CN110582414B

CN110582414B - Anti-dislocation assembly and system comprising same

Info

Publication number: CN110582414B
Application number: CN201780090356.0A
Authority: CN
Inventors: L·W·斯塔克; D·斯科齐拉斯; C·G·沃格尔
Original assignee: Hutchinson Industries Inc
Current assignee: Hutchinson Industries Inc
Priority date: 2017-03-15
Filing date: 2017-03-15
Publication date: 2023-03-28
Anticipated expiration: 2037-03-15
Also published as: EP3595916A4; CN110582414A; WO2018169524A1; EP3595916A1

Abstract

A system is provided. The system includes a one-piece wheel, a tire mounted to the wheel, and an anti-dislocation assembly. The wheel defines an axis of rotation and includes: a wheel disc portion defining a central opening; and a rim portion connected to the wheel disc portion and defining first and second rim portions, first and second seat portions, and a rim channel portion. The anti-drop assembly is positioned in the drop well portion and includes a band, a plurality of fill assemblies connected to the band, and a coupler assembly configured to adjust tension applied to the band. The coupling assembly includes: a first trunnion in contact with the belt and having a first threaded opening; a second trunnion in contact with the belt and having a second threaded opening; and a threaded member threadedly engaged with the first and second threaded openings.

Description

Anti-dislocation assembly and system comprising same

Technical Field

The present application discloses an invention that relates generally and in various aspects to an anti-dislocation assembly for preventing a tire mounted on a one-piece wheel from dislocating from the wheel and a system comprising the anti-dislocation assembly.

Background

Many solid one-piece wheels include a wheel disc portion and a rim portion. The wheel disc portion may be connected to a hub of a vehicle. The rim portion is connected to the wheel disc portion and includes a first rim portion, a second rim portion, a first seat portion, a second seat portion, and a recessed center portion. The first rim portion is located axially outwardly of the rim portion and the second rim portion is located axially inwardly of the rim portion. The first seat portion is axially inward from the first rim portion and the second seat portion is axially inward from the second rim portion. The recessed center portion is positioned between the first and second seat portions and generally includes a bottom portion, a first side portion, and a second side portion. A bottom portion of the recessed central portion of the rim portion of the wheel has a smaller radial diameter than the first and second seat portions. In other words, the radial distance of the recessed central portion from the rotational axis of the wheel is smaller than the radial distance of the first and second abutment portions from the rotational axis of the wheel.

The smaller radial distance of the recessed center portion allows the tire to be more easily mounted to the rim portion of the wheel. For example, the bead portion of the tire may be forcibly twisted so as to pass over one of the rim portions. Once this bead portion of the tire passes over one of the rim portions, the bead portion of the tire may then fall into the recessed center portion. Once this bead portion of the tire is positioned in the recessed central portion, the opposing bead portion of the tire can then also easily pass over one of the rim portions. Thus, the entire circumference of the two tire bead portions may be stepped around the circumference of the tire (working) over one of the rim portions until the two bead portions are mounted to the rim portion. When the tire interior is pressurized by using the tire valve, the two bead portions of the tire will be forced axially outward, respectively, to rest tightly on the first and second seat portions and press axially outward against the rim portion.

While the above arrangement allows the tire to be more easily mounted to the rim portion of the wheel, it also makes the tire more easily unseated from the rim portion of the wheel while the vehicle is moving (and the wheel connected to the vehicle is rotating), particularly in low tire pressure situations, flat tire situations, and high speed cornering situations.

One method for minimizing the likelihood of tire dislocation occurring is to position the device circumferentially about the base of the recessed center portion so as to partially fill the recessed center portion. An example of such a device is disclosed in U.S. Pat. No.7,469,732, the contents of which are incorporated herein by reference in their entirety. While such prior art devices are generally effective for wheels and tires utilized by automobiles and light trucks, there are several reasons that such devices are generally unsuitable for more demanding applications, like commercial truck or bus applications.

One reason, for example, is commercial truck or bus applications and U.S. patent No. The device disclosed in 7,469,732 requires increased belt tension capability compared to the device. For the device, the strap attachment at each end of the strap is clamped together and spot welded, with no radius formed at the apex of the transition, as shown in fig. 1. The tension capacity of the belt of the device is therefore significantly less than that required in typical commercial truck or bus applications. More precisely, the belt tension (F) formed by the connecting means connecting the belt loops to each other _T ) A resultant force (F) is formed on the upper part of the band _R ). The spot welded part is then subjected to a resultant force (F) _R ) Destructive peel load force (F) of vertical component formed _P ) Effectively reducing the tension capacity of the belt to an amount significantly less than that required in typical commercial truck or bus applications.

Furthermore, the connecting means for the device connecting the respective straps to each other requires a strap tensioning nut positioned within one of the straps, as shown in fig. 2. To have the tension nut positioned within one of the bands, a hardware clearance HC is provided within the band, as shown in fig. 3. In various aspects, the required hardware clearance may occupy up to 75% of the width of the belt. With this relatively large amount of width occupied by the hardware gap HC, the belt tension capacity is substantially significantly less than that required in typical commercial truck or bus applications.

In addition, when the belt is subjected to higher tensions (such as those utilized in many commercial truck or bus applications), the connection between the respective filler element and the belt may be broken. When the connection is broken, the spacing between adjacent filler elements may become uneven, the filler elements may lose their position within the recessed central portion of the rim, and the device may eventually lose its intended functionality (preventing the tire from becoming unseated from the wheel).

Further, for certain aspects of the apparatus disclosed in U.S. Pat. No.7,469,732, the respective filler elements may be radially and/or axially adjusted to meet the radial height and/or axial width of the recessed central portion of the rim. However, for a given filler element, the adjustable structure and arrangement required for this is not necessarily capable of completely filling and/or blocking the volume of the concave central portion of the rim associated with the given filler element. Due to the filling element not completely filling and/or blocking the volume of the recessed central portion of the rim associated with the filling element, the filling element may sometimes move axially or radially within the recessed central portion. Whenever such movement occurs, the device may be (1) unable to adequately ensure that the bead portion of the tire does not enter the recessed center portion of the rim and allow the tire to become unseated from the wheel, and (2) unable to support heavy loads generally associated with commercial truck or bus applications.

Another example of why such a device is not suitable for more demanding applications, like commercial truck or bus applications, is that two belt loops at the ends of the belt are formed above the respective transverse bar, as shown in fig. 4. With this structure and arrangement, the band may slip laterally out of the transverse bars if there is any transverse bar misalignment during the device tensioning process. This is particularly true in typical commercial truck or bus applications where greater tension is applied to the belt. Of course, if the band slides laterally out of its corresponding transverse bar, the intended function of the device may fail (preventing the tire from becoming dislodged from the wheel).

A further example of why such a device is not suitable for more demanding applications, like commercial truck or bus applications, is that the connecting means connecting the respective straps to each other is a one-sided fastener (see fig. 5). The one-sided fastener includes a sheath having a first end terminating in one of the transverse rods and a T-bar positioned within the sheath having a first end terminating in the other of the transverse rods, and a threaded tensioning nut is threadedly mounted on the second end of the T-bar and abuts the second end of the sheath. When the belt tensioning nut is rotated in a first direction, the transverse rods are pulled towards each other, thereby tensioning the belt around the rim portion of the wheel. When the belt tensioning nut is rotated in a second direction opposite the first direction, the transverse rods are urged away from each other, thereby loosening the belt about the rim portion of the wheel. By using only one-sided fasteners, the time required to tension the strap of the device is relatively slow. The relatively long time required to tension the belt has a relatively high cost associated therewith, thereby making the device economically impractical for many commercial truck or bus operations.

Drawings

The novel features of the aspects described herein are set forth with particularity in the appended claims. However, both as to organization and method of operation, the aspects may be better understood with reference to the following description taken in conjunction with the accompanying drawings.

FIG. 1 illustrates various aspects of a prior art device's looped attachment;

FIG. 2 illustrates various aspects of the connection device of the prior art device of FIG. 1;

FIG. 3 illustrates various aspects of the band of the prior art device of FIG. 1;

FIG. 4 illustrates various aspects of the band/connecting means arrangement of the prior art device of FIG. 1;

FIG. 5 illustrates various aspects of a single-sided fastener of the prior art device of FIG. 1;

FIG. 6 illustrates a high-level representation of a system in accordance with various aspects;

FIG. 7 illustrates various aspects of tires of the system of FIG. 6;

FIG. 8A illustrates various aspects of a wheel of the system of FIG. 6;

FIG. 8B illustrates further aspects of the wheels of the system of FIG. 6;

FIG. 9 illustrates a high-level representation of a trip prevention component of the system of FIG. 6, in accordance with various aspects;

FIG. 10 illustrates various aspects of a coupling assembly of the anti-stripping assembly of FIG. 9;

FIG. 11 illustrates various aspects of the trunnion of the coupling assembly of FIG. 10;

FIG. 12 illustrates various aspects of the band of the anti-disengagement assembly of FIG. 9;

FIG. 13 illustrates various aspects of the band turns of the band of FIG. 12;

FIG. 14 illustrates further aspects of the band of the anti-dislocation assembly of FIG. 9;

fig. 15 illustrates an exploded view of a fill assembly of the anti-dislodgement assembly of fig. 9, in accordance with various aspects; and is

Fig. 16 illustrates a partial perspective view of the system of fig. 6, in accordance with various aspects.

Detailed Description

It is to be understood that at least some of the figures and descriptions of the present invention have been simplified to illustrate elements that are relevant for a clear understanding of the present invention, while eliminating, for purposes of brevity, other elements that those of ordinary skill in the art will appreciate may also include a portion of the present invention. However, because such elements are well known in the art, and because they do not facilitate a better understanding of the present invention, a description of such elements is not provided herein.

In the following detailed description, reference is made to the accompanying drawings, which form a part hereof. In the drawings, like numerals and reference numerals generally identify like parts throughout the several views unless the context indicates otherwise. The illustrative aspects described in the detailed description, drawings, and claims are not intended to be limiting. Other aspects may be utilized, and other changes may be made, without departing from the scope of the techniques described herein.

The following description of certain examples of the present technology should not be used to limit the scope thereof. Other examples, features, aspects, embodiments, and advantages of the present technology will become apparent to those skilled in the art from the following description, which is by way of illustration, one of the best modes contemplated for carrying out the present technology. As will be realized, the technology described herein is capable of other different and obvious aspects, all without departing from the technology. Accordingly, the drawings and description are to be regarded as illustrative in nature, and not as restrictive.

It should be further appreciated that any one or more of the teachings, expressions, aspects, embodiments, examples, etc. described herein may be combined with any one or more of the other teachings, expressions, aspects, embodiments, examples, etc. described herein. Thus, the teachings, expressions, aspects, embodiments, examples, etc. described below should not be viewed in isolation with respect to each other. Various suitable ways in which the teachings herein may be combined will be readily apparent to those of ordinary skill in the art in view of the teachings herein. Such modifications and variations are intended to be included within the scope of the claims.

Before explaining various aspects of the anti-dislocation assemblies and systems in detail, it should be noted that the various aspects disclosed herein are not limited in their application or use to the details of construction and arrangement of parts illustrated in the accompanying drawings and description. Rather, the disclosed aspects may be positioned or incorporated in other aspects, embodiments, variations and modifications thereof, and may be practiced or carried out in various ways. Accordingly, aspects of the anti-dislocation assemblies and systems disclosed herein are illustrative in nature and are not meant to limit the scope or application thereof. Furthermore, unless otherwise indicated, the terms and expressions employed herein have been chosen for the purpose of describing the reader's convenience and are not for the purpose of limiting the scope thereof. Additionally, it should be understood that any one or more of the disclosed aspects, expressions of aspects, and/or examples thereof may be combined with any one or more of the other disclosed aspects, expressions of aspects, and/or examples thereof, without limitation.

Also, in the following description, it is to be understood that such terms (e.g., inward, outward, upward, downward, above, below, left, right, inner, outer, axial, radial, etc.) are words of convenience and are not to be construed as limiting terms. The terms used herein are not meant to be limiting as the devices described herein or portions thereof may be attached or employed in other orientations. Various aspects will be described in greater detail with reference to the accompanying drawings.

Fig. 6 illustrates a high-level representation of the system 10 in accordance with various aspects. The system 10 may be utilized with commercial trucks and/or buses and includes a one-piece wheel 12, a tire 14 mounted on the wheel 12, and an anti-roll off assembly 16. The wheel 12 includes an outboard side 18 and an inboard side 20, and defines an axis of rotation 22, the axis of rotation 22 extending axially between the outboard side 18 of the wheel 12 and the inboard side 20 of the wheel 12. The tire 14 is positioned radially outward from the axis of rotation 22. The anti-dislocation assembly 16 is also positioned radially outward from the axis of rotation 22. As explained in more detail below, the system 10 is configured to prevent the tire 14 from becoming unseated from the wheel 12 and is suitable for use in commercial truck and bus applications.

Fig. 7 illustrates various aspects of the tire 14. The tire 14 is suitable for use with commercial trucks and/or buses and includes a tread portion 24, a first sidewall portion 26, a second sidewall portion 28, a first bead portion 30, and a second bead portion 32. According to various aspects, the first sidewall portion 26 and the first bead portion 30 are considered to be the outside of the tire 14, and the second sidewall portion 28 and the second bead portion 32 are considered to be the inside of the tire 14.

The wheel 12 is suitable for use with commercial trucks and/or buses and may be made of any suitable material. For example, according to various aspects, the wheel 12 comprises a metal (e.g., aluminum), an alloy (e.g., steel), a composite material, and the like. Fig. 8A illustrates various aspects of an aluminum one-piece wheel 12A. The wheel 12A includes a disc portion 34A and a rim portion 36A. Wheel disc portion 34A is configured to be coupled to a wheel hub (not shown for purposes of brevity) of a vehicle, defines a central opening 38A (not shown) about rotational axis 22, and extends from central opening 38A to rim portion 36A. The rim portion 36A is connected to (or integral with) the wheel disc portion 34A and includes a first rim portion 40A, a second rim portion 42A, a first seat portion 44A, a second seat portion 46A, and a rim channel portion 48A. According to various aspects, the first rim portion 40A is positioned at the outboard side 18 of the wheel 12A and the second rim portion 42A is positioned at the inboard side 20 of the wheel 12A. The first seat portion 44A is adjacent to the first rim portion 40A and axially inward from the first rim portion 40A. After the tire 14 is mounted on the wheel 12A, the first bead portion 30 of the tire 14 is urged axially outward toward the first seat portion 44A and eventually presses against the first seat portion 44A as the tire 14 is pressurized. For purposes of brevity, tire 14 is not shown in fig. 8A.

Similarly, a second seat portion 46A is adjacent to the second rim portion 42A and axially inward from the second rim portion 42A. After the tire 14 is mounted on the wheel 12A, as the tire 14 is pressurized, the second bead portion 32 of the tire 14 is urged axially outwardly toward the second seat portion 46A and eventually presses against the second seat portion 46A. It will be appreciated that once the tire 14 is pressurized, the first sidewall portion 26 of the tire 14 presses against the first rim portion 40A of the wheel 12A and the second sidewall portion 28 of the tire 14 presses against the second rim portion 42A of the wheel.

The rim channel portion 48A is axially positioned between the first and

second seat portions

44A, 46A, defines a height (e.g., a radial distance between a bottom/radially innermost surface of the rim channel portion 48A and a bottom/radially innermost surface of the first and/or

second seat portions

44A, 46A), and defines a width (e.g., a minimum axial distance between the first and

second seat portions

44A, 46A). According to various aspects, the rim channel portion 48A may be axially equidistant between the first seat portion 44A and the second seat portion 46A (symmetrical rim portion 36). According to other aspects, the rim channel portion 48A may be axially closer to one of the first seat portion 44A and the second seat portion 46A (the asymmetrical rim portion 36A) than the other of the first seat portion 44A and the second seat portion 46A. For example, according to various aspects, the rim well portion 48A may be located axially closer to the outboard side 18 of the aluminum single piece wheel 12A.

Fig. 8B illustrates various aspects of a steel one-piece wheel 12B. Although the steel single-piece wheel 12B is similar to the aluminum single-piece wheel 12A, the precise profile of the steel single-piece wheel 12B, including the rim well portion 48B, is different than the precise profile of the aluminum single-piece wheel 12A. It will also be appreciated that, according to various embodiments, the profile of a given anti-dislocation assembly 16 utilized with an aluminum one-piece wheel 12A may differ slightly from the profile of a given anti-dislocation assembly 16 utilized with a steel one-piece wheel 12B due to differences in the profiles of the respective rim well

portions

48A, 48B. For purposes of brevity, the rim well portion 48A or the rim well portion 48B may be generally referred to hereinafter as the rim well portion 48.

Fig. 9 illustrates a high-level representation of the anti-dislocation assembly 16. The anti-dislocation assembly 16 is configured to extend around the entire circumference of the rim well portion 48 of the wheel 12 and prevent the tire 14 from dislocating from the wheel 12. The anti-dislocation assembly 16 includes a band 50, a plurality of fill assemblies 52 and a coupler assembly 54. The belt 50 may be any suitable type of belt. For example, according to various aspects, the band 50 comprises a metallic material (e.g., a stainless steel material), a polymeric material, combinations thereof, and the like. According to various aspects, the band 50 is a flexible band that extends substantially around the entire circumference of the well portion 48. As described in greater detail below, the band 50 includes a first end 56, a second end 58, a first band 60 (see fig. 10) proximate the first end 56, and a second band 62 (see fig. 10) proximate the second end 58. The first strap 60 is coupled to the second strap end 58 by the coupler assembly 54.

Fig. 10 illustrates various aspects of the coupling assembly 54. The coupler assembly 54 is utilized to couple the first band 60 with the second band 62 and adjust the tension applied to the band 50 (tightening or loosening the band around the circumference of the rim well portion 48 of the wheel 12). The coupler assembly 54 includes a first trunnion 64, a second trunnion 66, and a threaded member 68. The first trunnion 64, the second trunnion 66, and the threaded member 68 may be fabricated from any suitable material. For example, according to various aspects, the first trunnion 64, the second trunnion 66, and the threaded member 68 comprise a metallic material (e.g., a stainless steel material), a polymeric material, combinations thereof, and the like.

The first trunnion 64 includes a cylindrically shaped body member 69 having a first diameter and defines a threaded opening 70 extending through the first trunnion 64. The threaded opening 70 is configured to receive a first end of the threaded member 68. An exemplary view of threaded opening 70 is shown in fig. 11. First trunnion 64 also includes a circularly shaped first retaining edge 71 positioned at a first axial end of body member 69 and having a second diameter. The second diameter is greater than the first diameter. First trunnion 64 further includes a circular-shaped second retaining edge 72 positioned at a second axial end of body member 69 and having a third diameter. The third diameter is larger than the first diameter and may be similar or identical to the second diameter. As described in greater detail below, the retaining edges 71, 72 operate to prevent the first band 60 from sliding axially off either of the two axial ends of the body member 69 of the first trunnion 64.

Similarly, second trunnion 66 includes a cylindrically shaped body member 73 having a first diameter and defines a threaded opening 74 extending through second trunnion 66. The threaded opening 74 is configured to receive a second end of the threaded member 68. Second trunnion 66 also includes a circularly shaped first retaining edge 75 positioned at a first axial end of body member 73 and having a second diameter. The second diameter is larger than the first diameter. Second trunnion 66 further includes a circular-shaped second retaining edge 76 positioned at a second axial end of body member 73 and having a third diameter. The third diameter is larger than the first diameter and may be similar or identical to the second diameter. The retaining edges 75, 76 operate to prevent the second band 62 from sliding axially off either of the two axial ends of the body member 73 of the second trunnion 66.

A first end of the threaded member 68 is configured to be received by the threaded opening 70 of the first trunnion 64 and threadedly engaged with the threaded opening 70, and a second end of the threaded member 68 is configured to be received by the threaded opening 74 of the second trunnion 66 and threadedly engaged with the threaded opening 74. The threaded member 68 operates similar to a jack screw, rotation of the threaded member 68 in a first direction to tension the belt 50 by pulling the first and

second trunnions

64, 66 closer to each other (and by lengthening the first and

second bands

60, 62 wrapped around the first and second trunnions 64, 66), and rotation of the threaded member 68 in a second direction opposite the first direction to loosen the belt 50 by pushing the first and

second trunnions

64, 66 away from each other (and by lengthening the first and

second bands

60, 62 wrapped around the first and second trunnions 64, 66). To facilitate rotation of the threaded member 68, the threaded member 68 may include an facilitating member 78, the facilitating member 78 being fixedly secured to the threaded member 68 such that rotation of the facilitating member 78 in a first direction causes rotation of the threaded member 68 in the first direction and rotation of the facilitating member 78 in a second direction opposite the first direction causes rotation of the threaded member 68 in the second direction. As shown in fig. 10, according to various aspects, the facilitating member 78 may be a hexagonal-shaped nut or the like. Due to the two ends of the threaded fastener 68 and the respective threaded

openings

70, 72 of the first and

second trunnions

64, 66, it will be appreciated that the coupler assembly 54 may be considered to comprise a double-sided fastener, and that the tensioning and loosening of the band 50 may occur at twice the speed as compared to when only one end of the threaded member 68 or only one of the trunnions has a threaded opening.

Fig. 12 illustrates various aspects of the band 50 proximate the first end 56 and the second end 58 of the band 50. The first band 60 is formed by: winding the first end 56 of the band 50 around the circumference of the first trunnion 64; positioning the first end 56 of the band 50 to form an overlapping portion of the band 50 proximate the first trunnion 64; the first end 56 of the band 50 is then attached to the overlapping portion of the band 50 proximate the first trunnion 64. Similarly, the second strap 62 is formed by: winding the second end 58 of the band 50 around the circumference of the second trunnion 66; positioning the second end 58 of the belt 50 to form an overlapping portion of the belt 50 proximate the second trunnion 66; the second end 58 of the band 50 is then attached to the overlapping portion of the band 50 proximate the second trunnion 66. The band 50 also defines various openings and slots, as described in more detail below.

The first and second ends 56, 58 of the strap 50 may be attached to the respective overlapping portions of the strap 50 in any suitable manner. For example, according to various aspects, the first end 56 of the band 50 is attached to the overlapping portion of the band 50 proximate the first trunnion 64 by an adhesive, by a first plurality of fasteners 80 as shown in fig. 12, a combination thereof, or otherwise. The fasteners 80 may be any suitable type of fastener. For example, according to various aspects, the fasteners 80 are spot welds. Similarly, according to various aspects, the second end 58 of the band 50 may be attached to the overlapping portion of the band 50 proximate the second trunnion 66 by an adhesive, by a second plurality of fasteners 82 as shown in fig. 12, a combination thereof, or otherwise. The second plurality of fasteners 82 may be similar or identical in number, relative position and relative position to the first plurality of fasteners 80. Although fig. 12 illustrates four fasteners 80 and four fasteners 82, it will be appreciated that any suitable number of fasteners in any suitable pattern and location may be utilized to secure the first and second ends 56, 58 of the strap 50 to the respective overlapping portions of the strap 50.

The first band 60 is formed with a transition radius 84 and the second band 62 is formed with a transition radius 86 (which may be the same as the transition radius 84). According to various aspects, the formed transition radius 84 defines a concave surface of the band 50 and includes a protrusion between 6 and 9 o' clock starting tangentially at the first band 60 when viewed on the "left" side of the trunnion 64 (when facing fig. 10). Similarly, according to various aspects, the formed transition radius 86 defines another concave surface of the band 50 and includes another protrusion between 3 and 6 o' clock starting tangentially at the second band 62 when viewed on the "left" side of the trunnion 66 (when facing fig. 10). According to various aspects, transition radius 84 is less than the inner radius of first band 60 and may approach a 0 radius (i.e., an acute angle) as it projects tangentially toward first end 56 parallel to band 50. Similarly, according to various aspects, the transition radius 86 is less than the inner radius of the second band 62, and may approach a 0 radius (i.e., an acute angle) as it projects tangentially parallel to the band 50 toward the second end 58. With the

transition radii

84, 86 in place, fastener torque may be increased by preventing tension on the

fasteners

80, 82.

Fig. 13 illustrates various aspects of the first band 60 (and also shows the second band 62). The transition radius 84 of the first band 60 creates a shear force (F) on the plurality of fasteners 80 associated with the first band 60 _S ). Similarly, although not shown, it will be appreciated that the transition radius 86 of the second band 62 also creates a shear force (F) on the plurality of fasteners 82 associated with the second band 62 _S ). Together, transition radius 84 and transition radius 86 allow tension to be applied to belt 50 that is significantly higher than if first and

second coils

60, 62 were not formed with such transition radii. For example, according to various aspects, the above-described structure and arrangement of first and

second bands

60, 62 allows for a tension force of up to about 5500 pounds of force.

Fig. 14 illustrates various aspects of the belt 50 near its first end 56. The band 50 defines two openings 88 proximate the first end 56 of the band 50. When the band 50 is wrapped around the circumference of the first trunnion 64, the openings 88 are aligned with the respective ends of the threaded openings 70 of the first trunnion 64. While the two openings 88 defined by the band 50 are shown as being oval in shape, it will be appreciated that, according to other aspects, the two openings 88 may be circular in shape to match the threaded openings 70 and/or the cross-section of the threaded member 68 that must pass through one of the two openings 88 (i.e., the hardware clearance "HC") in order to be received by the threaded openings 70 of the first trunnion 64. For the case where a portion of the threaded member 68 passes completely through the threaded opening 70 of the first trunnion 64, the threaded member 68 also passes through the second of the two openings 88. As shown in fig. 14, the width of a given one of the two openings 88 is less than 35% of the total width of the band 50 at the location of the given opening 88, thereby allowing the band 50 to accommodate much higher tensions than if either of the two openings 88 occupied a much larger width of the band 50. It will be appreciated that the second end 58 of the band 50 may be configured in a similar or identical manner as the first end 56 of the band 50 (i.e., define two openings that align with respective ends of the threaded openings 74 of the second trunnion 66 when the band 50 is wrapped around the circumference of the second trunnion 66).

Fig. 15 illustrates an exploded view of the fill assembly 52 of the anti-dislocation assembly 16, in accordance with various aspects. The filler assembly 52 shown in fig. 15 represents a plurality of filler assemblies 52 of the anti-dislocation assembly 16. The fill assembly 52 is connected to the band 50 and includes a base member 90, a clamp member 92, and a fastener 94. According to various aspects, the band 50 forms a portion of the fill assembly 52. The filler assembly 52 has a height, width, and length and is configured to help prevent the tire 14 from becoming dislodged from the wheel 12. According to various aspects, the height of the fill assembly 52 is equal to or greater than the height of the rim well portion 48, and the width of the fill assembly 52 is equal to or greater than the width of the rim well portion 48. As described in greater detail below, the filling assembly 52 is configured to completely fill and/or block off the radial height and axial width of the rim well portion 48 of the wheel 12 along a given circumferential portion of the wheel 12. In other words, the packing assembly 52 is configured to completely fill and/or seal off the radial segment of the well portion 48 associated with the packing assembly 52.

The base member 90 may be made of any suitable material. For example, according to various aspects, the base member 90 comprises a polymeric compound (e.g., glass-filled nylon), a metallic compound, combinations thereof, or the like. The base member 90 is specifically configured for a given wheel 12 and is configured to rest against a bottom/radially innermost surface 95 (see fig. 16) of the rim channel portion 48, against a first side/axially outward surface 97 (see fig. 16) of the rim channel portion 48, and against a second side/axially inward surface 99 (see fig. 16) of the rim channel portion 48. Thus, the base member 90 may rest against multiple surfaces of the rim well portion 48. It will be appreciated that the axially outward side of the rim channel portion 48 and the axially inward side of the rim channel portion 48 may be different from one another, may be mirror images of one another, may have multiple directional changes, etc. The unique shapes of the axially outward and axially inward sides of the base member 90 that rest against the axially outward side of the well portion 48 and the axially inward side of the well portion 48, respectively, operate to limit rotation of the base member 90 relative to the band 50.

The base member 90 includes a positioning key 96, the positioning key 96 extending radially outward from a radially outer surface of the base member 90 and configured to receive and be surrounded by a groove 98 of the band 50, as shown in fig. 15. It will be appreciated that the band 50 may define any number of such slots 98. The positioning key 96 defines two openings 100 configured to receive the fasteners 94. According to various aspects, the opening 100 is a threaded opening. The fasteners 94 may be any suitable type of fastener. For example, according to various aspects, the fastener 94 is a threaded fastener such as a screw. The positioning key 96 allows the base member 90 to be positioned along an increasing circumference of the band 50.

The clip member 92 may be made of any suitable material. For example, according to various aspects, the gripping member 92 comprises a polymeric compound (e.g., glass-filled nylon), a metallic compound, combinations thereof, or the like. The clamp member 92 defines a retention cavity 102, the retention cavity 102 configured to be received by the positioning key 96 and surround the positioning key 96. The clamp member 92 also defines two openings 104 that extend from the radially outer surface of the clamp member 92 to the retention cavity 102 and are aligned with the two openings 100 defined by the positioning key 96. When the clamp member 92 is coupled to the positioning key 96 by the fastener 94 (which passes through the opening 104 and is received by the opening 100), the strap 50 is sandwiched between the clamp member 92 and the base member 90. According to various aspects, the base member 90 and the clamp members 92 cooperate to completely fill and/or block off the radial height and axial width of the rim well portion 48 of the wheel 12 (completely filling and/or blocking off the radial section of the rim well portion 48 associated with the base member 90/clamp member 94 combination) along a given circumferential portion of the wheel 12. The positioning key 96 operates to prevent the clamp member 92 from moving axially or circumferentially, and the two fasteners 94 prevent the clamp member 92 from moving radially relative to the base member 90.

With the band 50 positioned about the positioning key 96 and the clamp member 92 secured to the base member 90, the band 50 is connected to the fill assembly 52 by a double shear connection that eliminates any sliding of the fill assembly 52 along the band 50 for all practical purposes. Potential slippage of the fill assembly 52 along the band 50 is also mitigated by friction created when the band 50 is tightened between the base member 90 and the clamp member 92 when the fastener 94 is tightened.

Fig. 16 illustrates a partial perspective view of a system of the system 10 in accordance with various aspects. As shown in fig. 16, a plurality of fill assemblies 52 are fitted into the rim well portion 48 of the wheel 12. For purposes of brevity, the tire 14 is not shown. As described above, the respective base member 90 is configured to precisely fit the axial width and radial depth of the rim well portion 48 of a given wheel 12, and the respective fill assembly 52 is configured to completely fill and/or block the volume of the rim well portion 48 (completely fill and/or block the respective radial segment of the rim well portion 48 associated with the respective fill assembly 52) along a given circumferential portion of the wheel 12. By being configured in this manner, the filling assembly 52 is able to (1) prevent the first bead portion 30 and/or the second bead portion 32 of the tire 14 from entering the rim well portion 48 and from unseating the tire 14 from the wheel 12; (2) Distributing high loads resulting from axial movement of the first bead portion 30 and/or the second bead portion 32 across the (across) rim well portion 48 along the radially outer surface of the clamping member 92; and (3) support a vehicle load in a range up to about 7400 pounds.

Examples of the invention

Example 1-a system is provided. The system includes a one-piece wheel, a tire mounted to the wheel, and an anti-roll-off assembly. The wheel defines an axis of rotation and includes: a wheel disc portion defining a central opening; and a rim portion connected to the wheel disc portion and defining first and second rim portions, first and second seat portions, and a rim channel portion. The anti-dislocation assembly is positioned in the well portion and includes a band, a plurality of fill assemblies connected to the band, and a coupler assembly configured to adjust tension applied to the band. The coupling assembly includes: a first trunnion in contact with the belt and having a first threaded opening; a second trunnion in contact with the belt and having a second threaded opening; and a threaded member having a first end threadedly engaged with the first threaded opening and a second end threadedly engaged with the second threaded opening.

Example 2-the system of example 1, wherein the band defines a plurality of slots along a length of the band.

Example 3-the system of examples 1 or 2, wherein the band further defines a first opening and a second opening proximate the first end of the band, wherein at least one of the first opening and the second opening is aligned with the first threaded opening of the first trunnion.

Example 4-the system of example 3, wherein a width of at least one of the first and second openings is less than 35% of a total width of the belt.

Example 5-the system of claim 1, 2, 3, or 4, wherein the band comprises: a first end of a strap, wherein the first end overlaps and is attached to different portions of the strap; and a band loop proximate the first end of the band, wherein the band loop defines an inner radius.

Example 6-the system of example 5, wherein the band defines a transition radius between a band turn and the first end of the band, wherein the transition radius is less than an inner radius defined by the band turn.

Example 7-the system of example 6, wherein the band comprises a flexible band.

Example 8-the system of examples 1, 2, 3, 4, 5, 6, or 7, wherein at least one of the plurality of fill assemblies includes (1) a base member that rests against a plurality of surfaces of a rim well portion, wherein the base member defines a locating key surrounded by a well defined by a band, and (2) a clamp member connected to the base member, wherein the clamp member defines a retention cavity surrounding the locating key, wherein at least one of the plurality of fill assemblies completely blocks a radial segment of the rim well portion.

Example 9-the system of examples 1, 2, 3, 4, 5, 6, 7, or 8, wherein at least one of the plurality of fill assemblies further comprises a pair of fasteners connecting the clamp member to the base member.

Example 10-the system of examples 1, 2, 3, 4, 5, 6, 7, 8, or 9, wherein the first trunnion includes (1) a cylindrically-shaped body member having a first diameter; (2) A circular shaped first retaining rim connected to the first end of the cylindrically shaped body member, wherein the circular shaped first retaining rim has a second diameter that is greater than the first diameter; and (3) a circular shaped second retaining rim connected to the second end of the cylindrically shaped body member, wherein the circular shaped second retaining rim has a third diameter that is greater than the first diameter.

Example 11-the system of example 10, wherein the cylindrically-shaped body member is surrounded by a band defined by a band.

Example 12-the system of examples 1, 2, 3, 4, 5, 6, 7, 8, 9, 10, or 11, wherein the second trunnion includes (1) a cylindrically-shaped second body member having a fourth diameter; (2) A circular shaped third retaining rim connected to the first end of the cylindrically shaped second body member, wherein the circular shaped third retaining rim has a fifth diameter that is greater than the fourth diameter; and (3) a circular shaped fourth retaining rim connected to the second end of the cylindrically shaped second body member, wherein the circular shaped fourth retaining rim has a sixth diameter that is greater than the fourth diameter.

Example 13-the system of example 12, wherein the cylindrically-shaped second body member is surrounded by a second band defined by a band.

Example 14-the system of examples 1, 2, 3, 4, 5, 6, 7, 8, 9, 10, 11, 12, or 13, wherein the coupler assembly further comprises a facilitating member connected to the threaded member.

Example 15-an anti-disengagement assembly is provided. The anti-dislocation assembly includes (1) a band configured to extend substantially around an entire circumference of a rim well portion of a single-piece wheel, (2) a plurality of packing assemblies connected to the band, wherein at least one of the packing assemblies is configured to completely block a radial section of the rim well portion, and (3) a coupler assembly configured to adjust a tension applied to the band, wherein the coupler assembly includes (i) a first trunnion in contact with the band and having a first threaded opening, (ii) a second trunnion in contact with the band and having a second threaded opening, and (iii) a threaded member including a first end portion threadedly engaged with the first threaded opening and a second end portion threadedly engaged with the second threaded opening.

While various aspects of the system have been described in connection with certain disclosed aspects, many modifications and variations to these aspects may be implemented. Also, where materials for certain components are disclosed, other materials may be used. Further, according to various aspects, a single component may be replaced by multiple components, and multiple components may be replaced by a single component to perform one or more given functions. The foregoing description and appended claims are intended to cover all such modifications and changes as fall within the scope of the disclosed aspects.

While this invention has been described as having an exemplary design, the described invention may be further modified within the spirit and scope of this disclosure. This application is therefore intended to cover any variations, uses, or adaptations of the invention using its general principles.

Any patent, patent application, publication, or other disclosure material, in whole or in part, that is said to be incorporated by reference herein is incorporated herein only to the extent that: the incorporated material does not conflict with existing definitions, statements, or other disclosure material set forth in this disclosure. As such, and to the extent necessary, the disclosure as explicitly set forth herein supersedes any conflicting material incorporated herein by reference. Any material, or portion thereof, that is said to be incorporated by reference herein, but which conflicts with existing definitions, statements, or other disclosure material set forth herein will only be incorporated to the extent that no conflict arises between that incorporated material and the existing disclosure material.

Claims

1. An anti-dislocation system, comprising:

a one-piece wheel, wherein the wheel defines an axis of rotation and comprises:

a wheel disc portion defining a central opening; and

a rim portion connected to the wheel disc portion, wherein the rim portion defines:

a first rim portion and a second rim portion;

a first pedestal portion and a second pedestal portion; and

a rim groove part;

a tire mounted to the wheel; and

a drop-out prevention assembly positioned in the rim well portion, wherein the drop-out prevention assembly comprises:

a belt, wherein the belt comprises:

a first end, wherein the first end of the band overlaps and is attached to a different portion of the band; and

a band loop proximate the first end of the band, wherein the band loop defines an inner radius;

wherein the band defines a transition radius between the band turn and the first end of the band, wherein the transition radius is less than an inner radius defined by the band turn;

a plurality of fill assemblies connected to the belt; and

a coupler assembly configured to adjust tension applied to the strap, wherein the coupler assembly comprises:

a first trunnion in contact with the belt and having a first threaded opening;

a second trunnion in contact with the belt and having a second threaded opening; and

a threaded member including a first end threadedly engaged with the first threaded opening and a second end threadedly engaged with the second threaded opening.

2. The anti-dislocation system of claim 1, wherein the band defines a plurality of slots along a length of the band.

3. The anti-dislocation system of claim 2, wherein the band further defines first and second openings proximate a first end of the band, wherein at least one of the first and second openings is aligned with the first threaded opening of the first trunnion.

4. The anti-dislocation system of claim 3, wherein at least one of the first and second openings has a width less than 35% of the total width of the strap.

5. The anti-dislocation system of claim 1, wherein the band comprises a flexible band.

6. The anti-dislocation system of claim 1, wherein at least one of the plurality of filling assemblies comprises:

a base member that rests against a plurality of surfaces of the rim well portion, wherein the base member defines a locating key surrounded by a well defined by the band; and

a clamp member connected to the base member, wherein the clamp member defines a retention cavity surrounding the locating key, wherein the at least one of the plurality of fill assemblies completely blocks a radial segment of the rim well portion.

7. The anti-dislocation system of claim 6, wherein the at least one of the plurality of filling assemblies further comprises a pair of fasteners connecting the clamping member to the base member.

8. The anti-dislocation system of claim 1, wherein the first trunnion comprises:

a cylindrically shaped body member having a first diameter;

a circular shaped first retaining rim connected to the first end of the cylindrically shaped body member, wherein the circular shaped first retaining rim has a second diameter that is greater than the first diameter; and

a circular shaped second retaining rim connected to the second end of the cylindrically shaped body member, wherein the circular shaped second retaining rim has a third diameter that is greater than the first diameter.

9. The anti-dislocation system of claim 8, wherein the cylindrically shaped body member is surrounded by the band loop defined by the band.

10. The anti-dislocation system of claim 8, wherein the second trunnion comprises:

a second body member of cylindrical shape having a fourth diameter;

a circular-shaped third retaining rim connected to the first end of the cylindrically-shaped second body member, wherein the circular-shaped third retaining rim has a fifth diameter that is greater than the fourth diameter; and

a circular shaped fourth retaining rim connected to the second end of the cylindrically shaped second body member, wherein the circular shaped fourth retaining rim has a sixth diameter that is greater than the fourth diameter.

11. The anti-dislocation system of claim 10, wherein the second body member of cylindrical shape is surrounded by another band defined by the band.

12. The anti-dislocation system of claim 1, wherein the coupler assembly further comprises a facilitating member connected to the threaded member.

13. An anti-disengagement assembly, comprising:

a band configured to extend substantially around an entire circumference of a rim well portion of a one-piece wheel, wherein the band comprises:

a plurality of filler assemblies connected to the band, wherein at least one of the filler assemblies is configured to completely block off a radial segment of the rim well portion; and

a first trunnion in contact with the belt and having a first threaded opening;

a second trunnion in contact with the band and having a second threaded opening; and