LUGGAGE CASE

Abstract

A luggage case including a narrow base extending between large sides of the luggage case with wheel mounts adapted to support a corresponding pair of omni-wheels. The first wheel mount is located at or near a first large side of the luggage case and a second wheel mount is located at or near a second large side of the luggage case. The sides are opposed in the luggage case's closed position with the lid or clam halves zipped to close an interior compartment of the luggage case. The wheel mounts are located within a footprint of the luggage case when the luggage case is in an upright position with the omni-wheels in contact with a running surface. The omni-wheels are adapted to be in coaxial alignment with each other in the luggage case's closed position and to be axially non-aligned in the luggage case's open position.

Description

BACKGROUND OF THE INVENTION

1. Field of the Invention

The present invention relates to a portable and mobile luggage case. More particularly, this invention relates to a luggage wheel base for a portable and mobile luggage case.

2. Description of Related Prior Art

The following references to and descriptions of prior proposals or products in relation to luggage design are not intended to be, and are not to be construed as, statements or admissions of common general knowledge in the art of luggage design. In particular, the following prior art discussion should not be assumed to relate to what is commonly or well known by the person skilled in the art in luggage design, but to assist in understanding the inventive process undertaken by the inventor(s) and in the understanding of the invention itself.

Luggage cases have been described that have wheels to enable a user to drag a luggage case by a handle, the latter being typically extended. A luggage wheel base may comprise a pair of spaced wheels or one of or two pairs of wheels. Omni-wheels are useful for a self-supporting the case.

While alignment of pairs of wheels can be achieved with a continuous axle between the pair for optimum ride quality, this means of alignment may limit the options for the design of a case shell, including how and where it opens. Where the wheels of each set are mounted to a common axle, case designs such as clam shell are generally excluded as the member wheel of each set would be located either side of the opening.

An object of the present invention is substantially to provide the advantages of both the fixed and caster wheel devices, whilst ameliorating one or more of the disadvantages of each.

These and other objects of the present invention will become apparent to those skilled in the art as the description thereof proceeds.

SUMMARY OF THE INVENTION

The present invention according to one or more aspects is as defined in the independent claims. Some optional and/or preferred features of the invention are defined in the dependent claims.

• • Accordingly, in one aspect of the invention there is provided:
  • A luggage case including:
    • a narrow base extending between large sides of the luggage case;
    • first and second wheel mounts adapted to support a corresponding pair of omni-wheels, the first and second wheel mounts located at an end of the base;
    • the first wheel mount located at or near a first large side of the luggage case and a second wheel mount located at or near a second large side of the luggage case, the first and second sides opposed in the luggage case's closed position; and
    • a wheel set including at least a first omni-wheel mounted in or at the first wheel mount and a second omni-wheel mounted in or at the second wheel mount,
  • the first and second wheel mounts located within a footprint of the luggage case when the luggage case in an upright position with the first and second omni-wheels in contact with a floor, ground or other running surface;
  • the first and second mounts adapted to be spaced or separated from each other when the luggage case is in an open position; and
  • the first and second omni-wheels adapted to be in coaxial alignment with each other in the luggage case's closed position and to be axially non-aligned in the luggage case's open position. Each of the first and second wheel mountings preferably include at least one mounting structure rigidly connected to the base from which extend an axle perpendicular to the first or second omni-wheel. Preferably, the axle is oriented perpendicular to the corresponding mounting structure.

The respective first and second mounting structures may not be structurally connected to each other. The first and second mounting structures may each be in the form of one or more mounting brackets. The axle may extend in cantilevered fashion from the respective mounting structure. The mounting structure may include a pair of spaced mounting brackets. The spaced brackets may be located in parallel planes with respect to one another. The axle may extend between, and forming a bridge between, the spaced mounting brackets of one or both mounting structures.

The luggage base may include a recess in which the mounting structures are located. The recess may extend the length of the narrow end of the luggage base. The recess may be interrupted by the brackets extending transverse to a longitudinal axis of the recess in the close position. The recess may otherwise be continuous in the closed position. In the open position, the luggage case may be split intermediate the length of the luggage base end.

The luggage base may include an alignment structure in between the first and second wheel mounts. The alignment structure may facilitate alignment of the respective axes of the first and second omni-wheels. The alignment structure may include a pair of inner brackets. The inner brackets may each have an aperture or recess adapted to receive a connection link. The connection is preferably adapted to rigidly connect the respective parts (for example, clam shells) of the luggage base together for a sturdy connection in the closed position.

A continuous axle between and mounting the first and second wheels may allow a luggage case with an opening on one of the large sides of the luggage case to provide a relatively common single deep compartment. However, such an arrangement generally precludes clam shell style luggage case designs with a split in the middle or at least increases the degree of difficulty of design in requiring individually mounted omni wheels.

A central folding/split luggage case may require a hinged join to allow one part of the “clam shell” to fold back relative to the other, wherein the two halves of the luggage are hingedly joined to one another. In any case, wheel members of a wheel set are preferably to be axially aligned.

This is because optimum ride quality and minimum wear and tear of omni-wheels is best achieved by ensuring that the wheels are mounted so that the wheels remain perpendicular to the running surface during operation. The faceted, cog-like profile of a single omni-wheel rim and the requirement for the load to transition from a roller of one rim of the wheel to one on the adjacent rim produces an oscillating centre of load on the wheel. Therefore, stable mounting of an omni wheel and maintenance of alignment of sets of coaxial wheels tend to improve ride quality, performance and longevity of the wheels.

While running surfaces can be quite variable in texture and level, it is advantageous to maintain the omni-wheel central axle axis and that of its adjacent (paired) running wheel, parallel to the load platform. The load platform may be the base of the luggage case and the wheel platform structure to which the wheels are mounted.

Axial alignment of pairs of wheels can be achieved by utilizing a common axle shaft shared between two adjacent wheels. The design of the luggage case needs to minimize its tare (unladened) weight while optimizing its performance and lifespan and durability. Optimized performance with omni-wheels is partly dependent on the maintenance of the wheel alignment between the adjacent pairs of wheels. In practice, especially with lightweight products, this is very much dependent on maintaining the relationship and this connection between the two wheels.

Apart from using a single continuous axle shaft between pairs of wheels which is very limiting and also limits other creative opening design approaches to the case compartment, other design options were explored by the inventor.

The inventor consider that an arrangement could have a rigid individual mounting that maintains alignment to the platform and/or the respective first and second mounting structures. This can be dependent on the rigidity and trueness of the mounts and the platform supporting them. Other pairs of wheels on the same platform spaced along the longitudinal length of the luggage base may be able to tolerate some flexibility relative to the first and second wheels of the first pair, as the running surface changes beneath them (rectangular nature of platform). It may be preferable to have one rigid pair for stability and a second pair that permits some flexibility.

Furthermore, between the first and second omni-wheels of the first wheel set, a certain degree of flexibility may be advantageous in allowing the platform to adapt to slightly uneven terrain. The luggage case hinge and a zip joining the two halves of the luggage case may in some embodiments provide sufficient alignment between the axes of the first and second wheels for the luggage case to perform adequately.

In another aspect of the same invention, there is provided:

• • A luggage case wheelbase, the luggage case including:
  • a container defining a storage space, the container having a base with at least a first edge having a first mounting point at a first end of the first edge and second mounting point at a second end of the first edge,
  • wherein the luggage case further includes:
    • a wheel set including at least a first multi-directional wheel located at or near the first end of the first edge and a second multi-directional wheel located at or near the second end of the first edge to maximize the storage space 22;
    • the first and second omni-wheels 10 are housed in widely spaced recesses 24 at the extreme ends of the first edge 44i;
    • the first and second wheels each having a fixed main axis; and
    • the fixed main axes of each of the first and second wheels being substantially parallel to a straight line extending between the first and second ends.
  • In another aspect, the invention provides:
  • Use of a luggage case having:
  • a handle mounted to an upper portion of the case;
  • a container defining a storage space, the container having a base with at least a first edge having a first mounting point at a first end of the first edge and a second mounting point at a second end of the first edge,
  • wherein the luggage case further includes:
    • a wheel set including at least a first multi-directional wheel located at or near a first end of the first edge and a second multi-directional wheel located at or near a second end of the first edge to maximize the storage space;
    • the first and second omni-wheels are housed in widely spaced recesses 24 at the extreme ends of the first edge;
    • the first and second wheels each having a fixed main axis;
    • the fixed main axes of each of the first and second wheels being substantially parallel to a straight line extending between the first and second ends; and
    • wherein the use includes and hauling the case across a ground or floor surface by the handle.

The handle is preferably collapsible, for example by telescopically retracting the handle into a receiving housing, such as a set of channels or tubes in a spine of the case.

• • In still another aspect, the invention provides:
  • A method of manufacturing a luggage case, comprising the steps of:
  • forming a container that defines a storage space and a base with a first edge;
  • mounting a pair of multidirectional wheels on the first edge with a first multidirectional wheel at a first end of the first edge and a second multidirectional wheel at a second end of the first edge, each multidirectional wheel having a fixed main axis, whereby the main axes are substantially parallel to an imaginary line extending between the first and second ends.The base is preferably substantially rectangular in shape. The first edge preferably forms a short side of the base. The first edge may be shorter in length than a second side substantially normal to the first side. The first side may be between 40-70% of the length of the second side, preferably 45-55% or 60-70%, and still more preferably between about half and about two-thirds the length of the second side.

The luggage case may be a travel bag or suitcase, including a carry-on bag as defined from time to time by commercial airlines. Carry-on bags currently typically have total linear dimensions of about 1000-1150 mm, for example width equals 340-360 mm, length equals 480-560 mm and depth equals 200 mm-250 mm, preferably 230 mm, including the wheel base. The container is typically a square or rectangular block shape (parallelepiped), having three different dimensions of width, length and depth. However, other case shapes are contemplated as being within the scope of the invention.

The storage base may therefore generally be a closable cavity defined by a back wall, two side walls, the base, a drop wall and a lid. The lid may be closable using standard means, such as a zip mechanism. The back wall or a side wall may comprise one or more longitudinal ridges to house a telescopic handle. Preferably, the handle includes a pair of spaced, parallel telescopically extendable rods of substantially equal length and terminating in a handle. The handle may be adapted to bridge an outward end of the rods. Optionally, the handle, when retracted, is housed in or along a back wall or side wall sharing the second (preferably long) edge with the base. Preferably, the handle is located in or on a short width wall, so that the case can be manipulated more easily by the handle whilst the case presents a narrow profile in the predominant direction of travel.

The base may be comprised of the first edge, and may include a rigid bar or other elongate element extending between the first and second mounting points and providing a substrate for the first end. To form the base, the first edge may provide one edge of a substantially square or rectangular base of substantially planar and rigid construction with a main axis about which the multidirectional wheel is adapted to rotate, wherein the main axes of the first and second multidirectional wheels are parallel to a straight line extending between the opposed ends of the first edge.

The first edge may be concave, curved, indented or otherwise comprise a non-straight edge. To maximize space in the storage space, preferably the first edge is straight. The base may be concave and may have one or more curved edges and may therefore have a semi-circular shape. However, preferably the base is rectangular.

Preferably, the first edge is formed along the short edge of the base and the mounting points and first end and second ends are located at the corners of the first edge and a side wall. For example, the side wall may correspond to the side of the case on which the lid is hinged along one of the side walls long edges which may house the handle in a retracted position. A portion of the first and second wheels may extend proud beyond the first edge. However, preferably the main axes of the first and second wheels are within the perimeter of the luggage case. In this connection, preferably the main axes of the first and second wheels are within the boundaries of the luggage case when consider in side projection.

The mounting points may include one or more bores formed in a rigid frame of the base. The frame is advantageously structurally supported to ensure that the first and second wheels are fixed, and spaced from each other and from the ground surface. The mounting points may be in the form of recesses formed in or on an exterior surface or structure of the container. The recesses may be sufficiently deep within the external boundaries defining the volume of space practically occupied by the container to partially house each wheel. The recesses may be sized to expose each wheel proud of the container exterior. This may ensure that the ground contacting portion of each wheel adequately spaces the container from the ground surface.

Because the multi-directional wheels have a fixed main axis, the recess volume is much smaller compared to that of a comparative or equivalent prior art caster wheel. For a caster wheel to effectively operate, it would require a clear sweep volume (or arc area in plan) in which to swivel under the base or frame of the case and preferably within the footprint of the case. The multi-directional wheels have only rotation of a main frame about the main axis and peripheral roller moving parts that are retained within a generally constant footprint of the wheel in the same manner as a fixed standard wheel. Therefore, the multidirectional wheel occupies a substantially constant volume, irrespective of the extent to which the main frame rotates or the peripheral rollers permit lateral travel relative to a swivel caster. The multidirectional wheel may therefore be housed predominantly within the footprint of a case according to the invention. As such, the multidirectional wheels are well protected from blunt force impacts, thereby extending their potential lifespan.

The multiple directional wheel provides a relatively narrow end profile, so that the recessed space at the mounting point is small and need only accommodate a wheel rotating consistently in the same general plane, rather than a wheel swivelling through an arc requiring a spherical portion of space. Furthermore, the recess provides protection for the multidirectional wheel with the fixed and stable main axle against scuffs and buffeting. This is unlike prior art caster wheels that can swivel outside the profile or footprint of the case. The fixed main axle of the multidirectional wheel enables it to occupy a substantially constant volume of space within the recess.

The multi-directional wheels may be supplied by Rotacaster Wheel Pty Ltd (www.rotacaster.com.au) and may be substantially as described in the present applicant's published Patent No. EP2490903, the entire contents of which are incorporated herein by reference.

The fixed main axis of the first and second wheels is substantially parallel to a straight or imaginary line extending between the first and second ends of the first edge. Preferably, the main axes of the first and second wheels are coaxial.

In addition to the first and second multidirectional wheels, the wheel base may comprise one or two additional wheels which are preferably multiple directional wheels. The additional wheels may be of a smaller diameter (the radial line between the main axis and the ground contacting surface being smaller), or may be the same size as the first and second wheels. The additional wheels may comprise a pair of spaced wheels located at each end of an opposed base edge aligned parallel, spaced and opposed to the first edge. The opposed base edge may extend along the short edge of the base opposed to the first edge.

In use, the luggage case handle may be extended from the side wall and used to tilt the luggage case in the direction of the handle relative to a centre point of the top wall, so that the user supports the suitcase in the tilted position, balancing on the first and second wheels. In another mode of transport, where the wheel base comprises a set of three or four wheels, the luggage case may be self-supporting on the wheel base and may be pushed along with the base lying in a plane substantially parallel to that of the ground surface.

Curbs or raised obstructions may be mounted by tilting the luggage case in the direction of the handle as previously described and allowing the additional third and/or fourth wheels to be elevated above or onto the upper surface of the curb. The luggage case may then be rotated about the additional wheels to bring the remainder of the wheel base up on to the curb in a substantially flat position. A set of stairs may be mounted by tilting the luggage case toward the handle and the stairs. The case may then be hauled over the lip of each step with the first and second wheels riding over each lip.

By providing multiple directional wheels having a fixed main axis on the short first edge, the luggage case may be negotiated through narrow spaces. Because the main axes are stationary and the first and second wheels are set as wide as possible relative to the luggage case footprint when the base is viewed as a top plan view, the luggage case is very stable and not prone to undesirable lateral rocking, unlike the caster wheel equivalent in respect of which over-turning is a risk.

Overturning, or indeed any lateral instability of the cases of the prior art whilst being pushed or pulled, can lead to wrist, shoulder and/or back injuries, such as strains. Due to its dependable directional tracking, the case of the present invention can be pushed with confidence and control, even when the case is oriented to travel in the direction of its predominant longitudinal axis. In this situation, the case is oriented so that the first edge is aligned substantially normal to the direction of travel.

The luggage case may be braked. The braking may include a brake mechanism. The brake mechanism may include a braking member, such as a pivotal cam or friction pad. The braking member may be located adjacent at least one wheel in a corresponding wheel recess. The brake mechanism may be actuated by the collapsing of a telescopic handle. The telescopic handle may include a lower-most telescoped section forming part of the handle. The lower-most telescoped section preferably urges the brake mechanism into engagement with the wheel. The braking mechanism preferably is spring biased to urge the braking member out of engagement with the wheel. The braking member may therefore be urged against a spring bias operating adjacent the pivot of the brake by the operation of the lower-most telescoped section. The spring bias may comprise an axial spring intermediate the length of the lower section.

The retraction of the handle may correspond to the lowering of the lower section towards the brake mechanism. The expansion of the handle may correspond to the lifting of the lower section away from the brake mechanism. By this means, the brake mechanism is applied or released. The wheel is therefore preferably unbraked when the handle is expanded. Preferably, the brake member is applied to the wheel when the handle is retracted into a corresponding recess in the body of the luggage case. The brake member may be aligned co-parallel with the lower section and comprise a stop on the end of the lower section. The brake member may by aligned substantially axially relative of the lower section.

The luggage case may be manufactured from standard materials. The wheel base may include a steel or strong polymer material. The polymer material may be resin-based polymers, such as nylon, acetal or reinforced polypropylene.

Prior art approaches to luggage wheel bases provide useful functionality, but they suffer from either lack of stability and tracking ability, or from lack of manoeuvrability. It is able to provide the independent advantages of prior art of swivel casters and fixed wheels, while providing additional advantages and improvement over both swivel casters and fixed wheels.

Luggage cases made according to the invention provide advantages over the prior art, including improvements with regard to:

• • space for packing in the luggage container (the diminished space of a prior art carry on bag due to use of casters may be regained with the use of multi-directional wheels). This is similar to two fixed wheel luggage and for the invention is in addition to the efficiency that results from a relocated handle;
  • embarking at terminals, hotels and waypoints;
  • directional control;
  • encouraging the preferred ergonomic orientation in which the luggage case is pushed by the operator. It also facilitates the luggage being pulled, if preferred;
  • queue and aisle negotiation;
  • curb and step negotiation;
  • transit to gates at airports and other transport hubs; and/or
  • outside streetscape transit to hotels etc.

BRIEF DESCRIPTION OF THE DRAWINGS

The present invention may be better understood from the following non-limiting description of preferred embodiments, in which:

FIGS. 1a and 1b are perspective views of multi-directional wheels as incorporated in the preferred embodiments of the invention;

FIG. 2a is a perspective view of a luggage case according to a first embodiment of the invention;

FIG. 2b is a side view of the case shown in FIG. 2a;

FIG. 3 is a lower plan view of a case according to another embodiment;

FIG. 4 is a side view of the case shown in FIG. 2a in a tilted position T;

FIG. 5a is a perspective view of a second embodiment of the invention;

FIG. 5b is another perspective view of the second embodiment shown in FIG. 5a;

FIG. 5c is an end view of the case shown in FIG. 2a in an alternative tilted position T compared to the position shown in FIG. 4a;

FIG. 6 is a side view of the case shown in FIG. 5a partially cut away to shown a handle and brake mechanism;

FIG. 7a is a perspective rear view of the case shown in FIG. 5a partially cut away to reveal brake and wheel mechanisms;

FIG. 7b is a rear view of the case partially cut away to reveal one of the brake and wheel mechanisms shown in FIG. 7a;

FIG. 7c is a front view of the case partially cut away to reveal the brake and wheel mechanism shown in FIG. 7b;

FIG. 8a is a prior art image of a luggage case opening to a single large compartment;

FIG. 8b is a prior art image of a clam-shell style luggage case comprising two similarly sized halves opening to a pair of half-sized compartments;

FIG. 9 is a schematic perspective portional view of a half of a clam shell style luggage case according to a third embodiment of the invention demonstrating a connection and spatial relationship of mountings for omni-wheels in the same first wheel set and a second wheel set longitudinally disposed relative to the first wheel set;

FIG. 10 is a perspective portional view of the mountings of the first wheel set shown in FIG. 9;

FIG. 11a is a perspective view of part of a luggage case according to a fourth embodiment of the invention showing a single continuous axle on which the omni-wheels of the first set are mounted;

FIG. 11b is a perspective view of part of a luggage case shown in FIG. 11a without the single continuous axle and demonstrating separate mounts for each member of the first set of wheels;

FIG. 12 is a perspective view of the luggage case according to a fifth embodiment with a rigid facia covering a recess in which a first set of wheels is housed;

FIGS. 13a-c are various perspective views of a portion of a luggage case according to a sixth embodiment of the invention showing first and second wheel mounts and mounting structures for a clam style luggage case; and

FIG. 14 is a perspective views of a portion of a luggage case according to a seventh embodiment of the invention showing first and second wheel mounts and mounting structures for a clam style luggage case similar to the fifth embodiment, except having the first and second wheel mounts widely spaced at the ends of the first wheel set mounting adjacent the luggage cases two opposed large sides.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

Preferred features of the present invention will now be described with particular reference to the accompanying drawings. However, it is to be understood that the features illustrated in and described with reference to the drawings are not to be construed as limiting on the scope of the invention.

Referring to FIG. 1a, there is shown a large multi-directional wheel 10 comprising a hub 12 and two roller races having rollers 14a, b offset relative to one another and overlapping at their respective ends 16 compared to diagonally adjacent rollers from the other race A, B, so that, in use, at least one roller 14a, b can be in effective ground engaging contact.

The hub 12 includes a centre region 18 having an axial bore 19 for effective mounting of the wheel 10 on a main axle having an axis 62. The main axle is, in turn, mounted to a luggage case 20 as will be described with reference to FIGS. 2a-4b.

Referring to FIG. 1b, a smaller multi-directional wheel 10i is shown. Functionally and with regard to internal relative proportions, the wheel 10i is similar to the wheel 10 and may be identical in its dimensions. However, in this favoured embodiment, the wheel 10i is proportionally smaller relative to the wheel 10. The smaller wheel 10i may have a main wheel diameter of 40-60 mm, most preferably about 50 mm. The larger wheel 10 may have a main wheel diameter of at least about 50 mm, and preferably at least about 70 mm, and most preferably about 80 mm, but may be larger. The wheels 10, 10i are available from the Applicant.

Another embodiment involves all four multidirectional wheels 10, 10i being of the same size, and in any case being larger in diameter than current swivel castors employed on small luggage bags and provide an improved ride on rough surfaces and carpet, relative to equivalent luggage cases bearing caster wheels. Ideally, the diameter dimensions of multiple directional wheels 10, 10i are similar to those traditionally used as fixed standard wheels on cases i.e 70-80 mm, but can vary in a range down to 60 mm in diameter. This ensures optimum capability over a variety of different terrains in both four and two wheel movement modes. Smaller wheels 10i could be used on the front of a case 20, especially for “carry-on” luggage, but the bigger the wheel 10 the better for the purposes of negotiating more difficult terrain or obstacles.

The invention may be demonstrated in relation to a preferred embodiment comprising a luggage case 20. The luggage case 20 includes:

• • a container 30 defining a storage space 22 and having a base 40 with at least a first edge 25i having a first mounting point 26a at a first end of the first edge 25i and second mounting point 26b at a second end of the first edge 25i, wherein the luggage case 20 further includes:a wheel set 44i including at least a first multi-directional wheel 10 located at or near the first end of the first edge 25i and a second multi-directional 10 wheel located at or near the second end of the first edge 25i, the first and second wheels 10 each having a fixed main axis 62,the fixed main axes 62 of each of the first and second wheels 10 being substantially parallel to a straight line 27i extending between the first and second ends.

Referring to FIG. 2a, the luggage case 20 made according to a preferred embodiment of the invention is shown in a tilted position. The case 20 comprises a main container 30 having a parallelepiped shape and defining a rectangular block cavity 22. The container 30 includes six panel walls, including a base 40, a narrow rear wall 50, a narrow front wall 32, a wide side panel 34, and a closable upper lid panel 36, closed by a standard zip fastener (as is standard in the field) to the adjacent walls of the container 30, including an upper end wall 38. The lid 36 may form one half of a clam shell arrangement with another part of the clam shell forming a base which, together with the similarly shaped lid 36, can be closed along a mid-line half way along the walls of the container to define the inner cavity 22 of the container 30. The lid 36 may alternatively form one half of a clam shell arrangement with another part of the clam shell forming a base 32, 34, 38, 40 with walls whereby the lid 36, can be closed along a top edge of the wall 32, 38, 40 of the container in this orientation to define the inner cavity 22 of the container 30.

In FIG. 3, there is shown a base 40i of a second embodiment, noting that the base 40i is much wider than the base 40. However, like features of the second and third embodiments will be referred to using like reference numerals of the first embodiment.

The base 40i includes a wheel base 42 comprising a rear set of wheels 44i and a front set of wheels 44ii. Each wheel set 44i,ii may include a rigid structure, such as a beam or rod 46i, ii. The rigid structure 46i,ii advantageously provides a substantially rigid and non-axially compressible structure at the narrow ends of the base 40i. The rigid structures 46i, ii may form part of a frame of the wheel base 42 or may be simply formed in the interior of the container 30 as part of the generally stiffly constructed base 40i. In the clam shell arrangement, one set of wheels may be mounted to a base panel of the lid 36 and another set of wheels mounted to the base shell part, whereby, when the container 30 is closed, the two sets of wheels combine to form a unitary wheel base. Case materials used for clam shell arrangements preferably include semi-rigid material, such as semi-rigid plastic that are moulded or spun blown, or metal or metal composite structures to provide the requisite stiffness of the structure 46i bridging between the wheels 10, 10i and wheel sets.

The zip fastener 39 may be seen joining the lid 36 to the upper edges of the base 40 and the adjacent wall panels 32, 38 and 50. Particularly in hard shell cases, the zip fastener 39 may releasably join a split or clam shell pair of panels where there is separation down a central region of the lid 36.

The narrow rear wall 50 includes a pair of widely spaced telescopic handle rods 51 telescopically received in a pair of corresponding recesses 54 that are in the form of tubes or channels that are located internally in the container 30 and closely aligned to the respective peripheral edges of the rear wall 50, leaving a wide shallow valley 56 in the cavity 22. By providing the handle 52 on a narrow long side of the case 20, the large lower panel 34 presents a flat panel unencumbered by ridges. It is noted that, in the prior art, such ridges defining tubes or channels 54 are normally housed on a prior art suitcase's large wide base panel (equivalent to panel 34). This means that an efficient packer (traveller) will likely fill up the interstitial areas in prior art cases between the ridges on the lower wide wall with small, predominantly soft, packing items, such as underwear and socks, making them less accessible to the frequent traveller. In contrast in this embodiment of the invention, relocating the recesses 54 and handle 52 to the narrow side wall 50 frees up space in the cavity adjacent the lower broad panel 36, so that it is substantially internally flat to allow more efficient packing of larger and bulkier items, such as coats, shirts, dresses, trousers, etc., that benefit from being laid flat. This also avoids the inconvenience where packed articles that are normally frequently required to be retrieved from the case 20, such as underwear and socks, are packed at the bottom of a prior art case. Instead, in the case 20 made according to the embodiment, these frequently retrieved items can be packed at the top of the cavity 22, rather than submerged below less high turnover items, such as trousers, dresses, coats, etc.

In FIG. 3, there is shown a case 20i with a wide wheel base 42 that includes a rear set 44i of large wheels 10 at the rear of the base 40 and a front set 44ii of smaller wheels 10i at an opposed second edge 25ii at the front. The wide wheel base 42 supports the load of the case 20i. The load is transferred through the rear 50i of the case 20i. Each wheel 10, 10i is respectively housed within a semi-toroidal recesses 24, 24i, 24ii. These are found in the corners of the base 40, 40i. They are also within the general footprint of the case 20i, when all four wheels 10, 10i are in ground contact.

The wide wheel base 42 shown in FIG. 3 fully supports the case's 20i load with all four wheels 10, 10i in ground contact. There is an option for the operator to tilt the case 20i back onto its rear wheel set 44i. This provides flexibility for varying terrains and speed. The load can be balanced over the rear two wheels 10 of the rear wheel set 44i, thereby minimizing the load borne by the user. The case 20i can be readily pushed or pulled in both modes (Tilt T and Stand S) whilst maintaining directional control (due to the tendency of the wheels 10, 10i to track) and load stability relative to speed and terrain.

The wheel base 42 provides full 360 degree rotatability about a substantially vertical axis, and manoeuverability corresponding to three degrees of freedom. The case 20i responds directly to a user's application of transverse or lateral force to overcome inertia and redirect the path of the case 20i, whereas prior art casters do not. The case 20i tracks consistently, depending on input forces applied by the user about the primary wheel axis 62. Unlike caster wheels, there is no offset associated with the wheels 10, 10i about which to rotate, so that downward loads are applied directly through the wheel 10 mounting points through to the static main axle 62. The wheels sets 44i,ii provide the 360-degree manoeuverability of a swivel caster, but with a directional tracking capability similar to that of a fixed wheel. Placing the handle 52 on the narrow rear wall 50i also allows the operator to push the case 20i and turn it with omni wheels 10, 10i with ease. The case 20, 20i can be readily pushed or pulled in both directions 70, 70i (and corresponding reverse directions) whilst retaining directional control and enjoying relative load stability in terms of speed and terrain compared to a prior art case bearing caster wheels and with less risk of tipping forward if an obstruction is encountered (due to centre of load) while providing the possibility that one may simply step or ride the case 20 over an obstruction.

As seen in FIGS. 4a-4b, the case 20 may be tilted by a user holding the handle 52, so that the case 20 can be transported whilst only supported by two large wheels 10. By tilting the case 20 about 35-45 degrees (theta θ) as shown in FIG. 4a, the centre of gravity (COG) 60 of the container 30 may be moved over the general location of a main axis 62, so that the main load 64 of the case 20 is generally centred over the main axis 62 and the load on the handle 52 is minimal. In contrast, a prior art caster wheel would unstably swivel laterally and then rearwardly to a position 66 behind its initial position before being dragged, so that the load would be well forward of the caster wheels 66, 66i in the prior art example and therefore a greater and undesirable load would be imposed on the user through the handle 52. Moreover, the load of the prior art caster wheel arrangement would be most unstable as the case is dragged in a new direction as the COG shifts over the caster vertical axis. Such instability is not found in the present inventive case 20, 20i.

Where it is required to transfer the case 20 from a lower surface to a higher plateau, e.g. via a step, such as when negotiating curbs and other raised obstacles, the case 20, 20i is well adapted. The user may place a foot at the lower portion 55 of the back 50 of the case 20 to brace it and provide a brake therefor, and may pull back on the handle 52 towards the user. The front 32 of the case can then be raised and the front wheels 10i rolled or pushed forward to engage with the upper level of a curb or single step. The load may therefore be levered forward up onto the upper level with much less effort than having to pull the whole load up, also avoiding any need for the operator to reverse and approach the obstacle walking backwards.

In FIG. 4b, the case 20 may be supported on one large wheel 10 (obscured) and one small wheel 10i. This orientation provides a useful comparison to a case bearing swivel casters. It shows the advantage of stability in the luggage cases 20, 20i, which are more stable against overturning both on a flat surface and on inclines than cases bearing caster wheels.

The ground-engaging large and small wheels 10, 10i still provide desirable, low-resistance rollability in a direction having a vector component substantially at right angles to the direction of travel 70 shown in FIG. 4a. Referring to the case 20 shown in FIG. 4b, if the case 20 is pushed in a direction opposite to direction 70i by applying a force through the handle 52 that is substantially parallel to the plane 56 in which the handle 52 lies, the case 20 can be pushed with the case 20 oriented with one of each of the wheels 10, 10i of the wheel sets 44i, ii in ground contact on the case's broad side 36, so that the wheel base 40 formed by each of the wheels 10, 10i is wide (compared to the narrow wheel base 44 shown in FIG. 2a) and the case 20 has even extra stability. A wheel 10, 10i may have two or more races A, B with a triple race suitable for cases 20 with a heavier load capacity, compared to cases 20 with wheels 10, 10i having, for example, only two races A, B per wheel 10, 10i. Alternatively, the case 20 may be pulled in a direction 70i substantially parallel to the plane 56 in which the handle 52 lies.

Travel of the case 20 in the direction 70i relies on the rotation of the ground engaging rollers 14a,b of wheels 10, 10i. This involves greater friction and resistance rolling in this direction 70i, due to the sole reliance on the rollers 14a,b, compared to the much lower friction and resistance associated with rotation of the wheels 10, 10i about the main axis 62, 62i. Accordingly, good tracking performance is achieved in the primary direction 70 of travel of the case 20, that is, in a direction substantially normal to the main axis 62, 62i. This tendency to track when the wheels 10, 10i rotate about the main axis 62, 62i also causes the case 20 to be less reactive and less prone to rolling sideways when traversing an incline, such as a sloped footpath or walkway. It also allows the case 20 to be parked sideways on inclines without the propensity of a swivel caster to roll downhill. Positioning the handle 52 along the rear wall 50 means that the plane 56 (which is the plane in which the handle's 52 rods and cross bar handle lie) is positioned on a narrow side 50 of the case 20, rather than centrally on a broad side (such as side panel 36), as is customary in the prior art. The spacing of the wheels sets 44i, 44ii is maximized by setting the wheels 10, 10i as close as possible to each end of a structure 46i. The structure 46i may be a beam, rod, shaft or semi-rigid wall located in the lower portion 55 of the narrow rear wall 50.

The stability of the wide wheelbase 42 is similar to a corresponding fixed wheel base pair and the static relationship of the case 20 with the centre of gravity (COG) provides excellent load stability. When stationary, the case 20 can move when bumped and tilt further than a swivel caster arrangement without the same risk of overturning, the degree of permissible tilt being a function of the width of the wheel base and the COG.

The travel of the case 20 in this direction 70i is very stable and comfortable for the user pushing or hauling the case 20 by the handle 52. In contrast, an equivalent prior art swivel caster would unstably swivel or fishtail behind the front of the base of a prior art suitcase and assume a more rearward position 66i shown in FIG. 4b, so that, at the same angle Θi, the COG 60i of the container 30 would be well over the centre point of the ground engaging rollers 14a,b of wheels 10, 10i, thereby imposing a greater load on the user through the handle 52, so that the user must lift the handle more upwardly using upward force 58. However, a comparison with prior art swivel caster wheel bases indicates that such prior art arrangements add substantial cantilevered forces due to the extreme angle assumed by caster swivel fork arms.

The luggage case 20 using the wheel base 42 tracks across inclines almost as well as prior art fixed wheel base arrangements. The luggage case 20 can be parked parallel to a curb or downward ledge, or across a minor incline. In doing so, the smaller peripheral rollers 14 have greater rolling resistance and provide a useful braking effect, compared to rotation of the wheel 10 about the main axis 62. Therefore, on the incline, any downward movement of the case 20 traverse to the direction of travel in which the case 20 moves by rotation of the wheels 10 about the main axis 62, will involve rotation of the peripheral rollers 14. This minimizes the risk of inadvertent rolling down an incline like a case bearing caster wheels and, in any case, provides a brake or rolling resistance to reduce any inadvertent lateral and downward movement.

Braking may be provided. This may be with respect to the rear wheels 10 and/or the front wheels 10i. In any case, as the omni-wheel 14 generally requires a small amount of inertia to initiate movement as a small amount of force is required to overcome the roll resistance inherent in the end edge 15 of the roller 14 in the main direction of travel (opposite to Direction 70 when pushing the case 20) and to overcome the minor resistance to rotation about the rollers' axes that is inherent in the rollers 14 themselves. The wheel 14 is therefore less reactive to minor longitudinal and lateral forces than a swivel caster and therefore more controllable by the user.

The braking may be effected in a number of ways. For example, in one embodiment shown in FIGS. 5a-6b, the brake 90 may include a pivotal cam or friction pad located adjacent one or both wheels 10 in a wheel recess 24. The brake mechanism 90 may be actuated by collapsing the telescopic handle 52 and causing the lower most end 53 of the rods 51, such that the lower-most telescoped section 53 forming part of the handle 52 urges the brake mechanism 90 into engagement with the wheel 10 against a spring bias operating adjacent the pivot of the brake 90. On retraction or expansion of the handle 52 and corresponding to the lowering or lifting, respectively, of the lower section 53, the brake mechanism 90 is applied or released, so that wheel 10 is unbraked when the handle 52 is expanded, and the brake 90 is applied to the wheel 10 when the handle 52 is retracted into the recess or channel 54. The brake 90 may be aligned co-parallel with the lower section 53 and may comprise a stop on the end of the lower section 53. The peripheral profile of the luggage case 20, with particular regard to the generally straight edges, when viewed in plan, of the side panels 34, 36 and adjacent sides of the wheel base 42, also improve the utility to facilitate parking against a structure, such as a landscape feature or other fixed object, by keeping the wheel 10, 10i profiles substantially within the recesses 24, 24i and the wheels 10, 10i substantially within the footprint (for example as defined by the wheel base 40, 40i) of the case 20, 20i.

In use, particularly with reference to FIG. 4a, the case 20 with a wide wheel base 44i in which the large wheels 10 are housed in widely spaced recesses 24 at the extreme ends of the first edge 44i and rotatable about a main axis 62, the wheel base 42 provides extremely stable travel on either multiple directional rear wheel set 24i, or the whole wheel base 42, 42i (whereby all four wheels 10, 10i are in ground contact), in the direction 70 (or the opposed direction to 70 when the case 20 is advantageously pushed). This is whilst taking advantage of the case's 20 narrow-most profile, so that the case may be conveniently pushed or towed by a user through narrow spaces, such as aeroplane passenger aisles, with the added convenience of having multi-directional wheels 10, 10i that enable lateral movement in a vector traverse to the direction 70 to avoid and negotiate obstacles in tight spaces. Also, directional tracking, combined with narrow primary dimensions, makes collision with aisle seats, etc. less problematic. Collisions and lack of manoeuvrability in tight spaces is a problem for prior art luggage cases, with most prior art users ending up having to pick up and carry their carry-ons down the aircraft aisle. Thus, prior art caster wheels only permit limited agility whilst utilizing an unstable and variable wheel base.

To facilitate negotiation of obstacles such as stairs and curbs, and to provide a buffer or bumper 57 protection for the wheels 10, 10i, the rear wall 50 corner edges common to side panels 34, 36 extend from the wheel recesses 24 upwardly and substantially parallel to the channels 54. The bumpers 57 are adapted to provide a glide rail or guide 57 to present a riding surface by which the bag 20 may slidingly rest against a step or curb as it rides over the step, curb or the like, and provides a guide for the negotiated surface to ride from the bumper 57 on to the wheels 10. The glide rail 57 may be linear or may be convex in its outer curved surface. The bumper may have longitudinal ribs on their respective outer surfaces that form the rails.

Similarly, the handle 52 arms are housed in widely spaced channels 54 at the extreme sides of the rear narrow wall 50, spaced laterally as widely as possible for greater stability.

Unlike the fixed wheel prior art, the case 20 can be pushed in virtually any direction or orientation. With the handle 52 at the back 50, in narrow isles the case 20 can be manipulated to step over obstructions or be titled back on the rear wheels 10. The case 20 displays improved length ways tracking normal to the main axis 62 in tight and narrow spaces, such as aisles. In check-in, immigration or customs queues, the case 20 may be pushed in any direction, but the directional control due to good tracking properties makes such manoeuvring easier and very direct. Applicant notes that the independent action of the omni-wheels 10 enables different cases 20 to be bound and wheeled or rolled together without the problem of swivel resistance encountered in prior art swivel caster arrangements.

As per the prior art two fixed wheel arrangement, minimal space is required in the wheel arches 24, 24′ to house the wheels in a substantially two dimensional space in the sense that they rotate about the fixed main axle 62, 62i in a constant plane relative to the case 20, 20i. In contrast, casters operate by rotating about a vertical axis through a toroidal space requiring more space to accommodate the shifting horizontal axis. In the present embodiments, the larger wheels 10 can be housed in the small space 24 thereby providing easier rollability, and terrain and obstacle negotiation, compared to a caster wheel base arrangement. The wheels 10, 10i can be housed in a small space whereby the wheels 10, 10i do not protrude into the surrounding space adjacent the case 20, 20i. As the omni-wheels 10 of the invention can be accommodated within a minimal space 24, 24i, the overall internal volume 22 of the container 30 can be optimized (compared to caster wheel arrangements where the wheel housing must be designed to encroach on either the interior space 22 or substantial space outside the case's 20, 20i footprint). This is advantageous for travellers who rely solely on carry-on luggage.

With reference to FIG. 2b, it can be seen that case 20 can be deployed in a self-supporting mode in which all four wheels 10, 10i are in ground-engaging contact, so that a user is not required to support the load 64 by the handle at all, but to use it for steering the case 20, etc. This is useful for situations, such as airline queues where a user may be intermittently stationary and required to stand by her luggage for extended periods of time. It is also useful for supporting extra luggage bags 80 that may be attached by a strap 82 above the top wall 38 to the handle 52. Thus, the wheel base 42 may support additional loads 80 without discomfort or significant additional effort on the part of a user.

In light of the above, the case 20, 20i provides the following significant advantages over the prior art.

• • (a). The multiple directional wheels 10, 10i provide the user with greater directional or tracking control as the wheels 10, 10i tend to track in a direction normal to the main axes 62, 62i whilst still permitting lateral rolling motion, enabling turning and rotation, by means of the peripheral rollers 14a,b.
  • (b). The wheels 10, 10i are housed within the recesses 24, 24i which, in turn, fall within the footprint of the case 20, for example, when viewed through the top wall 38 downwardly in the direction D shown in FIG. 2b. The smaller wheels 10i are contained wholly within the footprint and the larger wheels 10 are contained substantially within the footprint, as shown in FIG. 3. Larger wheels 10 of between 70-80 mm are advantageous for negotiating raised level obstacles, such as curbs and stairs, as well as uneven terrain. The fixed wheel mounting of the wheels 10, 10i requires a small recess housing 24, 24i, so that the container 30 provides greater bag space 22 relative to the footprint, compared to an equivalent case fitted with prior art swivel caster wheels. In contrast, the swivel casters of the prior art provide a more unpredictable and less stable wheel base, making travel in direction 70 more difficult to manoeuvre because, in the prior art bag, the swivel offset tends to destabilise the travel of the bag. The wheel base 42 of the preferred embodiments 20, 20i is, for an equivalent footprint, static, stable and wider by virtue of the wheels 10, 10i being mounted on static or fixed main axes 62, 62i and set as widely as possible by being located at close to the ends of the structures 46i, ii as possible.
  • (c). Providing a widely spaced handle 52 along the narrow side of the case 20, 20i improves the efficiency of space within the cavity 22 whilst optimizing the stability and control of the case 20, 20i by the user through the handle 52. Placing the handle on a narrow side 50 of the case 20, 20i frees up space in the cavity 22 near the broad side walls 34, 36 to improve the user's packing options. The multi-directional wheel 10 is larger than typical caster wheels on equivalent luggage applications. Moreover, the smaller wheel 10i may be larger in diameter than standard wheel sizes currently used on prior art cases. This provides stability and manoeuvrability for the case 20, 20i by enabling the case to be negotiated over rough terrain (by virtue of the larger wheels 10, 10i) and the static main axle 62. In contrast, the prior art swivel caster typically used on luggage has a smaller diameter and is easily destabilised, particularly on uneven terrain and is harder to push on carpet or other surfaces where the wheels may make a depression in the surface material.

By placing the handle 52 on or in the narrow back wall 50 whereby to leave the broad walls unencumbered by wheel housings 24i,ii, the container 30 provides more flexibility in packing and optimum use of available space, compared to prior art cases where the telescopic handle is normally located in a broad side wall 34, 36. By placing the main handle rails 54 in the corners this further provides greater and more efficient usable space between the rails 54 on the back face 50 as well as some structural advantages in that the rails form part of, or can support the container 30 frame, or moulded or formed structure to give the back 50 improved rigidity and strength.

• • (d). The wheel base 42 enables a user to “step” the case 20 up a curb whilst holding the handle 52 and pushing the case 20, 20i in a direction opposite to the direction 70. This is shown in FIG. 4a where the case 20 may be tilted backwards by the handle 52, so that the front wheels 10i clear the obstacle. The case 20, 20i then may be tilted downwardly to engage the upper flat surface of the obstacle (such as a curb). The handle can be tilted forward in direction F to urge the large wheels 10 to ride over the obstacle and to come to rest on the upper surface of the obstacle in the self-supporting mode S shown in FIG. 2b. Such a manoeuvre would be problematic using a prior art bag supported by swivel casters. However, because the present embodiments enable the operator to comfortably push the case 20, 20i, such a curb-climbing manoeuvre is achievable more ergonomically than would be so if the case 20, 20i were to be dragged up and over the obstacle.
  • (e). In the tilt mode T shown in FIG. 4a, the centre of the load 60 is stable as it is effectively close to directly above the main axes 62, so that the load 60 is substantially balanced over the large rear wheels 10. Swivel casters prior art devices, when used in the tilt mode T, are prone to breakage or failure and such manoeuvres over obstacles by pushing the case 20, 20i forward are difficult, if not impossible.

FIGS. 5a-7c show a third embodiment in the form of a case 120 having a wheel base 140 comprising a pair of multi-directional wheels 110, each wheel located in a lower corner of a container 130 of the case at the base 155 of a narrow rear wall 150. In each of the corners of the long edges of the wall 150 there is a recess 154 running the full length of the sides. Each recess 154 houses a telescopic shaft 151 that extends substantially from the wheel 110 up to a handle bar 152. There are potentially three positions that the operator may choose for the case 120. These positions are: (1) The handle 150 is fully down or retracted and the brakes 190 are activated to lock the wheels 110. (2). The handle 150 is extended and brake 190 is released from a locked down position, but the handle 150 is not fully extended. This allows the luggage case 120 to be pushed around simply by the operator's foot, leg or hands, with the hindrance of the brake 190 being applied to the wheels 110. (3). The handle 150 is fully extended thereby allowing the luggage case 120 to be pushed or pulled via handle 150 or as per item (2).

As shown in FIGS. 7a-c, the lower portion 153 of the shaft 151 terminates at a brake mechanism 190. Downward force urged by the shaft 151 when the handle 152 is in the collapsed position and applied by a terminal end of the lower portion 153 is borne by a brake pad 191 having an upper saddle 192 to receive a terminal end foot 153a. The terminal end 153a is forced down on the brake pad 191 with dampened force applied by bias means 193 in the form of an axially compressible spring 193. When the handle 152 and the shaft are telescopically extended, the pressure and force applied by the terminal end 151a of the intermediate section of the shaft 151 to the lower foot 153a (and hence the brake pad 191) through the bias means 193 is minimized. In this position, negligible or no friction is applied by the brake pad 191 to the wheel 110 and the wheel 110 is therefore free to rotate about a main axle 160 or axis 161.

The wheel 110 and brake mechanism 190 are mounted to a bracket 200 that comprises a pair of side panels or structures 201 spaced from and preferably parallel to each other, and bridged by an upper tongue member in the form of a plate 202 that provides a rear wall surface 202a that performs as a mount for an upwardly extending arm 204 of the brake 190. Where the brake pad 191 pivots about a horizontal axis 205 immediately above the wheel 110, the rotation of the tongue 204 is limited by the rear surface wall 202 to dampen the force applied to the rollers 114 of the wheel 110. Otherwise, the tongue 204 provides an anchor so that the flexible arm 204 is attached to the wall 202 and the brake pad 191 is adapted to flex elastically to apply brake pressure to the wheel 110 upon the shaft 151 bearing downwardly on the brake pad 191. When an operator raises the handle 152, the compression force on the bias means 192 is released and the force on the brake pad 191 is released to allow the wheel to rotate freely.

The case 120 therefore advantageously has an automatic brake mechanism 190 that operates to brake the wheels 110 when the case is in a static mode M, and to release the wheels for unhindered rotation in an active mode when the handle 152 is extended.

In respect of the third to seventh embodiments shown in FIGS. 9-14, there is shown a luggage case 320 including a narrow base 340 extending between large sides 376 of the luggage case 320.

The luggage case 420 has a narrow base 340 extending between large sides 376 of the luggage case 320. The base 340 includes first and second wheel mounts 331, 332 adapted to support a corresponding pair of omni-wheels 310a-b, the first and second wheel mounts 331, 332 located at an end of the base 340i.

The first wheel mount 331 is located at or near a first large side of the luggage case 320 and a second wheel mount 332 is located at or near a second large side 376 of the luggage case 320. The first and second sides 376 are opposed in the luggage case's 320 closed position with the lid or clam halves zipped to close an interior compartment 322 of the luggage case 320.

The base 340 includes a wheel set 310 including at least a first omni-wheel 310a mounted in or at the first wheel mount 331 and a second omni-wheel 310b mounted in or at the second wheel mount 332. The first and second wheel mounts 331, 332 are located within a footprint of the luggage case 320 when the luggage case 320 is in an upright position with the first and second omni-wheels 310a-b in contact with a floor, ground or other running surface. The first and second mounts 331, 332 are adapted to be spaced or separated from each other when the luggage case 320 is in an open position.

The first and second omni-wheels 310a-b are adapted to be in coaxial alignment with each other in the luggage case's 320 closed position and to be axially non-aligned in the luggage case's open position.

FIG. 8b shows a prior art image of a clam-shell style luggage case comprising two similarly sized halves opening to provide access to a pair of half-sized compartments.

In FIG. 9 half of a clam shell style luggage case 320 made according to a third embodiment of the invention is shown. The connection and spatial relationship of mountings 331, 332 for the first set of omni-wheels 310 is shown. The first wheel set 310 and a second wheel set 315 are indicated to be longitudinally disposed (referring to the length of the base 340) relative to each other.

FIG. 10 shows the mountings 331, 332 of the first wheel set 310 in which each mount 331, 332 comprises a substantially flat plate. The plates 330a,b each have a cut-out 333 to receive its respective wheel 310a,b. The plate 330a,b is rectangular in plan. The cut-outs 333 are rectangular in plan and their dimensions are determined to accommodate the wheel 310a,b and an individual axle 362 for each wheel 310a,b. The axle 362 in each case extends across the cut-out 333. The cut-out 333 may be formed as a moulded recess in the mounting 331, 332, the mountings 331, 332 themselves preferably being moulded structures made of a strong and rigid polymer material. The plates 330a,b include an outer stiffening ridge or rib 334 and an interior buttress 335. The buttress 335 is adapted to provide a bulked portion of the plate that includes in one side of the plate 330b a side slot 336. The side slot 336 provides a recess engagement member adapted to receive a protrusion 337 extending laterally from an opposing interior side of the complementary mounting 331. By this means the complementary mountings are slidably engageable to provide a rigid and stable platform for the fixed alignment of the first set of omniwheels 310 in which they are coaxially aligned.

FIG. 11a shows part of a luggage case 420 according to a fourth embodiment of the invention in which a single continuous axle 462 on which the omni-wheels of the first set 410 are mounted. Intermediate the length of the axle 462 is a pair of spaced interior axle holding brackets 402 that provide support and alignment for the axle 462.

In FIG. 11b the luggage case 420 shown in FIG. 11a includes individual axles 462a,b (without the single continuous axle 462). The separate mounts 401, 403 for each member 410a,b of the first set of wheels 410 is set at the sides of the luggage case 420, but slightly inboard of the large sides 476, whereby to avoid scuffing and lateral impact damage to the rollers of the omniwheels 410a,b.

In contrast, FIG. 12 shows a luggage case 520 with a rigid facia 524 covering a recess 526 in which a first set of widely spaced wheels 510 is housed whereby the wheels 510a,b are each spaced as far apart as possible and immediately adjacent the large sides 576.

FIGS. 13a-c each show a portion of a luggage case 620 according to a sixth embodiment of the invention in which the wheel mounts 601, 602 are similar to the mountings 401-403 of the fourth embodiment shown in FIGS. 11a-b. The wheel mounts including first and second wheel mounts and mounting structures in the form of pairs of spaced and parallel brackets 601, 603 provide mounting means for individually mounted omni-wheels 610. This permits the luggage case 620 to be split intermediate the length of the first wheel mounting set 601, 603 by release of a zipper 626 (or other suitable secure closure device) for the clam style luggage case 620. Advantageously, the intermediate bracket 602 may be joined by an axle-shaped rod 662c (see analogous positioning in FIG. 11b) extending between the apertures or recesses 602a of the intermediate brackets 602 to facilitate coaxial alignment of the respective axles 662a,b when the luggage case 620 is closed. The axle-like rod may have annular grooves either end whereby to allow it to be axially fixed in the respective apertures 602a. Further alignment of the two halve clam shells is afforded by the provision of complementary overlapping curved walls 604 in the engaging corners of the clam style shell luggage case 620.

In FIG. 14 there is shown a portion of a luggage case 720 according to a fifth embodiment of the invention which, like the fifth embodiment in FIG. 12, positions the first set of widely spaced wheels 510 as far apart as possible and immediately adjacent the large sides 776. The first and second wheel mounts 701, 703 and mounting structures are adapted for the clam style luggage case 720.

Throughout the specification and claims the word “comprise” and its derivatives are intended to have an inclusive rather than exclusive meaning unless the contrary is expressly stated or the context requires otherwise. That is, the word “comprise” and its derivatives will be taken to indicate the inclusion of not only the listed components, steps or features that it directly references, but also other components, steps or features not specifically listed, unless the contrary is expressly stated or the context requires otherwise.

In the present specification, terms such as “apparatus”, “means”, “device” and “member” may refer to singular or plural items and are terms intended to refer to a set of properties, functions or characteristics performed by one or more items or components having one or more parts. It is envisaged that where an “apparatus”, “means”, “device” or “member” or similar term is described as being a unitary object, then a functionally equivalent object having multiple components is considered to fall within the scope of the term, and similarly, where an “apparatus”, “assembly”, “means”, “device” or “member” is described as having multiple components, a functionally equivalent but unitary object is also considered to fall within the scope of the term, unless the contrary is expressly stated or the context requires otherwise.

Orientational terms used in the specification and claims such as vertical, horizontal, top, bottom, upper and lower are to be interpreted as relational and are based on the premise that the component, item, article, apparatus, device or instrument will usually be considered in a particular orientation, typically with the top wall 38 upwards.

It will be appreciated by those skilled in the art that many modifications and variations may be made to the methods of the invention described herein without departing from the spirit and scope of the invention.

Claims

1. A luggage case including: a storage space;a narrow base extending between large sides of the luggage case;first and second wheel mounts adapted to support a corresponding pair of omni-wheels, the first and second wheel mounts located at an end of the base;the first wheel mount located at or near a first large side of the luggage case and a second wheel mount located at or near a second large side of the luggage case, the first and second sides opposed in the luggage case's closed position; anda wheel set including at least a first omni-wheel mounted in or at the first wheel mount and a second omni-wheel mounted in or at the second wheel mount,

2. The luggage case as claimed in claim 1, wherein the luggage case is a clam style case with a pair of halves hinged along and intermediate one long narrow side.

3. The luggage case as claimed in claim 1, wherein each of the first and second wheel mountings includes at least one mounting structure rigidly connected to the base and having a mounting structure from which extends an axle perpendicular to the first or second omni-wheel.

4. The luggage case as claimed in claim 1, wherein the mounting structure comprises a pair of complementary plates adapted to slidably engage to facilitate the coaxial alignment of individually mounted axles for each of the first and second omni-wheels.

5. The luggage case as claimed in claim 4, wherein the complementary plates slidably engage by interaction of a protruding lateral beam and an elongate receiving slot.

6. The luggage case as claimed in claim 5, wherein the first and second omni-wheels are each housed in a cut-out recess for in one corner of each of the plates, the plates each rectangularly shaped in plan.

7. The luggage case as claimed in claim 1, wherein the respective first and second mounting structures are not be structurally connected to each other.

8. The luggage case as claimed in claim 1, wherein the first and second mounting structures are each in the form of one or more mounting brackets.

9. The luggage case as claimed in claim 8, wherein the or each axle extends in cantilevered fashion from the respective mounting structure.

10. The luggage case as claimed in claim 9, wherein the mounting structure includes a pair of spaced mounting brackets located in parallel planes with respect to one another, an individual axle for each omni-wheel extending between, and forming a bridge between, the spaced mounting brackets of one or both mounting structures.

11. The luggage case as claimed in claim 10, wherein the luggage base includes a recess in which the mounting structures are located, the recess extending the length of the narrow end of the luggage base (“the luggage base end”).

12. The luggage case as claimed in claim 11, wherein the recess may be interrupted by the brackets extending transverse to a longitudinal axis of the recess in the close position.

13. The luggage case as claimed in claim 12, wherein when the luggage case is in the open position, it is split intermediate the length of the luggage base end.

14. The luggage case as claimed in claim 1, wherein the luggage base includes an alignment structure in between the first and second wheel mounts.

15. The luggage case as claimed in claim 14, wherein the alignment structure facilitates alignment of the respective axes of the first and second omni-wheels.

16. The luggage case as claimed in claim 15, wherein the alignment structure includes a pair of inner brackets.

17. The luggage case as claimed in claim 16, wherein the inner brackets each have an aperture or recess adapted to receive a connection link adapted to rigidly connect the respective parts of the luggage base together for a sturdy connection at the base in the closed position.