| Wheel tread material | Natural rubber (NR) | High elasticity, good resilience, and strong abrasion resistance in many formulations. | Often selected for shock absorption and traction. Oil and ozone exposure should be considered when choosing a formulation. |
| Wheel tread material | Styrene-butadiene rubber (SBR) | Common general-purpose synthetic rubber with good abrasion resistance and consistent processing characteristics. | Used where a balance of wear performance and cost is important; compound selection determines the final properties. |
| Wheel tread material | Nitrile rubber (NBR) | Known for resistance to many oils and fuels; resistance depends on the specific compound and exposure conditions. | Considered for wheels used around oily surfaces. The required oil resistance should be checked against the actual fluid and temperature. |
| Wheel tread material | Ethylene propylene diene rubber (EPDM) | Offers good resistance to weathering, ozone, and water in many applications. | Useful for outdoor or damp environments; it is generally not the first choice where resistance to petroleum oils is required. |
| Hardness | Shore A hardness selection | Rubber wheel compounds are produced across a range of hardness levels; softer treads generally provide more cushioning, while harder treads typically roll more easily on smooth floors. | Specify a target hardness and test method. The suitable value depends on load, floor condition, noise needs, and desired rolling resistance. |
| Wheel profile | Flat or crowned tread | A flat tread provides a wider contact area; a crowned tread concentrates contact nearer the center. | Choose the profile to suit tracking, floor protection, and the wheel’s direction of travel. Check alignment and load distribution in the assembly. |
| Wheel core | Steel or cast-iron core | Provides a rigid support for the rubber tread and can accommodate substantial mechanical loads when correctly designed. | Surface preparation and bonding are important. Core geometry should support the tread and bearing arrangement without sharp stress concentrations. |
| Wheel core | Polyamide or other engineering-plastic core | Can reduce wheel weight and is resistant to corrosion; load capacity depends on the plastic grade and wheel construction. | Account for temperature, moisture, and load conditions. A suitable mechanical interlock or bonding process helps retain the rubber tread. |
| Tread-to-core attachment | Adhesive bonding and mechanical retention | Bonding joins the elastomer to the core; grooves, shoulders, or other retention features can provide additional mechanical security. | Cleanliness, surface preparation, adhesive compatibility, and controlled curing are key process checks. Verify adhesion on finished wheels. |
| Bearing and axle design | Plain bore, sleeve bearing, or rolling bearing | Plain bores are simple; sleeve and rolling bearings can reduce friction when matched to the duty and maintenance requirements. | Match the bearing to axle size, radial load, speed, and operating environment. Ensure correct fit and alignment during assembly. |
| Quality control | Dimensional, hardness, and visual inspection | Common checks include wheel diameter and width, tread condition, hardness, concentricity, and visible bonding defects. | Use documented acceptance limits and representative sampling. Load and rolling tests may be added when required by the application. |