmitted from the sensor is read by the programmed system as an acceptable condition.
However, if a different signal is produced by the spacing changing, the decoder 104 on reading the different signal produces a signal which is transmitted to an alarm means 105. The alarm means 105 is located in proximity to the operator of the vehicle, and it reacts to the signal by providing a warning to the operator by means such as a buzzer and/or light. A panel may be provided as part of the decoder, and because the signals are separately received from the individual sensors at the wheel sets and handled by the encoder separately, the decoder can be programmed to provide a read out indicating the particular set of wheels from which a signal indicating a problem was received.
It can be appreciated that this type of alarm system, when used, for example, with the above described wheel and hub retaining assembly 10 is capable of giving an early warning when the hub has initially experienced axial play.
Accordingly, in noting the alarm within the driver's cab, the operator has ample opportunity to stop his rig and he can then go directly to the appropriate wheel set to confirm any bearing failure.
The use of other types of sensors 97 are possible.
There are available sensors, again using a magnet type device which is capable of sensing a change in distance between the face of the sensor and a ferromagnetic material, such as the steel rim of a wheel. This is done therefore without there having to have the presence of passing notches so that it is not necessary to modify the rim of the wheel.
Alternatively, the sensor could take a more mechanical form, such as an inwardly directed flange provided on the inside of the rim and a mechanical rod which is connected at an inner end to a micro switch and which has a hook portion outside of the flange. Thus, any outward movement of the wheel pulls the rod by way of the flange engagement with the hook portion, and due to the axial movement of the rod, the micro-switch is operated. The detecting of a signal due to the operation of the micro switch within a circuit can be detected by a decoder as described above. The signal may be in the form of an initial current flow or by the terminating of a current flow due to the switch being closed or opened, respectively, as the rod is pulled. This signal can then be processed as previously described.
While there have been described certain embodiments of the invention, as examples, various other forms of the invention within the spirit of the invention as defined in the appending claims will be obvious to those skilled in the art.
TRUCK WHEEL RETAINING DEVICE AND ALARM SYSTEM
This invention relates to a device for preventing wheels of vehicles from accidentally becoming detached from the vehicle and running away on their own.
In recent years there have been numerous incidents of wheels becoming detached from a vehicle and than either striking persons, other vehicles and property or causing the vehicle from which they have departed to become uncontrollable or to flip and thus cause an accident. The problem is most severe with truck wheels, which are heavy, particularly in dual sets. The frequency and severity of accidents caused by run-away wheels has increased with greater high-way speeds and with increased trucking traffic.
Deteriorating road conditions have been a factor in the increased number of wheel mounting failures.
A number of proposals have been made to prevent loose wheels from becoming run-aways. One approach which has gained some usage involves the use of a bar across the outside of the wheel, or some form of cage structure to enclose the upper portion of a wheel or set of wheels.
These forms of devices do not always contain the wheels or prevent the hub which has become loose on the spindle from running out to the end of the spindle. Such structures therefor may result in the loose wheel causing further damage to the spindle and/or hub, and even eventually breaking away from the spindle. The capturing of the loose wheels within the device may maintain the wheel under the vehicle, or the trailer portion of a tractor trailer rig, and thereby cause an upset of the entire rig at a high S speed, which can cause, of course, a massive accident.
One of the most common causes of a wheel and its associated hub departing the vehicle is due to a bearing deteriorating within the wheel hub. The free running wheels of a trailer rig or the steering wheel of a tractor include a hub rotating on a spindle of the type formed of an integral shaft having a threaded portion axially inwardly of an outer end thereof with a keyway formed in the threaded portion and extending axially therealong inwardly from the outer end. The spindle has an enlarged portion axially inward of the threaded portion and defining an outer, substantially cylindrical portion for receiving thereover an inner race of a bearing cone adjacent the inner end of the threaded portion. The hub has an axial opening therethrough for mounting over the spindle, and the opening defines an internal surface for receiving an outer bearing race for the bearing cone. The outer bearing race has an inner surface of smaller diameter than the internal surface of the hub.
The bearing cone and its associated race are usually termed the outer bearing because another or second bearing cone, usually of greater size than this outer bearing cone, is disposed a greater distance inwardly from the outer end of the spindle. The second bearing cone and its associated race is usually termed the inner bearing.
Either of the bearing cones can deteriorate if not properly lubricated which may be due to insufficient S maintenance or more frequently because of an undetected seal failure. Some road conditions may also cause the cones-to crack or burst so the hub no longer rotates smoothly on the pair of bearing cones. The bearings then fully deteriorate quickly, resulting in the hub becoming loose on the spindle without any resistance to the axial play thereof.
Accordingly, while a nut assembly on the threaded spindle normally engages the bearing cone to exert an axial pressure thereagainst, the hub becomes free to move axially over the nut assembly and eventually off the end of the spindle so that the hub and the wheel or wheels mounted on the hub depart the vehicle.
Another cause of a wheel leaving the vehicle during operation is that of the nuts fastening the wheel to the hub becoming loose. Heavy vehicle hub and wheel combinations are in the main of two different types which will be described in more detail below. The wheels of both types include an outer tire mounting rim portion with fastening means radially inwardly of the rim for removably fastening the wheel to a hub, such as the type described above. The hub has a central portion for mounting the hub on a spindle or other type of axial means and a radially extending portion which is integral with the central portion and includes a plurality of circumferential spaced axially projecting threaded studs. The means for mounting the wheel or wheels on the hub includes a first series of nuts for threading on the studs for providing a clamping action between the fastening means of the wheel and the radial extending portion of the hub.
Although there are provided a plurality of such mating studs and nuts, it is possible for a number of the nuts to become sufficiently loose to allow the wheel to break away from the hub. This can result from one or more of the nuts not being properly torqued when the wheel is being installed or by unnoticed deterioration of the threads of the nut and/or the bolt. If a few of the nuts are not fully tightened the flexing of the wheel caused by the loose nuts can eventually cause other nuts to start to back off until the loosened wheel causes a deterioration of any remaining studs and the wheel becomes a run-away.
Yet another problem encountered is that at least part of a vehicle wheel, and particularly a portion of a rim, may come away from the vehicle due to deterioration of the rim caused by moisture and road salt which often penetrates the interface between the tube of the tire and the rim.
Sufficient deterioration may eventually cause a portion of the rim to split away, resulting in portions of the rim and possibly the tire flying away from the wheel.
It is one object of the present invention to provide a vehicle wheel retaining assembly to prevent such departing of the hub and associated wheel~s) from a spindle in the event of the described bearing failure.
It is yet another object of the invention to provide a wheel lock device which reduces the possibility of a wheel accidentally breaking away from a hub of the vehicle.
It is another object of the invention to provide a protector device for preventing portions of a broken wheel, and particulary parts of the rim, from leaving the vicinity of the wheel.
A still further object of the invention is to provide a vehicle with an alarm system for providing notice in the vicinity of a vehicle operator of initial displacement of a vehicle wheel from its normal operating position.
Thus, according to one form of the invention, there is provided a wheel and hub retaining assembly including a first spindle nut for threading over the threaded outer portion of the spindle for applying the usual inward axial pressure against the bearing cone. A washer member is provided which has a central opening for sliding reception over the outer threaded portion of the spindle. The washer member defines within the central opening thereof a lug to be received in a keyway of the spindle so as to slide along the keyway as the washer member is pushed over the spindle and against the first spindle nut. This lug prevents rotation of the washer member relative to the spindle. The washer member has an outer diameter greater than the internal diameter of the outer bearing race. A second spindle nut is provided for threading on the outer threaded portion of the spindle for bearing against the washer member and locking the washer member between the first and second nuts.
In a specific embodiment of the above described form of the invention, the first nut defines an axially extending, dowel receiving bore therethrough, and the washer has a plurality of circumferentially spaced axially extending, dowel receiving bores, one of which will axially align with the dowel receiving bore of the first nut. The device may further include a dowel for simultaneous ~S reception in the dowel receiving bore in the first nut and in the aligned one of the dowel receiving bores in the washer member so that the first nut is locked against rotations relative to the washer and thus relative to the spindle.
Because the outer diameter of the washer is greater than the internal surface of the outer bearing race, the hub and the wheel thereon cannot pass over wheel retaining assembly which includes the washer member. The washer thus at least temporarily prevents the hub and associated wheel to thereby leave the spindle. The outer bearing race is not the part of the overall outer bearing of the hub normally subject to major deterioration, and thus its engagement with the washer member retains the hub and wheel on the spindle.
According to another aspect of the invention there is provided a wheel lock device which includes a disk of smaller diameter than the outer rim of the wheel and has a plurality of openings located therein for reception of the plurality of threaded studs when fitted thereover. The disk has an inner surface for engagement against outer end faces of the first set of nuts on the threaded studs. The device includes a second series of wrench-head nuts for threading on the studs outwardly of the disk and into engagement with an outer face of the disk. The disks has a plurality of lugs, at least one of the lugs being adjacent, but spaced from, an associated one of the openings. Each lug is displaceable from the plane of the disk about a bend line so as to position the lug substantially perpendicular to the t outer face of the disk and into engagement with a side face of one of the second series of wrench-head nuts to thereby prevent rotation of the engaged nut.
Each lug may be defined by a U-shaped slot in the disk around the lug and defining with the bend line of the lug, the four sides of the lug.
In yet another embodiment, the invention resides in a protector device for use adjacent the tire mounting rim which is commonly of the type including a pair of inner and outer axially spaced, radial flanges having opposed inner surfaces for containing the beads of a tire which is mounted on the rim, and wherein the outer flange of the pair has an outer exposed, substantially annular face. The protector device includes supplementary stud means having sufficient length to project further outwardly from outer radial faces of the one series of nuts to an outer end which is disposed axially outward of a plane containing the annular face of the outer flange of the tire mounting rim. The protector device further includes bar means having radially projecting outer ends providing inner radial faces juxtaposed the exposed annular face of the outer flange of the tire mounting rim. Another series of nuts are included in the protector device for threaded reception in the supplementary stud means. This series of nuts have inner radial faces for ~5 engagement with the bar means so as to clamp the bar means against the supplementary stud means to thereby maintain the inner faces of the bar means in a position for preventing axial outward movement of the outer flange of the tire mounting rim relative to the hub.
According to yet another aspect of the present invention there is provided an alarm system for use on a vehicle to provide a warning to a person at a vehicle operator position of the vehicle of axial displacement of a wheel of the vehicle from a normal operating position, the wheel being located adjacent a non-rotating portion of the vehicle and having a portion for rotation with the whee].
The system includes mounting means for a permanent attachment to the non-rotating portion of the vehicle, and a sensor affixed to the mounting means at a predetermined spacing from the rotating wheel portion. The sensor has detecting means for producing one signal during operation of the wheel when the spacing remains at the predetermined spacing and a different signal when the spacing changes.
The system has a decoder for interpreting differences between the signals produced by the detecting means and providing an alarm signal in response to receiving the different signal. An alarm means is provided for location in proximity to the vehicle operator position. A lead is provided for transmitting the first and second signals from the sensor to the decoder and another lead is provided for connecting the decoder to the alarm means for transmitting the alarm signal to the alarm means and thereby activating the alarm means for indicating initial movement of the wheel from its normal position.
In the accompanying drawings which show the present invention by way of examples, Figure 1 is an exploded perspective view including parts of the wheel retaining device of the present invention in order of installation, Figure 2 is a cross-sectional view of the parts of Figure 1 as assembled with hub mounted on a spindle, Figure 3 is an elevational view of one form of a wheel lock device as applied to a vehicle wheel with one half of the device cut away to show the wheel struck therebehind, ~Figure 4 is an enlarged cross sectional view of the wheel lock device of Figure 3 as seen from line 4--4 of Figure 3, Figure 5 is an elevational view of one form of a disk forming a wheel lock device of the present invention, Figure 6 is a view similar to Figure 5 of another form of the disk, Figure 7 is another view similar to Figure 5 of yet a further embodiment of the disk, Figures 8 and 8A are cross sectional views on an enlarged scale as seen from line 8--8 of Figure 3, Figure 8A
showing the tab in its initial position and Figure 8a showing tab in its bent up operative position, Figure 9 and 9A are enlarged elevational views of the nuts as seen in Figure 8 and 8A respectively, showing the tab in its two positions, Figure 10 is a semi-schematic drawing of an alarm system of the present invention, and Figure 11 shows a mounting arrangement of a sensor of the alarm system of Figure 10.
Figure 12 is an elevational view of a vehicle wheel showing mounted thereon a protector device for maintaining parts of a broken wheel, and particularly, the rim part therefrom, within the vicinity of the wheel, and Figure 13 is an enlarged cross sectional view, similar to that of Figure 4, but taken on the line 13--13 of Figure 12, and showing parts which are optional in addition to those of Figure 12.
Looking first at Figures 1 and 2 in which there have been used like reference characters denoting elements referred to herein, there is shown a vehicle wheel retaining assembly 10. Shown in addition to the assembly 10 is a portion of a spindle 11 and a bearing cone 12. Extending inwardly from an outer end 13 of the spindle 11 is a threaded outer portion 14. The spindle is an integral shaft of circular cross section which has another portion 15 axially inwardly of the threaded portion and yet of further portion 16 axially inwardly of the portion 15, the portion being of greater diameter than the threaded portion 14 and the portion 16 being of greater diameter than the portion 15. The threaded outer portion 14 has a keyway 17 which extends from the outer end 13 to the portion 15. The portion 15 which is enlarged in relation to the threaded portion 14 has an outer surface for receiving thereover an inner race 18 of the bearing cone 12 with a slight interference so that the inner race 18 does not rotate on the spindle but the bearings of the cone 12 roll thereon.
A hub 20 (Figure 2) includes a central portion 21 having an opening therethrough for receiving the spindle 11 and rotating thereon by way of an outer bearing 22 which includes the bearing cone 12 with its inner race 18. There is also provided an inner bearing 23 which includes a bearing cone 24 having an inner race (not shown) adapted to 5 slide over the enlarged portion 16 of the spindle 11 with a slight interference fit so that the bearings of the cone 24 rotate on a stationary inner race (not shown) of the inner bearing 23. The hub 20 has an internal surface 25 into which an outer bearing race 26 of the inner bearing 23 is ~0 received with a slight interference fit.
The central portion 21 of the hub 20 is provided with an internal surface 27 into which a bearing race 30 of the outer bearing 22 is received with a slight interference.
The race 30 has an internal surface 31 on which the bearings 15 of the bearing cone 12 roll, the internal surface 31 which is of fustroconical shape having a minimum internal diameter which is smaller than the internal diameter of the opening in the central portion 21 of the hub. It can be readily seen from Figure 2 that the hub is thus free to rotate, via 20 the pair of axially spaced outer and inner bearings 22 and 23, on the spindle 11.
In the illustrated embodiment of the hub 20, there is formed integrally with the central portion 21 a radial projecting flange portion 28 which is provided with a 25 plurality of axially extending threaded bores 29 which are arranged on a circle concentric with the axis of the central opening of the central portion 21. The bores, which are spaced radially outward from the central portion 21, each receive a threaded stud 42 which project axially from an outer face 43 of the flange in the same direction as the spindle 11. The studs 42 form part of the wheel mounting means as will be described further below.
Once the cone 24 of the inner bearing 23 is put in place on the spindle and the races 26 and 30 of the inner and outer bearings 22 and 23, respectively, have been forced ~0 into place, the hub 20 can be eased into position. The bearing cone 12 is then pressed into position so that the bearings thereof engage the tapered internal surface 27 of its outer bearing race 30. A first spindle 33, which is part of the assembly 10, is internally threaded so that it can be turned onto the threaded outer portion 14 of the spindle as it is brought into place where it bears against the outside of the bearing cone 12. It is slightly tightened to apply the appropriate axial pressure against the bearing cone thereby causing the outer and inner bearings 22 and 23 to be properly seated. The nut 33 is provided with an axial bore 34 for receiving a dowel 36. A
washer member 35 which has a central opening 38 to slide over the threaded portion 14 of the spindle is moved into place after a dowel 36 is placed in the bore 34. The dowel 36 is of a diameter to be snugly received in the bore 34.
The washer member 35, which is of significant thickness and is preferably formed of a hardened metal, has a plurality of bores 37 also sized to snugly receive the opposite end of the dowel 36 as can most readily be seen from Figure 2. The bores 37 are circumferentially spaced and on a radius to align with the bore 34 of the nut 33. There is provided in the central opening 38 of the washer member 35 an integral lug 40 shaped to be received in the keyway 17 of the threaded portion 14 of the spindle. The plurality of bores 37 are not symmetrically disposed relative to the ].ug so that by reversing the washer before sliding it onto the outer threaded portion 14 with the lug 40 disposed in the keyway 17, one of the bores 37 in the washer member can be brought into alignment with the dowel 36 in the bore 34 of the nut 33.
Accordingly, the lug 40 of the washer member 35 maintains the washer member from rotating relative to the spindle 11 and the dowel 36 received in the bore 34 of the nut 33 and an aligned one of the bores 37 of the washer member 35 prevents the nut 34 from changing its position. A
second spindle nut 41 of the assembly 10 is then tightened against the outer side surface of the washer member 35 so as to lock the assembly together and also prevent displacement of the dowel 36.
Of importance in the function of the hub and wheel retaining assembly 10 is that of the washer member 35 which has an outer diameter which is greater than the internal diameter of the outer race 20 of the outer bearing 22.
Thus, as is most apparent from Figure 2, should bearing cone 12 disintegrate so that the hub 20 moves axially outward, the outer side of the race 20 would encounter the side of the washer member 35 adjacent its outer rim. This would prevent further outward movement of the wheel. The shimmying which would result because of the limited axial play of the hub 20 on the spindle would likely be noticeable to the operator under most road conditions. However, as will be explained further below, even though washer member 35 could be formed of sufficiently heavy and hardened material to allow considerable travel, in the event the shimmying is not noticed, it is proposed that there be provided in conjunction with the assembly 10, an alarm device 45 to provide sufficient warning at the operator's station to the effect the wheel is experiencing unusual axial play.
Referring now to the wheel lock device illustrated in Figures 3 to 9, it may be appreciated that a wheel lock device 49, which is described in more detail here below, may be used in combination with the wheel and hub retaining assembly 10 described above, or alternatively the wheel and hub retaining assembly lO illustrated in Figures l and 2 and the wheel lock device 49 hereinafter described may each be used independently of the other. The reference character 50 denotes a disk having nut locking means 51 in the form of bend-out lugs 52 described in more detail in more detaiL
below. The device 49 is applied to wheel 53 of the vehicle as it is being mounted on the hub 20 which is of the form described above or of the other type commonly used and S described in detail below.
Referring again to Figure 2, it was pointed out that the central portion 21 of the hub 20 may have a radial flange 28 providing an outer face 43 from which project axially extending threaded studs 42. The whee] adapted to be mounted on this type of hub has a central web (not shown) extending inwardly from the rim on which a tire is mounted.
The web has an inner face which engages the outer face 43 of the flange 28 and it is provided with a plurality of holes arranged on a circle concentric with the axis of the hub and located to receive the studs 42. Nuts are then screwed onto the studs to lock the wheel to the hub.
Reference will be made to the above described type of hub and wheel combination later. Another common form of hub is provided with a plurality of spokes 53 projecting radially from the central portion of the hub. The cross-sectional shape of the outer end portion of such a spoke 48 is shown in Figure 4. The radially outer end portion of each spoke has a radial front or outer face 54 and an axially extending surface 55, the inner end of which is an enlarged portion as shown at 56 tapering towards a larger radius. In the embodiment shown, a set of dual wheels 57,57 are mounted on the hub, the wheel including conventional rims 58,58' on which tires 60 are mounted. Each of rims 58, 58' include a pair of radially outward spaced flanges 61,61 to receive beads 59,59 of the tire 60. Each of the rims has adjacent one side thereof an inwardly tapered flange 62.
When installing the dual wheels 57,57 on the spokes 48 of the hub 20a, the rim 58' of the inner wheel 57 is first slid over the outer surfaces 55 of the spokes 48 in a direction so that the rim 58' passes over the outward taper 56 of the spokes until the inwardly tapered flange 62 of the rim 58' engages the outward tapered portion 56 of the spoke.
A cylindrical spacer 63 having an inside cylindrical surface 64, which is sized to fit over the outer axially extending surfaces 55 of the spokes, is slid over the spokes until its inner surfaces engages an end surface 65 of the inwardly tapered flange of the inner rim 58'. The rim 58 of the outer wheel 57 is then slid in a direction opposite to rim 58' onto the axially extending surface 55 of the spokes 53 of the hub 20a until the outer end surface 65 of the tapered flange 62 of the outer wheel 57 engages the outer end surface of the cylindrical spacer 63.
A plurality of threaded bores 66 extend into the outer ends of each spoke 48 from the outer face 54 thereof, and threaded studs 67 are screwed into each bore. An L-shaped wedge member 69 having an opening 70 in one leg 71thereof is positioned over the stud 67 with another leg 72 of the wedge member 69 projecting into the space between the axially extending surface 55 of the spoke and the inner cylindrical surface of the rim 58 of the outer wheel 57.
The leg 72 has a tapered free end 73 shaped to fit between 5 the inwardly tapered flange 62 of the rim 58 and the axially extending surface 55 of the spoke 48. Thus, when a nut 74 of a first set of wheel nuts is threaded onto the stud 67, it engages the leg 71 of the wedge member 69, and as the nut 74 is tightened the wedge shaped free end 73 of the wedge ]0 member 69 is driven into the inwardly tapered f]ange 62 of the outer wheel which wedges the inwardly tapered flange 62 of the inner wheel against the inner wedge shape of the spoke 48, clamps the spacer 63 between the ends 65,65 of the two wheels, and causes firm engagement between the tapered 15 wedge end 73 and the tapered flange 62 of the outer wheel and the spoke 48. The dual wheels are thus firmly fixed to t the spokes 48 of the hub 20a.
The stud 67 is of sufficient length that it extends axially well beyond an outer face 75 of the nut 74. The 20 disk 50 which has an outer diameter selected to fit within the rim 58 of the outer wheel 57 and has a plurality of holes 77 to fit over the studs 67 is then placed over the outer free ends of the studs 67. An inner surface 78 of the disk 50 thus engages the outer faces 75 of the first set of 25 wheel nuts while an outer face 79 of the disk remains outwardly exposed.
A nut 80 of a second set of wrench-head nuts, preferably of the self-locking type, are then threaded onto each stud and into tight engagement with the outer face 79 of the disk 50 so as to tighten the disk between the outer face 75 of the wheel nuts 74 and an inner face 81 of the nuts 80. This relationship may best be seen in Figures 8 and 9. Adjacent each hole 77 the disk 50 is provided with lugs 52 which form nut locking means 51. The lugs 52 are formed by stamping a U-shaped slot 82 (Figure 8) in the disk 50. As can be seen from Figure 9 the U-shape slot has a base portion 83 and two leg portions 84 with the open part of the U-shape facing the hole 77. Each U-shaped slot is oriented to straddle a radial line 85 extending from the centre of the hole 77. The radial line 85 of each U-shaped slot is spaced from the radial line of the next U-shaped slot by an angle A of 60~ or a multiply thereof when the wrench head nut being utilized is the conventional six sided nut as illustrated in the drawings.
Once the nut 80 has been tightly secured, the lugs 52 are bent upwardly leaving an opening 86 defined by the edges of the base portions 83 and side portions 84 of the U-shaped slot and a bend line 85 (Figure 8A). The tabs 52 as bent upwardly to project an substantially right angle to the outer face 79 of the disk 50 are pressed against a side face of the wrench head nut 80. As best shown in Figure 9A, the two tabs 52,52 engage adjacent side faces of the nut in the embodiment shown there.
It is apparent that the nut locking means provided adjacent each opening 77 in the disk 50 may consist of only one lug 52 or more than two. In any event because such nut locking means 5~ are provided in a single disk 50 which provides the nut locking means for the outer nuts 80 on all the studs, the disk as a whole is held tightly in place.
This significantly deters any one wheel nut from developing initial play and then eventually becoming sufficiently loose to affect adjacent nuts. Also unlike a wheel without such a wheel locking device and wherein the wheel nuts have not been properly torqued, with the present invention it is visually apparent once the tabs have been properly moved into place that means for preventing any further loosening of the nuts are in place.
As shown in Figures 3 and 5, the disk 50 has a central opening 88 to accommodate the centra] portion of the hub 20a which may project outwardly past the plane of the disk 50. In the event the hub 20a does not project beyond that plane, the opening 88 allows ready access to the hub.
In the event the spokes are shaped to project outwardly into the plane of the disk 50, the disk 50a may be formed in the shape of a narrower annulus as illustrated in Figure 6, but in which the same type of nut locking means 51 are utilized.
The embodiment of the wheel lock device 49b as shown in Figure 7 is provided with a formed plate 50b instead of the flat disk of the above embodiment so as to accommodate different shaped spokes. The three dimensional forming also contributes to the rigidity of the structure which is beneficial. Moreover, this embodiment shows bendable tabs which are not outlined by the above described U-shaped slots stamped into the disk. As is apparent, the tabs 52b are shaped where the central opening 88b is stamped out. The orientation of the tabs 52b may be altered so as to be more effective in engagement with the side faces of a wrench head nut 80 secured against the outer face of the plate 50b.
Returning to the form of the hub 20 as illustrated in Figure 2, wherein the wheel has a central web portion integral with the rim, it was described above that an inner ~5 face of the web engages the outer face 43 of the flange 28 as the threaded studs 42 pass through a plurality of ho]es 77 in the web. Nuts forming a first set of wheel nuts and corresponding to above-described nuts 74 are threaded on to the threaded studs 42 in the conventional manner to secure the wheel to the hub 20. A disk (not shown) of the same design described above, but of smaller outer diameter, is then slid over the studs 42 and against the outer face of the web of the wheel. A second set of nuts corresponding to nuts 80 are then screwed onto the threaded studs and tightened before tabs 52 of a nut locking means like means 51 described above, are moved into locking condition with the second set of nuts. Thus, with the different type of wheel mount substantially the same form of a wheel lock device 50 is utilized.
Referring now to Figures 12 and 13 there is shown a protector device 110 which is shown in use with the wheel lock device 49 described above. It is used, as will become more apparent from the following description, to retain parts which break away from the wheel, and mainly parts of the rim 58 which can break apart usually due to corrosion from moisture and road salts which can penetrate the space between the tire and tube (not shown) and the interior of the rim. Vpon such breakage, a portion of the rim, such as that including the flange 61, and possibly the tire, might otherwise fly away from the remainder of the wheel.
The protector device 110 includes a supp]ementary stud means 111, a bar means 112, and another set of nuts 113, also preferably of the self-locking type. Also there may be included with the bar means 112, another disk 125 which forms a cover for the bar means 112. In the illustrated embodiment, the studs 67 are sufficiently long to project well past the outer radial face of the nut 80.
The supplementary stud means 111 includes a spacer block 114 having an axial bore 115 which is threaded for screwing the block onto the outer end of the stud 67. An inner radial face 116 of the spacer block 114 is brought into tight engagement with the outer radial face of the nut 80 when the CA 02206849 l997-08-29 spacer block is threaded tightly onto the stud 67. The spacer block 114 is of a sufficient thickness so that its outer radial face 117 is in a plane just slightly outward of a plane including a substantially annular outer face 118 defined by the outer flange 61 previously described as forming part of the rim 58 on which the tire 60 is mounted.
The supplementary stud means 111 further includes a secondary stud 120 which is coaxial with the threaded bore 115, and projects axially from the outer face 117 of the spacer block.
It will be appreciated that due to different hub and wheel designs the thickness of the spacer block 114 will have to vary so as to properly locate its outer face 116 relative to the outer face 118 of the rim. The supplementary stud means 111 may take other forms, such as a replacement stud for stud 67, the replacement stud being longer so as to extend outwardly to the same location as the outer end of the secondary stud 120 of the above embodiment.
There may be used in conjunction with such a stud a spacer collar which would be placed over the outer end of the longer stud so as to establish an outer face corresponding to face 117 of the spacer block 114.
The bar means 112 includes a plurality of rigid bars 123 which are integrally formed with a central hub portion 122 and project radially therefrom. There are as many bars 123 as there are spokes in the hub of the vehicle, and each bar 123 is provided with an axial bore 124 sized and located to slide over the secondary stud 120 SO as to be fastened tightly to the vehicle wheel and hub when nuts 113 are threaded into the supplementary studs. Inner radial surfaces 126 of the nuts 113 may engage directly against the bars 123 to clamp the bars between the nuts and the spacer blocks 114.
Alternatively, there may be included with the bar means 112, the disk 125, as shown in Fig. 13 to form a cover for the bar means 112. Such a disk is provided with a plurality of holes 12~ spaced to slide over the secondary studs 120 and engages the outer faces of the bars so that the disk 125 iS clamped between the inner radial surfaces 120 of the nuts 113 and the outer faces of the bars. The disk 125 may be provided with nut lock means (not shown) associated with each hole 12~ and ~5 engagable with the nuts 113 in the same manner as described in relation to nut locking means 51 above. In any event, each bar 123 has an outer end 127 which provides an inner radial surface 128 when the bar means 112 iS installed. It is readily apparent that because the surface 128 of the outer end of each bar 123 is juxtaposed the annular outer surface of the rim 50, in the event the rim does deteriorate to the extent the outer part of the rim breaks away, it cannot escape from the wheel.
As previously described, the above shown wheel lock device 49 can be used in combination with the above described wheel and hub retaining assembly 10 and/or with the alarm device 45 as illustrated in Figures 10 and ~1.
Also the above described protector device 110 may be used alone or in combination with the wheel lock device 49 and/or the wheel and hub retaining assembly 10. Alternately such an alarm device 45 may be used on vehicles which are equipped with neither of the above for indicating any loose wheel condition or of a situation where a wheel has broken away from the vehicle.
Looking first at Figure 11, the reference character 90 denotes an axle housing of the vehicle, the housing being a non-rotatable portion of the vehicle, and reference character 91 denotes a wheel, which is partially shown, and which, of course, rotates during vehicle travel. The wheel 91 includes a rim 92 on which is mounted a tire 93. The rim ~5 has a portion 94 which is shown in the inside cylindrical portion of the rim and rotates therewith. Affixed to the axle housing 90 is a mounting bracket 95 which remains stationary relative to the vehicle and has an upwardly projecting arm 96 terminating short of the wheel but in the proximity of portion 94 of the rim. Affixed to the outer end of the arm 96 is a sensor 97 which faces the rotating portion 94. A lead 98 connected to the sensor electrically connects the sensor to an encoder 101. In the arrangement shown in Figure 10, the group of wheels sets 100 shown at the left represents the wheels of a trailer while those at the right represent wheels of a tractor of a rig. As illustrated, each wheel is provided with one of the sensors 97, each of which is independently connected to the encoder 101 which is carried by the trailer. The encoder 101 is connected by way of a line 103 to a signal decoder 104 carried by the tractor.
What is termed the sensor 97 may take a number of forms. It may include a detector in the form of a magnet, and the rotating portion of the wheel may have a form presenting a number of circumferentially spaced notches.
This type of sensor is commercially known as a Hall Effect Sensor Module, and is sold by Cherry Electrical Products of Waukegan, Ill. U.S.A. It provides a signal which is created by the passing notches of the portion 94 of the rotating wheel, the signal being in the form of a distorted magnetic field. When the spacing of the sensor from the sensor 97 to the rotating portion 94 of the wheel is at its set predetermined amount, the signal transmitted from the sensor is read by the programmed system as an acceptable condition.
However, if a different signal is produced by the spacing changing, the decoder 104 on reading the different signal produces a signal which is transmitted to an alarm means 105. The alarm means 105 is located in proximity to the operator of the vehicle, and it reacts to the signal by providing a warning to the operator by means such as a buzzer and/or light. A panel may be provided as part of the decoder, and because the signals are separately received from the individual sensors at the wheel sets and handled by the encoder separately, the decoder can be programmed to provide a read out indicating the particular set of wheels from which a signal indicating a problem was received.
It can be appreciated that this type of alarm system, when used, for example, with the above described wheel and hub retaining assembly 10 is capable of giving an early warning when the hub has initially experienced axial play.
Accordingly, in noting the alarm within the driver's cab, the operator has ample opportunity to stop his rig and he can then go directly to the appropriate wheel set to confirm any bearing failure.
The use of other types of sensors 97 are possible.
There are available sensors, again using a magnet type device which is capable of sensing a change in distance between the face of the sensor and a ferromagnetic material, such as the steel rim of a wheel. This is done therefore without there having to have the presence of passing notches so that it is not necessary to modify the rim of the wheel.
Alternatively, the sensor could take a more mechanical form, such as an inwardly directed flange provided on the inside of the rim and a mechanical rod which is connected at an inner end to a micro switch and which has a hook portion outside of the flange. Thus, any outward movement of the wheel pulls the rod by way of the flange engagement with the hook portion, and due to the axial movement of the rod, the micro-switch is operated. The detecting of a signal due to the operation of the micro switch within a circuit can be detected by a decoder as described above. The signal may be in the form of an initial current flow or by the terminating of a current flow due to the switch being closed or opened, respectively, as the rod is pulled. This signal can then be processed as previously described.
While there have been described certain embodiments of the invention, as examples, various other forms of the invention within the spirit of the invention as defined in the appending claims will be obvious to those skilled in the art.
Claims (15)
1. A vehicle wheel and hub retaining assembly for use in mounting a wheel hub on a spindle, said spindle being of the type formed of an integral shaft having a threaded portion inwardly of an outer end thereof with a keyway formed in said threaded portion and extending axially therealong inwardly from said outer end, and an enlarged portion inwardly from said threaded portion and defining an outer surface for receiving thereover an inner race of a bearing cone adjacent an inner end of said threaded portion, said hub having an axial opening therethrough for mounting over said spindle and defining an inner surface for receiving an outer bearing race for said bearing cone, said outer bearing race having an internal surface of smaller diameter than said internal surface of said hub;
said wheel and hub retaining assembly comprising;
a first nut for threading over said outer threaded portion of said spindle and for applying inward axial pressure against said bearing cone, a washer member having a central opening for sliding reception of said outer threaded portion of said spindle and defining within said central opening a lug to be received in said keyway for preventing rotation of said washer relative to said spindle, said washer having an outer diameter greater than said inner diameter of said outer bearing race, and a second nut for threading on said outer threaded portion of said spindle for bearing against said washer and locking said washer between first and second nuts.
said wheel and hub retaining assembly comprising;
a first nut for threading over said outer threaded portion of said spindle and for applying inward axial pressure against said bearing cone, a washer member having a central opening for sliding reception of said outer threaded portion of said spindle and defining within said central opening a lug to be received in said keyway for preventing rotation of said washer relative to said spindle, said washer having an outer diameter greater than said inner diameter of said outer bearing race, and a second nut for threading on said outer threaded portion of said spindle for bearing against said washer and locking said washer between first and second nuts.
2. A wheel retaining assembly as defined in claim 1, wherein said first nut defines an axially extending, dowel receiving bore therein, wherein said washer has a plurality of circumferential spaced, axially extending dowel receiving bores for axial alignment of one of said bores with said dowel receiving bore in said first nut, and further comprising;
a dowel for simultaneous reception in said dowel receiving bore in first nut and in an aligned one of said dowel receiving bores in said washer, whereby said first nut is locked against rotation relative to said washer and thus relative to said spindle.
a dowel for simultaneous reception in said dowel receiving bore in first nut and in an aligned one of said dowel receiving bores in said washer, whereby said first nut is locked against rotation relative to said washer and thus relative to said spindle.
3. A wheel retaining assembly as defined in claim 1 or 2 wherein sid washer is formed of hardened metal.
4. A vehicle wheel retaining assembly as defined in claim 1, wherein the wheel includes an outer tire mounting steel rim, and said spindle extends outwardly from a rigid axle means, and further including, an alarm means for detecting axial outward movement of said rim relative to said axle means.
5. A vehicle wheel retaining assembly as defined in claim 4, wherein said alarm means comprises;
an electrical circuit, an alarm means of a audio and/or visual type located in said circuit and near a vehicle operator station, said alarm means being activated by a change in current in said circuit, a magnetic switch means in said circuit and mounted on said axle means spaced from but in proximity to said wheel rim, said switch means being affected by a change in spacing from said rim to vary the current flow in said circuit.
an electrical circuit, an alarm means of a audio and/or visual type located in said circuit and near a vehicle operator station, said alarm means being activated by a change in current in said circuit, a magnetic switch means in said circuit and mounted on said axle means spaced from but in proximity to said wheel rim, said switch means being affected by a change in spacing from said rim to vary the current flow in said circuit.
6. A vehicle wheel lock device for use in mounting a wheel on a wheel hub, said hub including a central portion for mounting said hub on an axle means and radially extending portion integral with said central portion and including a plurality of circumferential spaced axially projecting threaded studs, said wheel being of the type including an outer tire mounting rim and having wheel mounting means inward of said rim and co-operating with said studs for affixing said wheel to said radially extending portion of said hub, said mounting means including a first series of nuts for threading on said studs for providing a clamping action between said mounting means of said wheel and said radially extending portion of said hub, said wheel lock device comprising a disk of smaller diameter than said outer rim of said wheel and including a plurality of openings located in said disk for reception of the plurality of threaded studs, said disk having an inner face for engagement against outer radial faces of said first series of wrench-head nuts and an outer exposed surface, a second series of wrench-head nuts for threading on said studs outwardly of said disk and engaging said outer face of said disk, said disk having a plurality of lugs, at least one each of said lugs being adjacent but spaced an associated one of said plurality of openings in said disk from each opening, whereby each lug is displaceable from the plane of the disk about a bend line to a position substantially perpendicular to said outer face of said disk and into engagement with a side face of one of said second series of wrench-head nuts to thereby prevent rotation of said one nut.
7. A wheel lock device as defined in claim 6, wherein, each lug is defined by a U-shaped slot ins aid disk, and wherein, a base portion of said U-shaped slot of each lug is oriented perpendicular to a line extending radially from an opening associated therewith, said base portion of said opening being disposed away from the associated opening, said bend line of each lug thereby extending between free outer ends of lug portions of said U-shaped slot and being also perpendicular to the radial line.
8. A vehicle wheel lock device as defined in claim 7, wherein there are at least two of said U-shaped slots defining separate lugs adjacent each opening for engagement with different side faces of said one nut.
9. A vehicle wheel lock device as defined in claim 8, wherein said U-shaped slots straddle separate radial lines extending from said each opening, said radial lines being separated by an angle of 60° or a multiple of 60°.
10. A vehicle wheel lock device as defined in claim 6, 7, 8 or 9, wherein, said disk has a central opening to accommodate said central portion of said hub.
11. A protector device for retaining broken parts of a wheel rim of a wheel mounted on a wheel hub, said hub including a central portion for mounting said hub on an axle means and a radially extending portion integral with said central portion and including a plurality of circumferential spaced axially projecting threaded studs, said wheel being of the type including an outer tire mounting rim and having wheel mounting means inward of said rim and co-operating with said studs for affixing said wheel to said radially extending portion of said hub, said mounting means including one series of nuts for threading on said studs for providing a clamping action between said mounting means of said wheel and said radially extending portion of said hub, said tire mounting rim including a pair of inner and outer axially spaced, radial flanges having opposed inner surfaces for containing beads of a tire mounted thereon, said outer flange of said pair of flanges having an outer exposed, substantially annular face, said protector device comprising;
supplementary stud means having sufficient length to project outwardly from outer radial faces of said one series of nuts to an outer end axially outward of a plane containing said exposed annular face of said outer flange of said tire mounting rim, bar means having openings for reception over said supplementary stud means, said bar means having radially projecting outer ends providing inner radial faces juxtaposed said exposed annular face of said outer flange of said tire mounting rim, and another series of nuts for threaded reception on said supplementary stud means and having inner radial faces for engagement with said bar means to thereby clamp said bar means against said supplementary stud means to maintain said radially inner faces of said bar means in position and thus prevent axial outward movement of said outer flange of saidtire mounting rim relative to said hub.
supplementary stud means having sufficient length to project outwardly from outer radial faces of said one series of nuts to an outer end axially outward of a plane containing said exposed annular face of said outer flange of said tire mounting rim, bar means having openings for reception over said supplementary stud means, said bar means having radially projecting outer ends providing inner radial faces juxtaposed said exposed annular face of said outer flange of said tire mounting rim, and another series of nuts for threaded reception on said supplementary stud means and having inner radial faces for engagement with said bar means to thereby clamp said bar means against said supplementary stud means to maintain said radially inner faces of said bar means in position and thus prevent axial outward movement of said outer flange of saidtire mounting rim relative to said hub.
12. A protector device as defined in claim 11, wherein said bar means includes a central hub portion and a plurality of radially extending bar portions terminating in said radially projecting outer ends, and each opening of said opening of said bar means includes an axial bore in each of said bar portions radially inward of said radially projecting outer end.
13. A protector device as defined in claim 12, wherein said supplementary stud mean includes a spacer means having a block portion providing an threaded bore for threaded reception of one of said axially projecting threaded studs, said block portion having an outer radially bar engaging face, and a secondary stud means projecting axially outward of said outer radially face for reception on said axial bore in said bar portion.
14. A protector device as defined in claim 13, and wherein said bar means further includes a cover plate for engagement with an outer radial surface of said plurality of bar portions, said cover plate being a thin disk including a plurality of openings for receiving said secondary stud means, said another series of nuts being threadable on said secondary stud means for clamping said disk between said inner radial faces of said another series of nuts and said outer radial surfaces of said plurality of bar portions.
15. An alarm system for use on a vehicle to provide notice to a person at a vehicle operator position of displacement of a wheel of the vehicle from a normal wheel operating position, said wheel being located adjacent a non-rotating portion of said vehicle and having a circumferential portion for rotation with said wheel, said system comprising a mounting means for permanent attachment to said non-rotating portion of said vehicle, a sensor affixed to the mounting means at a predetermined spacing from said rotating portion of the wheel, said sensor having detecting means for producing a first signal during operation of said wheel at a location in which the spacing between said wheel portion and said sensor remains at said predetermined spacing and for producing a different signal during operation of said wheel at a location in which said spacing between said wheel portion and said sensor is different than said predetermined spacing, a decoder for interpreting signals and producing an alarm signal in response to detecting an input signal different than said first signal.
an alarm means for location in proximity to said operator position, a first lead for connecting said sensor and said decoder for transmitting to said decoder signals produced by said detector means of said sensor, and a second lead for connecting said decoder to said alarm means for transmitting said alarm signal from said decoder to said alarm means, whereby said alarm means is activated to indicate initial movement of said wheel from said normal operating position.
an alarm means for location in proximity to said operator position, a first lead for connecting said sensor and said decoder for transmitting to said decoder signals produced by said detector means of said sensor, and a second lead for connecting said decoder to said alarm means for transmitting said alarm signal from said decoder to said alarm means, whereby said alarm means is activated to indicate initial movement of said wheel from said normal operating position.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CA 2206849 CA2206849A1 (en) | 1997-06-03 | 1997-06-03 | Truck wheel retaining device and alarm system |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CA 2206849 CA2206849A1 (en) | 1997-06-03 | 1997-06-03 | Truck wheel retaining device and alarm system |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CA2206849A1 true CA2206849A1 (en) | 1998-12-03 |
Family
ID=4160806
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA 2206849 Abandoned CA2206849A1 (en) | 1997-06-03 | 1997-06-03 | Truck wheel retaining device and alarm system |
Country Status (1)
| Country | Link |
|---|---|
| CA (1) | CA2206849A1 (en) |
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| WO2013053760A1 (en) | 2011-10-11 | 2013-04-18 | Safetytrim Worldwide Holdings Limited | Nut sensing devices |
| US9016997B2 (en) | 2011-10-11 | 2015-04-28 | Safety Trim Worldwide Holdings, Ltd. | Sensing safety devices |
-
1997
- 1997-06-03 CA CA 2206849 patent/CA2206849A1/en not_active Abandoned
Cited By (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| WO2013053760A1 (en) | 2011-10-11 | 2013-04-18 | Safetytrim Worldwide Holdings Limited | Nut sensing devices |
| WO2013053758A1 (en) | 2011-10-11 | 2013-04-18 | Safetytrim Worldwide Holdings Limited | Nut sensing devices |
| US8950990B2 (en) | 2011-10-11 | 2015-02-10 | Safety Trim Worldwide Holdings, Ltd. | Nut sensing devices |
| US9016997B2 (en) | 2011-10-11 | 2015-04-28 | Safety Trim Worldwide Holdings, Ltd. | Sensing safety devices |
| US9085196B2 (en) | 2011-10-11 | 2015-07-21 | Safety Trim Worldwide Holdings Ltd. | Nut sensing devices |
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