Improvements in wheel assembly design

Abstract

A wheel assembly operable to retain a tire on a wheel is disclosed. The assembly includes a lock ring operable to engage a lock ring receiving assembly of the wheel assembly when the wheel assembly is assembled. The lock ring has a ridge that engages a groove in (or on or associated with) the receiving assembly when the lock ring is installed. At least a portion of the surface of the ridge of the lock ring is curved and at least a portion of the surface of the groove of the receiving assembly is also curved, and at least a portion of the curved portion of the surface of the ridge of the lock ring contacts at least a portion of the curved portion of the surface of the groove of the receiving assembly when the lock ring is installed and the ridge of the lock ring engages the groove of the receiving assembly, and if / when the curved surface portions of the ridge and the groove are considered as viewed in cross-section (in a plane containing the axis of rotation of the wheel), the arc of the (curved) line of contact between the curved surface portions extends at least 60°, preferably at least 90°, more preferably about 120°.

Description

Technical Field

[0001] This invention relates to wheels used on large vehicles, such as (but not limited to) mining trucks.

[0002] For convenience, this document primarily describes the invention in relation to its application in wheels and wheel assemblies used on mining trucks. However, no limitations should be inferred from this, and the invention may also be applicable to wheels and wheel assemblies used in other applications, such as on other types of vehicles or in other types of equipment (or devices). Background Technology

[0003] In the mining industry, regular inspections of the wheels used on mining trucks are typically required, including monitoring for aspects such as fatigue, cracking, and wear exceeding permissible limits (and other similar characteristics) in the wheels and various components of the wheel assembly. For example, mining truck wheels are typically required to be inspected every 10,000 hours of use.

[0004] Such inspections are crucial, for example, to identify (and, if necessary, repair or replace) any components in the wheel assembly that may be found to be unacceptably affected by fatigue and / or cracking and / or wear exceeding permissible limits. (Sometimes, the entire wheel assembly may need to be replaced if it cannot be repaired in an acceptable manner or economically, or if it has reached its acceptable or permissible service life.) On the other hand, these types of inspections are also time-consuming and expensive. For example, to inspect a mining truck wheel, the truck to which the wheel is attached must be stopped and driven to a suitable location so that the wheel (or each wheel to be inspected) can be removed from the truck. Each wheel to be inspected then typically (or at least frequently) needs to be transported to another location (away from the mining area where the inspection will be carried out) and sandblasted to allow inspection of the underlying material of the wheel (and / or the underlying material of the various related components of the wheel assembly). As part of the inspection, the various components of the wheel assembly may undergo a variety of different forms of testing and analysis, but the details of the different forms of testing and analysis performed are not relevant at this time and will not be discussed further. If a wheel (i.e., all components of the wheel assembly) passes inspection, or if the wheel assembly passes inspection after appropriate repair or restoration of certain components, the wheel (i.e., all relevant components of the wheel) typically (after any necessary repair or restoration) must be refurbished and repainted before being reassembled and transported back for reinstallation on the mining truck, thus restoring its serviceability. The associated costs are high, not only due to the costs associated with sandblasting before inspection, various tests and analyses performed, any necessary repair and / or restoration work, refurbishment, repainting, and reassembly of the wheel assembly, and transportation to and from the mine, but also because (and perhaps more importantly) because of the truck downtime caused by the truck being constantly out of the mining area where it is required to operate. This downtime includes, for example, the time it takes for the truck to travel from the work area to other locations for wheel removal and installation, and the time the truck remains stationary to allow for wheel removal and / or installation.

[0005] In light of the above, the mining industry generally hopes to try and find improvements in the strength, durability, and fatigue resistance of components of mining truck wheels and mining truck wheel assemblies, in order to first increase the service life of these components (because if the service life of these components can be extended, thereby extending the service life of the entire wheel, compared to the need to repair or replace these components earlier or more frequently, significant cost savings can be achieved). In addition, this makes it possible or permissible to increase the interval between scheduled inspections. Summary of the Invention

[0006] In one form (though not necessarily the only or most widespread form), the present invention relates to a wheel assembly operable to (among other functions, such as enabling the wheel to be mounted, driven, etc.) retain a tire on the wheel, the assembly including a locking ring operable to engage with a locking ring receiving assembly of the assembly during assembly of the wheel assembly, wherein

[0007] The locking ring has a ridge that, when installed, engages with a groove in (or on or associated with) the receiving assembly.

[0008] At least a portion of the surface of the ridge of the locking ring is curved.

[0009] At least a portion of the surface of the groove receiving the component is curved, and

[0010] When the locking ring is installed and the ridge of the locking ring engages with the groove of the receiving assembly.

[0011] At least a portion of the curved portion of the ridge surface of the locking ring contacts (fits and conforms) at least a portion of the curved portion of the recess surface of the receiving assembly (so that where there is contact, the two surfaces are in close contact / fitted contact), and

[0012] (If / when the contact (fitting / adhering) of the curved surface portion of the ridge and the groove is considered as viewed from a cross-sectional perspective in a plane containing the axis of rotation of the wheel) the arc of the (curved) contact line between the curved surface portions (which may be a circular curve or a line with a non-circular (or incompletely) circular curvature) extends at least 60°.

[0013] In some embodiments, the arc of the contact line between the curved surface portions can extend at least 90°, while in some specific embodiments, the arc of the contact line between the curved surface portions can extend approximately 120°.

[0014] In the curved portion of the surface of the recess of the receiving component, the curvature may be circular (i.e., when viewed in cross-section, the shape of the curve may be an arc / part / segment of a circular curve), and the radius of curvature is at least 10 mm. In some embodiments, the radius of curvature is at least 12 mm, while in some specific embodiments, the radius of curvature may be approximately 16 mm.

[0015] In some embodiments, it is possible that when the locking ring is installed, any portion of the locking ring located axially outside the ridge of the locking ring (i.e., at a position axially further away from the vertical centerline of the wheel assembly than the ridge of the locking ring) does not contact the receiving assembly.

[0016] Furthermore, in some embodiments, it is possible that when the locking ring is installed, the only location where the locking ring typically contacts / engages with the receiving component (i.e., the only part where the locking ring contacts / engages with the receiving component) is where at least a portion of the curved portion of the ridge surface of the locking ring contacts at least a portion of the curved portion of the groove surface of the receiving component.

[0017] The locking ring and / or receiving assembly may have visually identifiable markings on their axially outward-facing surfaces that are visible during wheel assembly assembly. These markings help (and may have other functions) prevent attempts to install the wrong locking ring onto the assembly.

[0018] In another form (though not necessarily the only or most widespread form), the invention relates to a locking ring for a wheel assembly, wherein the wheel assembly is operable to (among other functions, such as enabling the wheel to be mounted, driven, etc.) retain a tire on the wheel, and the locking ring is operable to engage with a locking ring receiving assembly of the wheel assembly during assembly, wherein

[0019] The locking ring has a ridge that, when installed, engages with a groove in (or on or associated with) the receiving assembly.

[0020] At least a portion of the surface of the ridge of the locking ring is curved.

[0021] At least a portion of the surface of the groove receiving the component is curved, and

[0022] When the locking ring is installed and the ridge of the locking ring engages with the groove of the receiving assembly:

[0023] At least a portion of the curved portion of the ridge surface of the locking ring contacts (fits and conforms) at least a portion of the curved portion of the recess surface of the receiving assembly (so that where there is contact, the two surfaces are in close contact / fitted contact), and

[0024] (If / when the contact (fitting / adhering) of the curved surface portion of the ridge and the groove is considered as viewed from a cross-sectional perspective in a plane containing the axis of rotation of the wheel) the arc of the (curved) contact line between the curved surface portions (which may be a circular curve or a line with a non-circular (or incompletely) circular curvature) extends at least 60°.

[0025] In some embodiments of this form of the invention, the arc of the contact line between the curved surface portions can (again) extend at least 90°, while in some specific embodiments, the arc of the contact line between the curved surface portions can extend approximately 120°.

[0026] In any of the embodiments of the invention described above, there may be embodiments in which the width of the ridge on the locking ring (in the axial direction of the wheel assembly) is greater than its depth (in the radial direction of the wheel).

[0027] In another form (though not necessarily the only or most widespread form), the invention relates to a locking ring for a wheel assembly operable to (among other functions, such as enabling the wheel to be mounted, driven, etc.) retain a tire on the wheel, and the locking ring operable to engage with a locking ring receiving assembly of the wheel assembly during assembly, wherein the width of a ridge (in the axial direction of the wheel assembly) on the locking ring (engaging with a groove on the receiving assembly) is greater than its depth (in the radial direction of the wheel).

[0028] In the various forms of the invention described above, the locking ring may be a one-piece (made of a single component) locking ring, or the locking ring may be made of two or more components.

[0029] Additionally, in the various forms of the invention described above, the locking ring can be "loosened" / "opened" so that it can be installed, and can also be "tightened" / "closed" so that (when the locking ring is in place on the wheel assembly) the locking ring ridge engages with the groove of the receiving assembly.

[0030] In another form (though not necessarily the only or most widespread form), the invention relates to a receiving assembly serving as a component of a wheel assembly, wherein the wheel assembly is operable to (among other functions, such as enabling the wheel to be mounted, driven, etc.) retain a tire on the wheel, the assembly including a locking ring operable to engage with the receiving assembly during assembly of the wheel assembly, wherein

[0031] The locking ring has a ridge that, when installed, engages with a groove in (or on or associated with) the receiving assembly.

[0032] At least a portion of the surface of the ridge of the locking ring is curved.

[0033] At least a portion of the surface of the groove receiving the component is curved, and

[0034] When the locking ring is installed and the ridge of the locking ring engages with the groove of the receiving assembly.

[0035] At least a portion of the curved portion of the ridge surface of the locking ring contacts (i.e., mates and fits) at least a portion of the curved portion of the recess surface of the receiving assembly (so that where there is contact, the two surfaces are in close contact / fitted contact), and

[0036] (If / when the contact (fitting / adhering) of the curved surface portion of the ridge and the groove is considered as viewed from a cross-sectional perspective in a plane containing the axis of rotation of the wheel) the arc of the (curved) contact line between the curved surface portions (which may be a circular curve or a line with a non-circular (or incompletely) circular curvature) extends at least 60°.

[0037] In this form of the invention (and in other forms of the invention described above), the receiving component may be operable to attach (usually welded) to the wheel base of the wheel assembly, but may also be removed / detached from the wheel base if necessary, such as in the event of fatigue or cracking or unacceptable wear or other damage, and replaced with a replacement receiving component.

[0038] Additionally, in this form of the invention (and in other forms of the invention described above), the width of the groove (in the axial direction of the wheel assembly) in the receiving component (or on or associated with the receiving component) may be greater than its depth (in the radial direction of the wheel).

[0039] In another form (though not necessarily the only or most widespread form), the invention relates to a receiving assembly used as a component of a wheel assembly, wherein the wheel assembly is operable to (among other functions, such as enabling the wheel to be mounted, driven, etc.) retain a tire on the wheel, the assembly including a locking ring operable to engage with the receiving assembly during assembly of the wheel assembly, wherein a groove on (or in) the receiving assembly (the groove being operable to receive a ridge on the locking ring) (in the axial direction of the wheel assembly) is wider than its depth (in the radial direction of the wheel).

[0040] Other features and aspects of the invention will become clear from the following detailed description. Attached Figure Description

[0041] Features, embodiments, and / or variations of the present invention will become apparent from the following detailed description, which provides sufficient information for those skilled in the art to practice the invention. This detailed description should not be construed as limiting the scope of the invention in any way, whether such scope is outlined in the foregoing summary, in the appended claims (if any), or otherwise set forth. Reference is made to the following figures:

[0042] Figure 1 This is a perspective view of a common (existing technology) wheel assembly used on mining trucks.

[0043] Figure 2 yes Figure 1 An exploded perspective view of the existing wheel assembly shown.

[0044] Figure 3 yes Figure 1 Another exploded view of the existing wheel assembly shown.

[0045] Figure 4 It's viewed from one side. Figure 1 The side view of the existing wheel assembly shown.

[0046] Figure 5 Is in Figure 4 A partial sectional view of the same existing wheel assembly when a section is cut (i.e., viewed) in the plane marked BB. Note Figure 5 It is a partial sectional view because Figure 5 In the middle (in sectional view form), only the upper and lower parts of the wheel assembly are shown.

[0047] Figure 6 yes Figure 5 Close-up / detailed view of the circled area marked C.

[0048] Figure 7 This is (as an example, for illustrative purposes only) an image showing the cross-sectional shape / outline of a mining truck tire.

[0049] Figure 8 This is a perspective view of a wheel assembly in conjunction with an embodiment of the present invention.

[0050] Figure 9 yes Figure 8 An exploded perspective view of the wheel assembly shown.

[0051] Figure 10 yes Figure 8 Another exploded view of the wheel assembly shown.

[0052] Figure 11 It's viewed from one side. Figure 8 The side view of the wheel assembly shown.

[0053] Figure 12 From Figure 11 When viewing the cross-section by cutting off (i.e., viewing) the plane marked B'-B', Figures 8-11 A partial cross-sectional view of the same wheel assembly shown. Note Figure 12 It is a partial sectional view because Figure 12 In the middle (in sectional view form), only the upper and lower parts of the wheel assembly are shown.

[0054] Figure 13 yes Figure 12 Close-up / detailed view of the circled area marked C'.

[0055] Figure 14 This is a perspective view of another wheel assembly incorporating an embodiment of the present invention. Note that although they look similar, Figure 8 (then Figures 8-13 The wheel assembly in ) Figure 14 (then Figures 14-16 The wheel assembly in the model is slightly different. Figures 8-13 The wheel assembly in the middle is a "one-sided" wheel assembly, while Figures 14-16 The wheel assembly in this example is a "double-sided" wheel assembly. This will be explained further below.

[0056] Figure 15 yes Figure 14 The diagram shows a perspective sectional view of the wheel assembly, where the section is taken in the diameter plane shown in the figure.

[0057] Figure 16 yes Figure 15 A close-up / detailed view of the upper area marked C''.

[0058] Figure 17 This is an exploded perspective view of certain components of the wheel assembly, but these components incorporate embodiments of the present invention. Figure 17 The components shown are the locking ring, groove, and wheel base (or part of the wheel base) of the wheel assembly. Note Figure 17 The components shown in the diagram can be in a "single-sided" wheel assembly (such as...) Figures 8-13 In the wheel assembly shown, a component used on one side of the wheel assembly (the side with the locking ring). Alternatively, Figure 17 The components shown in the diagram can be found in "double-sided" wheel assemblies (such as...) Figures 14-16 In the wheel assembly shown, components used on either side (because in a "double-sided" wheel assembly like this, there are locking rings on both sides of the wheel).

[0059] Figure 18 This is a close-up view of a connector used to connect one end of a segment (or part) of a lock ring to an adjacent end of another segment (or part) of the lock ring. Detailed Implementation

[0060] As shown in the attached diagram above, you will notice Figures 1-6 The illustrations show various views of a conventional (prior art) wheel assembly 100 commonly used on mining trucks and its various components. As can be seen from these figures, the components / assemblies constituting the wheel assembly 100 include the following.

[0061] Components describe Wheel base 110 The accompanying drawing showing the wheel assembly 100 (especially) Figure 2 , Figure 3 and Figure 5 In the diagram, it is shown that the wheel base 110 of the wheel assembly 100 is composed of several components (i.e., by...). Figure 3 and Figure 5 The diagram illustrates the manner in which the wheel base 110 is made (the different components indicated by the corresponding guide lines extending from the reference numeral "110"). This is because the wheel base 110 is typically, in fact (or can), made by welding these corresponding components together. A wheel base can sometimes also be made by welding more or fewer components together. Alternatively, a wheel base can sometimes be formed as a single, integral component (rather than by welding multiple components together). In any case, even if the wheel base 110 is made by welding two or more components together, once welded together, these components form a single assembly, namely, the wheel base 110. This is why... Figure 2 and Figure 3 In the text, the wheel base 110 is also indicated (using "}") as a single component 110. Groove section 120 The accompanying drawings showing the wheel assembly 100 include drawings showing the wheel assembly 100 in an exploded view (such as, for example...). Figure 2 and Figure 3 In the diagram, the groove portion 120 (which is the receiving assembly for the locking ring discussed below) is shown attached to one side of the wheel base 110. This is because the groove portion 120 is generally welded to one side of the wheel base 110, thus (once welded) it becomes an integral part with the wheel base 110. However, despite this, the groove portion 120 is still considered a separate component from the wheel base 110. This is partly because if fatigue, cracking, or unacceptable wear (etc.) is found in the groove portion 120 of the wheel, it is sometimes necessary to remove (cut) the affected groove portion 120 from the rest of the wheel base 110, then weld a replacement groove portion 120 to the wheel base 110 in its place, after which the wheel is refurbished, repainted, and reassembled (as described above) to restore its use. Tire bead seat with 130a and 130b The wheel assembly 100 has two bead seat belts 130. When the wheel assembly 100 is assembled, one bead seat belt 130a is mounted on the wheel base 110 such that it extends around the wheel base 110 toward one side ("a" side) of the wheel assembly 100, and the other bead seat belt 130b is mounted on the wheel base 110 such that it extends around the wheel base 110 (and the groove portion 120) toward the other side ("b" side) of the wheel assembly 100. Side rings 140a and 140b There are also two side rings 140. When assembling the wheel assembly 100, one side ring 140a is mounted on the bead seat belt 130a near the side of the wheel assembly 100 ("a" side) (and it extends around the outside of the bead seat belt 130a), and the other side ring 140b is mounted on the bead seat belt 130b near the other side of the wheel assembly 100 ("b" side) (and it extends around the outside of the bead seat belt 130b). Note Figure 5 (In the cross-section) the wheel assembly 100 is shown assembled; however, tires, which are typically mounted on the assembled wheel assembly 100, are not shown. Figure 5 As shown in the image. Figure 7 Example images are shown, illustrating the cross-sectional shape / profile suitable for use with the wheel assembly 100 (and wheel assemblies shown in other figures discussed below). In any case, as further described below, when the wheel assembly 100 is fully assembled, including with the tire mounted and inflated, the side ring 140 is actually pressed (i.e., it is pushed laterally outward in the axial direction of the wheel) against a portion of the bead seat belt 130a, and the side ring 140b is similarly pressed (i.e., it is pushed laterally outward in the opposite axial direction) against a portion of the bead seat belt 130b. Locking ring 150 The locking ring 150 (as the name suggests) is generally a ring-shaped assembly, as shown in the figure. The locking ring 150 has radially inwardly oriented ridges 156 on its inner side, which extend around the entire circumference of the locking ring. When assembling the wheel assembly 100, including when the locking ring 150 is mounted on the groove portion 120 (and tightened thereon - as described below), the radially inwardly oriented ridges 156 on the locking ring 150 engage with the circumferential grooves 122 in the groove portion 120. This helps to hold the entire assembly 100 together, including when the tire (the tire is mounted on the assembly, although the tire is not shown in any of the figures) is subsequently inflated and thus contains increased pressure. O-ring (not shown) Although O-rings are not shown in any of the accompanying drawings, it should be noted that the wheel assembly 100 also includes a pair of O-rings. The purpose of the O-rings is to help form / maintain a seal and prevent air (or other gases) contained within the tire during inflation, under increased pressure, from escaping through gaps or openings in the wheel assembly. As just mentioned, the O-rings themselves are not shown, but in the assembled wheel assembly 100, the O-rings are located (mounted) at positions marked 160a and 160b. See also Figure 5 and Figure 6 .

[0062] Based on the information in the table above, the assembly of the wheel assembly 100, including the method of mounting the tires on it, will be described in more detail below.

[0063] It should be assumed that, prior to assembling the various components of the wheel assembly 100, the individual parts constituting the wheel base 110 (if it is made of multiple parts) have been welded together, thereby forming the wheel base 110 as a single assembly, and the groove portion 120 is also welded to the side of the wheel base 110, making the groove portion 120 also part of the same (single) component. Therefore, in the following references to the wheel base 110 should be understood to include the groove portion 120 (for brevity and ease of reference, unless the context clearly indicates the opposite), although (and this does not change the fact that) the groove portion 120 is considered a component / assembly separate from the wheel base 110 (for reasons explained above).

[0064] First, one of the O-rings (not shown) is installed in a slight circumferential recess 160a. Recess 160a is formed in the wheel base 110, near the side of the wheel (“a side”). Another recess 160b is also present, formed in the groove portion 120, near the opposite side of the wheel (“b side”). Recess 160b is the location where another O-ring is subsequently installed, as described below.

[0065] Next, install the bead seat belt 130a, in the manner (from...) Figure 3 (As can be understood) Move / slide the bead seat 130a onto the wheel base 110 and along the wheel base 110 (i.e., by moving along...). Figure 3 In the direction indicated by the middle arrow α, slide the bead seat belt 130a onto the wheel base 110 and along the wheel base 110 until the ramp / sloping portion 131a on the radially inner side of the bead seat belt 130a contacts / engages with a similar ramp / sloping portion 111 located on the radially outer side of the wheel base 110 (and towards one side - "a" side). Figure 5 The optimal map illustration illustrates this point. The contact between the inclined portion 131a (radially inner side of the bead seat belt 130a) and the inclined portion 111 (radially outer side of the wheel base 110, toward the "a" side of the wheel) prevents the bead seat belt 130a from moving further along (or away from) the wheel base 110 in direction α.

[0066] It should also be noted that once the bead seat band 130a is installed in this position on the wheel base 110, the bead seat band 130a extends to the top of and covers the recess 160a, thus covering the O-ring contained therein. In fact, the O-ring contained in the recess 160a (especially when the tire is subsequently inflated, inflation will press the bead seat band 130a inward against the wheel base 110) is flattened / compressed between the bead seat band 130a and the wheel base 110, while remaining within the recess 160a. The way the O-ring is compressed between the bead seat band 130a and the wheel base 110 helps to form / maintain a seal, thereby preventing air / gas from escaping between the bead seat band 130a and the wheel base 110 when the tire is inflated and therefore contains air / gas under increased pressure.

[0067] Once the bead seat belt 130a is installed on the wheel base 110 (as described above), the side ring 140a can be installed. The side ring 140a is installed in the following manner (from... Figure 3 (This can be understood): First, move / slide the side ring 140a onto the wheel base 110 and move / slide it along the wheel base 110 (i.e., by moving along...). Figure 3 In the direction indicated by the middle arrow α, slide the side ring 140a onto the wheel base 110 and slide it along the wheel base 110, and then move / slide the side ring 140a onto the "wedge" portion 133a of the bead seat band 130a until the radially inner portion of the side ring 140a contacts / engages with the radially upright portion 132a of the bead seat band 130a.

[0068] The next step (though not shown in any diagram) is to move (and position) the tire onto the wheel base 110. As described above, Figure 7 An example of the cross-sectional shape / profile of a mining truck tire 70 is given. The tire 70 is moved (and positioned) onto the wheel base 110 by first moving / sliding one side (“a” side) of the tire 70 onto and along the wheel base 110, and then moving / sliding the other side (“b” side) of the tire onto and along the wheel base 110 as well (i.e., by sliding the tire 70 onto and along the wheel base 110 in direction α) until the radially inward portion 72a of the tire's outer sidewall (or the outer side of the tire's “bead”) on the “a” side contacts the curved surface 142a of the side ring 140a. Once the tire 70 has been sufficiently moved onto the wheel assembly such that the radially inward portion 72a of the tire's outer sidewall (or the outer side of the tire's “bead”) on the “a” side contacts the surface 142a of the side ring 140a, the rest of the tire should generally also (or at least most of it) be mounted / positioned on / around the wheel assembly.

[0069] Once the tire 70 has been positioned on the wheel base 110 as described in the previous paragraph, the next step is to install the side ring 140b. The side ring 140b is installed by moving / sliding the side ring 140b onto the wheel base 110, or more precisely, by moving / sliding the side ring 140b onto the groove portion 120 (which is welded to the wheel base 110) until the curved surface 142b on the side ring 140b contacts the radially inner portion 72b of the tire's outer sidewall (or the outer side of the tire's bead) on the "b" side.

[0070] Next, the bead seat belt 130b can be installed. This is done by moving / sliding the bead seat belt 130b onto the wheel base 110, or more precisely, (again) by sliding the bead seat belt 130b onto the groove portion 120 (which is welded to the wheel base). To accomplish this, the “wedge” portion 133b of the bead seat belt 130b needs to slide under the side ring 140b, that is, so that the “wedge” portion 133b of the bead seat belt 130b extends radially between the innermost portion of the side ring 140b and the radially outer portion of the wheel base 110 / groove portion 120 (and it moves in direction α). The bead seat band 130b continues to move / slide onto the wheel base 110 / groove 120 (along direction α), while the wedge-shaped portion 133b extends (or is forcibly squeezed) between the groove 120 / wheel base 110 and the radially inner portion of the side ring 140b until the radially upright portion 132b of the bead seat band 130b contacts / engages with the radially inner portion of the side ring 140b.

[0071] Next, another O-ring (not shown, but mentioned above) is installed into the recess 160b within the groove 120. For this O-ring to be installed into the recess 160b, both the bead seat 130b and the side ring 140b (usually together) must be further slid / moved onto the wheel base 110; that is, these components are moved further onto the wheel base in direction α, beyond... Figure 5The locations shown are where they are installed (this is the final installation location). The bead seat band 130b and side ring 140b must be slid / moved further onto the wheel base 110 a sufficient distance so that the bead seat band 130b no longer covers the recess 160b, exposing the recess 160b to allow the installation of an O-ring (not shown). It should also be noted that when the bead seat band 130b and side ring 140b are slid / moved further along direction α across the wheel base 110 to allow the O-ring to be installed in the recess 160b, this causes surface 142b (along direction α) to press against the radially inner portion 72b of the tire's outer sidewall (or the outer side of the tire's "bead") on the tire "b" side. However, since tire 70 is not inflated at this time, the inherent flexibility of the (unpressed) tire means that the tire can bend / deform sufficiently to move the bead seat band 130b and side ring 140b inward to a position sufficient to cover the recess 160b, thereby allowing the O-ring to be installed. Once the O-ring has been installed in the recess 160b, the bead seat band 130b and side ring 140b then slide / move back in the axial direction opposite to α, returning to... Figure 5 They are shown to be installed in their final positions.

[0072] It should also be noted that once the O-ring has been installed in the recess 160b, and the bead seat band 130b and side ring 140b have been moved back to their final positions on the wheel base 110 / groove 120 (i.e., for example...), Figure 5 As shown in the diagram, the bead seat band 130b extends to the top of and covers the recess 160b, thus covering the O-ring located in the recess 160b. In fact, the O-ring in the recess 160b (particularly when the tire is subsequently inflated, inflation presses the bead seat band 130b inward against the wheel base 110) is flattened / compressed between the bead seat band 130b and the wheel base 110, while remaining within the recess 160b. The way the O-ring is compressed between the bead seat band 130b and the wheel base 110 helps to form / maintain a seal, thereby preventing air / gas from escaping between the bead seat band 130b and the wheel base 110 when the tire is inflated and therefore contains air / gas under increased pressure.

[0073] Before the tire 70 can be inflated, the final step in assembling the wheel assembly 100 is to install the locking ring 150. The locking ring 150 shown in the accompanying drawings depicting the wheel assembly 100 is precisely shown as a two-piece (i.e., made of two components) locking ring. Specifically, the locking ring 150 shown in these figures includes a first component 152 and a second component 154, which are initially separate from each other (or they are formed / made separately), but are connected together by a connector 170 (discussed below) to form a single locking ring 150. However, this is not always the case; the locking ring 150 may also be made of more than two components (the corresponding components are also connected to each other by a connector similar to 170 to collectively form a single locking ring). Furthermore, the locking ring 150 is typically made as a single ring (i.e., a one-piece ring extending (or nearly extending) 360°). In this case, there will still be breaks in the one-piece locking ring (such as...). Figure 9 and Figure 11 The 170' in the diagram represents the break, and the two sides of the break may or may not be connected (or may be connected) by a connector similar to 170. The following description will make this clearer. Similarly, in the embodiments of the invention discussed below, similar to the prior art described above, the locking ring may be made of one component (single-piece), two components (two-piece), or more components.

[0074] As described above, in the existing wheel assembly 100 shown, the locking ring 150 is precisely a two-piece (or made of two parts) locking ring having a first component 152 and a second component 154. The two components 152 and 154 of the locking ring 150 each comprise a half-ring (i.e., each extending approximately 180° in arc). One end of the first component 152 is connected to the adjacent end of the second component 154 via a connector 170, and similarly, the other end of the first component 152 is connected to the other end of the second component 154 via another connector 170. Figure 18 The close-up view illustrates more clearly how one end of the first component 152 is connected to one end of the second component 154 via connector 170.

[0075] like Figure 18 As shown, connector 170 includes two screw holes 172 and 174, each screw hole receiving a corresponding screw passing through connector 170 and screwed into the corresponding end of one or the other of the locking ring components connected by the connector. It is noteworthy that screw hole 172 is circular, with a diameter approximately the same as (or slightly larger than) that of the screw, so that when the screw is inserted into screw hole 172, it is subsequently screwed into the adjacent end of the locking ring component (…). Figure 18When the connector 170 is connected to one end of the locking ring component 154 via a screw in the circular (non-removable) screw hole 172, the connector 170 becomes securely fastened to the end of the locking ring component, i.e., it remains fixed relative to each other. In other words, the connector 170 and the locking ring component ( Figure 18 (154) cannot move relative to each other.

[0076] However, in contrast, the other screw hole 174 of connector 170 has a slightly elongated (elliptical) shape in the circumferential direction of the locking ring. Therefore, when a screw is inserted into the elongated screw hole 174, and also loosely screwed into the end of the locking ring component to which this end of connector 170 is connected ( Figure 18 When the screw is not tightened too much (i.e., not fully tightened or overtightened), the elongated (elliptical) shape of the screw hole 174 allows for a certain degree of movement between the connector 170 and the end of the locking ring component to which the connector 170 is connected via the screw in the elongated screw hole 174, provided that the screw is not fully / fully tightened. Of course, when the screw in the elongated (elliptical) screw hole 174 is fully / fully tightened (i.e., when the screw is tightened), the aforementioned relative movement between the connector 170 and the end of the locking ring component to which the connector 170 is connected via the screw in the elongated screw hole 174 is prevented, and the locking ring component ( Figure 18 The position of 152) relative to connector 170 is defined by the position of tightening the screw in the elongated screw hole 174.

[0077] The function that allows movement / adjustment of one of the locking ring components connected to connector 170 relative to the position where connector 170 is fastened (this function is provided for each connector 170) allows the entire locking ring 150 to be “loosened” and “tightened”. The reason why this is important will be explained below.

[0078] As described above, the locking ring 150 has (or more precisely, both parts 152 and 154 of the locking ring (for the locking ring made of two parts) have, and therefore the locking ring 150 as a whole has) a radially inwardly oriented ridge 156. Figure 5 and Figure 6 The optimal map illustration illustrates this point. When the two parts 152 and 154 of the locking ring (in this embodiment) are “tightened” relative to each other (this is accomplished by using a movable screw on each connector 170 such that the ends of the locking ring connected to each connector are secured with them in a position as close to each other as possible), the radially inwardly oriented ridges 156 on each locking ring part actually collectively form a single inwardly oriented ridge 156 of the locking ring 150, which extends radially inward around the entire circumference of the locking ring 150. Figure 5 and Figure 6 It can also be seen that when assembling the wheel assembly 100, the locking ring 150 is mounted on the groove portion 120 and "tightened" on the groove portion 120, with the radially inwardly oriented ridge 156 on the locking ring 150 engaging with the circumferential (and radially outwardly oriented) groove 122 in the groove portion 120. As described above, this helps to hold the assembly 100 together, including when the tire 70 is inflated.

[0079] However, it will also be recognized that, since the inwardly oriented ridge 156 of the locking ring protrudes and engages in the circumferential groove 122 within the groove portion 120 when the locking ring 150 is properly installed and tightened, the locking ring cannot be installed (moved) onto the groove portion 120 when the two parts 152 and 154 of the locking ring are "tightened" relative to each other. This is because when the two parts are "tightened" relative to each other, the ridges 156 on the two parts of the locking ring come together sufficiently to allow the ridges 156 to insert into the circumferential groove 122 surrounding the entire circumference of the groove portion 120. When the two parts 152 and 154 of the locking ring are "tightened" relative to each other in this way, in this "tightened" configuration, the locking ring cannot be installed onto (or removed from) the groove portion because the ridges 156 cannot (in the axial direction of the wheel) cross the outer portion of the groove portion 120 and move there.

[0080] As will become apparent from the above, in order for the locking ring 150 to be mounted on the groove 120, the connector 170 allows the individual components of the locking ring 150 (in this case, components 152 and 154) to be "loosened" relative to each other. This "loosening" of the individual components of the locking ring relative to each other is achieved by loosening the screw in the elongated (elliptical) screw hole 174 (on one or more, or generally all, of the connectors 170). As described above, loosening this screw allows for a small amount of relative movement between the connector 170 and the locking ring component connected to the connector 170 via the (loosened) screw in the elongated (elliptical) screw hole 174. Furthermore, the elongated (elliptical) shape of the screw hole 174 allows the end of the locking ring component connected to the screw (when the screw is loosened) to be slightly away from the end of another locking ring component fastened to the connector 170 by another (non-removable) screw. As described above, this operation can be performed for one or more, or generally all, of the connectors 170. Thus, by loosening each connector and slightly moving the ends of the corresponding locking ring components (connected by each loosened connector), the total diameter and circumference of the locking ring can be slightly increased (i.e., the locking ring can be slightly "opened"), sufficient to allow the ridges 156 (along the axial direction of the wheel) on all components of the locking ring to move over and past the outer portion of the groove 120. When the locking ring 150 is installed, this allows the locking ring (and all its components) to move axially (i.e., along direction α) until the inward-facing ramp / sloping portion 151 on the locking ring 150 (i.e., the ramp / sloping portion 151 on each locking ring component (in this case, components 152 and 154)) contacts / engages with a similar ramp / sloping portion 131b located on the underside of the bead seat band 130b. At this point, the locking ring can then be tightened (as described above) so that the ridges 156 (or a section of the ridges 156 on each locking ring component) are inserted into the grooves 122 within the groove 120. This is in Figure 5 The illustrations are provided, but... Figure 6 This is shown more clearly in a close-up view. This completes the assembly of wheel assembly 100. When the locking ring 150 is installed in this manner, it helps to hold assembly 100 together, including when tire 70 is inflated.

[0081] Once the wheel assembly 100 is assembled, including the installation of the tire 70, the tire 70 can be inflated. The tire 70 is inflated by injecting (or pumping) air (or other gas) into the tire via the valve guide 113 (i.e., pumping it into the space defined between the wheel assembly 100 and the tire interior). The valve guide 113 is located in… Figure 5 As can be seen in the cross-sectional view, the opening in the wheel base 110 (through which air / gas enters the tire via the valve guide 113) is... Figure 1 and Figure 2 As can be seen in the text.

[0082] It is important to note that when the tire 70 is mounted on the wheel assembly 100 and the wheel assembly 100 is fully assembled, the outer surface portions 72a and 72b of both sides (“a” and “b”) of the tire 70 are fitted (in fact, their shapes are specifically designed to fit tightly and seal against) the inward-facing surfaces 142a and 142b on the corresponding side rings 140a and 140b. Similarly, the lower surface portions 74a and 74b of the tire bead on both sides of the tire 70 are fitted (i.e., their shapes / sizes / angles are also specifically designed to fit tightly and seal against) the inclined radial top surfaces / surfaces of the “wedge-shaped” portions 133a and 133b on the corresponding bead seat bands 130a and 130b. Therefore, the tire seals (particularly the tire surface portions 72a, 74a, 74b and 72b seals) abut against the aforementioned surfaces of the various components of the wheel assembly, and thus the seal formed between the tire and the wheel assembly, together with the seal formed by the aforementioned O-rings (which help prevent air / gas from escaping through gaps in the wheel assembly itself), prevents air / gas from escaping from the tire.

[0083] When the wheel assembly 100 (including the tire 70 mounted thereon) is to be mounted on a mining truck, the wheel is mounted by connecting it to an electric motor (not shown), which is then housed inside the wheel. In other words, the wheel assembly 100 is connected to the truck's chassis and suspension (not shown) via an electric motor (not shown) that drives the rotation of the wheel, and furthermore, when the wheel is mounted on the truck, the electric motor (not shown) that drives the rotation of the wheel is also ultimately located within the wheel base 110, or the space within the wheel's "hub." The wheel assembly 100 is connected to this hub motor (not shown) via bolts (not shown) passing through bolt holes 109 in a radially inwardly oriented web portion 108 inside the wheel base 110. See also Figure 4 and Figure 5 .

[0084] The aforementioned existing (prior art) wheel assembly 100 has been widely and successfully used. However, as described in the background section, the mining industry generally / continuously desires improvements in aspects such as strength, durability, and fatigue resistance of mining truck wheels and their components. It is believed that at least one aspect that can achieve minor improvements relates to the design of the groove portion 120 and the locking ring 150 of the wheel assembly.

[0085] As will be further explained above, when the wheel assembly 100 is fully assembled and the tire 70 thereon is inflated (thus containing increased pressure), and for all the time that this is the case (including the considerable period of time the truck is in operation), the pressure inside the tire causes portions 72a and 72b of the tire sidewalls (along the axial direction of the vehicle) to press outwards tightly / forcefully against the corresponding side rings 140a and 140b. On the "b" side of the wheel (the side with the locking ring 150), this outward force acting on the side ring 140b by the tire pressure is then transmitted through the side ring 140b, resulting in an outward force applied to the bead seat band 130b. This force applied to the bead seat band 130b is specifically applied to the radially upright portion 132b of the bead seat band 130b. Then, the outward force acting on the bead seat band 130b (particularly on the radially upright portion 132b) is transmitted through the bead seat band 130b, via the inclined surface 131b of the bead seat band pressed against the inclined surface 151 of the locking ring 150, into the locking ring 150. This force acting on the locking ring 150 (applied to the inclined surface 151 of the locking ring 150) is then transmitted through the locking ring 150 to the groove portion 120. Since there are no other components after the groove portion 120 to which this force can be transmitted, the groove portion 120 must primarily bear / resist this force.

[0086] It should also be recognized that, as just mentioned, the outward force transmitted through the various components of the wheel assembly on the "b" side of the wheel, and ultimately which must be borne / resisted primarily by the groove 120, is not necessarily a steady-state or constant force. Instead, the force varies / fluctuates, and its magnitude may suddenly increase or reach a "peak" (which in turn leads to a certain degree of impact load). For example, during truck operation (i.e., when the truck is running in a mining area), the truck may frequently drive over (and therefore the tire may frequently hit and roll over) bumps or potholes, etc., which can cause the tire to deform instantaneously and cause the pressure inside the tire to rise instantaneously (potentially significantly) (until the tire can return to its normal shape, and the pressure will then drop to (or closer to) the level it was at or should have been at when the truck was stationary). This time-varying variation / fluctuation of tire pressure results in a time-varying variation in the magnitude of the aforementioned force transmitted through the various components of the wheel assembly (including on the "b" side), and (on the "b" side) which must ultimately be borne / resisted primarily by the groove 120.

[0087] Due to situations like this, and indeed, simply as a result of long-term use, it has been found that the groove 120, i.e., having the above-mentioned... Figures 1-6The grooves in the wheel assembly of the design shown may exhibit signs of fatigue and / or cracking and / or unacceptable wear (even to the point of failing inspection). Admittedly, this is usually only discovered after the wheel has been used for a considerable period of time. On the other hand, for wheel assemblies like component 100 described above, which use the locking ring and groove design shown and described above, signs of fatigue and / or cracking and / or unacceptable wear (and even failures attributable to this) are typically identified after a period of time much shorter than the total service life of the wheel assembly (often only a fraction of the total service life of the wheel assembly). It is hoped that the present invention can help improve the resistance of the grooves to such fatigue and / or cracking and / or unacceptable wear.

[0088] As a further explanation, for the existing design described above, the area on the existing groove 120 that most frequently shows signs of fatigue and / or cracking and / or unacceptable wear (or therefore fails inspection) is: Figure 6 The area indicated is 125. The following explains why, for existing designs, fatigue and / or cracking and / or wear are considered to tend to concentrate in area 125 (or be most pronounced therein).

[0089] See Figure 6 The cross-sectional view in the figure illustrates the existing design of the locking ring 150 and the groove 120. Typically, the locking ring 150 contacts / engages with the groove 120 only at the following locations:

[0090] - Region 124, in which the radially inward-facing surface portion of the axially inner portion of the locking ring 150 contacts the radially outward-facing surface portion of the groove portion 120;

[0091] - Region 125, in which a relatively small / thin (and slightly axially outward-facing) portion of the curved surface of the ridge 156 on the locking ring 150 contacts a small / thin portion of the curved surface of the groove 122 within the groove portion. Importantly, this small / thin region 125 (at least normally) is the only location where any portion of the curved surface of the ridge 156 of the locking ring contacts any portion of the groove 122 of the groove portion. In the wheel assembly 100 (and the accompanying drawings depicting it—see especially...) Figure 6 In this design / construction, the locking ring 150 has a radius of curvature of approximately 8.5 mm for the small / thin curved portion of the surface of the locking ring ridge 156 that actually contacts the groove 122 of the groove portion, and this small / thin curved portion of the surface of the locking ring ridge 156 (i.e., the portion or area that actually contacts the groove 122 of the groove portion) has an arc much less than 90°, perhaps less than 45°, possibly about 30° (when in such a situation). Figure 6 (When observed in the cross-section); and

[0092] - Region 126, in which the radially inward-facing surface portion of the axially outer portion of the locking ring 150 contacts the radially outward-facing surface portion of the axially outer portion of the groove 120.

[0093] As mentioned above, on the "b" side of the wheel, the axial outward pressure generated by the tire, and the resulting force, after being transmitted through several components of the wheel assembly, is transmitted as an outward force to the locking ring 150. More specifically, this outward force is transmitted through the inclined surface 131b on the underside of the bead seat belt 130b, and then through the inclined surface 151 of the locking ring that engages with the inclined surface 131b of the bead seat belt 130b to the locking ring 150. The force is then further transmitted through the locking ring 150 to the groove portion 120. The manner in which the force is transmitted from the locking ring 150 to the groove portion 120 is as follows:

[0094] i. A very small force (if any) is transmitted radially inward from the locking ring 150 to the groove 120 within (or through) region 124; however

[0095] ii. In region 125, that is, where the small / thin portion (i.e., only a narrow arc when viewed in cross-section) of the curved surface of the ridge 156 on the locking ring contacts the small portion (narrow arc) of the curved surface of the groove 122 of the groove portion, a considerable force is transmitted from the locking ring 150 to the groove portion 120. Note that, as described above, this region 125 is (at least normally) the only region where any part of the ridge 156 of the locking ring contacts / engages with any part of the groove 122 of the groove portion; therefore, in the small / thin (low surface area) region 125, a large amount of force and pressure (consisting of a large portion of the total force transmitted from the locking ring 150 to the groove portion 120) is applied to the groove 122 of the groove portion; and

[0096] iii. A considerable force is also transmitted from the locking ring 150 to the groove portion 120 as a radially inward force, which is applied from the locking ring 150 to the groove portion 120 via the surfaces of the respective components that meet in region 126. As a (considerable) portion of the total force of the radially inward force transmitted from the locking ring 150 to the groove portion 120 in region 126 (through region 126), a "cantilever" force is actually applied to the groove portion 120 in region 126 (the axially outer portion of the groove portion 120), and the application of this "cantilever" force to the axially outer portion of the groove portion 120 (in region 126) further increases the stress level in the material (steel) of the groove portion 120 in region 125 (i.e., it increases stress concentration). This is in addition to the stress generated in region 125 due to the reasons described in (ii) above.

[0097] These factors are considered to be the main causes (or at least significant contributing factors) of fatigue and / or cracking and / or unacceptable wear that accompany the aforementioned existing (prior art) locking ring and groove design.

[0098] Go to Figures 8-13 As described above, these accompanying drawings illustrate a wheel assembly 200 in conjunction with embodiments of the present invention. The wheel assembly 200 and its components, their operation (and the construction of each component and the manner in which they are assembled and cooperate) are substantially the same as the prior art wheel assembly 100 described above. Thus, in Figures 8-13 In the wheel assembly 200, most components are labeled with the same reference numerals as their corresponding components in the wheel assembly 100. The components in the wheel assembly 200 that are labeled with the same reference numerals as their corresponding components in the wheel assembly 100 are substantially (if not entirely) the same as their corresponding components in the wheel assembly 100, and operate in the same manner.

[0099] The main difference between the wheel assembly 200 (in conjunction with embodiments of the present invention) and the prior art wheel assembly 100 (not in conjunction with embodiments of the present invention) is that the design / construction of the groove and locking ring in the wheel assembly 200 differs from that used in the wheel assembly 100. Thus, in the wheel assembly 100, the groove is labeled with reference numeral 120 and the locking ring with reference numeral 150; in contrast, in the wheel assembly 200, the groove (differently designed / constructed) is labeled with reference numeral 220 and the locking ring (differently designed / constructed) is labeled with reference numeral 250.

[0100] In the wheel assembly 200, the locking ring 250, apart from having a different cross-sectional design / construction than the locking ring 150 (these differences will be discussed in detail below), is also a locking ring made of a single component (while the locking ring 150 described above is a locking ring made of two components). Therefore, the locking ring 250 is formed as a single loop (i.e., a single component extending almost 360°), but with a break 170' therein, and the two sides of the break 170' (i.e., the two ends of the locking ring 250 on either side of the break 170') can be connected, or may not be connected, via an adjustable connector like 170. The adjustable connector 170 used (if used) can be the same as described above, and the way it can be used to allow the locking ring 250 to be "loosened" / "opened" and "tightened" / "closed" can also be the same as described above. However, as mentioned above, the number of components used to make the locking ring is not important and can be changed; thus, the locking ring 250 can also be made as a locking ring with two or more components connected via connector 170.

[0101] according to Figure 13The sectional view given in the image, and by comparing it with... Figure 6 By comparing the cross-sectional views, the differences in the design and construction of the groove portion 220 and the locking ring 250 used in the wheel assembly 200 with those used in the existing wheel assembly 100 (described above) can be best appreciated. Through this comparison, it can be seen that:

[0102] - Regarding the design of the groove portion 220 and the locking ring 250 used in the wheel assembly 200, the locking ring 250 does not have a portion located axially inside the locking ring ridge 256 that contacts the groove portion 220 (i.e., axially closer to the vertical centerline of the wheel compared to the locking ring ridge 256). This differs from the design of the groove portion 120 and the locking ring 150 used in the wheel assembly 100, where the locking ring 150 has a radially inward-facing surface portion that contacts the radially outward-facing surface portion of the groove portion 120 in region 124 (located axially inside the locking ring ridge 156).

[0103] - In the groove 220, the depth of the circumferential groove 222 (in the radially inward direction) is slightly less than the depth of the circumferential groove 122 in the groove 120. This means that the material thickness of the groove 220 below / inside the bottom of the groove 222 (in the radially inward direction) is slightly greater than the material thickness of the groove 120 below / inside the bottom of the groove 122. It is believed that this greater material thickness can increase fatigue resistance and crack resistance;

[0104] - In the groove portion 220, the width of the circumferential groove 222 (in the axial direction of the wheel) is not only greater than the depth of the groove 222 (in the radial direction), but the width of the groove 222 is also much larger than the width of the circumferential groove 122 in the groove portion 120. Therefore, the curvature of the circumferential groove 222 (when in such a way) Figure 13 When viewed in cross-section, it is much wider and more open than the circumferential groove 122 in the groove portion 120;

[0105] Additionally, in the locking ring 250, the width of the locking ring ridge 256 (in the axial direction of the wheel) is much greater than the depth of the ridge 256, and the width of the ridge 256 is also much larger than the width of the locking ring ridge 156. Therefore, the overall curvature of the locking ring ridge 256 (when in such a situation) is... Figure 13 (When observed in the cross section) it is much wider than the locking ring ridge 156.

[0106] When taking into account the design differences mentioned in the points immediately preceding above, one consequence of these design differences is that, for the design of the locking ring 250 and the groove 220 used in the wheel assembly 200, typically the only point where the locking ring 250 and the groove 220 actually contact / engage is... Figure 13 The region marked as 225. However, when... Figure 13 and Figure 6 A comparison reveals that, compared to the previously described existing wheel assembly 100 (see...), Figure 6 Unlike the existing wheel assembly 100, only a small / thin portion of the curved surface of the ridge 156 on the locking ring 150 contacts a small / thin portion of the curved surface of the groove 122, i.e., in region 125. On the contrary In wheel assembly 200 (see Figure 13 In this case, the area 225 where the curved surface of the ridge 256 of the locking ring physically contacts the groove 222 of the groove portion is much larger and extends beyond half the arc of the groove 222 (more than 90°), possibly about two-thirds (120°) (when in such a case). Figure 13 (When viewed in cross-section). Therefore, for the design of the groove 220 and locking ring 250 in the wheel assembly 200, compared to the design of the groove 120 and locking ring 150 used in the previously described conventional wheel assembly 100, the total surface area of ​​the portion where the groove 256 of the locking ring contacts the groove 222 of the groove is much larger. This larger surface area where the locking ring ridge 256 contacts the groove 222 of the groove means that the force transmitted from the locking ring 250 to the groove 220 is thus dispersed / distributed over a larger surface area when transmitted to the groove 220, which is therefore considered to reduce the level / magnitude of stress concentration caused / generated in region 225 of the groove 220. (To be continued) Figure 13 The size of the stress concentration region 225 in the middle is Figure 6 (Compare with the much smaller and more concentrated (and therefore much higher amplitude) stress concentration region 125 in the middle).

[0107] Therefore, the design of the groove 220 and the locking ring 250 disperses / distributes the force transmitted from the locking ring 250 to the groove 220 over a larger area (in the curved groove 222 in the groove 220), which helps to reduce the stress applied to the groove 220 and its material, and is believed (or at least hoped) to help improve the resistance of the groove 220 to fatigue and / or cracking and / or unacceptable rapid wear, or increase the time required for fatigue and / or cracking and / or wear to reach the same level.

[0108] In the wheel assembly 200, the groove portion 220 is designed / constructed such that the radius of curvature of the groove 222 (at least for the portion that contacts the locking ring ridge 256) is approximately 16 mm. Similarly, the radius of curvature of the curved surface of the locking ring ridge 256 (or at least the portion that contacts the groove 222) is also almost the same (because most, or at least a considerable portion, of the curvature of the locking ring ridge 256 contacts the groove 222).

[0109] Another point to note is that, in the design of the groove portion 220 and the locking ring 250 used in the wheel assembly 200, the locking ring 250 also lacks a portion located axially outside the locking ring ridge 256 that contacts the groove portion 220 (i.e., axially further away from the vertical centerline of the wheel compared to the locking ring ridge 256). This is significantly different from the design of the groove portion 120 and the locking ring 150 used in the existing wheel assembly 100 described above. In the existing (prior art) design described above, the locking ring 150 has a radially inward-facing surface portion that contacts the radially outward-facing surface portion of the groove portion 120 in region 126, which is located axially outside the locking ring ridge 156. As explained above, in the prior art design of the groove portion 120 and locking ring 150 used in the wheel assembly 100, a considerable portion of the force transmitted from the locking ring 150 to the groove portion 120 is transmitted from the locking ring 150 (radially inward) to the groove portion 120 via region 126. It has also been explained that this effectively applies a "cantilever" force to the groove portion 120 in region 126, and this "cantilever" force applied to the axially outer portion of the groove portion 120 further increases the stress level in the material of the groove portion 120 in region 125 (i.e., it increases stress concentration). This is not the case for the design of the groove portion 220 and locking ring 150 used in the wheel assembly 200. The reason is that, as described above (and as...), Figure 13 (as can be seen in the text) Figure 13 In the area marked 226, the locking ring 250 does not contact the groove portion 220 at all. In fact, as... Figure 13 As shown, in the region marked 226, there is a gap of approximately 0.8 mm between the lower (radially inner) surface of the locking ring 250 and the outer (radially outer) surface of the groove portion 220. Therefore, for the design of the groove portion 220 and locking ring 250 used in the wheel assembly 200, no "cantilever" force is applied on (or through) the axially outer region 226 of the groove portion 220, which could otherwise increase the stress level (or stress concentration) in the material of the groove portion in region 225. It is believed (or at least hoped) that this also helps to improve the resistance of the groove portion 220 to fatigue and / or cracking and / or unacceptably rapid wear, or increases the time required for fatigue and / or cracking and / or wear to reach the same level.

[0110] Go to Figures 14-16 These accompanying drawings illustrate a wheel assembly 300 in conjunction with embodiments of the present invention. The wheel assembly 300 and its components, their operation (and the construction of each component and the manner in which they are assembled and cooperate) are also substantially the same as the prior art wheel assembly 100 described above. Therefore, in Figures 14-16In the wheel assembly 300, most components are also labeled with the same reference numerals as their corresponding components in the wheel assembly 100. The components in the wheel assembly 300 that are labeled with the same reference numerals as their corresponding components in the wheel assembly 100 are substantially (if not entirely) the same as their corresponding components in the wheel assembly 100, and operate in the same manner.

[0111] Furthermore, the groove design and locking ring design used in wheel assembly 300 are virtually identical to those used in wheel assembly 200. Therefore, in wheel assembly 300, reference numeral 220 again indicates the groove, and reference numeral 250 again indicates the locking ring. However, one difference between wheel assembly 200 and wheel assembly 300 is that wheel assembly 200 is a "single-sided" assembly because it has the groove 220 and locking ring 250 only on one side of the wheel ("b" side), while wheel assembly 300 is a "double-sided" assembly because it has the groove 220 and locking ring 250 on both sides of the wheel ("a" side and "b" side). Therefore, the assembly process of wheel assembly 300 differs slightly from that described above. The difference lies only in that, in wheel assembly 300, the steps associated with assembling the "a" side component of the wheel are essentially the same as those described above for the "b" side of wheel assembly 100, but these steps must be completed before the tire can be installed. However, after the tire is installed, the assembly process for the "b" side component is essentially the same as described above.

[0112] Another feature of the design of the groove 220 and the locking ring 250 is that the groove 220 may have a recess 227 visible during wheel assembly on its axially outward-facing surface, and similarly, the locking ring 250 may also have a recess 257 visible during wheel assembly on its axially outward-facing surface. These recesses serve to provide a visual indication that the groove 220 / locking ring 250 has the specific design described above. For example, the mere presence of such a visually easily identifiable recess 227 on the groove 220, and similarly, the mere presence of such a visually easily identifiable recess 257 on the locking ring 250, can indicate that this is a groove 220 / locking ring 250 with the specific design described above. Alternatively or additionally, text, symbols, or other forms of visually identifiable markings may be provided within the recesses 227 in the groove and / or the recesses 257 in the locking ring. Regardless of the visual markings used (even if it is merely the visible presence of the groove itself), this helps, for example, prevent a user from attempting to install a locking ring, such as the locking ring 150 used in prior art wheel assemblies, onto a wheel assembly utilizing the groove portion 220 embodying the present invention. Information, such as about the vehicle's dimensions (diameter), can also be provided in the groove, which helps the user ensure that they are attempting to install the correct size locking ring 250 (given the wheel assembly, the groove portion 220 is provided within a certain diameter range).

[0113] In this specification, the term “including” (and similar variations of the term, such as “comprising” or “containing”) is intended to mean including one or more integers stated, but not necessarily excluding any other integers, depending on the context in which the term is used.

[0114] It should be understood that the present invention is not necessarily limited to, or restricted to, any particular feature (or anything else) described or shown in the accompanying drawings or specific embodiments, as these portions of the specification primarily relate only to one or more possible ways of carrying out the invention. Therefore, the invention is claimed in any form or modification thereof within the appropriate scope of the appended claims as properly interpreted by those skilled in the art.

[0115] It should also be clearly understood that any reference in this specification to any prior or existing equipment, assembly, device, product, system, method, practice, publication, patent, or any other information or issue or matter, does not constitute any such content (whether alone or in any combination) as part of the common general knowledge of those skilled in the art, or as an acknowledgment or endorsement of acceptable prior art.

Claims

1. A wheel assembly operable to retain a tire on a wheel, the assembly including a locking ring operable to engage with a locking ring receiving assembly of the assembly during assembly of the wheel assembly, wherein... The locking ring has a ridge that engages with a groove in the receiving assembly when the locking ring is installed. At least a portion of the surface of the ridge of the locking ring is curved. At least a portion of the surface of the groove receiving the component is curved, and When the locking ring is installed and the ridge of the locking ring engages with the groove of the receiving assembly. At least a portion of the curved portion of the ridge surface of the locking ring contacts at least a portion of the curved portion of the recess surface of the receiving assembly, and The arc of the contact line between the curved surface portions extends at least 60°.

2. The wheel assembly of claim 1, wherein the arc of the contact line between the curved surface portions extends at least 90°.

3. The wheel assembly according to any one of the preceding claims, wherein the arc of the contact line between the curved surface portions extends approximately 120°.

4. The wheel assembly according to any one of the preceding claims, wherein the curvature of the curved portion on the surface of the groove of the receiving component is circular, and the radius of curvature is at least 10 mm.

5. The wheel assembly according to claim 4, wherein the radius of curvature is at least 12 mm.

6. The wheel assembly according to claim 4 or 5, wherein the radius of curvature is approximately 16 mm.

7. The wheel assembly according to any one of the preceding claims, wherein when the locking ring is installed, any portion of the locking ring located axially outside the ridge of the locking ring does not contact the receiving assembly.

8. The wheel assembly according to any one of the preceding claims, wherein when the locking ring is installed, the only location where the locking ring typically contacts / engages with the receiving assembly is where at least a portion of the curved portion of the ridge surface of the locking ring contacts at least a portion of the curved portion of the groove surface of the receiving assembly.

9. The wheel assembly according to any one of the preceding claims, wherein the locking ring and / or the receiving assembly are provided with a visually identifiable mark on their axially outward-facing surface, the mark being visible during assembly of the wheel assembly to help prevent attempts to install the wrong locking ring.

10. A locking ring for a wheel assembly, wherein the wheel assembly is operable to retain a tire on the wheel, and the locking ring is operable to engage with a locking ring receiving assembly of the wheel assembly during assembly, wherein... The locking ring has a ridge that engages with a groove in the receiving assembly when the locking ring is installed. At least a portion of the surface of the ridge of the locking ring is curved. At least a portion of the surface of the groove receiving the component is curved, and When the locking ring is installed and the ridge of the locking ring engages with the groove of the receiving assembly: At least a portion of the curved portion of the ridge surface of the locking ring contacts at least a portion of the curved portion of the recess surface of the receiving assembly, and The arc of the contact line between the curved surface portions extends at least 60°.

11. The locking ring of claim 10, wherein the arc of the contact line between the curved surface portions extends at least 90°.

12. The locking ring according to claim 10 or 11, wherein the arc of the contact line between the curved surface portions extends approximately 120°.

13. The wheel assembly according to any one of claims 1-9, or the locking ring according to any one of claims 10-12, wherein the width of the ridge on the locking ring is greater than its depth.

14. A locking ring for a wheel assembly, wherein the wheel assembly is operable to retain a tire on the wheel, and the locking ring is operable to engage with a locking ring receiving assembly of the wheel assembly during assembly, wherein the width of a ridge on the locking ring is greater than its depth.

15. The wheel assembly according to any one of claims 1-9 or 13, or the locking ring according to any one of claims 10-14, wherein the locking ring is a one-piece locking ring, or the locking ring is made of two or more components.

16. The wheel assembly according to any one of claims 1-9, 13 or 15, or the locking ring according to any one of claims 10-15, wherein the locking ring can be "released" / "opened" to allow the locking ring to be installed, and can also be "tightened" / "closed" to engage the locking ring ridge with the groove of the receiving assembly.

17. A receiving assembly serving as a component of a wheel assembly, wherein the wheel assembly is operable to retain a tire on the wheel, the assembly including a locking ring operable to engage with the receiving assembly during assembly of the wheel assembly, wherein The locking ring has a ridge that engages with a groove in the receiving assembly when the locking ring is installed. At least a portion of the surface of the ridge of the locking ring is curved. At least a portion of the surface of the groove receiving the component is curved. When the locking ring is installed and the ridge of the locking ring engages with the groove of the receiving assembly. At least a portion of the curved portion of the ridge surface of the locking ring contacts at least a portion of the curved portion of the recess surface of the receiving assembly, and The arc of the contact line between the curved surface portions extends at least 60°.

18. The wheel assembly according to any one of claims 1-9, 13, 15 or 16, or the receiving assembly according to claim 17, wherein the receiving assembly is operable to attach to the wheel base of the wheel assembly, but is also removable / detachable from the wheel base and replaced with a replacement receiving assembly.

19. The wheel assembly according to any one of claims 1-9, 13, 15, 16 or 18, or the receiving assembly according to any one of claims 17 or 18, wherein the width of the groove in the receiving assembly is greater than its depth.

20. A receiving assembly serving as a component of a wheel assembly, wherein the wheel assembly is operable to retain a tire on the wheel, the assembly including a locking ring operable to engage with the receiving assembly during assembly of the wheel assembly, wherein a groove on the receiving assembly (the groove being operable to receive a ridge on the locking ring) has a width greater than its depth.

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