Wheel for a suitcase

Abstract

A wheel 200 for a luggage case 100 includes a hub 210 rotatably coupled to the luggage case 100, an outer rim 218 radially spaced distance from the hub 210 by a plurality of spokes 230, and a tread portion 280 positioned about the outer rim 218 for engaging a support surface. At least one spoke 230 includes a suspension portion 236 having a shape that is curved about and concave toward an axis of rotation 202. The suspension portion 236 elastically deflects to absorb impact loads to the wheel 200.

Description

Technical Field

[0001] The described embodiments generally relate to wheels for suitcases or items. Background Technology

[0002] Suitcases typically include wheels to allow for efficient transport by the user during travel. However, suitcase wheels are usually relatively small or compact to limit their impact on the overall size of the suitcase and are relatively lightweight to prevent adding weight to the suitcase. Smaller wheels may have difficulty rolling over obstacles easily, or when rolling on rough surfaces, they can exert a harsh impact on the suitcase. Such forces can be uncomfortable for the user, can impact items inside the suitcase, and can damage the wheels, rims, or the axles to which the wheels are attached. Damage can reduce the lifespan of the suitcase.

[0003] Therefore, luggage wheels are needed to reduce or absorb the forces caused by impacts as described above, thereby reducing the force applied to the luggage and, in turn, the force applied to the user. Wheels with a long service life, or wheels that improve the overall lifespan of the luggage, are also needed. Utility Model Content

[0004] In one example of this disclosure, a suitcase is disclosed. The suitcase includes a wheel rotatably coupled to the suitcase and having an axis of rotation defining an axial direction. The wheel includes a hub, an outer edge radially positioned from the hub, and a plurality of spokes connected between the hub and the outer edge. At least one of the spokes includes a first stem, a suspension portion having a generally C-shaped form that bends and recesses toward or around the axis of rotation, and a second stem, wherein the suspension portion is at least partially elastically deflected under impact loads on the wheel. The generally C-shaped form can be an elongated form, such as, for example, a generally stretched C-shape. The C-shaped form can be positioned between and connected to the first and second stems. Additionally or optionally, the suspension portion includes a circumferentially extending first portion, a second portion extending from the first portion, and a third portion extending circumferentially from the second portion in a direction opposite to the first portion.

[0005] Additionally or optionally, the second and third portions define a straight line shape.

[0006] Alternatively or additionally, the first handle and the second handle may be aligned with each other or not aligned with each other.

[0007] Alternatively or additionally, the tread portion is positioned on the outer edge for engaging a support surface. Alternatively or additionally, the tread portion has an inclined profile, wherein the inner edge of the tread defines a greater radial distance from the axis of rotation than the outer edge of the tread, wherein the inner edge of the tread engages the support surface. Alternatively or additionally, the wheel is positioned on the luggage compartment such that the inner edge of the tread is closer to the luggage compartment than the outer edge of the tread. Alternatively or additionally, the inner edge of the tread is positioned closer to the luggage compartment than the location where the wheel is mounted to an axle extending from the luggage compartment.

[0008] Additionally or optionally, the suspension portion is radially and axially resiliently deflectable in response to the impact load.

[0009] Additionally or optionally, the suspension portion bends around the hub or is concentric with the hub and / or the outer edge.

[0010] Additionally or optionally, the suspension portion extends circumferentially in a single direction relative to the first and second handles.

[0011] Additionally or optionally, the plurality of spokes includes at least two spokes, each spoke having a suspension portion, and wherein the at least two suspension portions extend in the same direction relative to the hub, or wherein the at least two suspension portions extend in opposite directions relative to the hub.

[0012] Additionally or alternatively, the first portion is adjacent to the hub, and the third portion is adjacent to the outer edge, and the first portion and the third portion are connected together and define an internal clearance therebetween, wherein when the suspension portion deflects at least partially elastically in response to an impact load, the first portion and the third portion move relative to each other and change the size of the internal clearance.

[0013] Additionally or optionally, the internal gap is defined by a width defined in the radial direction.

[0014] Additionally or optionally, the first and third portions are connected by a second portion that defines the dimensions of the internal gap.

[0015] Alternatively or additionally, the first portion and the third portion have the same curvature.

[0016] Additionally or optionally, the second portion extends radially and defines a curved surface extending between the first and third portions and facing the internal gap.

[0017] Alternatively or additionally, the first portion is shorter than the third portion.

[0018] Additionally or optionally, the first portion is spaced apart from the hub to define an inner clearance, and the third portion is spaced apart from the outer edge to define an outer clearance, and at least one or more of the inner clearance, outer clearance, and / or internal clearance change size or shape when the suspension portion elastically deflects due to the impact load.

[0019] Additionally or optionally, the first portion is spaced from the hub by a defined inner clearance, and the third portion is spaced from the outer edge by a defined outer clearance, and when the suspension portion is elastically deflected due to the impact load, the first portion and the third portion engage, or the first portion engages with the hub, and / or the third portion engages with the outer edge.

[0020] Additionally or optionally, a flange extends from one of the first or third portions toward the other of the first or third portions; and wherein, in response to an inclined impact load, the other of the first or third portions deflects and engages the flange, the flange resisting axial movement of the deflected portion.

[0021] Additionally or optionally, the flange is positioned across the internal gap between the first portion and the third portion, and overlaps with at least a portion of the other of the first portion or the third portion.

[0022] Additionally or optionally, the flange is positioned along at least a portion of the length of the internal gap and overlaps with at least a portion of another of the first or third portions.

[0023] Additionally or optionally, the flange extends from the inside and / or outside of the first portion or from the inside and / or outside of the third portion.

[0024] Additionally or optionally, the flange is positioned at approximately 25%–75% of the distance between the hub and the outer edge. This increases the elasticity of the suspension portion by allowing it to move rapidly away from the hub, resulting in greater circumferential engagement.

[0025] Additionally or optionally, the at least one spoke comprises three to seven spokes, and preferably five spokes.

[0026] In another example, the luggage may include at least one wheel, wherein the wheel includes an inner edge and an outer edge spaced apart from the inner edge. Two or more spokes may extend between the outer edge and the inner edge. Each of the two or more spokes may define a suspension portion that resiliently deflects in response to an impact load or a force acting on the wheel. In some examples, the outer edge may include or be coupled to a tread portion. The two or more spokes extend between the inner edge and the outer edge. At least one of the spokes includes a suspension portion attached to the inner edge via an inner shank and to the outer edge via an outer shank. The suspension portion may be generally U-shaped and extend in one direction relative to the respective shank. The suspension portion may resiliently deflect when an impact load engages the wheel.

[0027] The suspension portion may include two arms, also referred to as spoke portions, each defining opposite ends that are attached together by a bridge. In one example, the bridge attaches to adjacent ends of each of the two arms. The arms and bridge together form the suspension portion of the spokes that partially absorbs impacts to the wheel. The length of the bridge defines an internal clearance that spaces the two arms apart from each other. The other opposite end of each arm may be attached to a shank as described above. For example, the inner arm (e.g., the arm closest to the inner edge) may be attached to the inner shank extending from the inner edge, and the outer arm (e.g., the arm closest to the outer edge) may be attached to the outer shank extending from the outer edge.

[0028] In some examples, the shank may be aligned along a radial line extending from the inner edge to the outer edge. In other examples, the shank may be radially offset or spaced relative to the radial line. The inner and outer arms of the suspension portion extend in one direction from their respective shanks, having an outer gap formed between the outer arm and the outer edge, an inner gap formed between the inner arm and the inner edge, and an inner gap formed between the inner arm and the outer arm. Radial gaps may be formed between adjacent spokes, between the inner and outer shanks of a spoke and the bridge portion of an adjacent spoke. The spokes may be formed in a straight line between the inner and outer edges. The spokes may partially define an arcuate shape. In one example, the suspension portion of the spoke may have a curved shape, and in one example, may be curved around the inner edge or around the axis of rotation of the wheel. For example, the arm may extend concentrically with the axis of rotation to the inner or outer edge. The bridge portion or the handle may extend in a straight line, or in some examples may extend radially between or from the arm, the inner edge, or the outer edge.

[0029] The wheel spokes forming the elastic portion can elastically deflect to absorb impact loads on the wheel. The impact load can be primarily radially oriented or primarily obliquely oriented. In many cases, the impact load will include both radial and lateral load components. In a radially oriented impact, the force is perpendicular or right-angled to the wheel's axis of rotation. In this case, the impact load is applied along a line between the outer and inner edges. In a lateral or axial load, the force is parallel to the wheel's axis of rotation. In an obliquely oriented impact, the load is generated at a non-right angle to the wheel's axis of rotation, which in one example may include both radial and lateral load components. In either case, the impact can cause deflection of one, two, or more spokes.

[0030] Under a radially oriented impact load component, the spokes in the region between the contact areas of the outer and inner edges can be compressed and deflected. In some examples, the impact load may primarily impact a single spoke, or it may impact two or more spokes. As an example of a single spoke being compressed due to radial impact deflection, the wheel hub may move relative to the outer edge, causing elastic deformation of the suspension portion of the spokes. The arms of the suspension portion may deflect and change shape to absorb all or part of the impact force. In some examples, the inner and outer arms may bend toward each other, changing the width of the internal clearance. In some examples, the impact load causes the spokes to bend or deflect, but the inner and outer arms of the spokes do not contact or engage with each other, or with the outer or inner edge. In other examples, for example, if the impact force is large enough, the inner and outer arms may deflect sufficiently to allow the corresponding shank, the inner and outer arms, and / or both to contact or engage with each other when absorbing the impact. This is referred to as “minimizing.” The continuous outer edge can help disperse the impact force between adjacent spokes and in this way help to effectively absorb the impact force.

[0031] In some examples, in response to the impact load, a spoke positioned substantially opposite to the spoke closest to the contact area can be under tension. For example, in response to compression of the first spoke, the suspension portion of the second spoke positioned opposite to the first spoke closest to the impact load can be stretched under tension. This can occur in some examples, such as when the inner edge moves away from the outer edge to which the second spoke connects.

[0032] When the impact force is obliquely oriented, the suspension portion can deflect radially and axially (e.g., laterally). This is because an obliquely oriented impact has both radial and axial force components. The axial deflection of the suspension portion is caused by the inner and outer arms of the suspension portion moving out of their respective planes. Typically, the outer arm, which is closer to the impact location, will deflect more relative to the inner arm.

[0033] A limiting feature (also called a bushing) attached to the inner arm and extending to the outer arm can impede and limit the deflection of the outer arm. The bushing helps limit axial deflection or deflection laterally in the direction of rotation. For example, an axially deflected outer arm will contact the bushing, which will reduce or impede further deflection in the axial direction. In this way, during the rotation of the wheel, the outer edge and, in turn, the tread can remain more aligned with the inner edge. By limiting axial deflection, the wheel can experience reduced torsional or flexural forces, preventing damage to the wheel and increasing its lifespan. Limiting axial deflection can also help maintain a consistent direction of travel for the wheel on a supporting surface (e.g., a floor). By positioning the bushing to one side, the bushing can not prevent radial deflection and allow the spokes to absorb or deflect under radial loads.

[0034] The wheel may include multiple spokes. For example, the wheel may include two or more spokes, three or more spokes, four or more spokes, five or more spokes, six or more spokes, seven or more spokes, etc. The spokes may be evenly spaced around the inner edge.

[0035] Additional embodiments and / or features are set forth in the following description and will become apparent to those skilled in the art upon reading the description, or may be learned by practicing the disclosed subject matter. A further understanding of the nature and advantages of this disclosure can be achieved by referring to the remainder of the description and the accompanying drawings, which form part of this disclosure. Those skilled in the art will understand that each of the aspects and features of this disclosure can be advantageously used alone in some cases, or in combination with other aspects and features of this disclosure in others. Numerous feature modifications and additional features may be applied and contemplated according to this disclosure. These feature modifications and additional features may be used alone or in any combination. Therefore, each feature discussed below may be used in combination with any other feature of the first aspect, but is not required to. In addition to the exemplary aspects and embodiments described above, other aspects and embodiments will also be apparent by referring to the accompanying drawings and studying the following description. Attached Figure Description

[0036] The present disclosure will be readily understood from the following detailed description taken in conjunction with the accompanying drawings, wherein like reference numerals denote like structural elements, and wherein:

[0037] Figure 1 A right rear perspective view of an exemplary suitcase having wheels embodying the utility model described herein is depicted;

[0038] Figure 2 Depicting Figure 1 A side view of the suitcase;

[0039] Figure 3 It is a perspective view of a wheel in a graphical form used to represent the forces applied to the wheel during use;

[0040] Figure 4 It includes structures such as flanges. Figure 1 Or a perspective view of the outer side of the wheel shown in Figure 2;

[0041] Figure 5 It includes structures such as flanges. Figure 1 Or a perspective view of the inside of the wheel shown in Figure 2;

[0042] Figure 6A It is in an uncompressed structure Figure 3 and 4 A vertical diagram of the wheel;

[0043] Figure 6B It is in a compressed structure. Figure 6A A vertical diagram of the wheel;

[0044] Figure 7A It is along Figure 6A A cross-sectional view taken from line 7A-7A; and

[0045] Figure 7B It is along Figure 6B The cross-sectional view taken from line 7B-7B. Detailed Implementation

[0046] The utility model described herein generally relates to wheels for suitcases that resiliently deflect when struck by an object (e.g., rolling on a curb, surface feature, or falling onto a supporting surface).

[0047] Referring now to the accompanying drawings, which help to illustrate the various features of this disclosure. The following description is for illustrative and descriptive purposes only. Furthermore, this description is not intended to limit the inventive aspects to the forms disclosed herein. Therefore, variations and modifications adapted to the following teachings and the skills and knowledge in related fields all fall within the scope of various aspects of this utility model.

[0048] Figure 1 shows an exemplary suitcase 100 in a closed configuration. Suitcase 100 may alternatively be referred to as luggage, bag, trolley, etc. In one example, suitcase 100 may be an upright hard-sided suitcase, such as a wheeled suitcase. In other examples, luggage 100 may be various types of suitcases, including soft-sided wheeled suitcases with molded inner shells or panels, hybrid wheeled suitcases, containers, or the like. Suitcase 100 may include at least two outer shells, such as a first outer shell or top shell 118 and a second outer shell or bottom shell 120. Shells 118, 120 may define internal storage volumes for carrying or storing a traveler's belongings.

[0049] The suitcase 100 may include multiple panels or sides. For example, the suitcase may include a front panel 102 and an opposite rear panel 104, an opposite left panel 106 and a right panel 108, and a bottom side or bottom panel 110 and an opposite top side or top panel 112.

[0050] The suitcase 100 can be selectively opened or closed via a closure assembly 144 to provide access to its internal storage volume. The closure assembly 144 may be a zipper assembly, latch, buckle, or other component configured to connect two or more outer shells 118, 120. The closure assembly 144 may define a connecting line 146 between the two or more outer shells 118, 120.

[0051] The suitcase 100 may include a retractable drag handle 126 extending from the edge or recess of the rear panel 104 of the suitcase 100. The retractable drag handle 126 may extend outward from the edge 124 and retract into the edge 124, and is used by a user to pull or drag the suitcase 100. In some examples, the suitcase 100 may include one or more carrying handles for lifting or gripping the suitcase 100.

[0052] The suitcase 100 includes two or more wheels 200. The wheels 200 may be engaged at or adjacent to the bottom 110 of the suitcase 100. In one example, the wheels 200 may be positioned adjacent to the rear side 104. The suitcase 100 may define a wheel housing 150 including a recess 152 in which the wheels 200 may be positioned. Each wheel housing 150 may define a connecting rod or axle 156 extending from an inner wall 154 for rotatable engagement with a wheel assembly 170. In some examples, two wheels may be attached to opposite lower corners on the same side of the suitcase. In these examples, each wheel may include a hub 210 mounted on an axle extending from the suitcase and defining an inner edge. In some examples, the hub 210 may include a bearing to allow the wheel to rotate relative to the suitcase. In other examples, four wheels may be attached, one at each corner of the suitcase.

[0053] Wheel 200 may be a swivel wheel, a rolling wheel, or the like. In one example, wheel 200 is a rolling wheel. Suitcase 100 may tilt about the rolling wheel and roll along support surface 180. Suitcase 100 may include feet or support elements 130, on which suitcase 100 may rest together with wheels 200 when the suitcase 100 is stationary.

[0054] refer to Figure 3 During use, wheel 200 may experience one or more impact loads or forces, such as by... Figure 3 The universal wheel 175 can be illustrated. The universal wheel 175 can rotate about a rotation axis 178, for example, in a rotation direction 179. Impact loads can include a radial component or a radial force Fr. The radial force Fr is generally aligned laterally or vertically with the rotation axis 178. An exemplary radial force Fr can be caused by the weight of the suitcase 100, causing the suitcase 100 to fall vertically onto the support surface, avoiding rolling directly onto an obstacle or the like. Impact loads can also include a lateral component or an axial force Fa. The axial force Fa is oriented parallel to the rotation axis 178. The axial force Fa can be caused by the outer or inner side of the wheel 175 impacting an object (e.g., a curb) or by causing the suitcase 100 to fall laterally or at an angle onto the support surface. During use, oblique impact loads can frequently impact the wheel 175. The oblique impact force Fd includes a radial force component and an axial force component, which produce a combined or oblique load or force Fd. When an oblique impact force can contact the wheel on its inner or outer side, Figure 3 The image shows Fd impacting the outer side of wheel 175 from the inside, an orientation used in the examples presented herein.

[0055] Figure 4 and Figure 5 A view of the exemplary wheel 200 is illustrated. Figure 4 The outer or outer side of the wheel is shown at 290, while Figure 5 The interior or inner side 292 of wheel 200 is shown. In one example, wheel 200 may be manufactured from a polymer or a combination of polymers. Wheel may include a core 212 and a tire or tread 280 for contact with the ground. Wheel 200 may be formed by injection molding as a single piece, or it may be formed by assembling two or more parts together into a single unit.

[0056] The core 212 of the wheel 200 may include a hub 210 defining an inner edge 204, an outer edge 218, and at least a plurality of (at least two) spokes 230 extending between the hub 210 and the outer edge 218. In some examples, the spokes 230 may extend between the inner edge 204 and the outer edge 218. In one example, the core 212 may be integrally formed as a single component. Alternatively, the hub, spokes, and outer edge constituting the core 212 may be formed separately and assembled together to form a single integral unit. The outer edge 218 is radially spaced from the hub 210 by at least two spokes 230. The inner edge, outer edge, and spokes may be formed of an elastic or elastically deformable material. For example, the material recovers or approximates its original shape after being subjected to a deflection force. In one example, the core 212 may be made of a polymer with low creep properties and high toughness (a combination of high impact resistance at low temperatures). For example, a suitable material may be Delrin. ® Or Poketone ™ (Developed by Hyosung). The hub 210, outer rim 218, and spokes 230 can be made of the same material, or they can be made of different polymers and combined together as a single unit (e.g., by co-molding). The hub 210 may define an inner opening 206 located at the center of the wheel 200. A bushing or bearing 211 may be positioned in the opening 206 to receive a shaft 156 and allow the wheel 200 to rotate relative to the luggage compartment 100 about the axis of rotation 202. The hub 210 may also define an outer surface 208 from which the spokes 230 extend toward the outer rim 218. In some examples, the outer surface may be defined by an inner rim 204, which may have a circular cross-sectional shape and be centered on or concentric with the opening 206. The outer rim 218 may extend about the axis of rotation 202, for example, in a circular form. The outer rim 218 may have a diameter of 4 to 10 cm. The outer rim 218 may include an inner surface 220.

[0057] Continue to refer to Figure 4 and 5 The tire or tread 280 may be positioned or formed around the outer periphery of the core 212. In one example, the tire or tread 280 is positioned around the outer edge 218. In some examples, the tread 280 may be integrally formed from the outer surface of the outer edge 218. In examples having a tire 280, circumferential recesses may be formed on the inner diameter of the tire 280 by attachment features 288 for attachment to the wheel 200. For example, the attachment feature 288 may be one or more flanges forming a recess with a corresponding shape, or it may match the connection feature 222 of the outer edge 218, as shown below. Figure 7AAs shown, this is used to attach the tire to the outer edge. The tire or tread 280 can be made of, for example, TPE, TPU, cast PU, or PVC. In one example, the hardness of the tread 280 can be 50-85 Shore A. Figure 7A and 7B As shown, the profile of tire 200 and, in one example, the tread 280 can slope from the inner edge closest to the trunk to the outer edge furthest from the trunk. The inner edge can define the radially outermost portion of the tread 280 and form the primary contact with the ground or support surface 180. This contact point with the support surface is located on the axially inner side of the hub 210 mounted on the shaft 156 (see [reference]). Figure 7A , 7B This preferably involves loading the wheel 200 close to the main body of the luggage compartment and reducing the lever arm acting on the axle, which can help reduce changes in axle bending or permanent bending under load and can also help with wheel directional tracking.

[0058] Continue to refer to Figure 4 and 5 In one example, wheel 200 includes two or more spokes 230 extending from hub 210 to outer rim 218. For example, wheel 200 may include a first spoke 230a and a second spoke 230b, wherein each spoke includes a first shank 232 (inner shank in one example), a second shank 234 (outer shank in one example), and a suspension portion 236. Shanks 232, 234 may be integrally formed with hub 210 and outer rim 218. Inner shank 232 may extend from the outer surface or outer surface 208 of hub 210. In some examples, outer surface 208 may be defined by inner rim 204. Outer shank 234 may extend from the inner surface 220 of outer rim 218. In some examples, shanks 232, 234 may be separate elements attached to hub 210 and / or outer rim 218. Inner shank 232 and outer shank 234 may be generally radially aligned, for example as shown in the image. Figure 6A As shown, and in other examples, they may be misaligned, for example, radially staggered. Approximately radial alignment can facilitate elastic deformation of the suspension portion 236 between the two corresponding handles. In other examples, the inner and outer handles are positioned without radial alignment.

[0059] Continue to refer to Figure 4 , 56A and 6B, the suspension portion 236 of wheel 200 can elastically deflect under an impact load applied to the wheel. In one example, suspension portion 236 can define a C-shaped form. In one example, suspension portion 236 can bend about an axis of rotation formed by a shaft. In one example, suspension portion 236 can define a bend that is recessed towards the axis of rotation 202. In another example, suspension portion 236 can bend about a hub 210. In one example, the curvature of suspension portion 236 can be concentric with hub 210. The curvature of suspension portion 236 can also be concentric with outer edge 218, individually or additionally. In one example, where suspension portion 236 is a C-shaped form, it can bend or recessed towards or about the axis of rotation. The C-shaped form can be connected to a first handle 232 and a second handle 234. The generally C-shaped form can be elongated in form, for example, a generally stretched C-shape. The C-shaped form can be positioned between the first handle and the second handle, and connected to the first handle and the second handle.

[0060] In the example shown, suspension portion 236 may extend circumferentially in a single direction relative to the first lever 232 and the second lever 234. As used herein, the term "circumferentially" includes extending only partially around an object, such as a rotation axis 202 or a hub 210, for example as... Figure 6A As shown. The terms "partially circumferentially" and "circumferentially" may have the same meaning based on the context, figures, and description herein. In one example, suspension portion 236 may include a first portion 250 extending at least partially circumferentially in a first direction, a second portion 240 extending from the first portion 250, and a third portion 252 extending at least partially circumferentially from the second portion 240 in a direction opposite to the first portion 250. The first portion 250 and the third portion 252 may each be an elongated element or arm. In the example shown, the first portion 250 may be shorter than the third portion 252, which can maintain the elasticity contributing to suspension portion 236, since the longer third portion 252 can then form a spring element that is longer than the shorter portion 250. In one example, for example as Figure 4 , 6A As shown in 6B, the first portion 250, the second portion 240, and the third portion 252 can define a straight line shape 262, which can help to advantageously concentrate some of the deflection between the first and third portions at the corner formed at the intersection with the second portion 250. In this example, the straight line shape 262 is formed on the outward-facing surface of the wheel 200 (e.g., facing away from the trunk). The inward-facing surface of the wheel 200 (e.g., facing the trunk) can also be a straight line shape. Alternatively, for example, as Figure 5As shown, the first portion 250, the second portion 240, and the third portion 252 can define a curved shape 264, here as shown on an inward-facing surface (e.g., facing the trunk), and can also be formed on an outward-facing surface (e.g., facing away from the trunk). In one example, the first portion 250 and the third portion 252 can extend circumferentially around the hub 210. In one example, the first portion 250 can be connected to a first handle 232, and the third portion 252 can be connected to a second handle 234. In one example, the first portion 250 is adjacent to the hub 210, and the third portion 252 is adjacent to the outer edge 218, and they are joined together to define an internal gap 272 therebetween. In one example, the first portion 250 and the third portion 252 are joined together by the second portion 240. The dimensions of the second portion 240 can define the size or dimension of the internal gap 272 in the radial direction. In one example, the first portion 250 and the third portion 252 have the same curvature, which can produce an internal gap of substantially the same size along the lengths of the first and third portions. In another example, the first portion 250 and the third portion 252 have different curvatures, which result in an internal gap having a dimension that varies along the length of the first and third portions. In this example, when the suspension portion 236 deflects at least partially elastically in response to an impact load, the first portion 250 and the third portion 252 move relative to each other and change the dimension of the internal gap 272.

[0061] refer to Figure 6A and 6B In response to impact loads, the suspension portions can elastically deflect and change shape. In one example, a first portion 250 is spaced apart from a hub 210 defining an inner clearance, and a third portion 252 is spaced apart from an outer edge defining an outer clearance, and when the suspension portions elastically deflect due to impact loads, at least one or more inner clearances, outer clearances, and / or internal clearances change size or shape. In another example, the first portion 250 is spaced apart from a hub 210 defining an inner clearance, and the third portion 252 is spaced apart from an outer edge defining an outer clearance, and when the suspension portions elastically deflect due to impact loads, the first portion 250 and the third portion 252 engage, or the first portion 250 engages with the hub 210, and / or the third portion 252 engages with the outer edge.

[0062] Continue to refer to Figure 4-6BIn another example describing the utility model disclosed herein, a first portion 250 may be defined by an inner arm 250, a second portion 240 may be defined by a bridge portion 240, and a third portion 252 may be defined by an outer arm 252. Many or all of the structures described above may be the same or substantially similar to those described below, and similar or identical reference numerals and structural features may be used for clarity. Spokes 230 may define one or more gaps to allow bending or deflection in response to impact loads. A first or inner gap 270 may be defined between the inner arm 250 and the hub 210. An inner shank 232 may define the dimension of the first gap 270. An inner or second gap 272 may be defined between the inner arm 250 and the outer arm 252. A bridge portion 240 may define the dimension of the gap 270. An outer or third gap 274 may be defined between the outer arm 252 and the outer edge 218. The dimension of the third gap 274 may be partially defined by the outer shank 234. Adjacent spokes 230 may be spaced apart about the axis of rotation 202 by radial or fourth gap 276. For example, the inner shank 232 and outer shank 234 of the first spoke 230a may be spaced apart from the bridge portion 440 of the second spoke 230b by radial gap 276. In some examples, gaps 270, 272, 274, and 276 are connected to each other and open, and may thus form part of a single opening.

[0063] Continuing this example, the inner (or first) spoke arm 250 and the outer (or second) spoke arm 252 are spaced apart by a bridge 240. The adjacent ends of the inner and outer arms 250, 252 are connected by the bridge 240 to form a generally U-shaped shape. Opposite ends of the inner and outer arms are each attached to a shank as described below. The bridge 240, at its position, at least partially defines the size (e.g., gap dimension) of the internal clearance 272 between the inner and outer arms. This internal clearance dimension can be approximately 1 to 10 mm, approximately 3 to 7 mm, or approximately 4 to 6 mm. In one example, the clearance dimension is preferably approximately 5 mm.

[0064] Continue to refer to Figure 6AThe end of the inner arm 250, opposite to the axle portion 240, connects to the inner stem 232 and defines an inner clearance 270 relative to the hub 210. The end of the outer arm 252, opposite to the axle portion 240, connects to the corresponding outer stem 234 and defines an outer clearance 274 relative to the outer edge 218. The dimensions of the inner clearance 270 and the outer clearance 274 are defined by the radial dimension or height of each stem. The inner clearance 270 and the outer clearance 274 may each have a clearance dimension of approximately 1 to 10 mm, approximately 3 to 7 mm, or approximately 4 to 6 mm. In one example, the clearance dimension is preferably 5 mm. In various examples, the clearance dimensions of the stems (e.g., inner and outer) and the axle (e.g., inner) may be the same, so the overall clearance dimension is consistent along the length of the inner and outer arms. In other examples, the clearance dimensions of the stems and the axle may differ from each other, resulting in the overall clearance dimension of the suspension portion 236 decreasing from one end of the inner and outer arms 250, 252 to the opposite ends. In some examples, the bushing or limiting flange 256 may be attached to one of the inner or outer arms and extend radially from one arm to the other to overlap with the other arm, as explained in more detail below.

[0065] The suspension portion 236 can extend laterally from the radial line formed between the stems 232, 234 of the spokes 230. Therefore, the inner arm 250 and the outer arm 252 can each extend laterally. In one example, the suspension portion 236 (and therefore the inner arm 250 and outer arm 252) can have a curved shape, and in some examples, it can be curved about the axis of rotation. In some examples, the curvature is a concave shape towards the axis of rotation. In some examples, the curved shape can be concave towards the axis of rotation, or in other examples, it can be concave towards the inner edge. In one example, the curved shape is concentric with the axis of rotation. In another example, the inner arm 250 and the outer arm 252 of the suspension portion 236 can each define a length greater than the radial distance between the hub 210 and the outer edge 218. The arms 250, 252 can have the same or different lengths. In one example, the inner spoke arm 250 can be shorter than the outer spoke arm 252. The clearance dimension can be consistent along the length of the spoke arms 250, 252 so that the arms contact near their free ends when they deflect toward each other to close the clearance dimension, which can occur under significant deflection caused by significant impact loads. Alternatively, in order to allow the arms to contact each other under different impact loads that cause larger or smaller deflections, the clearance dimension can be varied, thus increasing from the shank connection to the bridge connection, or alternatively decreasing.

[0066] The inner arm 250 (and the inner spoke portion) extends from the inner stem 232 and is spaced apart from the inner edge. The outer arm 252 (and the outer spoke portion) extends from the outer stem 234 and is spaced apart from the outer edge. Thus, the inner arm 250 is positioned adjacent to the hub 210, and the outer arm 252 is positioned adjacent to the outer edge 218.

[0067] Continue to refer to Figure 4 , 5 6A, 6B, at least one spoke 230 has a suspension portion 236 extending away from the corresponding handle 232, 234 in a single direction. In one example, the suspension portion 236 extends circumferentially in a single direction. In another example, the suspension portion 236 of a single spoke may extend circumferentially clockwise and counterclockwise, or both. In some examples, such as in the presence of multiple spokes, each spoke has a suspension portion, and the suspension portion 236 of each spoke 230 in the wheel extends in the same direction. For example, the suspension portion 236 extends counterclockwise, such as... Figure 4 and 6A As shown. Therefore, the arms 250, 252 that partially define the suspension portion 236 also extend counterclockwise. In another example, where at least two spokes 230 may be present, each spoke 230 has a suspension portion 236, and each suspension portion 236 extends in the same direction relative to the hub 210. In another example, where at least two spokes 230 may be present, each spoke 230 has a suspension portion 236, and each of the two suspension portions 236 may extend in opposite directions relative to the hub 210.

[0068] In some examples, suspension portion 236 may be positioned approximately midway between hub 210 and outer rim 218. In one example, suspension portion is positioned approximately 25-75% of the distance between hub 210 and outer rim 218. For example, either or both of arms 250 and 252 may be within or between 25-75% of the distance between hub 210 and outer rim 218. In one example, suspension portion 236 is centered or at least partially positioned at 50% of the distance between hub 210 and outer rim 218.

[0069] Figure 5 Depicting and Figure 4 The inner or rear side of the wheel 200 opposite to the front side is shown. At least one spoke 30 suspension portion 236 includes a bushing or flange 256 attached to a first portion 250 (e.g., inner arm 250) and extending across an internal gap 272 to overlap at least a portion of a third portion (e.g., outer arm 252). As shown, the bushing or flange 256 can be positioned on the inner side of the wheel between the wheel 200 and the housing 120. The bushing or flange 256 can extend from the inner side 292 of one of the inner or outer arms 250, 252, respectively. When the wheel deflects under an impact load that causes at least partial axial and / or radial deflection of the suspension portion 236, the bushing or flange 256 limits the amount of deflection. Figure 7BAs best shown and further described herein, the outer arm 252 engages with a bushing or flange 256 when it deflects axially or laterally. The bushing or flange 256 may deflect itself and reduce or prevent further axial or lateral movement of the outer arm 252. This helps absorb impact loads and maintain the orientation of the wheel in use. The bushing or flange 256 may be integrally formed with the arms 250, 252 to which it is attached, or it may be a separate structure and connected to the arm to form an integral part.

[0070] In some examples, the bushing or flange 256 may extend along the entire length of the arms 250, 252, or it may extend only a portion of the length of the arms. In one example, the bushing or flange 256 extends from or near the bridge portion 240 to or near the corresponding handles 232, 234. In another example, for example... Figure 6A and 6B As shown, the bushing or flange 256 may be a single, continuous flange extending radially from one arm toward the other. In other examples, the bushing or flange 256 may be one or more discrete flanges extending across the inner gap 272, and may be spaced apart from each other or not. Discrete flanges may allow adjustment of the anti-deflection force of the spoke portion under impact loads. In other examples, the bushing or flange 256 may be attached to the first or inner arm 250 and extend to the second arm 252, as described herein. Alternatively, the bushing or flange 256 may be attached to the second or outer arm 252 and extend to the inner arm 250. In the example shown herein, the bushing or flange 256 may be attached to the inside of either arm 250 or 252 (e.g., the side facing the housing 120). In other examples, the bushing or flange 256 may be attached to the opposite outer side 290 of either arm 250, 252. Attaching the outer side 290 of either arm 250, 252 helps reduce or mitigate lateral deflection of the wheel 200 caused by an oblique impact load from the inside of the wheel toward the outside of the wheel 200. In other examples, a bushing or flange 256 may be attached to the inside and opposite outer side 290 of either arm 250, 252. This configuration can help reduce or mitigate the effect of oblique loads impacting the inside or outside of the wheel 200. In one example, the bushing or flange 256 may be positioned at the midpoint of the spokes between the hub 210 and the outer edge 218. Because the arms 250, 252 deflect relatively little axially near the inner edge and relatively more axially near the outer edge 218, this midpoint position of the bushing or flange 256 allows the bushing or flange 256 to more effectively prevent or reduce axial (e.g., lateral) deflection where the deflection is relatively large. In another example, the bushing or flange 256 is positioned at approximately 25-75% of the distance between the hub 210 and the outer edge 218. In yet another example, the bushing is positioned at approximately 50% of the distance between the hub 210 and the outer edge 218.

[0071] Continue to refer to Figure 7A The bushing or flange 256 is a flange that is coupled to the inner arm 250 and extends across the inner gap 272, terminating in an end or edge 258. The end 258 is positioned adjacent to the inner edge 254 of the outer arm 252. In one example, the end 258 of the bushing or flange 256 overlaps with the inner edge 254. The end 258 may engage the inner edge 254 or may be spaced apart from the inner edge 254. If the end engages the inner edge 254, it will reduce or prevent any lateral deflection of the outer arm 252. If the end is spaced apart from the inner edge, it will allow a small amount of lateral deflection of the outer arm 252 before it engages to reduce or prevent further lateral movement. The bushing or flange 256 may include an inner side or surface 260 facing the inner gap 272.

[0072] Turn Figures 6A-7B The illustration depicts an example of wheel 200 before or after experiencing an exemplary impact load. When an impact load is applied to wheel 200, wheel 200 can absorb or reduce a portion of the impact load, which in turn reduces or disperses the force applied to luggage compartment 100. Impact loads can occur when wheel 200 is rolling or otherwise moving, or when wheel 200 is stationary relative to luggage compartment 100 or surface 180. Figure 6A and 6B This is typically applied to the effect when wheel 200 is under an impact load generated by radial force Fr. Figure 7A and 7B Typically refers to the effect when wheel 200 is subjected to an impact load generated by a force applied at an angle from the outside of wheel 200 toward luggage compartment 100, and includes components of force in the axial or lateral directions.

[0073] At least one spoke 230's suspension portion 236 can bend or deflect to absorb forces generated by impact loads. The suspension portion 236 deflects according to the magnitude of the impact load through bending or deflecting movements of some or all of the inner and outer arms 250, 252, bridge 240, stem 232, 234, hub 210, and / or outer edge 218 relative to each other. In some examples, one or more spokes or portions of spokes can compress in response to impact loads, and other portions or portions of other spokes can extend or elongate under localized tension.

[0074] In such Figure 6A In the undeflected configuration 320 shown, the first or inner gap 270 of the spokes 230a may have a first gap size 302. The second or inner gap 272 may have a second gap size 306. The third or outer gap 274 may have a third gap size 310. Figure 6B The wheel 200 is shown in a compression or deflection configuration 322 under an impact load defined by radial force Fr.

[0075] exist Figure 6B The diagram illustrates the deflection configuration of wheel 200 under radial impact load. In response to the radial load Fr, the suspension portion 236 of spoke 230a deflects to absorb the load. In one example, hub 210 is displaced downward relative to outer edge 218, causing spoke 230a of wheel 200 to deflect and compress between hub 210 and outer edge 218. In this configuration, for example, because the impact load is approximately aligned with the shanks 232, 234 of spoke 230a, the size of the second gap 272 can be reduced near the inner and outer shanks 232, 234 due to the deflection of outer arm 252 toward inner arm 250 (see dimension 308). With outer arm 252 deflected inward, the position of hub 210 shifts from its central position in wheel 200 to a lower position in wheel 200, away from the center and toward outer edge 218. This causes the spokes 230a to compress and bias the hub 210 toward the outer shank 234, which in turn causes the end of the outer arm 252 to move toward the end of the inner arm 250.

[0076] Continue to refer to Figure 6B In one example, the ends of the outer arm 252 and the inner arm 250 engage (e.g., dimension 308 is 0 cm). In this engaged or lowered configuration, the inner handle 232 and the outer handle 234 also effectively contact each other because the respective arms can be integrally formed with the handle. The outer arm 252 deflects less at the end attached to the bridge portion 240, where the dimension of the intermediate gap 272 is less affected in this example. For example, the inner arm 250 can also elastically bend or deform toward the inner edge or relative to the bridge portion 240 depending on the magnitude of the impact load. In one example, when the suspension portion 236 (e.g., including the inner arm, outer arm, and bridge portion) elastically deflects due to the impact load, at least one or more of the inner gap 270, outer gap 274, and / or inner gap 272 change size or shape. The inner curved surface 242 of the bridge portion 240 can help reduce or prevent stress concentration on the bridge portion 240. In some examples, the handles 232 and / or 234 may similarly have an inner curved surface formed between the respective inner or outer arm and the respective inner or outer edge to alleviate stress concentration. In one example, the bridge portion 240 may define a curved surface 242 extending between the inner and outer arms facing the internal gap. The bridge portion 240 may also define a straight surface between the inner and outer arms opposite to the internal gap.

[0077] During deflection under the primary radial load Fr, the bushing or flange 256 may not contact the opposing arm 252, or may have limited contact. Therefore, the bushing or flange 256 may not prevent or limit the elastic deflection of the suspension portion 236. Figure 6BAs shown, the outer arm 252 deflects toward the inner arm 250 and passes along the surface 260 of the bushing. Since in this example the bushing or flange 256 is attached to the inner arm 250, it only moves to the extent that the inner arm 250 deflects. The bushing or flange 256 is an optional feature and may or may not be included in the wheel 200 described herein. During deflection, the size or width of the spoke gap 276 may remain constant or may undergo a small change. Therefore, the spacing of the spokes 230 can be maintained under load.

[0078] One or both of the spokes 230 positioned next to spoke 230a, such as 230b, can be additionally deflected and compressed to help absorb impact loads. For example, as Figure 6B As shown, in some cases, because the impact load is more directly aligned with the bridge portion 240 of the spokes 230b, the outer edge 218 can be sufficiently deflected to cause the dimensions 304, 312 of the inner clearance 270 and outer clearance 274 to partially or completely collapse, respectively. Figure 6B The figures show them fully collapsed. In this case, the internal clearance 272 may or may not change size. When fully collapsed, the bridge portion 240 engages the hub 210 at one end and the outer edge 218 at the other end, which limits any further absorption of the impact load. Spokes opposite spoke 230a relative to the axis of rotation 202, such as spoke 230c, can also absorb the radial force Fr by tension caused by the relative downward movement of the inner edges in this configuration. Other spokes, such as spokes 230d and 230e (see Figures 6a, 6b), can also be elastically deflected to help absorb the impact load. The continuous outer edge 218 and / or tread 280 can help distribute the impact load across the entire wheel 200.

[0079] In various examples, wheel 200 may include a different number of spokes 230. For example, wheel 200 may include two spokes 230, three spokes 230, four spokes 230, five spokes 230, six spokes 230, seven spokes 230, and so on. The number of spokes 230 may correspond to the size of the wheel or the desired deflection of the spokes 230. For example, a larger number of spokes 230 may result in the inner arm 250 and outer arm 252 of the suspension portion 236 being relatively shorter than if fewer spokes were used (based on a wheel of similar size). When the inner arm 250 and outer arm 252 are shorter, the suspension portion experiences a greater stress concentration in each arm 250, 252 due to the change in clearance width, which can result in a larger angle of radial deflection of the shorter arms 250, 252. A shorter suspension section can provide the benefit of acting as a stiffer wheel suspension 230, maintaining a circular rolling surface and reducing friction with the support surface 180 during impact loads, but can lead to faster spoke elasticity degradation in a longer suspension section. A longer suspension section can result in lower stress concentration due to the smaller angle of radial deflection of the arms 250, 252. A longer suspension section can also have reduced deformation drag for a given load.

[0080] In some examples, to prevent excessive loading or deflection of the suspension portion 236 (e.g., arms 250, 252), the suspension portion 230 can be constructed such that the ends of the arms 250, 252 attached to the handles 232, 234 contact and descend to their lowest point before inelastic or permanent deformation occurs, the arms forming part of the handle itself in some examples. For example, the dimensions of the inner clearance 270, outer clearance 274, and intermediate clearance 272, handles 232, 234, and / or bridge 240 can be selected such that descent to the lowest point occurs before permanent deformation.

[0081] In some examples, the number of spokes 230 can be an odd number, such as 3, 5 (as shown in the examples herein), or 7. By choosing an odd number of spokes 230, each spoke 230 can be non-orthogonal or non-coincidentally aligned with another spoke 230 opposite to the axis of rotation 202. In this example, the load experienced by any one spoke 230 can be distributed to at least two other opposing spokes 230, thereby limiting or preventing the spoke 230 from experiencing the full compressive or tensile load. In one example, five spokes 230 can provide sufficient resistance to elastically deform and absorb loads without applying excessive stress to the spokes and negatively impacting the material's lifespan.

[0082] Figure 7A Under no load Figure 6A The cross-section of an exemplary wheel 200. Therefore, Figure 7A The wheel 200 can be in an uncompressed or undeflected configuration 320. Figure 7AThe view illustrates the spacing of features of the exemplary wheel 200, including the radial spacing of the hub 210, spokes 230, outer edge 218, tread 280, and bushing or flange 256.

[0083] Figure 7B Depicting the impact load caused by an oblique force Fd with an axial component Fa (depicted in the direction of 340°). Figure 7A The wheel is 200. The oblique force Fd causes... Figure 7B The depicted deflection states show configurations 324 of axial or lateral compression and axial or lateral deflection. For example, the outermost part of the outer arm 252 or wheel 200 may deflect, for example, inward 340 or in the direction of the axial component FA.

[0084] Lateral deflection of spokes 230 or spokes can be limited in direction (e.g., direction 340 generally toward wheel housing 150 or luggage compartment 100). Limiting deflection toward wheel housing 150 or luggage compartment 100 can limit wheel 200 from causing a twisted or interrupted trajectory and / or contact with luggage compartment 100 upon impact. In some examples, features of luggage compartment 100, such as the opposing wheel, or features of wheel 200 itself, such as tread 280, outer edge 218, and / or bushing or flange 256, can additionally or alternatively limit deflection away from luggage compartment 100. In some examples, tread 280, outer edge 218, and / or bushing or flange 256 can prevent or limit excessive deflection (e.g., inelastic deformation) of wheel 200 under oblique loads.

[0085] Under deflection caused by an oblique impact load, the outer arm 252 can deflect inward toward the trunk 100 in direction 340. Upon inward deflection, the edge 254 of the arm 252 can contact the end 258 or surface 260 of the bushing or flange 256. The bushing or flange 256 can resist, for example, reduce or prevent further lateral deflection of the outer arm 252. Upon contact, the bushing or flange 256 can resiliently deflect inward to absorb the load applied from the arm 252. The inner arm 250 to which the bushing or flange 256 is attached can help resist axial deflection. In some examples, the bushing or flange 256 may also extend to overlap a portion of the outer handle 234 to which the arm 252 is attached, further contributing to resisting axial deflection of the outer handle 234 (to the extent of its deflection).

[0086] Other examples and implementations fall within the scope and spirit of this disclosure and the appended claims. For example, features that perform the function may also be physically located in different places, including portions distributed such that the function is performed in different physical locations. Furthermore, as used herein (including the claims), the word "or" in a list of items prefixed with "at least one" indicates a separated list; for example, a list of "at least one of A, B, or C" means A or B or C or AB or AC or BC or ABC (i.e., A and B and C). Moreover, the word "exemplary" does not imply that the described examples are preferred or superior to other examples.

[0087] For ease of explanation, specific terminology has been used in the above description to provide a comprehensive understanding of the described embodiments. However, it will be apparent to those skilled in the art that these specific details are not necessary to implement the described embodiments. Therefore, the above description of specific embodiments is provided for illustrative and descriptive purposes. It is not intended to be exhaustive, nor is it intended to limit the embodiments to the precise forms disclosed. It will be apparent to those skilled in the art that various modifications and variations can be made based on the above teachings.

Claims

1. A wheel (200) for a suitcase (100), the wheel (200) being rotatably coupled to the suitcase (100) and having a rotation axis (202) defining an axial direction, the wheel (200) comprising: A hub (210), an outer edge (218) radially positioned from the hub (210), and a plurality of spokes (230, 230a, 230b, 230c, 230d, 230e) connected between the hub (210) and the outer edge (218). At least one of the spokes (230, 230a, 230b, 230c, 230d, 230e) includes a first stem (232), a suspension portion (236) having a C-shape that bends and recesses toward the axis of rotation (202), and a second stem (234); and The suspension portion (236) is at least partially elastically deflected under impact loads on the wheel (200).

2. The wheel (200) according to claim 1, wherein the suspension portion (236) includes a first portion (250) extending circumferentially, a second portion (240) extending from the first portion (250), and a third portion (252) extending circumferentially from the second portion (240) in a direction opposite to the first portion (250).

3. The wheel (200) according to claim 2, wherein the first portion (250), the second portion (240) and the third portion (252) define a straight shape (262).

4. The wheel (200) according to any one of claims 1 to 3, wherein the suspension portion (236) is radially and axially resiliently deflectable in response to the impact load.

5. The wheel (200) according to any one of claims 1 to 3, wherein the suspension portion (236) extends circumferentially in a single direction relative to the first handle (232) and the second handle (234).

6. The wheel (200) according to any one of claims 1 to 3, wherein: The plurality of spokes (230, 230a, 230b, 230c, 230d, 230e) include at least two spokes (230, 230a, 230b, 230c, 230d, 230e), each having a suspension portion (236), and At least two of the suspension portions (236) extend in the same direction relative to the hub (210), or at least two of the suspension portions (236) extend in opposite directions relative to the hub (210).

7. The wheel (200) according to claim 2 or 3, wherein: The first portion (250) is adjacent to the hub (210), and the third portion (252) is adjacent to the outer edge (218). The first portion (250) and the third portion (252) are connected together and define an internal gap (272) therebetween. When the suspension portion (236) deflects at least partially elastically in response to an impact load, the first portion (250) and the third portion (252) move relative to each other and change the size of the internal clearance (272).

8. The wheel (200) according to claim 7, wherein the first portion (250) and the third portion (252) have the same curvature.

9. The wheel (200) according to claim 8, wherein the first portion (250) is spaced apart from the hub (210) to define an inner clearance (270), and the third portion (252) is spaced apart from the outer edge (218) to define an outer clearance (274), and at least one or more of the inner clearance (270), outer clearance (274) and / or inner clearance (272) change size or shape when the suspension portion (236) is elastically deflected due to the impact load.

10. The wheel (200) according to claim 8, wherein the first portion (250) is spaced from the hub (210) by a defined inner gap (270), and the third portion (252) is spaced from the outer edge (218) by a defined outer gap (274), and the first portion (250) and the third portion (252) engage, or the first portion (250) and the hub (210) engage, and / or the third portion (252) and the outer edge (218) engage when the suspension portion (236) is elastically deflected due to the impact load.

11. The wheel (200) according to claim 2 or 3, wherein the wheel (200) further comprises: A flange (256) extending from one of the first portion (250) or the third portion (252) toward the other of the first portion (250) or the third portion (252); and In response to an inclined impact load, another of the first portion (250) or the third portion (252) deflects and engages the flange (256), which resists axial movement of the deflected portion.

12. The wheel (200) according to claim 11, wherein: The flange (256) is positioned across the internal gap (272) between the first portion (250) and the third portion (252) and overlaps with at least a portion of the other of the first portion (250) or the third portion (252).

13. The wheel (200) according to claim 12, wherein: The flange (256) is positioned along at least a portion of the length of the inner gap (272) and overlaps with at least a portion of the other of the first portion (250) or the third portion (252).

14. The wheel (200) according to claim 11, wherein the flange (256) extends from the inside and / or outside of the first portion (250) or from the inside and / or outside of the third portion (252).

15. The wheel (200) according to any one of claims 1 to 3, wherein the at least one spoke (230, 230a, 230b, 230c, 230d, 230e) comprises three to seven spokes (230, 230a, 230b, 230c, 230d, 230e).

16. The wheel (200) according to claim 15, wherein the at least one spoke (230, 230a, 230b, 230c, 230d, 230e) comprises five spokes (230, 230a, 230b, 230c, 230d, 230e).

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