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Title:
BRAKE SYSTEM FOR LUGGAGE CASE
Document Type and Number:
WIPO Patent Application WO/2009/021146
Kind Code:
A1
Abstract:
Luggage cases supported on wheels, especially those with caster type wheel systems, tend to roll away on sloped surfaces or when standing in a moving vehicle. Mechanical brakes for one or more of these wheels help. Here, the wheel handle (16) selectively engages and disengages the brake system (30). The handle grip (122) can be stored in two positions, one of which engages the brake system. A commander (33, 133) mounts at the storage tube 118 and transmits the handle position via a cable 32 or the like to an actuator 31 attached to a wheel engaging brake (Figures 12, 14, etc.) High rate springs (41, 141) interposed between the handle position and mechanically sensitive brake portions help prevent their accidental damage during use.

Inventors:
PROOT BART (GB)
BAUDRY RUDI (BE)
HILLAERT RIK (BE)
Application Number:
PCT/US2008/072536
Publication Date:
February 12, 2009
Filing Date:
August 07, 2008
Export Citation:
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Assignee:
SAMSONITE CORP (US)
PROOT BART (GB)
BAUDRY RUDI (BE)
HILLAERT RIK (BE)
International Classes:
A45C5/14
Foreign References:
US20040000457A12004-01-01
US20060102435A12006-05-18
GB2245543A1992-01-08
CA2384008A12003-11-14
Attorney, Agent or Firm:
OCONNOR, Gregory (Littleton, CO, US)
Download PDF:
Claims:
Cl aims

1. A brake system for selectively braking at least one wheel on a wheeled luggage case where the luggage case includes a body portion for the traveler' s belongings and the wheel is mounted on one end of the body portion for conveniently rolling along the floor, the wheel has a mount for holding the wheel on the body portion of the luggage, and a towing handle system mounted to the body portion for guiding the luggage case on its wheels, the handle system includes at least one storage tube with an opening at an end of the luggage case body, a handle rod sized and mounted to extend into and out of the storage tube opening with the first end of the handle rod selectively moving down into the storage tube, and a grip conveniently mounted at the other end of the rod for handling the luggage case, the braking system comprising a pawl that is mounted to selectively engage the wheel for preventing or permitting its rotation relative to the luggage case, and an actuator positioned generally adjacent to the wheel mount and operatively connected to the pawl for moving the pawl, a spring mounted near the pawl to normally bias the pawl out of engagement with, and thus not braking, the wheel, a commander positioned generally adjacent the storage tube,

and a flexible cable mechanically interconnecting the actuator with the commander such that the commander selectively moves the cable when the handle rod moves in the storage tube so as to overcome the normal biasing of the spring.

2. The brake system as set forth in Claim 1 wherein the cable is a Bowden cable having a sheath and a cable core, the commander includes a runner which bears on the sheath of the cable, and the cable core is anchored to the luggage case near the commander.

3. The brake system as set forth in Claim 2 wherein the cable core is anchored to the storage tube.

5. The brake system as set forth in Claim 1 wherein the commander is mounted substantially within the storage tube.

6. The brake system as set forth in Claim 5 wherein the commander is mounted for movement with the handle rod relative to the storage tube.

7. The brake system of Claim 1 wherein the wheel is a caster wheel.

8. The brake system of Claim 5 wherein the caster wheel is a dual caster wheel.

9. The brake system as set forth in Claim 1 wherein the commander includes a second spring having a higher spring rate than the spring mounted near the pawl to normally bias the pawl out of engagement the wheel, the second spring mechanically connected to the cable, whereby the braking system can adapt to a range of wheel handle systems and dimensional variations thereof.

10. The brake system as set forth in Claim 9 wherein the cable is a Bowden cable having a cable core and a sheath, the second spring is mechanically connected to the Bowden cable .

11. The brake system as set forth in Claim 5 wherein the commander includes a second spring having a higher spring rate than the spring mounted near the pawl to normally bias the pawl out of engagement the wheel, and wherein the cable is a Bowden cable having a cable core and a sheath, the

second spring is mechanically connected to the core cable of the Bowden cable at least when the handle rod moves in the storage tube to overcome the spring bias of the spring mounted near the pawl .

12. A brake system for selectively braking at least one wheel on a luggage case, the luggage case including a body portion sized to contain a traveler's belongings, at least one wheel protruding at a first end of the body portion on which the luggage case can be rolled across a floor, a wheel mount for holding the wheel at the first end of the body portion, a handle assembly mounted to the body portion for guiding the luggage case while being rolled across the floor, the brake system comprising a pawl for selectively engaging the wheel for preventing or permitting its rotation relative to the luggage case, a commander, an actuator positioned generally adjacent the wheel mount and operatively connected to the pawl for moving the pawl, a flexible cable mechanically interconnecting the actuator and the commander, the commander connected to the flexible cable to move the cable such that the pawl engages the wheel for braking when the commander applies a force to the cable, at least one spring having a first spring rate interposed between the luggage case and the cable, at least

one other spring mounted near the pawl having a second spring rate which is less than the spring rate of the first spring, the other spring normally biasing the pawl out of braking engagement with the wheel, the first spring having a spring rate sized to permit the cable to move with the pawl in the event the wheel is forced to rotate and to move the pawl when the pawl is braking the wheel, whereby the brake system automatically releases the braked wheel, at least enough to prevent the braked wheel and related structures from being over-stressed.

13. A brake system as set forth in Claim 12 wherein the cable is a Bowden cable having a sheath and a core cable, with one end of the sheath held by a runner within the commander and with its core cable fixed to the luggage case, the other spring mechanically interposed between the sheath and the core cable when the pawl engages the wheel.

14. A brake system as set forth in Claim 12 wherein the cable is a Bowden cable having a sheath and a core cable, the sheath affixed to the luggage case and the core cable selectively engaged by the commander, and wherein the commander includes the other spring, such that when the commander engages the core cable, the other spring is

mechanically interposed between the core cable and the sheath.

15. A brake system for selectively braking at least one wheel on a wheeled luggage case where the luggage case includes a body portion for the traveler' s belongings and the wheel is mounted on one end of the body portion for conveniently rolling along the floor, the wheel has a mount for holding the wheel on the body portion of the luggage, and a wheeling or towing handle system mounted to the body portion for guiding the luggage case on its wheels, the handle system includes at least one storage tube with an opening at an end of the luggage case body, a handle rod sized and mounted to extend into and out of the storage tube opening with the first end of the handle rod selectively moving down into the storage tube, and a grip conveniently mounted at the other or distal end of the rod for guiding the luggage case, and a detent system for holding the grip in a least two positions, the first position wherein the handle rod is substantially stored in the storage tube, and at least a second position in which the handle rod is more substantially stored in the storage tube, the braking system comprises a pawl that is mounted to selectively engage the wheel for preventing or

permitting its rotation relative to the luggage case, an actuator positioned generally adjacent to this wheel mount and operatively connected to the pawl for moving the pawl, a commander mounted adjacent to the storage tube and operatively connected to the actuator to selectively permit the pawl to engage the wheel, the commander positioned on the storage tube such that, when the handle rod is in the first position, the pawl permits the rotation of the wheel, and when the handle rod is in the second position, the pawl prevents the rotation of the wheel.

16. The brake system as set forth in Claim 15 wherein the handle system includes a handle bezel with a cavity sized to receive the handle grip when the handle rod is in the first position and when the handle is in the second position .

17. The brake system as set forth in Claim 15 wherein the handle system wherein the handle grip is in a substantially stored condition when the handle rod is in the first position, and the handle grip is in a substantially stored condition when the handle rod is in the second position.

18. The brake system as set forth in Claim 15 wherein the commander is mechanically connected to a flexible cable and

the flexible cable is in turn connected to the actuator, whereby the commander moves the flexible cable to selectively permit the pawl to engage the wheel.

19. The brake system of Claim 15 wherein the wheel is a caster wheel.

20. The brake system of Claim 19 wherein the caster wheel is a dual caster wheel.

Description:

Title: BRAKE SYSTEM FOR A LUGGAGE CASE

BACKGROUND :

This application claims priority from US Provisional Patent Applications 61/046840 filed 22 April, 2008 and 60/954745 filed 08 August, 2007.

Wheeled luggage cases, especially if they have only rotatable (caster-type) wheels for supporting such cases on the floor surface, may tend to roll away from the user, especially when the supporting floor surface slopes or leans even slightly. This situation could occur if the luggage case wheels are placed on a luggage ramp or carousel, or where the user is standing in a queue near a sloping driveway or ramp. There are many systems that have been proposed to solve this problem. Some employ the use of a ratchet and pawl system that prevents the wheels from rotating relative to the luggage case under certain conditions. These ratchet and pawl mechanisms include a system for moving the pawl into and out of engagement with a wheel-mounted ratchet. Such systems include pushbutton control or a toggle-switch like foot pedal that releases or applies the pawl to the ratchet. These systems tend to be inconvenient, requiring the user to invoke the latching

condition of the brake system by pushing the button, stepping on or moving a toggle switch, or by some other extra step not normally part of the process of rolling, stopping or otherwise using their wheeled luggage case.

Most of these cases include an extendable tow or wheel handle, that is a handle system that includes a storage tube for a telescoping rod. This rod has a grip at its distal end, which places the grip at a convenient height for pushing and steering the luggage case on its wheels.

It would be desirable to provide a braking system for a wheeled luggage case that does not require an extra push button, toggle switch, foot pedal etc, but rather one that is intimately integrated with the handle operation, especially on public transportation when conventional spinner-type cases tend to roll away and the foot or toggle switch on prior brake systems cannot be reached. It would also be convenient for such a system to automatically permit the brake system to release at least enough to prevent the braked wheel and related structures from being over-stressed, such as when the case is being stacked and loaded in an aircraft luggage hold, or in the event that some portion of the braking system fails. Also, it would be desirable to provide a braking system for a wheeled case

that was easily adaptable to differently configured tow handle systems and could be used in a range of travel case sizes and configurations. Finally, it would be desirable to provide a braking system that was selectively engageable even when the tow handle was in a stored position.

SUMMARY

Accordingly disclosed herein is a brake system for selectively braking at least one wheel on a wheeled luggage case where the luggage case includes a body portion for the traveler' s belongings and the wheel is mounted on one end of the body portion for conveniently rolling along the floor. The wheel has a mount for holding the wheel on the body portion of the luggage, and a relatively conventional wheeling or towing handle system having a handle rod that telescopes into a storage tube mounted to the body portion for guiding the luggage case on its wheels. This conventional handle system includes at least one storage tube with an opening at an end of the luggage case body. The handle rod is sized and mounted to extend into and out of the storage tube opening with the first end of the handle rod selectively moving down into the storage tube, and a grip conveniently mounted at the other or distal end of the rod for guiding the luggage case. The braking

system comprises a pawl that is mounted to selectively engage the wheel for preventing or permitting its rotation relative to the luggage case, and an actuator positioned generally adjacent to this wheel mount and operatively connected to the pawl for moving the pawl. There is a spring mounted near the pawl to normally bias the pawl out of engagement with, and thus not braking, the wheel. A commander, a small mechanical module, is mounted to the storage tube and a flexible cable mechanically interconnects the actuator with this commander. The commander is connected to the flexible cable that moves when it is pushed by the first end of the handle rod when the handle rod moves into the storage tube, such that the pawl engages the wheel when the first end of the handle rod moves the cable so as to overcome the normal biasing of the spring. Preferably, the cable is a Bowden cable, and the commander includes a runner which bears on the sheath of the cable, with its center anchored to the luggage case near the commander, most preferably to the storage tube itself.

Also disclosed is a brake system for selectively braking a wheel on a luggage case, the luggage case including a body portion sized to contain a traveler's belongings, at least

one wheel protruding at a first end of the body portion on which the luggage case can be rolled across a floor, a wheel mount for holding the wheel at the first end of the body portion, a handle assembly mounted to the body portion for guiding the luggage case while being rolled across the floor, the brake system comprising a pawl for selectively engaging the wheel for preventing or permitting its rotation relative to the luggage case, a commander, an actuator positioned generally adjacent the wheel mount and operatively connected to the pawl for moving the pawl, a flexible cable mechanically interconnecting the actuator and the commander, the commander connected to one end of the flexible cable to move the cable such that the pawl engages the wheel for braking when the commander applies a force to the cable, at least one spring having a first spring rate interposed between the luggage case and the cable, at least another spring having a second spring rate which is less than the spring rate of the first spring is mounted adjacent the pawl. This other spring normally biases the pawl out of braking engagement with the wheel. The first spring is sized to permit the cable to move with the pawl in the event the wheel is forced to rotate and move the pawl when the pawl is braking the wheel. In this way, the brake system automatically releases the braked

wheel, at least enough to prevent the braked wheel and related structures from being over-stressed. In its preferred form as will be detailed, the cable is a Bowden cable with one end of its sheath held by a runner within the commander and with its center cable fixed to the luggage case via an anchor and with the high rate compression spring interposed between the sheath and the center cable when the pawl engages the wheel. This invention also embraces a braking and handle system for the type of luggage described above, where the handle system includes at least one storage tube with an opening at an end of the luggage case body, A handle rod sized and mounted to extend into and out of the storage tube opening with the first end of the handle rod selectively moving down into the storage tube, and a grip conveniently mounted at the other or distal end of the rod for guiding the luggage case. Such a system includes a detent for holding the grip in a least two positions. In the first position the handle rod is substantially stored in the storage tube, and there is a second position in which the handle rod is more substantially stored in the storage tube. The commander is mounted to the storage tube and operatively connected to the actuator to selectively permit the pawl to engage the wheel, the commander positioned on the storage

tube such that, when the handle rod is in the first position, the pawl permits the rotation of the wheel, and when the handle rod is in the second position, the pawl prevents the rotation of the wheel. Preferably, this system has a handle bezel with a cavity sized to contain the grip when the handle rod is in both the first and second positions.

BRIEF DESCRIPTION OF THE FIGURES:

Figure 1 shows an upright luggage case, which includes the disclosed brake system.

Figure 2 is a diagram of the parts of the braking system.

Figure 3 is a cross-sectional view of a commander assembly and the lower end of the handle rod.

Figure 4 is an exploded view of the commander of Fig. 3.

Figure 5 is a partially assembled view of the commander with the runner in the commander body.

Figure 6 is a cross-sectional view of the runner and cable end.

Figure 7 shows the cable fastened into the anchor.

Figure 8 is an exploded view of the actuator.

Figure 9 is a cross-sectional view through the assembled actuator .

Figure 10 is an exploded view of a wheel and mount assembly.

Figure 11 is a cross-sectional view of the wheel mount showing a portion of the actuator rod and pawl mounted for axial movement along the pivot axle of the wheel mount.

Figure 12 shows the wheel-mounted ratchet and pawl assembly just as the pawl moves to its braking position.

Figure 13 shows an array of parts for an execution of the disclosed braking system for a single wheel caster. Figures 14 and 15 show the parts of Figure 13 in two operative positions with a single caster wheel.

Figures 16 and 17 show a partial cross section of the wheel and its mount in similar operative positions.

Figures 18 and 19 show aspects of a further modification. Figures 20 and 21 are different views of a preferred steering handle in two operative positions.

Figure 22 shows a commander unit of a further execution.

Figures 23a and 23b show a further execution of portions of the braking assembly in two operative positions.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENT

Referring to the figures, Figure 1 shows an upright luggage case 10 of generally known, conventional construction except as will be detailed with regard to the braking

system and related parts. In this embodiment, the luggage case includes four caster style wheels 12 and mounting assemblies 14, in particular dual wheel caster type assemblies mounted to each corner of the case. This upright luggage case style, called a "spinner", can be especially benefited by our braking system. But other upright cases could also benefit. More specifically luggage cases, even "Pullman" style wheeled cases with four free running wheels mounted one at each at the lower or ground engaging corners of the luggage case could also benefit from our braking system. A spinner type case with its four steerable or caster wheels is especially benefited because the casters will tend to align themselves along any direction of travel, and thus to run freely along the fall line of a sloping floor surface. This alignment tends to be an irritation regarding the use of these spinner type upright cases, especially in comparison to their otherwise convenient and versatile luggage transport advantages.

This luggage case includes a steering handle system 16 that comprises a pair of storage tubes (one such storage tube 18 being shown in Figure 2), which selectively receives the two handle rods at each end of the steering handle grip 22. This grip preferably has a push button (like 24 shown in

Figures 20 and 21) that operates latching systems that hold the grip and its telescoping rods in various positions, such as in a fully stored position, an intermediate extended position, and a fully extended position. These latching mechanisms are conventional and will not be further detailed here. Within the luggage case the wheel mounts 14 are affixed to a molded plastic pan 13, this pan helps maintain each of the caster wheels in a proper orientation relative to one another and to the floor over which they will roll. This pan is of conventional construction and is usually fastened within the textile or "soft sided" constructed body portion of the luggage case. The main portions of applicant's inventive braking system 30 include the actuator 31 which mounts coaxially with the pivotal axle of the wheel mount 14 and in fact preferably mounts directly on the inside of the pan adjacent to the wheel mount. A cable 32 of conventional push-pull type (commonly called a Bowden cable) connects the actuator with the commander 33 (shown in dashed lines) fixed inside and towards the bottom end of the storage tube 18. The cable passes through a small opening in the side of the storage tube and has a length that conveniently and mechanically interconnects the actuator with the commander in a manner as will be detailed. This type of cable is typically used

to transmit mechanical movement of a thin, inner cable (most commonly of steel or stainless steel) relative to a flexible, hollow outer cable housing or sheath. This cable housing usually has a composite construction, consisting of a tightly spiraled steel wire, often coated with plastic, and with a plastic outer sheath having great compressive strength to balance the tensile strength of the steel inner cable .

The commander portion 33 of the braking system can comprise several main parts; the first is the base 34 here shown as a generally right rectangular cylinder in shape. This base in this execution in fact could have a range of shapes and preferably comprises an injection molded, relatively inexpensive hollow part. Here the rectangular shape is such that it fits snugly within the equivalently shaped storage tube, where it is held in place with conventional detents formed in the side of the storage tube. Other shapes are contemplated to conform to the inside or outside surface of the popular shapes of storage tubes, which storage tube shape is dictated by the structural and aesthetic requirements of the handle rod that telescopically fits within such shaped storage tube. Thus, the commander base could have a cross-sectional shape of

the rounded rectangle as shown or an oval or ellipse or a right circular cross-section as well. As will be seen, the operative portions of the commander could be properly sized to fit in any of these differently shaped bases, thus making this a remarkably versatile system that would not have to be reengineered for these various storage tube shapes .

Within the base a buffer 35 and runner 38 assembly can move along the longitudinal axis of the base. Thus when the commander is mounted within the storage tube, the buffer and runner assembly moves along the axis of the tube and, as will be detailed, this movement is caused by the inner or lowermost end of the handle rod contacting the upper end of the runner.

The terminal end 36 of the Bowden cable sheath passes through an aperture at the bottom of the commander's base. The sheath end 36 of the cable firmly rests against a bottom facing surface of the runner with the cable core and its termination 37 passing through that and being held by the anchor 40 as shown in Figure 7. This anchor in turn is affixed to the base with the pin 43, and to the bottom end of the storage tube (and thus to the luggage case itself) as will be detailed. A pair of fairly strong compression

springs 41 is held between the upwardly facing surface of the bottom wall of the runner and the bottom of the protruding ends of the buffer that penetrate into the cylindrical cavities that pass through the runner that hold the springs. These are conventional coil springs shown in Figure 3 as arrowed lines for clarity. These springs have a spring rate (force per unit of compression distance) that is quite high, higher than the spring rates of the other springs shown in Figures 8, 9 and 11, used in the braking system. For example, in one model of the preferred embodiment, these springs resist compression with a force of about 5 kg. These high rate springs permit braked wheels to rotate when sufficiently forced, thus avoiding permanent failure of braking system parts and helping the braking system adapt to a range of wheel handle systems and dimensional variations, as will be detailed below.

Figure 4 shows the cable, the base, the runner and the cable anchor (see Figure 7) separated from one another for clarity. Figure 5 shows these parts assembled before the buffer is positioned into the runner and affixed into a storage tube 18 by the cylindrical pin 43 that passes through the sides of the base and the cable anchor.

Figure 6 shows a cross-section of the runner with the Bowden cable sheath and cable termination in position for the anchor to be installed over the cable termination but before being positioned in the base.

The actuator (Figures 2, 8, and 9) comprises a chamber 44 with conveniently located protruding tabs with screw mounting holes 45. This actuator, once assembled, is affixed with screws in a conventional manner to the inner surface of the pan 13 as discussed earlier with regard to Figure 2. The actuator housing contains the cartridge 49, which in turn connects to the actuator rod 46, which in turn activates the pawl as will be detailed. The spring 48 shown positioned between the actuator housing and the cartridge has a very low spring rate and is there primarily to properly position the cartridge to receive the axle with its retainer ring and the cable end through the slot in the side of the housing during assembly and does not have any overall affect on the mechanical operation of the braking assembly once the activator is assembled. Note that the second terminal end 36 of the cable sheath fits snugly on the top of the chamber while the cable termination 37 on the operative end of the Bowden cable 32 fits snugly in inner chamber of the

movable cartridge 49. This actuator when assembled and properly positioned aligns coaxially with the hollow pivot axis of the wheel mount as shown in the exploded view of Figure 10. Placing the actuator coaxially with this pivot axis permits the brake to operate in any rotational position that the caster wheel may find itself and thus it forms a very convenient system that is always available to the user.

Figure 11 shows how the actuator rod 46 passes down the axial center of the caster wheel mount 14. A third spring 50 bears against an enlarged end of the rod and in the absence of a force transmitted from the commander, maintains the pawl 47 (shown in Figure 12) out of engagement with the ratchet mechanism 51.

The ratchet mechanism as seen in Figure 12 is integrally molded into the inward facing side of each of the wheel hubs that are in this execution mounted in pairs by the mount as detailed before. In this figure, the disk-shaped flange of the wheel hub has been removed to more clearly show the shapes of the ratchet cavities 52 and their relationship to the pawl. In normal operation this third spring (Figure 11) is the only spring that applies enough force to bias all the portions of the brake system (the

pawl, the actuator rod, the cable and pertinent portions of the commander) such that the pawl is out of engagement with the ratchet cavities on the wheels. However, when the handle rod is forced down through the storage tube towards the bottom of the storage tube and pushes on the buffer, for example when the steering handle is pushed into its stored condition, the end of the cable sheath and the end of the steel cable at the commander are urged to move away from one another, consequently the other end of the steel cable moves the cartridge and attached actuator rod. The spring bias of this third spring 50 is overcome by the mechanical force applied to the cartridge and the actuator rod by the relative movement between the Bowden cable sheath and its inner core. Thus, the actuator rod moves upwardly into the wheel mount, and places the pawl (seen in Figure 11) deep into and in firm engagement with one of the cavities 52 in the ratchet hub.

Thus it can be seen that when the wheel handle is pushed into its stored condition one or more of the wheels on the upright case become firmly locked by the disclosed brake system, and will resist rotation relative to the luggage case so long as the pawl is firmly engaged into one of the ratchet cavities. Once the wheel handle is released from

its stored condition, the third spring 50 pushes the pawl down and thus out of engagement because the other portions of the braking system are not applying a force against the strength of this third spring. Immediately the wheels become operable and available to help move the luggage case, steered by the now extended and properly deployed wheel handle, towards the user's destination.

Referring to Figure 12, it can be seen that the pawl moves linearly along the axial direction of the caster steering axis of the wheel mount. The ratchet cavities 52 in this execution are specifically shaped such that the depth dimension 53 (that is the long dimension that extends between the closed bottom of each ratchet cavity and its opening) of the thus engaged cavity is in line with the axial movement of the pawl. That is, the longitudinal dimension of each cavity is aligned with the movement of the pawl as it comes into position to receive the pawl when the wheel rotates. This results in a superior operation in that the pawl, via the movement of the cable as dictated by the commander portion of the system, can move easily into these relatively deep ratchet cavities. The wheel itself need not turn more than a very small amount to directly align this longitudinal dimension of the cavity with the

pawl. Also and perhaps more importantly, once the pawl is in place it takes very little force from the third spring (presuming the wheel itself is not at that moment being subjected to some substantial rotational force) to release the pawl from its locking or braking engagement within a cavity.

On the other hand, because of the shapes and position of the pawl and the engaged ratchet cavity, it requires substantial rotational force on the braked wheel to pry the pawl out of the ratchet cavity against the force of the stiff springs in the commander module. Referring to Figure 12, the caster wheel tends to orient itself so that the caster offset trails. Thus the wheel as shown would tend to be forced to rotate in the-clockwise direction. The pawl 47 must be pulled downwardly a considerable distance along its path (coaxial with the wheel mount pivot axis) against the strong force of the springs mounted between the runner and buffer of the commander module. This results in a superior system which takes advantage of the almost automatic engaging and releasing via the position of the handle rod in the storage tube that can be depended on to firmly lock the wheel or release the wheel as needed by the

traveler, almost without conscious intervention by the traveler .

Referring again to commander portion of the brake system (Figures 2-6) , the operation of the pair of relatively high rate springs 41 will now be discussed. In order to make the braking system light and dependable these springs permit the cable and thus the actuating rod, the cartridge and all the other parts in the mechanical interconnection to move in the event the braked wheel is forced to rotate, as for example if the wheeled case becomes caught in baggage handling machinery or becomes entangled with other checked luggage cases on a luggage cart. These high rate springs compress when the sheath and cable of the Bowden cable are thus forced to move towards one another as the forced rotation of the wheel pushes the pawl out of the ratchet cavity in which it was otherwise locked. This cushioning provided by the springs helps prevent damage to any of the molded parts of the braking system for example, the pawl, the ratchet, etc.

These high rate springs are positioned between the runner 38 and the buffer 35 also to permit a certain amount of variation in the distance through which the first end of the handle rod must travel to release the pawl from its

braking position within the ratchet cavities. Since the braking system is specifically made to be adaptable to other steering handle systems, this is also an important advantage of the construction detailed above.

The embodiment of Figures 13-23 is a further improvement over the background art. Figures 1 through 12 shows a conventional luggage case with four sets of dual caster wheels using the disclosed braking system.

In contrast, this embodiment is specially useful for single wheel constructions although many teachings of this second system are equally applicable to dual wheels. Figure 13 shows a single wheel mounting and braking apparatus according to this disclosure. This single wheel pivots around the vertical axis that passes through the puller which operates the braking device. There is an elongated indentation or track 160 in each of the inside surfaces of the two fork members of the single wheel mounting assembly 114. This indentation is a slot in which one of the two matching bolts 162 slides radially (relative to the wheel axle) inwardly and outwardly, that is towards and away from the wheel axle. Each of the bolts compromises a ring 164

with a pawl 167 positioned on its outer circumference. This pawl or detent is sized to selectively engage cog-like indentations 152 on each side of the wheel hub. The ring portion 164 is elongated to permit the ring to move in the direction of the track 160. Each bolt has a rectangular protrusion 168 that slides in the track radially inwardly and outwardly, depending on the movement of the puller 146. The puller moves coaxially along the vertical or steering axis of the caster wheel assembly and through the pivot 170 and nut 172. There is a simple coil compression spring 151 that applies a downward biasing force on the puller. The function and relative spring rate of this compression spring is the same as the "third spring" 50 of the execution detailed in Figures 1 through 12.

Figure 14 shows the caster wheel with its forked bracket removed for clarity. The wheel axle is also removed in this figure. It should be understood that the axle holds the wheel in the forked mounting assembly 114 and the luggage case is supported on this through the vertical pivotal axis. This figure shows the puller 146 moved to a lowermost position. This vertical downward movement moves the pawls out of engagement with the sprocket-like indentations 152 in the side of the wheel. In this

position the wheel, and thus a luggage case supported by the wheel, can roll freely on a floor.

Figure 15 shows a similar view but in this case the puller has moved vertically upward a few millimeters against the force of the coil spring. The cam follower 147 mounted on the end of the puller rides through the cam slot 165 at the outermost end of the bolt which in turn causes the bolt to move radially outwardly along the track 160 in the caster wheel fork. This brings the preferred pair of pawls 167 (partially obscured by the rectangular protrusion 168 of the bolt) into firm engagement with one or more (but most preferably two) of the indentations 152 on the wheel hub.

Figures 16 and 17 each show a similar view to that of

Figures 14 and 15 respectively. They are cross sections through the wheel and forked wheel mount along a plane containing the rectangular protrusion of the right-most bolt and its corresponding track. Also, the right side of the forked bracket has been removed for clarity. Here in figure 16 the single pawl that is shown is out of engagement with the sprocket indentations. In figure 17 the pawl is in firm engagement with the wheel sprocket.

Figures 18 and 19 show a slight variation to the configuration shown in the prior figures. Here the cam 265 slot formed in the upper end of each bolt (and thus the cam linking the puller and the bolt) extends essentially horizontally. In contrast, the slots in the prior embodiment extend at a substantial angle to the horizontal. In this embodiment, the distance traveled by the puller can be relatively small but the distance that the bolt moves in response to the movement of the puller can be made greater depending on the angle of the cam slot 265.

For example, in the configuration shown in figures 13 through 17 the puller stroke can be about 4.2 millimeters, yet move the bolt a distance of 3 millimeters. For the configuration shown in figures 18 and 19, the stroke of the puller need only be 2.1 millimeters for a similar 3 millimeter displacement of bolt.

This improved system also provides for a more versatile operation by the user of the luggage case, whether that case has dual or single wheels, or whether those wheels are the caster type (pivotal or steerable about a vertical axis) or fixed axis type. In the first execution disclosed herein, when the tow handle is depressed into its stored

position, the wheels are locked in a braking position by the command module, Bowden cable, puller, etc., as detailed. In contrast the tow handle provided by this improved system provides two positions in which the tow handle can be stored - a first position where the handle is properly contained in the handle bezel, and a second position where the handle is further depressed into the handle bezel. The handle is locked (or at least detented) into either position. The difference between these two retracted or stored positions in this preferred configuration is relatively small, about 15 mm. In this second or further depressed storage position, the wheels are fully locked, however in the first stored position the wheels remained unlocked and can simulate a conventional wheel luggage case in this situation. Thus, the user can elect to have the wheels locked or unlocked merely by either placing the tow handle in one of the two positions as outlined above. This enables the user to retract the handle into a comfortable retracted or stored position without necessarily locking the wheels.

The tow handle system and its telescoping rods are relatively conventional. Except here the button-operated bullet detents 210 (typical in luggage tow handle systems

as shown for example in lapsed US patent 5655260), has an extra set of holes 212 near the fully collapsed position of the telescoping rods into which the bullet can drop when withdrawn then released by operating the button 24. For example, a first set of holes 212 for the first storage position are positioned to hold the tow handle grip about 15 mm above a fully depressed position. A second set of holes 214 placed 15 mm lower in the storage tube for the second stored position where the puller, as outlined above moves upward the requisite distance to place the pawls of the bolts in firm engagement with the interior sprocket on the wheel hub.

Figure 20 shows the tow handle in its first stored position. Figures 23a and 23b show the lower end of the storage tube 118 partially cut away to contrast these two operative positions. Note that the handle grip 122 connects to its telescoping rod 120 (revealed through the wall of tube 118 in Figure 23b) at an enlarged portion which substantially matches the upper opening of the storage tube 118. Aesthetically and functionally this is a perfectly acceptable position for the handle to be in its stored condition. The grip protrusions are nestled in the properly sized cavity 150 in the handle bezel and the operating button 24 is approximately flush with the top of

the handle bezel where it can be easily operated by the finger of the user. The handle grip 122 is thus positioned by bullet detents 210 snapping into the extra holes 212 in the storage tube 118 (see Fig. 23a) .

Figure 21 is a perspective view of the same handle but pressed further into the handle bezel cavity 150. The enlarged portion of the connection between the grip and the telescoping handle rod is well submerged into the opening to the storage tube and the bullet detents 210 are snapped into holes 214 in the handle storage tube 118 (see Figure 23b) . As in Figure 20 the handle is still properly positioned for storage and the operating button 24 on the top of the handle grip is still accessible for operating. The extra 10 mm to 15 mm downward travel of the handle is likely just noticeable to the user. The slight gap between the narrow waist portion of the handle grip and the upper opening of the storage tube can also serve to signal that the wheel brake is fully engaged as explained above. Of course the user would also immediately know that the caster wheels were in the braked condition since the luggage case would not roll across a floor when pushed or pulled. The user need only depress the button briefly to let the handle grip rise (if sprung) or pull the handle up for the short

distance after releasing the operating button to bring the handle grip substantially flush with the handle bezel and the bullet detents 210 into holes 212, then repeat this to extend it fully if desired.

Figure 22 shows the improved commander module 133 of this second execution. This commander module functions substantially like that shown in Figures 3 through 7 and operates a Bowden cable in a similar manner. The portion shown to the upper right is molded from a robust injection- molded material and attaches snugly into the bottom most portion of the rod 120 to slide therewith in the storage tube 118. In this case the storage tube has an overall oval cross section. Accordingly, this portion of the commander has a similar cylindrical oval outer shape. The commander also carries the spring-loaded bullet detents 210. The runner 138, mounted on spring 141 to the bottom of the buffer 135 of the commander module and thus operates the Bowden cable 132 projecting from opposite sides of the storage tube 118.In this system commander module mounted on the handle rod would only engage and thus operate the cable core in the second, or lowermost, of the two handle grip storage positions explained above.

The base 140 of the commander connects to the sheath of the Bowden cable and the cable itself is fixed to the structural portion of the luggage case via the handle tube 118.

The mechanical connection in this execution between the commander 133 and the upper end of the puller 146 of figures 13 through 19 is consistent with the system disclosed in Figures 1 through 12 and will not be further detailed here except to show how the cartridge 149 is pulled against the slight spring bias of spring 151 by cable 132 when the runner 138 engages the cable core in the fully retracted handle position as shown in Figure 23b.

The preferred form of tow handle detent uses a push button or other positive engaging or releasing mechanism to hold the telescoping rods in position within the storage tubes. However, other simple detent mechanisms that employ spring biased pawls carried by the handle rods to engage spaced indentations or holes in the storage tubes would also work to hold the handle grip in the two retracted or stored positions .

Also, the distance that the handle grip can move between the two storage positions can be much greater than the suggested 15 mm distance discussed with regard to Figures 20 and 21. For example, the position shown in Figure 20 could place the handle grip flush with the top of the luggage case or handle bezel, while the position of the handle grip in the first storage position could be about 50 mm above the fully depressed position. In such a case, the handle grip of the tow handle could be used to help lift the luggage case or to help guide the luggage case on its thus un-braked wheels.

Also, while we have shown the disclosed tow handle system, with its first stored and fully depressed handle grip positions, controlling the particular disclosed Bowden cable brake actuating system, clearly this tow handle system could be connected with other braking systems to provide the user with the ability to elect between braked and freewheeling wheels, whether of the caster or fixed axis type, when placing the tow handle grip in a stored or collapsed condition.