阅读说明：本技术 车轮和制动器组件 (Wheel and brake assembly ) 是由 P·S·莫汉蒂 V·瓦拉达拉扬 于 2020-02-26 设计创作，主要内容包括：提供了一种用于抑制车轮围绕旋转轴线旋转的制动组件。该制动组件包括驱动齿轮、致动器、电制动组件、包括制动衬块的机械制动组件和固定地联接到车轮的制动转子。驱动齿轮随车轮旋转并且包括小齿轮。电制动组件包括围绕旋转轴线的线圈,以及与线圈同心并且构造成相对于线圈旋转的磁性盘组件。磁性盘组件包括位于盘周边的多个磁体。致动器接合小齿轮以抑制磁体的旋转并且产生电动力以抑制车轮的旋转。致动器接合制动衬块以接触转子并抑制车轮与制动衬块之间的旋转。(A brake assembly for inhibiting rotation of a wheel about an axis of rotation is provided. The brake assembly includes a drive gear, an actuator, an electric brake assembly, a mechanical brake assembly including brake pads, and a brake rotor fixedly coupled to a wheel. The drive gear rotates with the wheel and includes a pinion gear. The electric brake assembly includes a coil about an axis of rotation, and a magnetic disc assembly concentric with the coil and configured to rotate relative to the coil. The magnetic disc assembly includes a plurality of magnets located at the periphery of the disc. The actuator engages the pinion gear to inhibit rotation of the magnet and generates an electric force to inhibit rotation of the wheel. The actuator engages the brake pad to contact the rotor and inhibit rotation between the wheel and the brake pad.)

1. A brake assembly for inhibiting rotation of a wheel about an axis of rotation, the brake assembly comprising:

a drive gear configured to rotate with the wheel, the drive gear including a pinion gear;

an actuator;

an electric brake assembly, the electric brake assembly comprising:

a coil surrounding the axis of rotation; and

a magnetic disk assembly concentric with and configured to rotate relative to the coil, the magnetic disk assembly comprising a plurality of magnets located at a disk periphery;

a mechanical brake assembly comprising a brake pad; and

a brake rotor fixedly coupled to the wheel,

wherein the actuator engages the pinion gear to mechanically couple the drive gear and the magnetic disc assembly to cause relative rotation between the plurality of magnets and the coil to generate an electrical force that inhibits rotation of the wheel about the axis of rotation,

wherein the actuator engages the brake pad such that the brake pad contacts the brake rotor causing friction that inhibits relative rotation between the wheel and the brake pad.

2. The brake assembly of claim 1 wherein said brake rotor is an alloy brake rotor.

3. The brake assembly of any one of claims 1 and 2, wherein the brake rotor is an aluminum brake rotor.

4. The brake assembly of any one of claims 1 and 2, wherein the wheel is an alloy wheel.

5. A brake assembly according to any one of claims 1 to 4, wherein the brake rotor and the wheel are integral.

6. The brake assembly of any one of claims 1-5,

the actuator engages the electric brake assembly based on a first engagement criterion; and

the actuator engages the mechanical brake assembly based on a second engagement criterion that is different from the first engagement criterion.

7. The brake assembly of claim 6, wherein the first and second engagement criteria are based on a rotational speed of the wheel.

8. The brake assembly of claim 7,

the first engagement criterion is based on a first range of rotational speeds; and

the second engagement criterion is based on a second speed range different from the first speed range.

9. The brake assembly of claim 8 wherein the first and second speed ranges overlap.

10. The brake assembly of claim 6 wherein the first and second engagement criteria are based on a speed of a vehicle to which the wheel is mounted.

11. The brake assembly of any one of claims 1-10 wherein the actuator is a hydraulic actuator that applies hydraulic fluid to a pinion piston to engage the pinion gear.

12. The brake assembly of any one of claims 1-11 wherein the actuator is a hydraulic actuator that applies hydraulic fluid to brake pad pistons to engage the brake pads.

13. The brake assembly of any one of claims 1-12 wherein said plurality of magnets surround said coil.

14. The brake assembly of any one of claims 1-13, wherein:

the brake rotor comprises a contoured profile; and

the brake pad includes a contoured profile that matches a contoured profile of the brake rotor.

15. The brake assembly of claim 14 wherein the contoured profile of the brake rotor comprises a curve.

16. A wheel assembly, comprising:

a wheel, the wheel comprising:

a hub;

a rim; and

one or more spokes extending between the hub and the rim;

an integrated brake rotor, said brake rotor comprising:

a braking surface;

a plurality of fins; and

and (3) alloying.

17. The wheel assembly of claim 16, wherein the wheel and the integrated brake rotor comprise the same material.

18. The wheel assembly as defined in any one of claims 16 and 17, wherein the wheel and the integrated brake rotor comprise aluminum.

19. The wheel assembly of any of claims 16-18, wherein the braking surface comprises a liner.

20. The wheel assembly of claim 19, wherein the liner is a FeN layer.

21. The wheel assembly as in any one of claims 16-20 wherein the integrated brake rotor further comprises a second braking surface opposite the braking surface.

22. The wheel assembly of claim 21, wherein the second braking surface comprises a second liner.

23. The wheel assembly of claim 22, wherein the second liner is a FeN layer.

24. The wheel assembly of any of claims 16-23, further comprising:

a mechanical brake assembly for inhibiting rotation of the wheel about an axis of rotation, the mechanical brake assembly comprising:

an actuator; and

the brake pads are provided with a plurality of brake pads,

wherein the actuator engages the brake pad such that the brake pad contacts the integrated brake rotor causing friction that inhibits relative rotation between the wheel and the brake pad.

25. The wheel assembly of claim 24, wherein:

the braking surface comprises a contoured profile; and

the brake pad includes a contoured profile that matches a contoured profile of the braking surface.

26. The wheel assembly of claim 25, wherein the contoured profile of the braking surface comprises a curve.

27. The wheel assembly of any one of claims 24-26, wherein the brake pad extends from the mechanical brake assembly in a direction parallel to the axis of rotation to contact the integrated brake rotor.

28. The wheel assembly of any one of claims 24-26, wherein the brake pad extends from the mechanical brake assembly in a radial direction relative to the axis of rotation to contact the integrated brake rotor.

29. The wheel assembly of any of claims 24-28, wherein the mechanical brake assembly further comprises a second brake pad that contacts the second braking surface based on engagement of the actuator.

30. The wheel assembly of any of claims 24-29, wherein:

the mechanical brake assembly comprises a tongue;

the integrated brake rotor includes a groove; and is

The tongue extends into the groove to align the mechanical brake assembly with the wheel.

31. A wheel and brake assembly for inhibiting rotation of a wheel about an axis of rotation, the wheel and brake assembly comprising:

a wheel, the wheel comprising:

a hub;

a rim; and

one or more spokes extending between the hub and the rim;

a mechanical brake assembly, the mechanical brake assembly comprising:

an actuator; and

a brake pad;

a brake rotor fixedly coupled to the wheel,

wherein the actuator engages the brake pad such that the brake pad contacts the brake rotor causing friction that inhibits relative rotation between the wheel and the brake pad, wherein the brake rotor and the wheel are formed from one or more alloys.

32. The wheel and brake assembly of claim 31, wherein the brake rotor and the wheel are formed of aluminum.

33. The wheel and brake assembly of claim 31, wherein the brake rotor and the wheel are formed of a reinforced composite material.

34. The wheel and brake assembly of claim 33, wherein the reinforced composite is a reinforced aluminum alloy composite.

35. The wheel and brake assembly as claimed in any one of claims 31-34, wherein the brake rotor comprises:

a braking surface; and

a plurality of fins which are arranged on the upper surface of the shell,

wherein the brake pad contacts the braking surface to inhibit rotation of the wheel about the axis of rotation.

36. The wheel and brake assembly of claim 35, wherein:

the braking surface comprises a contoured profile; and

the brake pad includes a contoured profile that matches a contoured profile of the braking surface.

37. A motor/generator assembly for rotating a wheel on a vehicle and inhibiting the rotation, the motor/generator assembly comprising:

a rotating bearing;

a rotor coil mounted on an axle such that the rotor coil rotates with the axle when the wheel rotates;

a stator comprising one or more magnets, the stator coupled to the rotor coil via the rotational bearing and concentric with the rotor coil about the axle; and

an actuation assembly including an actuation arm, the actuation assembly configured to actuate the actuation arm to contact the stator,

wherein contact of the actuation arm with the stator inhibits rotation of the stator relative to the vehicle, thereby causing relative rotation between the rotor coil and the stator.

38. The motor/generator assembly of claim 37, further comprising a wheel assembly comprising:

a wheel;

a mechanical brake assembly, the mechanical brake assembly comprising:

an actuator; and

a brake pad;

a brake rotor fixedly coupled to the wheel, the brake rotor and the wheel being formed of one or more alloys,

wherein the actuator is configured to engage the brake pad to contact the brake rotor to cause friction that inhibits relative rotation between the wheel and the brake pad.

39. The motor/generator assembly of claim 38, wherein the brake rotor is integral with the wheel.

40. The motor/generator assembly of any one of claims 38 and 39, wherein the brake rotor and the wheel each comprise a FeN alloy.

Technical Field

The present disclosure relates generally to wheels, systems, and methods for braking, and more particularly, to automotive alloy wheels with integrated braking surfaces and methods for providing deceleration, weight reduction, and improved energy efficiency.

Background

Wheels made of aluminum, magnesium or titanium alloys are becoming the standard configuration for many automobiles. They are commonly referred to as "alloy wheels," they are much lighter than steel wheels, and are beneficial to vehicles in terms of fuel economy, braking, and acceleration. Steering and handling can also be improved generally using lighter wheels. Alloy wheels also help limit wear on other vehicle components such as engines, transmissions, suspensions, etc. Alloy wheels also allow for better heat conduction and dissipation, which directly translates into better braking. The enhanced heat dissipation may also keep the tire cool and reduce wear. Furthermore, alloy wheels are more corrosion and rust resistant and more aesthetically pleasing than steel wheels.

Although aluminum, magnesium or titanium alloy wheels have many benefits, for braking, heavier steel or cast iron discs or drum segments are typically used, which are separately manufactured and fastened to the hub. In addition to significantly increasing the weight of the vehicle, the galvanic incompatibility between iron and aluminum/magnesium/titanium alloys generally requires isolation between the wheel and the brake rotor. In addition, steel/cast iron rotors are prone to corrosion and rust, which can affect braking performance and dust generation, as well as the aesthetics of the vehicle. In addition, hybrid and electric vehicles are prone to accelerated corrosion and rust due to the reduced use of mechanical brakes.

If the brake rotor can be manufactured using the same light alloy as that used to manufacture the wheel, the vehicle weight can be further reduced, thereby improving energy efficiency and braking performance. Furthermore, the brake rotor/braking surface may then be integrated into the alloy wheel as a single component to improve heat dissipation and simplify manufacturing and assembly.

Accordingly, there is a need for improved automotive alloy wheels that provide speed reduction, weight reduction, and improved energy efficiency.

Disclosure of Invention

In one embodiment, a brake assembly for inhibiting rotation of a wheel about an axis of rotation includes a drive gear, an actuator, an electric brake assembly, a mechanical brake assembly, and a brake rotor. The drive gear is configured to rotate with the wheel and includes a pinion gear. The electric brake assembly includes a coil about an axis of rotation, and a magnetic disc assembly concentric with the coil and configured to rotate relative to the coil. The magnetic disc assembly includes a plurality of magnets located at the periphery of the disc. The mechanical brake assembly includes a brake pad. The brake rotor is fixedly coupled to the wheel. An actuator engages the pinion gear to mechanically couple the drive gear and the magnetic disc assembly to cause relative rotation between the plurality of magnets and the coils to generate an electrical force that inhibits rotation of the wheel about the axis of rotation. The actuator also engages the brake pads such that the brake pads contact the brake rotor, thereby causing friction that inhibits relative rotation between the wheel and the brake pads.

In another embodiment, a wheel assembly includes a wheel and an integral (integrated) brake rotor. The wheel includes a hub, a rim, and one or more spokes extending between the hub and the rim. The integrated brake rotor includes a braking surface, a plurality of fins, and an alloy.

In yet another embodiment, a wheel and brake assembly for inhibiting rotation of a wheel about an axis of rotation includes a wheel, a mechanical brake assembly, and a brake rotor fixedly coupled to the wheel. The wheel includes a hub, a rim, and one or more spokes extending between the hub and the rim. The mechanical brake assembly includes an actuator and a brake pad. The actuator engages the brake pad such that the brake pad contacts the brake rotor, thereby causing friction that inhibits relative rotation between the wheel and the brake pad. The brake rotor and the wheel are both made of one or more alloys.

In yet another embodiment, a motor (motor)/generator assembly for rotating and dampening rotation of a wheel on a vehicle includes a rotational bearing, a rotor coil mounted to an axle such that it rotates with the axle as the wheel rotates, a stator including one or more magnets coupled to the rotor coil via the rotational bearing and concentric with the rotor coil about the axle, and an actuation assembly including an actuation arm configured to actuate the actuation arm to contact the stator. The contact of the actuator arm with the stator inhibits rotation of the stator relative to the vehicle, thereby causing relative rotation between the rotor coil and the stator.

These and additional features provided by the embodiments described herein will be more fully understood from the following detailed description in conjunction with the accompanying drawings.

Drawings

The embodiments set forth in the drawings are illustrative and exemplary in nature and are not intended to limit the subject matter defined by the claims. The following detailed description of illustrative embodiments can be understood when read in conjunction with the following drawings, where like structure is indicated with like reference numerals, and in which:

FIG. 1A schematically depicts a perspective view of an illustrative wheel, cast iron disc brake rotor, and caliper brake device, according to one or more embodiments known in the art;

FIG. 1B schematically depicts a perspective view of the wheel, cast iron disc brake rotor, and caliper brake device of FIG. 1A assembled to a vehicle knuckle, according to one or more embodiments known in the prior art;

FIG. 2A schematically depicts a perspective view of an illustrative wheel, cast iron drum brake rotor, and drum brake assembly having a plurality of shoes and pistons, in accordance with one or more embodiments known in the prior art;

FIG. 2B schematically depicts a perspective cross-sectional view of the wheel, cast iron drum brake rotor, and drum brake device of FIG. 2A assembled to a vehicle knuckle, according to one or more embodiments known in the prior art;

FIG. 3A schematically depicts a perspective view of an illustrative wheel assembly including a wheel having an integrated brake rotor in accordance with one or more embodiments shown and described herein;

FIG. 3B schematically depicts a perspective cut-away view of the wheel assembly of FIG. 3A, in accordance with one or more embodiments shown and described herein;

FIG. 4A schematically depicts a plan view of the wheel assembly of FIG. 3A, according to one or more embodiments shown and described herein;

FIG. 4B schematically depicts a perspective cut-away view of the wheel assembly of FIG. 3A, in accordance with one or more embodiments shown and described herein;

fig. 5A schematically depicts a perspective cut-away view of the wheel assembly of fig. 3A including a pad in accordance with one or more embodiments shown and described herein;

fig. 5B schematically depicts a plan view of the wheel assembly of fig. 3A including a pad in accordance with one or more embodiments shown and described herein;

fig. 6A schematically depicts a perspective cut-away view of an illustrative wheel and brake assembly including the wheel assembly and mechanical brake assembly of fig. 3A, in accordance with one or more embodiments shown and described herein;

FIG. 6B schematically depicts a perspective elevation view of the mechanical brake assembly of FIG. 6A, according to one or more embodiments shown and described herein;

FIG. 6C schematically depicts a perspective rear view of the mechanical brake assembly of FIG. 6A, in accordance with one or more embodiments shown and described herein;

FIG. 7A schematically depicts a perspective exploded cross-sectional view of the wheel and brake assembly of FIG. 6A including a wheel bearing and a vehicle knuckle, according to one or more embodiments shown and described herein;

FIG. 7B schematically depicts a perspective assembly view of the wheel and brake assembly, wheel bearing, and vehicle knuckle of FIG. 7A, according to one or more embodiments shown and described herein;

FIG. 8A schematically depicts a perspective cross-sectional view of the wheel and brake assembly of FIG. 6A including a tongue-and-groove assembly in accordance with one or more embodiments shown and described herein;

FIG. 8B schematically depicts a perspective cut-away view of the wheel and brake assembly of FIG. 8A, according to one or more embodiments shown and described herein;

FIG. 8C schematically depicts a cross-sectional plan view of the wheel and brake assembly of FIG. 8A, in accordance with one or more embodiments shown and described herein;

FIG. 9A schematically depicts an exploded cross-sectional view of the wheel and brake assembly of FIG. 6A including a second caliper brake pad in accordance with one or more embodiments shown and described herein;

FIG. 9B schematically depicts a cross-sectional view of the wheel and brake assembly of FIG. 9A, according to one or more embodiments shown and described herein;

FIG. 10A schematically depicts a perspective rear exploded view of an illustrative wheel and brake assembly including a wheel, a non-integral brake rotor, a wheel bearing, a mechanical brake assembly, a vehicle knuckle, and a plurality of lug nut-bolt pairs, according to one or more embodiments shown and described herein;

FIG. 10B schematically depicts a perspective front exploded view of the wheel and brake assembly of FIG. 10A, in accordance with one or more embodiments shown and described herein;

FIG. 11A schematically depicts a perspective view of an illustrative wheel having a drum-type integrated brake rotor with a strip liner according to one or more embodiments shown and described herein;

FIG. 11B schematically depicts a perspective cut-away view of the wheel assembly of FIG. 11A, in accordance with one or more embodiments shown and described herein;

FIG. 12A schematically depicts a perspective view of an illustrative mechanical brake assembly for providing braking force on the drum-type integrated brake rotor of FIG. 11A, in accordance with one or more embodiments shown and described herein;

FIG. 12B schematically depicts a perspective cut-away view of an illustrative wheel and brake assembly including the wheel assembly of FIG. 11A and the mechanical brake assembly of FIG. 12A, in accordance with one or more embodiments shown and described herein;

FIG. 13A schematically depicts a perspective view of an illustrative wheel assembly including an integrated brake rotor having a convex braking surface and a liner, according to one or more embodiments shown and described herein;

FIG. 13B schematically depicts a perspective cut-away view of the wheel assembly of FIG. 13A, in accordance with one or more embodiments shown and described herein;

FIG. 14A schematically depicts a perspective view of an illustrative mechanical brake assembly according to one or more embodiments shown and described herein;

fig. 14B schematically depicts a perspective cut-away view of an illustrative wheel and brake assembly including the wheel assembly of fig. 13A and the mechanical brake assembly of fig. 14A, in accordance with one or more embodiments shown and described herein;

FIG. 14C schematically depicts a cross-sectional plan view of the wheel and brake assembly of FIG. 14B, according to one or more embodiments shown and described herein;

fig. 15A schematically depicts a perspective cut-away view of an illustrative wheel and brake assembly including a wheel assembly, a mechanical brake assembly, and an electrical brake assembly, in accordance with one or more embodiments shown and described herein;

FIG. 15B schematically depicts a plan view of the wheel and brake assembly of FIG. 15A, according to one or more embodiments shown and described herein;

FIG. 16A schematically depicts a perspective exploded cross-sectional view of the wheel and brake assembly of FIG. 15A, according to one or more embodiments shown and described herein;

FIG. 16B schematically depicts a cross-sectional plan view of the wheel and brake assembly of FIG. 15A, according to one or more embodiments shown and described herein;

FIG. 17A schematically depicts a perspective view of an illustrative motor/generator assembly including a wheel assembly and a motor/generator in accordance with one or more embodiments shown and described herein;

FIG. 17B schematically depicts a perspective cut-away view of the motor/generator of FIG. 17A, in accordance with one or more embodiments shown and described herein;

FIG. 18A schematically depicts a perspective view of the motor/generator assembly of FIG. 17A including the engagement arm in a first position, in accordance with one or more embodiments shown and described herein;

FIG. 18B schematically depicts a perspective cut-away view of the motor/generator assembly of FIG. 18A, in accordance with one or more embodiments shown and described herein; and

fig. 18C schematically depicts a perspective view of the motor/generator assembly of fig. 18A with the engagement arm in a second position, according to one or more embodiments shown and described herein.

Detailed Description

Fig. 1A, 1B, 2A and 2B illustrate a prior art wheel and brake assembly. Fig. 1A and 1B illustrate a wheel and brake assembly 10 including a wheel 12, a caliper assembly 14, a disc steel brake rotor 16, and a knuckle 18. The wheel 12 and the steel brake rotor 16 are separate components and the caliper assembly 14 may actuate brake pads (not shown) to generate friction with the steel brake rotor 16 and inhibit rotation of the wheel 12. Fig. 2A and 2B illustrate the wheel and brake assembly 20 including a wheel 22, a drum type steel brake rotor 24, and a brake shoe assembly 26. The brake shoe assembly 26 may include a pair of brake shoes 28 lined with brake pads that expand radially to contact the steel brake rotor 24 and inhibit rotation of the wheel 22.

Referring now to fig. 3A and 3B, a wheel assembly 100 is shown that includes a wheel 101 and a brake rotor 102, the brake rotor 102 including a braking surface 104 and a plurality of fins 106. The wheel assembly 100 also includes a hub 108, a rim 110, one or more spokes 112 extending between the hub 108 and the rim 110. Wheel assembly 100 may be configured to rotate about an axis of rotation 114, and in some embodiments may be configured to be coupled to one or more vehicle components for mounting on a vehicle, as described in more detail herein.

In the embodiments described herein, the brake rotor 102 is an integral brake rotor. As used herein, the term "unitary" or "integral" refers to two components integrally formed as a one-piece, unitary structure formed from the same material. The integrated brake rotor 102 can be integrated with one or more of the hub 108, the rim 110, and the one or more spokes 112. In some embodiments, the brake rotor 102 is an alloy, such as an alloy of one or more metals, such as aluminum, copper, tin, magnesium, and other materials. In some embodiments, the brake rotor 102 is a reinforced composite material, for example, one or more metals such as aluminum, copper, tin, magnesium, and a fibrous or particulate reinforcement such as C, SiC or Al₂O₃The alloy matrix of (1). In some embodiments, the alloy is a composite material. In some embodiments, the alloy is a SiC (silicon carbide) reinforced aluminum alloy composite. The brake rotor 102 and other wheel assembly components may be produced using one or more methods, such as forging, casting (e.g., high pressure die casting, low pressure die casting or sand casting, gravity casting, etc.), extrusion, MIG welding, and powder coating. In some embodiments, the brake rotor is machined from a 6061 aluminum block and the wheel 101 is sand cast from a356 aluminum alloy. The wheel assembly 100 is then formed by MIG welding of the brake rotor 102 and the wheel 101. As shown in fig. 3B, the integrated brake rotor 102 may extend radially outward from the hub 108 and connect to the hub 108 along an inner circumference of the brake rotor 102. However, it should be understood that this is merely an illustrative embodiment and that the integrated brake rotor 102 may extend from the wheel 101 at some other location that is integrated with the wheel 101. The hub 108 has a through hole defining the same axis of rotation 114 as the wheel 101. Additionally, within the scope of the present application, in some embodiments, the brake rotor 102 and the wheel 101 may be separate, non-integral components of a brake assembly, as described in more detail herein. In some embodiments, the brake rotor 102 and the wheel 101 may be secured to one another by one or more fasteners.

The fins 106 may extend away from the braking surface 104 to remove heat from the braking surface 104 when the brake is actuated and generates friction. In addition, the fins 106 also provide mechanical support (e.g., increased stiffness) to the braking surface 104. In some embodiments, the brake rotor 102 may include a plurality of braking surfaces, and the fins 106 may be located between the plurality of braking surfaces, as described herein. In the particular embodiment shown in fig. 3B, the fins 106 extend opposite the braking surface 104 such that they remove heat from the braking surface 104 when a brake pad or other braking device contacts the braking surface 104 to inhibit rotation of the wheel 101. The braking surface 104 is thus used as a means for generating friction to inhibit rotation of the wheel 101. As the wheel 101 rotates, heat may be transferred to the fins 106 and convected into the air flowing over the fins 106. In some embodiments, the fins 106 may include a tapered profile that tapers away from the braking surface 104 (i.e., a decreasing cross-sectional area) such that heat preferentially flows toward the tips of the fins 106. In some embodiments, the cross-sectional profile of each fin 106 is equal or the same relative to the distance from the hub 108 along any given fin 106, although it is contemplated that the cross-sectional profile of the fins 106 may vary from fin to fin. The fins 106 may be separated from the spokes 112 by gaps so that air may flow between the fins 106 and the spokes 112. Additionally, as described above, the fins 106 may increase the stiffness of the brake rotor 102. For example, the fins 106 may be configured or oriented at an oblique angle relative to a line extending radially from the axis of rotation 114. The pitch angle may increase the degree of resistance of the brake rotor 102 to deformation (e.g., deflection, bending, etc.) with respect to the pitch angle.

Fig. 4A and 4B depict the fin 106 and braking surface 104 as viewed from the front or outboard side of the wheel assembly 100 and opposite to that shown in fig. 3A. That is, if the wheel assembly 100 is located on an axle (not shown) of a vehicle, the portion of the wheel assembly 100 shown in fig. 4A and 4B is visible to an ordinary observer. As best shown in fig. 4A, the fins 106 include a forward-swept profile. That is, as the wheel 101 rotates in the direction shown by arrow 118a (i.e., clockwise and the forward travel direction of an imaginary vehicle to which the wheel 101 may be coupled), the area of the fins 106 in contact with air sweeping over the fins 106 increases, and the resistance to airflow through the fins 106 decreases due to the decrease in air pressure across the fins 106. Thus, the mass flow rate of air flowing through the fins 106 may be increased (as compared to a swept concave profile), and the heat transfer to the air may be increased. It is contemplated that the wheel 101 may also rotate in a counterclockwise direction (i.e., as indicated by arrow 118 b). While the particular embodiment shown includes a forward swept fin 106, it should be understood that not all embodiments include such a profile. Still referring to fig. 4A and 4B, the spokes 112 may include grooves 113 that may reduce the weight of the wheel 101.

Referring now to fig. 5A and 5B, one embodiment of a wheel assembly 100 including an integrated brake rotor 102 having a plurality of fins 106, a braking surface 104, and a lining 116 is shown. The lining 116 is included as an outer layer on the braking surface 104 of the brake rotor 102. The liner 116, also referred to herein as a coating, may be an alloy coating, such as those described in U.S. provisional patent application nos. 62/635,744 and 62/810,680, and international application nos. PCT/US2019/019717 and PCT/US2020/019894, which are hereby incorporated by reference in their entireties. In some embodiments, the liner 116 is a light alloy, such as aluminum, magnesium, or titanium. In some embodiments, liner 116 is a steel including nitrogen-containing alloys/compounds such as high nitrogen steel, Cr₂Layers of N, TiN, AlN, etc., as described in more detail in U.S. provisional patent application nos. 62/635,744 and 62/810,680 and international application nos. PCT/US2019/019717 and PCT/US 2020/019894. The lining 116 may increase friction between the brake rotor 102 and a braking mechanism, such as brake pads. The liner 116 may have a coefficient of thermal expansion similar to that of the brake rotor 102, the wheel 101, or other components of the wheel assembly 100. Thus, the lining 116 and the brake rotor 102 or other components may similarly expand as the brake rotor 102 and lining 116 are frictionally heated during application of the braking mechanism (e.g., brake pads 122, as shown in fig. 6B). Additionally, the liner 116 may improve the wear characteristics of the wear surface of the wheel assembly 100, i.e., the braking surface 104.

As shown in the inset in fig. 5A, which shows an enlarged view of a portion of brake rotor 102, lining 116 may extend a height H around the entire circumference of brake rotor 102 and may be sized according to, for example, the size of the brake pads or other friction-inducing devices. The liner 116 may increase the useful life of the wheel assembly 100 and the braking system to which it may be selectively coupled. The liner 116 may have a thickness t in a vehicle inward direction (i.e., a-y direction of coordinate axes as shown in fig. 5A) toward an interior space of an imaginary vehicle to which the wheel assembly 100 is mountable. The liner 116 may be configured to maintain a particular thickness for a given number of cycles of a braking system of a vehicle to which the wheel assembly 100 is mounted. That is, the liner 116 may be configured to last a certain number of brake applications and then be replaced. In some embodiments, liner 116 may be replaced separately from wheel assembly 100. In some embodiments, the entire wheel assembly 100 may need to be replaced after a certain number of braking cycles.

In some embodiments, the liner 116 may be an alloy layer on a metal (including metal alloys). The liner 116 may contact and cover at least a portion of the substrate, i.e., the base or the brake rotor 102. Liner 116 may comprise a mechanically tough alloy with dissolved nitrogen and may have a substantially uniform composition. In an embodiment, the composition of the liner 116 may be 0.1 wt% to 2 wt% nitrogen (N) by weight percentage. Further, the liner 116 may comprise a single phase nitrogen alloy. The wheel assembly 100 or component thereof may include a metal substrate having a substrate composition and a substrate interface. The substrate interface may include a protective nitrogen-containing alloy layer thereon. It is contemplated that the alloy or cladding may be an iron-containing alloy.

In some embodiments, the wheel assembly 100 and liner 116 may be prepared using a solid precursor material with the desired dissolved nitrogen deposited to form a protective alloy layer on the substrate surface. The method of forming may include exposing the liquid alloy having alloying elements that promote dissolution of nitrogen to a high partial pressure nitrogen atmosphere to induce high dissolved nitrogen, and then solidifying the alloy in a manner such that the dissolved nitrogen in the liquid alloy is substantially trapped in the solid precursor material. In some embodiments, the method further comprises avoiding any mesophase formation with low nitrogen solubility and/or fast solidification to prevent nitrogen loss. The precursor solid may be in the form of a micron-sized powder. In some embodiments, the precursor solid is in the form of a thin strip having a thickness of 0.1 millimeters (mm) to 5 mm.

In an embodiment, the wheel assembly 100 may be a composite article. The blanket layer of nitrogen-containing alloy may be coated on the substrate by a process in which the nitrogen-containing alloy precursor material remains substantially solid during the fabrication process, thereby preventing loss of dissolved nitrogen. The method may include providing a cold spray deposition process to deposit a micron-sized powder precursor having dissolved nitrogen to form the capping layer. In some aspects, the method includes a bonding process that forms the capping layer, wherein both the thin strip of precursor material and the substrate remain substantially solid. In still other aspects, the method includes a casting process wherein the thin strip precursor remains substantially in a solid state and contacts the substantially liquid metal/alloy. After cooling, the liquid metal solidifies to form the substrate and the thin ribbon precursor forms the cover layer.

As used herein, "precursor" refers to a material used to fabricate a nitrogen-containing liner 116 (e.g., a protective layer) on a substrate (e.g., brake rotor 102). In particular aspects, the precursor is a solid powder or a thin strip used to form the layer. As used herein, "composite" refers to an article that is made up of several parts or elements. In particular, a composite material is an object having a substrate and a liner 116 that is intended to provide functionality that cannot be provided by the individual elements alone. As used herein, "compound" refers to a compound formed by stoichiometric ratios of elements such as Cr₂N、F₂N, TiN, etc.

The addition of nitrogen improves the strength, ductility and impact toughness of austenitic steels, while the fracture strain and fracture toughness are not affected at high temperatures. The strength of nitrogen alloy austenitic steels comes from three components: strength of the matrix, grain boundary hardening and solution hardening. The matrix strength is not significantly affected by nitrogen, but instead is related to the frictional stress of the FCC (face centered cubic) lattice, which is mainly controlled by the solution hardening of substitutional elements such as chromium and manganese. Grain boundary hardening occurring due to grain boundary dislocation blocking increases in proportion to the alloying nitrogen content. The greatest effect on strength comes from interstitial solid solutions of nitrogen. Nitrogen increases the concentration of free electrons, thereby promoting the formation of the covalent component of the interatomic bond and Cr-N Short Range Order (SRO). The presence of Cr-NSRO and the resulting interaction with dislocations and stacking faults is believed to play a major role in the deformation behavior of these alloys and can be tailored to improve strength, ductility and impact toughness.

The composition and temperature strongly influence the Stacking Fault Energy (SFE) and thus the deformation mechanism and strengthening behavior of austenitic steels. Increasing SFE results in a change in the active deformation mechanism and is generally beneficial for achieving pure dislocation glide and enhanced toughness. Specifically, the effect of N addition on SFE in Cr and Mn alloy steels is reported to be non-monotonic, exhibiting a minimum SFE at about 0.4 wt% nitrogen. The decrease in SFE at low nitrogen content is believed to be due to segregation of interstitial nitrogen atoms to stacking faults. However, at higher nitrogen contents, SFE increases as the volume effect of interstitial solid solutions becomes more pronounced. Formation of nitrides, such as Cr, at elevated nitrogen levels₂N, TiN, AlN and the like can influence the distribution of alloy elements in crystal lattices, and further reduce the volume effect and SFE of interstitial solid solution. When the nitrogen content exceeds a certain threshold (depending on the overall composition of the alloy), nitrides such as Cr may form₂N, so the use of the above interstitial solid solution hardening phenomenon should be avoided.

Austenitic steels with high nitrogen contents also exhibit excellent atmospheric corrosion resistance. However, corrosion resistance is also strongly affected by nitrogen content. At low nitrogen content, sigma phase (an intermetallic compound with Cr) is formed at grain boundaries, and nitrides such as Cr are formed at high nitrogen content₂N is detrimental to the corrosion resistance of these steels. The best corrosion resistance is obtained if all the nitrogen is in solid solution, i.e. no nitrides precipitate.

By limiting the nitrogen content to a range, an optimal combination of toughness and corrosion resistance can be achieved, wherein a substantially or completely precipitate-free homogeneous microstructure with nitrogen in solid solution can be obtained. This range of dissolved nitrogen depends on the other alloying elements present in the alloy and the process thermal history, which will be discussed in more detail herein. As the nitrogen content is decreased or increased from the desired range, toughness and corrosion resistance may be rapidly decreased. It should be appreciated that widely used industrial techniques such as nitriding or nitriding PVD coatings cannot provide a liner 116 on a substrate having a uniform nitrogen content, wherein the nitrogen is in a desired solid solution state. During the nitriding process, the nitrogen content may become greatly low toward the core at the surface-forming compound having a high nitrogen content. In the case of nitride sputter coatings, the coating may be made of brittle compounds, even though the composition may remain largely relatively uniform throughout the layer.

One way to obtain a uniform dissolved nitrogen content in metal alloys, in particular in austenitic steels, is to: (i) dissolving nitrogen into the liquid alloy; and (ii) subsequently solidifying the alloy without loss of dissolved nitrogen during solidification. However, both of these tasks have their own challenges. For example, the solubility of nitrogen in liquid iron at atmospheric pressure is very low (0.045 wt% at 1,600 ℃). The nitrogen in the liquid alloy increases as the square root of the partial pressure (the Schmidt square root law). Therefore, to introduce higher nitrogen into the liquid iron/steel, a high pressure nitrogen environment should be used for melting. Nitrogen alloying in the molten state can be achieved by high pressure induction or arc furnaces, pressure electroslag remelting furnaces (PERS), plasma arcs with Hot Isostatic Pressing (HIP), and high pressure melting, among others.

The addition of certain elements such as chromium, manganese, vanadium, niobium and titanium increases the solubility of nitrogen, while the addition of elements such as carbon, silicon and nickel decreases the solubility of nitrogen. Therefore, chromium and manganese may be added in order to introduce a high concentration of nitrogen in the melt, and the use of nickel should be avoided. Furthermore, in certain aspects, elements such as vanadium, niobium, and titanium are absent or present in negligible amounts because they are strong nitride formers.

The production of high nitrogen containing austenitic steels by the existing methods requires a balanced control of the alloy composition and a precise adjustment of the melting and solidification conditions. The toughness and corrosion resistance of such alloys may also be used to provide a protective layer on an article as an effective solution to the problems associated with conventional nitriding and nitriding coatings.

The wheel assembly 100 may include a liner 116 and a base. It should be understood that reference to a base may refer to the brake rotor 102, and specifically to the braking surface 104 of the brake rotor 102. When the brake rotor 102 is integral with the wheel 101, the base may refer to the composition of both the brake rotor 102 and the wheel 101. The base and liner 116 may have a metallurgical bond at the interface of the base and liner 116. The dissolved nitrogen content within liner 116 may be uniform and may be above the solubility limit of nitrogen in a base that is in a liquid state at atmospheric pressure. The liner 116 may be free of nitrided compounds or nitrided compound layers such as those found in a nitrided or nitrided coating process. Although the desired dissolved nitrogen content may vary from application to application, the nitrogen content may be adjusted to avoid undesirable precipitate formation to improve mechanical toughness and corrosion resistance. The nitrogen content in liner 116 may be between 0.1 wt% and 2.0 wt%. In some embodiments, the nitrogen content in liner 116 is between 0.4 wt% and 0.9 wt%.

The base may be flat, substantially flat, curved, or any other desired shaped surface having a concave, convex, or other surface configuration as described herein. The base may be or comprise a metal alloy. Illustrative examples of metal alloys include, but are not limited to, alloys comprising Al, Si, B, Cr, Co, Cu, Ga, Au, In, Fe, Pb, Mg, Ni, C, rare earths (e.g., La, Y, Sc, etc.), Na, Ti, Mo, Sr, V, W, Sn, Ur, Zn, Zr, or any combination thereof. In some aspects, the base comprises Al or an alloy of Al. In some embodiments, the base comprises 80 wt% to 100 wt% Al. In some embodiments, the base comprises cast iron or steel. In some embodiments, the base comprises a Ti alloy. In some embodiments, the base comprises a reinforced composite material comprising one of the metal alloy matrices and fiber/particle reinforcement materials described above. Illustrative examples of the reinforcing phase include SiC, Al₂O₃Or C. In some embodiments, the volume fraction of the reinforcing phase is between 5% and 75%. In some embodiments, the volume fraction of the reinforcing phase is between 20% and 35%. In some embodiments, the volume fraction of the reinforcing phase is between 40% and 55%.

The liner 116 comprises a metal or metal alloy having a desired concentration of dissolved nitrogen to provide a desired function in toughness and corrosion resistance. The liner 116 may be an austenitic metal alloy, and in some embodiments, includes Fe as the predominant metal in the alloy. The metal alloy may include N and Fe, referred to herein as FeN layers, where N is present in a sufficient amount to promote an austenitic structure. In some embodiments, N is present at 0.05 wt% to 2 wt% or any value or range therebetween as a weight percentage. In some embodiments, N is present at a weight percentage of 0.1 wt% to 1.5 wt%, in some embodiments 0.2 wt% to 2 wt%, in some embodiments 0.2 wt% to 1.9 wt%, in some embodiments 0.3 wt% to 1.8 wt%, in some embodiments 0.4 wt% to 2 wt%, in some embodiments 0.4 wt% to 1.9 wt%, in some embodiments 0.4 wt% to 1.8 wt%, or in some embodiments 0.4 wt% to 1.5 wt%. The amount of N may depend on the desired austenite fraction in the final material and the final composition of the material.

As discussed herein, in embodiments including liner 116, liner 116 may include Fe, which may be present in a major amount at a weight percentage of 51 wt% or greater, in some embodiments at a weight percentage of 52 wt% or greater, and in some embodiments at a weight percentage of 55 wt% or greater. In the case of Fe as the primary metal, the alloy may be a solid solution having the FCC structure at the temperatures at which the material is intended to be used-from-150 ℃. + -. 5% to 1,000 ℃. + -. 5% in some embodiments. The amount of N and other elements is designed to promote the FCC structure of the metal alloy such that the structure is promoted and maintained at temperatures up to 1,000 ℃ ± 5%. As such, the metal alloy is substantially 100% FCC structure in some embodiments, and 99% FCC structure in some embodiments. In some embodiments, the metal alloy of the liner 116 is a 95% or greater FCC structure. In some embodiments, the metal alloy of the liner 116 is a 50% or greater FCC structure. In some embodiments, the liner 116 alloy is free of other structures such as FCC. It should be understood that the wheel 101 and the brake rotor 102 may also themselves include compositions similar to the compositions of the liner 116 described herein. Thus, the wheel 101 and brake rotor 102 may also comprise FeN alloy.

In addition to nitrogen, the liner 116 may include one or more other elements that will promote the FCC structure. For example, liner 116 may include Mn. When present, Mn can be provided in a weight percent of 0 wt% to 35 wt%. In some embodiments, the weight percentage of Mn is less than 30 wt%. In some embodiments, the weight percentage of Mn is 19 wt% to 27 wt%. In some embodiments, the weight percentage of Mn is 20 wt% to 26 wt%. The presence of N in such alloys helps promote and stabilize the desired FCC structure even when the amount of Mn or other FCC promoting metal is less than 20 wt%. Thus, the dissolved N and Mn work in concert to promote the formation of a protective layer metal alloy in the austenitic structure. The liner 116 may include Ni, which also promotes the austenitic structure. When present, Ni may be provided in a weight percentage of 0 wt% to 20 wt%. Since Ni reduces the N solubility in liner 116, Ni can be 0 wt% to 5 wt%. Liner 116 may include C. When present, C may be provided in a weight percentage of 0 wt% to 0.2 wt%. Although C increases the solubility of N, it also decreases the toughness of the resulting alloy. C may be present in the alloy at 0 wt% to 0.1 wt%.

Cr may be included in the provided N alloys. To control the phase of the lining 116, the ferrite stabilizing effect of Cr may be counteracted by adjusting the amount of N and/or Mn, both of which act as austenite stabilizers. Furthermore, the substrate material properties may also be taken into account when designing the provided alloy. For example, if the substrate is an aluminum alloy having a FCC structure, the liner 116 alloy may be 100% austenitic (FCC) phase to match the coefficient of thermal expansion of the base and other components of the wheel assembly 100. When the base is ferritic cast iron or steel, a mixture of austenitic and ferritic structures may be chosen. In some embodiments, the protective layer is 100% austenite, in some embodiments 90% or more austenite, in some embodiments 80% or more austenite, in some embodiments 70% or more austenite, in some embodiments 60% or more austenite, and in some embodiments 50% or more austenite.

The liner 116 may comprise one or more other metals. The liner 116 may include molybdenum (Mo). When present, Mo may be provided in a weight percentage of 0 wt% to 5 wt%. The protective layer metal alloy may include aluminum (Al). When present, Al may be provided at 0.01 wt% to 10 wt%. In some embodiments, Al is present at 10 wt% or less than 10 wt%, in some embodiments 8 wt% or less than 8 wt%, and in some embodiments 6 wt% or less than 6 wt%.

Still referring to fig. 5A and 5B, the method of forming the liner 116 on the wheel assembly 100 may include one or more steps including, but not limited to, providing a solid precursor alloy having a dissolved nitrogen content significantly above the solubility limit of the alloy in a liquid state at atmospheric pressure, and disposing the solid precursor alloy on one or more components of the wheel assembly 100. The solid precursor material may be obtained by atomizing a liquid alloy containing dissolved nitrogen in the desired range and forming a micron-sized solid powder or directly cast in the form of a thin strip from a liquid alloy containing dissolved nitrogen in the desired range. The liquid alloy composition is adjusted prior to powder atomization or strip casting so that the formation of delta-ferrite during solidification is significantly reduced, and further the liquid alloy is prepared at high nitrogen pressure, thereby ensuring an increase in dissolved nitrogen in the liquid state. In some embodiments, the nitrogen pressure in the melting chamber is maintained between 0.2MPa and 10MPa, and in some embodiments between 0.5MPa and 6 MPa. The inherent rapid solidification associated with powder atomization and strip casting ensures retention of dissolved nitrogen in the solid precursor and microstructural uniformity. Powder atomization may be performed by a compressed nitrogen gas jet, which may be referred to as gas atomization. Powder atomization may be performed by a water jet, which may be referred to as water atomization.

The placement of the alloy precursor on the components of the wheel assembly 100 may be accomplished manually by placing the substrate in a desired manner or via an automated system that places the substrate according to a predetermined program. The latter method can be used for industrial implementation, for example. The surface quality of the precursor N alloy can be considered as a factor in the bonding process. Two types of bonding may occur between the substrate and the protective layer. In the case of nitridation, where a protective layer is grown on the substrate by a diffusion process, the resulting bond may be referred to as a metallurgical bond. Similarly, the fusion splices implemented in the present disclosure may also establish a metallurgical bond. On the other hand, deposition processes such as plasma spraying create mechanical adhesion, wherein extensive surface treatments such as sandblasting or surface grooving are required to achieve good adhesion.

Additionally, the tape precursor may be disposed on one or more surfaces of the wheel assembly 100 (e.g., at the interface between the liner 116 and the wheel assembly 100). The tape precursor may be bonded to the substrate and may remain substantially solid during the bonding process, thereby ensuring that dissolved nitrogen remains in the liner 116. The bonding process may be a linear friction welding process, wherein the interface layer may soften to a plastic state due to oscillatory linear motion between the precursor and the substrate and upon cooling may form a metallurgically bonded joint. In some embodiments, the ribbon precursor includes preformed anchors and is deposited on a molten alloy that forms the substrate upon solidification. Embedding the anchor in the solid substrate ensures adhesion to the substrate. The molten alloy temperature may be below the melting point of the precursor alloy so that the precursor does not appreciably melt and lose its dissolved nitrogen, although surface interactions may promote metallurgical bonding.

In some embodiments, the solid powder precursor may be deposited onto the substrate at high speed, which may form a metallurgical bond with the wheel assembly 100 upon impact to form the liner 116. This may suitably be achieved by a supersonic nozzle in which a solid powder precursor is injected into a high velocity gas jet which accelerates the powder. The gas may be heated to raise the powder temperature, but to keep it below the melting point. Additional energy may be provided to the powder or to both the substrate and the powder. However, the precursors and layers remain below the melting point throughout the formation process.

In embodiments, the energy source may be a laser, electron beam, plasma, or infrared source. The deposition nozzle may be advanced according to CAD data generated by the control system or a tool path to build a protective layer of nitrogen alloy on the substrate. The nozzle movement may be done manually.

In some embodiments, the logic gate may determine the need for additional thickness (e.g., more layers) of the liner 116. If additional layers are desired, one or more of the previously listed steps may be repeated. When using powder precursors, only a thin layer (in the order of microns) can be built up at a time, so this process is repeated many times to build up a protective alloy layer of appreciable thickness. If the desired layer thickness has been produced, the composite object can be cooled to ambient temperature. It should be understood that the steps described herein are not necessarily discrete, and that there may be overlap between some steps that result in a continuous manufacturing process. Furthermore, one or more of the above steps or components thereof may be omitted.

In still other embodiments, the tape precursor may be disposed on the wheel assembly 100 and may be subjected to mechanical loads and oscillatory motion of sufficient magnitude to generate friction and heat along the interface. The substrate may remain stationary and the tape precursor may undergo an oscillating motion to generate friction. Mechanical friction and heat along the interface may create a thin plastic zone at the interface. Most of this plasticized material may be removed as flash by welding due to the combined action of the applied force and the movement of the parts. Surface oxides and other impurities may be removed along with the plasticized material, which may allow for intermetallic contact between the parts and can form a metallurgical joint. This process may be referred to as friction welding. The movement between the substrate and the tape precursor may be rotational, depending on the geometry. This effect can occur in the solid state and does not involve melting of the parts to be joined, thereby ensuring that dissolved nitrogen remains in the protective alloy layer. The tape precursor thickness may be between 0.5mm and 10mm, and may be between 0.5mm and 2 mm. Further, the tape precursor may be cut to a size that covers a portion of the surface of the wheel assembly 100 or completely covers the surface of the wheel assembly 100. In order to obtain a strong joint, a certain power input should be exceeded. The frequency, amplitude and pressure have an effect on this parameter, which is defined as:wherein α is amplitude; f is the frequency; p is pressure; and A is the interface area. From this relationship, it can be seen that the power input can be increased by increasing the frequency, amplitude or pressure. For example, a 40X 25mm area nitrogen alloy strip precursor is bonded to an aluminum substrate, parameters may beThe method comprises the following steps: the frequency is 30Hz to 60 Hz; the amplitude is +/-2 mm to +/-3 mm; the pressure is 80MPa to 150 MPa; the time is 7 seconds to 25 seconds.

For large articles, the mechanical force required to perform friction welding over large areas may be difficult to control. Additional methods of manufacture may include the use of a solid nitrogen alloy precursor having an anchor disposed adjacent to a liquid or semi-solid metal/alloy substrate such that the anchor is immersed in the fluid. The melting point of the fluid metal/alloy point may be lower than the melting point of the nitrogen alloy layer so that the precursor solid does not melt. Upon curing, the fluid may form the substrate and the precursor may become the protective layer. As one example, the solid precursor may be a nitrogen alloy steel and the substrate may be an aluminum alloy. The wear resistance and corrosion resistance of the aluminum product can be improved by using the method. The contact time between the solid precursor and the substrate fluid may be minimized to prevent any detrimental reactions and intermetallic formation between the precursor and the substrate alloy. The fluid base metal may be supplied from the bottom of the casting assembly such that it contacts the solid precursor at the end of the casting assembly and solidifies immediately upon contact, thereby minimizing interfacial reactions. The fluid metal may be supplied by an electromagnetic pump from the bottom of a casting assembly having a precursor solid disposed at the top of a mold cavity. The base alloy may be a semi-solid that behaves like a fluid due to the strong shearing action during feeding. Thus, the bulk temperature of the fluid may be several hundred degrees celsius below the melting point, but may be easily filled into the mold cavity. This may further limit surface interactions between the precursor and the substrate fluid. This casting process may be referred to as thixocasting.

In an embodiment, fabricating the liner 116, i.e., the coating, on the wheel assembly 100 may include using a cold nozzle operably connected to a gas heater and a powder feeder. The gas inlet may supply gas to the gas heater at high pressure. This may be referred to as process gas. In addition, gas may also be supplied to the powder feeder. This may be generally referred to as a carrier gas. The process gas pressure may be the same as the carrier gas pressure, however, they may operate at different pressures. The process gas pressure may be 100 pounds Per Square Inch (PSI) 10%, 200PSI 10%, 300PSI 10%, 400PSI 10%, 500PSI 10%, 600PSI 10%, 700PSI 10%, 800PSI 10% or higher. The process gas pressure may be from 100PSI to 800PSI, or any value or range therebetween. In some embodiments, the process gas may be 40scfm ± 10% (standard cubic feet per minute), 50scfm ± 10%, or 60scfm ± 10%. The process gas may be heated by a gas heater before entering the converging and diverging nozzles, where the gas reaches a very high velocity in the diverging section. There are many variations of nozzle geometries known in the art. In some embodiments, the nozzle velocity is 5mm/s 10%, 10mm/s 10%, 15mm/s 10%, and 20mm/s 10%. The process gas temperature may be 50 ℃, 100 ℃, 200 ℃, 300 ℃, 400 ℃, 500 ℃,600 ℃, 700 ℃, 800 ℃, 900 ℃ or higher. The process gas temperature may be from 50 ℃ to 900 ℃, or any value or range therebetween. The nitrogen alloy precursor powder may be supplied by a powder feeder and may be carried by a carrier gas and may be delivered to the process gas stream. The precursor powder may be delivered in a converging section of the nozzle or a diverging section of the nozzle. The temperature of the powder feeder may be 50 ℃, 100 ℃, 200 ℃, 300 ℃, 400 ℃, 500 ℃,600 ℃, 700 ℃, 800 ℃, 900 ℃ or higher. The carrier gas pressure may be 100PSI + -10%, 200PSI + -10%, 300PSI + -10%, 400PSI + -10%, 500PSI + -10%, 600PSI + -10%, 700PSI + -10%, 800PSI + -10%, or higher. The powder feeder flow rate may be between 3g/min (grams per minute) and 10 g/min. In some embodiments, the powder feeder flow rate is between 6g/min and 8 g/min. The cycle time may be between 1 minute and 5 minutes. In some embodiments, the cycle time may be between 3 minutes and 4 minutes. The carrier gas pressure may be from 100PSI to 800PSI, or any value or range therebetween. In some embodiments, the process gas may be between 1scfm and 5scfm, and in some embodiments, the process gas may be between 1scfm and 2 scfm. The precursor solid powder with dissolved nitrogen absorbs heat from the process gas and accelerates towards the substrate due to drag forces exerted by the process gas. Unlike conventional plasma spraying, bonding occurs by a process known as "adiabatic shear instability," which results in a metallurgical bond. The powder particles must reach the required velocity to form a metallurgical bond with the substrate, which is known in the art as the critical velocity. The critical speed depends on the nature, size, temperature of the precursor powder and the nature of the substrate and the substrate temperature. The process parameters are adjusted accordingly to provide a critical velocity for the maximum number of particles in the particle stream. For example, a nitrogen alloy powder containing 0.7 wt% N, 19 wt% Mn, 15 wt% Cr and the balance iron-powder size in the range of 20pm to 45 pm-requires a critical velocity in excess of 500m/s at a particle temperature of 500 ℃ to successfully form a consolidated alloy layer. In some embodiments, the precursor powder size is between 5 microns and 250 microns, in some embodiments between 5 microns and 150 microns, and in some embodiments, between 10 microns and 75 microns. The particle stream may be directed onto a substrate and upon impact and bonding, the protective layer is consolidated. The powder temperature, as well as the target temperature, is maintained substantially below the melting point of the alloy, thereby retaining alloyed nitrogen in the protective layer. Thus, the coating fabrication can be performed in an open atmosphere, without the need for a high pressure nitrogen environment. Further, the nozzle may be operably connected to a robot capable of traversing the nozzle according to a preprogrammed path. Furthermore, the protective layer can be built up layer by layer until the desired thickness is reached. Depending on the application, in some embodiments, the thickness of the layer is 5 microns, in some embodiments 10 microns ± 10%, in some embodiments 100 microns ± 10%, in some embodiments 1,000 microns ± 10%, and in some embodiments greater than 1,000 microns. Auxiliary components such as power supplies, control systems, auxiliary heating and air tanks are not shown and are understood to be included in the system. The manufacturing system may be configured in a variety of ways. For example, a CNC motion system may be employed instead of a robot. In addition, another robot may be deployed to manipulate the substrate. The entire system may be enclosed in a controlled environment chamber.

In some embodiments, the nitrogen alloy layer may be fabricated in various forms. The nitrogen content of the entire layer may be uniform. Some embodiments may include a protective layer having two different nitrogen contents along the thickness. This can be achieved by using two different powder precursors with different nitrogen contents. In addition, by deploying several powders with gradually changing nitrogen content, the nitrogen content can be gradually changed along the thickness.

Referring now to fig. 6A, 6B, and 6C, embodiments of a wheel and brake assembly 103 including a wheel assembly 100 and a mechanical brake assembly 120, respectively, are shown mechanically coupled to the wheel assembly 100 and in isolation. Mechanical brake assembly 120 includes a brake pad 122 and an actuator 124, with actuator 124 including an actuation line 126 and a brake pad piston 128. The particular illustrative embodiment shown in fig. 6A, 6B, and 6C includes two pistons 128 that are mechanically coupled to two brake pads 122, respectively. The actuation line 126 may be configured to receive, for example, hydraulic fluid. Hydraulic fluid may be actuated by one or more external systems to fill the chambers of pistons 128, thereby actuating brake pads 122 to extend parallel to rotational axis 114 and contact brake rotor 102 to inhibit rotation of wheel assembly 100. In embodiments, the actuation line 126 may include one or more ports, such as a port 130 for sending and/or receiving hydraulic fluid, i.e., for applying hydraulic fluid to an external system and/or for recycling used hydraulic fluid. While the specifically illustrated embodiment shows two pistons 128 and two brake pads 122, it is contemplated that mechanical brake assembly 120 may include one or more pistons 128 and one or more brake pads 122. Further, it is contemplated that multiple pistons 128 may be used to actuate a single brake pad 122, and conversely, multiple brake pads 122 may be actuated by a single piston 128. Additionally, it is contemplated that, in some embodiments, each chamber of the piston 128 is fluidly coupled to the actuation fluid system in parallel or in series.

As shown in fig. 6A, 6B and 6C, the mechanical brake assembly 120 includes a coupling mechanism 121 for coupling the mechanical brake assembly 120 to the vehicle. The mechanical brake assembly 120 is configured to remain stationary (positionally fixed) relative to the vehicle as the wheel assembly 100 rotates relative to the vehicle, thereby producing relative rotational motion between the mechanical brake assembly 120 and the wheel 101. Thus, upon actuation of the actuator 124, the mechanical brake assembly 120 may actuate to inhibit rotation of the wheel 101.

Referring to fig. 7A and 7B, a vehicle steering knuckle 132 is shown in relation to a mechanical brake assembly 120. The vehicle knuckle 132 and the mechanical brake assembly 120 may be configured to couple to the wheel 101 at a wheel bearing 134. The wheel bearing 134 may be configured to couple to an axle (not shown) and may include a plurality of bolts 136 for selectively coupling the wheel assembly 100 to the axle and coupling the mechanical brake assembly 120 and the vehicle knuckle 132 to the wheel assembly 100. The vehicle steering knuckle 132 may include a number of other mechanical interfaces for coupling the vehicle steering knuckle 132 to other systems (e.g., steering systems, etc.).

Referring to fig. 8A, 8B, and 8C, in some embodiments, mechanical brake assembly 120 may include a tongue-and-groove assembly 137 including a tongue 138 extending in a vehicle outward direction (i.e., the + y direction of the coordinate axes) and radially inward into a groove 140 formed in brake rotor 102 of wheel assembly 100. The tongue 138 and groove 140 may cooperate to inhibit flexing of the wheel assembly 100 and mechanical brake assembly 120 and to withstand various forces as the wheel 101 rotates. In other words, the tongue 138 and groove 140 cooperate to align the mechanical brake assembly 120 with the wheel 101. In embodiments, the tongue 138 may be integral with the brake rotor 102 and/or may be composed of the same material as the wheel 101 and its components. For example, the tongue 138 may be an alloy, such as an aluminum or magnesium alloy. The groove 140 may be a groove or channel extending radially inward from an outermost radius of the brake rotor 102 toward the hub 108.

Referring to fig. 9A and 9B, some embodiments of the wheel assembly 100 include a second braking surface 142 on the brake rotor 102. The second braking surface 142 may be opposite the braking surface 104 of the brake rotor 102. A second brake pad or caliper 144 may be configured to contact the second braking surface 142 to induce friction and inhibit rotational movement of the wheel assembly 100 about the rotational axis 114. The second brake pad or brake caliper 144 may be secured to the brake mechanical brake assembly 120 by a plurality of bolts 147. The second brake pad or caliper 144 may be actuated, for example, by a spring that may be coupled to an actuation mechanism, such as the actuator 124, such that when the vehicle brakes are applied, the actuator 124 actuates the second brake pad or caliper 144 to inhibit rotational movement of the wheel 101. In an embodiment, the second braking surface 142 and the braking surface 104 may sandwich a plurality of fins 106. Liner 117 may also be disposed on a portion of second braking surface 142. The disclosure herein with respect to liner 116 is equally applicable to liner 117. As such, the liner 117 may be formed in the same manner as the liner 116 and include the same composition as the liner 116 disclosed herein. For example, liner 117 may include Fe and N, and is referred to as a FeN layer. In one embodiment, liner 117 may be the same as liner 116, or liner 117 may have a different material composition than liner 116.

Fig. 10A and 10B illustrate one embodiment of a wheel and brake assembly 103 'including a wheel assembly 100' and a mechanical brake assembly 120. In the description that follows, like reference numerals will be used in different embodiments to indicate similar parts. The wheel assembly 100 'includes a wheel 101' and a brake rotor 102 'that is not integral with the wheel 101', as opposed to the brake rotor 102 being integral with the wheel 101. That is, the brake rotor 102 'and the wheel 101' may be separate parts that are separately constructed, rather than being a unitary piece. In embodiments where the brake rotor 102 'and the wheel 101' are separately configured, the brake rotor 102 'and the wheel 101' may be selectively coupled with one or more bolts 136 extending from the wheel bearing 134. The bolts 136 may be secured to the wheel 101' by associated lug nuts 145 forming a plurality of lug-nut bolt pairs. In other embodiments, the brake rotor 102 'and wheel 101' may be secured using other mechanisms, such as a lock and key. The mechanical brake assembly 120 and the vehicle knuckle 132 may be coupled to the wheel bearing 134 using one or more threaded fasteners 146. The brake rotor 102 'and the wheel 101' may be separately constructed, such as by forging, and made of the same material.

Referring now to fig. 11A, 11B, 12A and 12B, one embodiment of a wheel and brake assembly 103a including a wheel assembly 100a and a mechanical brake assembly 120a is shown. The wheel assembly 100a includes a wheel 101a and a brake rotor 102a, the brake rotor 102a including a braking surface 104a having a contoured profile configured to engage a brake shoe lined with a brake pad such as 122122a are matched in their undulating profile. Brake shoe 122a is part of mechanical brake assembly 120 a. In some embodiments, the braking surface 104a may include a lining 116 a. In some embodiments, the liner 116a may comprise a light alloy, such as aluminum, magnesium, or titanium. In some embodiments, liner 116a is a steel including a nitrogen-containing alloy, such as high nitrogen steel, Cr₂Layers of N, TiN, AlN etc., as described in more detail in U.S. provisional patent applications No.62/635,744 and No.62/810,680 and international applications PCT/US2019/019717 and PCT/US 2020/019894. It should be understood that the materials and methods of formation used for the liner 116 described herein are equally applicable to the liner 116 a. A braking surface having a contoured profile, such as braking surface 104a, has a larger surface area than braking surface 104 of fig. 3A and 3B. Thus, for a given wheel assembly 100a, braking surface 104a may exhibit greater friction between brake pads or shoes, respectively, and braking surfaces, such as brake pad 122, brake shoe 122a, and braking surface 104a, and thus exhibit faster deceleration and shorter stopping of the vehicle on which wheel assembly 100a is mounted. While the particular illustrative embodiment shows a contoured profile that is arcuate or curvilinear in shape, it should be understood that any profile that increases the contact area between the braking surface 104a and the shoe 122a is contemplated. While the particular illustrative embodiment depicts the brake rotor 102a as being integral with the wheel 101a, it should be understood that in some embodiments, the brake rotor 102a and the wheel 101a may be separate components in the wheel assembly 100 a.

Mechanical brake assembly 120a includes a pair of brake shoes 122a, each of which includes a brake pad, such as brake pad 122, one or more biasing springs 108a, and actuator 110 a. The actuator 110a actuates to force the brake shoes 122a radially apart from one another such that contact of the brake shoes 122a on the braking surface 104a of the brake rotor 102a inhibits rotation of the wheel 101 a. Brake shoe 122a includes an outer surface 123 that extends at least partially around a circumference of mechanical brake assembly 120a and is configured to contact brake surface 104a to inhibit rotation of wheel assembly 100a upon actuation of mechanical brake assembly 120 a. Upon actuation of the actuator 110a, the brake shoes 122a expand radially outward to contact the braking surface 104a of the brake rotor 102 a. When the actuator 110a is released, the bias spring 108a may return the shoes 122a to their initial position.

Referring now to fig. 13A, 13B, 14A, 14B, and 14C, components of one embodiment of a wheel and brake assembly 103B are shown to include a wheel assembly 100B and a mechanical brake assembly 120B. The wheel assembly 100b includes a brake rotor 102b having a contoured braking surface 104 b. In some embodiments, the contoured braking surface 104b may include a liner 116b that is similar in composition and construction to the liner 116 and the liner 116 a. The wheel assembly 100b is configured to correspond to a mechanical brake assembly 120b, the mechanical brake assembly 120b being similar to the mechanical brake assembly 120-it includes at least one brake pad 122b having a contoured profile that matches the contoured braking surface 104b of the brake rotor 102 b. It should be understood that the brake rotor 102b may be integral with other components of the wheel 101b or may be a separate component formed separately from and coupled to the wheel 101 b. In some embodiments, the contoured braking surface 104b may comprise a light alloy, such as aluminum, magnesium, or titanium. In an embodiment, the contoured braking surface 104b may be coated with a coating including, for example, a nitrogen alloy such as high nitrogen steel, Cr₂Layers of N, TiN, AlN, etc., as described in more detail in U.S. provisional patent applications No.62/635,744 and No.62/810,680 and international applications PCT/US2019/019717 and PCT/US 2020/019894. This layer may increase friction between brake pad 122b and contoured braking surface 104b and may have a similar coefficient of thermal expansion as brake pad 122 b. The mechanical brake assembly 120b may operate as described herein. For example, actuation of an actuator, such as actuator 124, may actuate brake pad 122b to contact contoured braking surface 104b, thereby generating friction between contoured braking surface 104b and brake pad 122b and inhibiting rotation of wheel assembly 100 b. In certain embodiments, the contoured braking surface 104B is an arc or curve having a profile that is convex in the inward direction of the vehicle, i.e., in the-y direction, as shown in fig. 13B and 14B. Generally, the profile increases the contact surface area between the brake pad 122b and the contoured braking surface 104b, thereby increasing friction between the brake pad 122b and the contoured braking surface 104 b. It should be appreciated that the contoured braking surface 104b mayTo take on any profile such that brake pad 122b includes a complementary profile and has an increased surface area compared to a flat profile. The mechanical brake assembly 120b is actuated similarly as described herein with respect to the mechanical brake assembly 120.

Referring now to fig. 15A, 15B, 16A and 16B, one embodiment of a wheel and brake assembly 203 is shown. The wheel and brake assembly 203 includes a wheel assembly 200 and a brake assembly 205 for inhibiting rotation of a wheel 201 mechanically coupled to a wheel bearing 230. Thus, the wheel and brake assembly 203 may be referred to as a hybrid wheel and brake assembly because it utilizes both electrical and mechanical braking forces. The wheel assembly 200 includes a wheel 201 and an integrated brake rotor 202. The wheel assembly 200 and the wheel bearing 230 may rotate about the axis of rotation 114. Brake assembly 205 includes drive gear 206, actuator 208, and electric brake assembly 210, with electric brake assembly 210 including a coil 212 surrounding rotational axis 114 and a magnetic disc assembly 228 concentric with coil 212 and configured to rotate about rotational axis 114 relative to coil 212. Drive gear 206 may be coupled to wheel bearing 230 such that drive gear 206 rotates with wheel bearing 230 (i.e., there is no relative rotation between drive gear 206 and wheel bearing 230). The magnetic disk assembly 228 includes a plurality of magnets 214 at the periphery 216 of the disk 218 including a disk gear 232. Electric brake assembly 210 may also include one or more pinion gears 220 that may be engaged to mechanically couple drive gear 206 and disk 218 to cause relative rotation between plurality of magnets 214 and coils 212. The relative rotation generates an electric force that can suppress the rotation of the wheel 201 about the rotation axis 114. More specifically, the drive gear 206 rotates about the rotational axis 114 with the wheel 201 and the wheel bearing 230. Upon actuation of the electric brake assembly 210, the pinion gear 220 engages to couple the drive gear 206 with the disk gear 232, thereby rotating the disk 218 with the wheel 201 and the wheel bearing 230 to generate electric power that tends to inhibit the wheel 201 from rotating and induce electric current. The induced current may be sent to a battery or other power storage device via an electrical connection (not shown) of the power storage device to the coil 212.

The brake assembly 205 further includes a mechanical brake assembly 222, the mechanical brake assembly 222 including a brake pad 224 and a brake rotor 202 fixedly coupled to the wheel 201. In some embodiments, the brake rotor 202 is an integral brake rotor, but it should be understood that in some embodiments, the brake rotor 202 may be separate from other components of the wheel 201. Mechanical brake assembly 222 may operate and be configured similarly to mechanical brake assembly 120 and mechanical brake assembly 120b, as described herein, and may be replaced in some embodiments. Accordingly, the disclosure above with respect to the mechanical brake assembly 120 is equally applicable to the mechanical brake assembly 222, and therefore includes like reference numerals where appropriate. Similarly, it should also be appreciated that the brake rotor 202 may be substituted for any of the brake rotor 102, the brake rotor 102', the brake rotor 102a, and the brake rotor 102b, as similar components discussed herein may be applicable between wheel assemblies.

The actuator 208 may actuate to couple the pinion gear 220 between the drive gear 206 and the disk gear 232. The pinion 220 may include a pinion piston 221 fluidly coupled with the actuator 208, such as a hydraulic actuator, wherein hydraulic fluid may be applied to enter the pinion piston 221 from the actuator 208 to force the pinion 220 into position. This may cause relative rotation between the coil 212 and the disc 218, the coil 212 not rotating relative to the body of a hypothetical vehicle to which the brake assembly 205 may be mounted. Additionally, the actuator 208 may be actuated to cause the brake pad 224 to extend parallel to the rotational axis 114 to contact the brake rotor 202. For example, brake pads 224 may be actuated by applying hydraulic fluid to fill pistons 128 and force brake pads 224 into contact with brake rotor 202, similar to mechanical brake assembly 120 as described herein.

In embodiments including an integrated brake rotor and a single braking surface and brake pad, such as the integrated brake rotor 102 of fig. 3A and 3B, integrating the brake rotor 102 to a single side may reduce the size of the components and provide an arrangement that allows the coils 212 to be integrated onto the wheel 101. That is, as shown in fig. 15A, 15B, 16A, and 16B, coils 212 and brake pads 224 may be integrated into a single side of wheel 201, thereby affecting wheel 201 from the same side.

In an embodiment, the brake assembly 205, i.e., the actuator 208, may actuate the electric brake assembly 210 and the mechanical brake assembly 222 based on different criteria. For example, electric brake assembly 210 may be actuated to inhibit rotation of wheel 201 about axis of rotation 114 based on a first engagement criterion (e.g., actuated at a particular rotational speed of wheel 201), and mechanical brake assembly 222 may be actuated to inhibit rotation of wheel 201 about axis of rotation 114 based on a second engagement criterion (e.g., actuated at a particular rotational speed of wheel 201). In an embodiment, the first engagement criterion may be based on a first speed range and the second engagement criterion may be based on a second speed range, which may or may not overlap with the first speed range. For example, the vehicle may include an electric brake assembly 210 and a mechanical brake assembly 222 and may travel at a particular speed. For example, the vehicle may be traveling at various speeds including, for example, 30 Miles Per Hour (MPH), 45MPH, and 70 MPH. In an embodiment, when the vehicle is operating at a high speed (e.g., 70MPH) and/or a low speed (e.g., 30MPH), the vehicle may actuate the electric brake assembly 210 to slow the vehicle, and may actuate the mechanical brake assembly 222 when it is operating at a high speed and/or a low speed. In an embodiment, when the vehicle is traveling at a medium speed (e.g., 45MPH), the vehicle may engage electric brake assembly 210 and/or mechanical brake assembly 222. The particular rotational speed of the wheels 201 and the speed of the vehicle and the range over which its electric and mechanical brake assemblies 210, 222 can be actuated are variable.

Electric brake assembly 210 may be electrically coupled with one or more systems to regenerate electrical energy for storage, for example, in a battery pack of a vehicle to which electric brake assembly 210 is mounted. That is, relative rotational movement between the coil 212 and the plurality of magnets 214 surrounding the coil 212 may induce a current in the coil 212 that may be used to charge the battery. In some embodiments, engagement of electric brake assembly 210, and thus induction of current, may be based on vehicle speed. For example, electric brake assembly 210 may be activated only when the vehicle is operating at speeds above, for example, 50MPH, 60MPH, 70MPH, etc. As one example, the vehicle speed may be determined based on the rotational speed of the wheels 201. In an embodiment, mechanical brake assembly 222 may be engaged regardless of whether electrical brake assembly 210 is actuated. In some embodiments, engagement of one or both of electric brake assembly 210 and mechanical brake assembly 222 is based on the magnitude of the sensed braking force. For example, if a user of the vehicle pushes on the brake pedal with a certain level of force (e.g., a relatively high level of force), both electric brake assembly 210 and mechanical brake assembly 222 may be engaged. In an embodiment, only one of the electric brake assembly 210 and the mechanical brake assembly 222 may be engaged if the user pushes the brake pedal with a relatively low level of force. In such embodiments, which of the two components is engaged may be based on vehicle speed (e.g., determined based on the rotational speed of the wheels).

Referring now to fig. 17A, 17B, 18A, 18B, and 18C, a motor/generator assembly 300 is schematically depicted for causing rotation of a wheel assembly or wheel 302, such as wheel assembly 100, wheel assembly 100a, and wheel assembly 100B, and inhibiting rotation of wheel 302 about an axle 306 using a motor/generator 304. The motor/generator 304 includes rotor coils 308 and a stator 310. Stator 310 includes one or more magnets 309 and is configured concentrically with rotor coils 308 such that rotation of rotor coils 308 relative to stator 310 induces electrical current and generates electromotive force. Stator 310 and rotor coils 308 may each be mounted to axle 306 or some other portion of motor/generator assembly 300 such that they are rotatable relative to each other. For example, rotor coils 308 and stator 310 may be mounted on a rotational bearing 320. Rotor coil 308 may be coupled with axle 306 such that rotor coil 308 rotates with axle 306, while stator 310 is mounted to axle 306 via a rotational bearing 320 such that stator 310 is rotatable relative to rotor coil 308 and axle 306. 17A, 17B, 18A, 18B, and 18C also include various devices and assemblies for coupling the wheel 302 to a hypothetical vehicle (e.g., a strut and damping assembly, a steering system connection, a vehicle knuckle, etc.).

Referring to fig. 18A, 18B and 18C, the motor/generator assembly 300 includes an actuating assembly 312. The actuation assembly 312 includes an actuation arm 314, the actuation arm 314 configured to move inward and outward (i.e., +/-y-direction along a coordinate axis) upon actuation of a piston 316 of the actuation assembly 312. The plunger 316 may move the actuator arm 314 such that a contact portion 318 of the actuator arm 314 contacts the stator 310 to inhibit rotation of the stator 310, thereby creating relative motion between the rotor coil 308 and the stator 310. The actuating arm 314 may include a saddle connection with the axle 306 that allows the axle 306 to rotate relative to the actuating arm 314, although it is contemplated that any connection between the actuating arm 314 and the axle 306 that allows relative rotation therebetween may be used. In some embodiments, there is no connection between the actuator arm 314 and the axle 306.

In operation, the actuation assembly 312 actuates the piston 316 to push or pull the actuation arm 314 outward or inward, respectively. As the piston 316 moves, the actuator arm 314 contacts the stator 310 and prevents it from rotating relative to the rotor coil 308. That is, rotor coil 308 is directly coupled with axle 306 and thus rotates with axle 306. When the actuator arm 314 is engaged, rotation of the stator 310 is inhibited and electromotive force is generated, and relative motion between the rotor coil 308 and the stator 310 induces current flow. This electric force tends to inhibit rotation of the axle 306 and the wheel 302. The induced current may be stored in a battery or other storage device described herein.

Conversely, the motor/generator assembly 300 may function as a motor (electric motor, prime mover) generating electric power that turns the wheels 302. That is, actuator arm 314 may engage stator 310 to inhibit rotation thereof, and may apply an electrical current to rotor coil 308, thereby generating an electrodynamic force tending to cause rotor coil 308, and thus wheel 302, to rotate. Such an electrical force may cause the hypothetical vehicle to which the wheel 302 may be mounted to be propelled forward or backward depending on the direction in which the current is applied to the rotor coil 308.

Although specific embodiments have been illustrated and described herein, it should be understood that various other changes and modifications may be made without departing from the scope of the claimed subject matter. Moreover, although various aspects of the claimed subject matter have been described herein, these aspects need not be used in combination. It is therefore intended that the following appended claims cover all such alterations and modifications that fall within the scope of the claimed subject matter.

It should be understood that the drawings described herein are not necessarily drawn to scale. However, it is to be understood that the disclosed aspects are merely illustrative and may be embodied in various and alternative forms. Therefore, specific details disclosed herein are not to be interpreted as limiting, but merely as a representative basis for any aspect of the methods, systems, and apparatus described herein and/or as a representative basis for teaching one skilled in the art to variously employ the methods, systems, and apparatus described herein.

It is also to be understood that the methods, systems, and apparatus described herein are not limited to the specific aspects and methods described herein, as specific components and/or conditions may, of course, vary. Further, the terminology used herein is for the purpose of describing particular aspects only and is not intended to be limiting in any way.

It will be understood that, although the terms first, second, third, etc. may be used herein to describe various elements, components, regions, layers and/or sections, these elements, components, regions, layers and/or sections should not be limited by these terms. These terms are only used to distinguish one element, component, region, layer or section from another element, component, region, layer or section. Thus, a "first element," "component," "region," "layer" or "section" described below could be termed a second (or other) element, component, region, layer or section without departing from the teachings herein.

The terminology used herein is for the purpose of describing particular embodiments only and is not intended to be limiting. As used herein, the singular forms "a", "an" and "the" are intended to include the plural forms as well, including "at least one", unless the content clearly indicates otherwise. "or" means "and/or". As used herein, the term "and/or" includes any and all combinations of one or more of the associated listed items. It will be further understood that the terms "comprises" and/or "comprising," when used in this specification, specify the presence of stated features, regions, integers, steps, operations, elements, and/or components, but do not preclude the presence or addition of one or more other features, regions, integers, steps, operations, elements, components, and/or groups thereof. The term "or combinations thereof" refers to combinations comprising at least one of the foregoing elements.

Unless defined otherwise, all terms (including technical and scientific terms) used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this disclosure belongs. It will be further understood that terms, such as those defined in commonly used dictionaries, should be interpreted as having a meaning that is consistent with their meaning in the context of the relevant art and the present disclosure and will not be interpreted in an idealized or overly formal sense unless expressly so defined herein.

Various modifications of the invention in addition to those shown and described herein will become apparent to those skilled in the art from the foregoing description. Such modifications are also intended to fall within the scope of the appended claims.

It is to be understood that all reagents (reactants) are available from sources known in the art unless otherwise indicated.

All patents, publications, and applications mentioned in this specification are indicative of the levels of those skilled in the art to which this invention pertains. These patents, publications, and applications are herein incorporated by reference to the same extent as if each individual patent, publication, or application was specifically and individually indicated to be incorporated by reference.

The above description is illustrative of particular embodiments of the invention and is not meant to be a limitation on the practice thereof.