Vehicle component

Abstract

The present disclosure provides a tire formed from a body having a plurality of plies and a tread surrounding the body. The plies and / or the tread and / or other surfaces of the tire include one or more resonators responsive to interrogation by an externally generated excitation signal. A plurality of resonators formed of an electrically conductive material are disposed (e.g., printed) on the plies and / or the tread and / or other surfaces of the tire. Each resonator of a set of a plurality of resonators may be individually configured to respond to a different frequency of the excitation signal such that the presence of or absence of a response (e.g., measured attenuation of a return wave of the excitation signal) from an individual resonator of the plurality of resonators may be combined. Based on a comparison of the return wave of the excitation signal to a calibration curve) to form a sequence number unique to the tire or other elastomer-containing component being interrogated (e.g., belt, hose, etc.

Description

[0001] This application is a divisional application of the Chinese invention patent application with application number 202280027163.1 (date of entry into the Chinese national phase: October 8, 2023; invention name: vehicle parts).

[0002] CROSS-REFERENCE TO RELATED APPLICATIONS

[0003] This patent application claims priority to U.S. Patent Application No. 17 / 227,249, filed on April 9, 2021, entitled “TUNED RADIO FREQUENCY (RF)RESONANT MATERIALS AND MATERIAL CONFIGURATIONS FOR SENSING IN A VEHICLE,” which is a continuation-in-part of and claims the benefit of priority to U.S. Patent Application No. 16 / 829,355, filed on March 25, 2020, entitled “TIRESCONTAINING RESONATING CARBON-BASED MICROSTRUCTURES,” which claims the benefit of priority to U.S. Provisional Patent Application No. 62 / 824,440, filed on March 27, 2019, entitled “TUNING RESONANT MATERIALS FOR VEHICLE SENSING,” all of which are assigned to the assignee of this patent application. The disclosures of all prior applications are considered part of and incorporated by reference into this patent application. Technical Field

[0004] The present disclosure relates generally to sensors and, more particularly, to split ring resonators that can detect various characteristics of a vehicle tire. Background Art

[0005] Advances in vehicle powertrain types, including hybrid and pure electric systems, create opportunities for further technology integration. This is especially true as modern vehicles transition toward fully autonomous driving and navigation, where technology (rather than trained and capable humans) must routinely monitor vehicle component performance and reliability to ensure continued vehicle occupant safety and comfort. Traditional systems, such as tire pressure monitoring systems (TPMS), may not provide the high fidelity required for high-performance (such as racing) or fully autonomous driving applications. Such applications may present unique challenges, such as rapid vehicle component (such as tire) wear encountered in demanding driving or racing, or the inability to have a human driver present who can check tire performance during vehicle operation. Summary of the invention

[0006] This summary is provided to introduce a series of concepts that are further described below in the detailed description in a simplified form. This summary is not intended to identify key features or essential features of the claimed subject matter, nor is it intended to limit the scope of the claimed subject matter. In addition, the systems, methods, and devices of the present disclosure each have several innovative aspects, no single aspect of which is solely responsible for the desired attributes disclosed herein.

[0007] One innovative aspect of the subject matter described in the present disclosure may include a tire implementation of a body formed by one or more tire plies. In some implementations, each tire ply may include a first split ring resonator (SRR) and a second SRR adjacent to the first SRR. The first SRR may include a plurality of first carbon particles, the plurality of first carbon particles being configured to uniquely attenuate electromagnetic pings based at least in part on the concentration level of the first carbon particles within the first SRR. The second SRR may include a plurality of second carbon particles, the plurality of second carbon particles being configured to uniquely attenuate electromagnetic pings based at least in part on the concentration level of the second carbon particles within the second SRR. The first carbon particles may include first aggregates forming a first porous structure, and the second carbon particles may include second aggregates forming a second porous structure. In some cases, the first porous structure and the second porous structure include mesoscale structuring. In other cases, each of the first SRR and the second SRR includes one or more of a conductive material, a metal, a conductive non-metal, a dielectric material, or a semiconductor material.

[0008] In some implementations, the amount of attenuation of the electromagnetic ping by the first SRR and the second SRR may indicate the degree of wear of the tire ply. In other implementations, the first SRR may be configured to resonate at a first frequency in response to the electromagnetic ping, and the second SRR may be configured to resonate at a second frequency in response to the electromagnetic ping, the first frequency being different from the second frequency. In some cases, the first frequency and the second frequency form a coded sequence number. In some other cases, the resonance amplitude of the first SRR or the second SRR may indicate the degree of wear of the tire ply.

[0009] In some implementations, the first SRR and the second SRR may be printed onto the surface of the tire ply. In some cases, at least one of the first SRR or the second SRR has one of an oval shape, an elliptical shape, a rectangular shape, a square shape, a circular shape, or a curve. In other cases, one or more of the first SRR or the second SRR is a cylindrical SRR. In some other cases, the first SRR and the second SRR may be configured as a pair of concentric rings. The first SRR may be positioned outside the second SRR. In other implementations, the first SRR and the second SRR may be disposed in an inner liner of the tire. In some other implementations, the first SRR and the second SRR may be disposed on the tread side of the tire body. BRIEF DESCRIPTION OF THE DRAWINGS

[0010] The implementation of the subject matter disclosed herein is illustrated by way of example and is not intended to be limited by the figures in the accompanying drawings. Throughout the drawings and the specification, like numbers represent like elements. It should be noted that the relative sizes of the following drawings may not be drawn to scale.

[0011] Figure 1A An in-situ vehicle control system according to some implementations is presented that includes various sensors formed from a carbon-containing composite material tuned to exhibit a desired radio frequency (RF) signal resonance and response when pinged.

[0012] Figure 1B A signal processing system is shown that analyzes a chirp signal that is frequency shifted and / or attenuated by a sensor formed of a carbon-containing tuned RF resonant material, according to some implementations.

[0013] Figure 1C A signal processing system for analyzing a time-varying telemetry signal generated by (or otherwise associated with) self-powered telemetry that is frequency shifted and / or attenuated by a sensor formed from a carbon-containing tuned RF resonant material is shown in accordance with some implementations.

[0014] Figure 2A Depicted is a sensing laminate comprising alternating layers of carbon-containing resin and carbon fibers in contact with each other, according to some implementations.

[0015] Figure 2B1 and Figure 2B2 Two exemplary configurations of frequency shift phenomena as exhibited by a sensing laminate including a carbon-containing tuned RF resonant material are respectively depicted according to some implementations.

[0016] Figure 2B3 is a graph depicting an idealized variation of RF resonance with varying deflection amount according to some implementations.

[0017] Figure 2B4 is a graph depicting the change in RF resonance of 4-layer and 5-layer laminates according to some implementations.

[0018] Figure 2C Depicted is a surface sensor deployment in a vehicle area according to some implementations.

[0019] Figure 2D According to some implementations, Figure 2C The surface sensor deployment shown incorporates various current generating systems.

[0020] Figure 2E A table showing various values ​​related to energy harvesting for a vehicle according to some implementations.

[0021] Figure 2F A table illustrating various characteristics related to energy harvesting for a vehicle according to some implementations.

[0022] Figure 2G Shown is a list of common materials used in the triboelectric series organized according to polarity and / or degree of polarization according to some implementations.

[0023] Figure 2H A feature classification system for processing signals received from a sensor formed of a tuned carbon-containing RF resonant material is shown in accordance with some implementations.

[0024] 3A depicts a prior art pressure-based, battery-powered tire condition sensor, such as a sensor that may be part of (or otherwise associated with) a tire pressure monitoring system (TPMS), according to some implementations.

[0025] Figure 3B Operation of a vehicle tire equipped with a sensor embedded in a tire ply having a tuned carbon-containing RF resonant material is depicted in accordance with some implementations.

[0026] Figure 3C Depicted are a series of tire condition parameters sensed from changes in RF resonance of various layers of carbon-containing tuned RF resonant material, according to some implementations.

[0027] Figure 3D Depicted are manufacturing techniques for tuning multiple plies of a tire by selecting carbon-containing tuned RF resonance materials from separate and independent reactors for incorporation into the body of a single tire component, according to some implementations.

[0028] Figure 3E A first set of exemplary condition characteristics emitted from a tire formed from a tuned carbon-containing RF resonant material layer are depicted according to some implementations.

[0029] Figure 3F1 A second set of exemplary condition characteristics emitted from a new tire formed from a layer of carbon-containing tuned RF resonant material is depicted according to some implementations.

[0030] Figure 3F2 A third set of exemplary condition characteristics emitted from a tire after some carbon-containing tuned RF resonant material wears out according to some implementations.

[0031] Figure 3F3 A graph depicting measured resonant signature signal strength in decibels (dB) versus tire tread layer loss height in millimeters (mm) according to some implementations.

[0032] Figure 3G1 and Figure 3G2 A schematic diagram depicting an exemplary conventional carbon material production chain according to some implementations.

[0033] Figure 4A A schematic diagram showing the flow of charge carriers (within a semiconducting material) between hot and cold regions to create a voltage difference to allow a thermoelectric generator (TEG) to operate in low or no light conditions is shown, according to some implementations.

[0034] Figure 4B Carbon-based materials tuned for electrical conductivity and / or doped to generate power from waste heat are shown incorporated into plies or treads within the body of a tire according to some implementations.

[0035] Figure 4C A graph comparing output power to the magnitude of heat flux (Δ° C.) associated with thermoelectric generating functionality integrated into a tire is shown, according to some implementations.

[0036] Figure 5A Layered positive-negative (PN) junction semiconductor materials incorporated into engine components for electrical power harvesting are shown according to some implementations.

[0037] Figure 5B is a graph of conventional materials incorporated into the rubber of a vehicle tire, comparing normalized capacitance (C / C0) against rubber thickness (mm), according to some implementations.

[0038] Fig. 6A A schematic diagram is shown illustrating a complete tire diagnostic system and apparatus for tire wear sensing via impedance-based spectroscopy, according to some implementations.

[0039] Figure 6B Tire information is shown being transmitted via telemetry to a navigation system and an apparatus for manufacturing printed carbon-based materials, according to some implementations.

[0040] Figure 6C is a presentation of information related to sensing of tire conditions according to some implementations.

[0041] Fig.6D Schematic diagrams are shown relating to digital encoding of a vehicle tire based on a resonance serial number by printing codes on a tire tread layer and / or a tire body ply, respectively, according to some implementations.

[0042] Figure 7 A schematic diagram is shown depicting various layers of a tire belt ply configured to generate electrical power or current through piezoelectric capabilities according to some implementations.

[0043] Figure 8A schematic cross-sectional view of a vehicle chassis, engine, and drive train is shown to illustrate powertrain losses (not available for forward propulsion power) associated with a conventional vehicle according to some implementations.

[0044] Fig. 9 A schematic cross-sectional view of a vehicle equipped with a piezoelectric and / or thermoelectric current and / or power generator is shown according to some implementations.

[0045] Fig.10 Various perspective schematic diagrams showing advanced concept tires and various energy (current) delivery challenges according to some implementations.

[0046] Fig.11 is a schematic side view of a vehicle tire incorporating graphene-filled rubber and contacting the ground or hard surface according to some implementations.

[0047] FIG. 12A to FIG. 12C Schematic diagram showing charge generation on a rolling wheel (equipped with a single electrode and a copper-laminated polydimethylsiloxane (PDMS) patch, according to some implementations).

[0048] Fig.12D Exemplary rotor and stator configurations of a tricycle electric power generator or motor are shown according to some implementations.

[0049] Fig.13A Schematic diagrams related to various alternative friction power generators and configurations of a compressible hexagonal structured triboelectric energy nanogenerator (CH-TENG) array secured within a rubber pneumatic tire incorporated into a vehicle tire according to some implementations are shown.

[0050] Fig. 13B Various types of triboelectric energy generator configurations are shown that are intended to be incorporated into vehicle tires in accordance with some implementations.

[0051] Fig.14A is a schematic side view of a substrate incorporating a substrate electrode according to some implementations.

[0052] Fig. 14B is a schematic diagram of a polyimide-based strain gauge for monitoring tire pressure, according to some implementations.

[0053] Fig. 14C is a schematic cross-sectional view of a Hall sensor configured to detect vehicle tire tread deformation and incorporating gallium arsenide (GaAs) on ceramic, according to some implementations.

[0054] FIG. 14D to FIG. 14G Various schematic diagrams are shown relating to a non-contact ultrasonic resistor-capacitor parallel circuit on a steel belt integrated within a tire body according to some implementations.

[0055] Figures 15 to 17 Depicted are structured carbon grown on other materials, various carbon nanoparticles, various carbon-based aggregates, and various three-dimensional carbon-containing assemblies according to some implementations.

[0056] Fig.18 According to some implementations, Figures 15 to 17 Raman shift plot of one or more of the structured carbons, etc. shown.

[0057] Fig.19 A perspective view schematic diagram illustrates an exemplary lattice arrangement of constituent elements (such as rubber) and embedded elements within or between elements in a tire tread layer and / or ply according to some implementations.

[0058] Fig. 20 It means that when incorporated into the body plies and / or tread layers of a vehicle tire and in operation Fig.21 An exemplary Raman intensity heat map or plot of signal attenuation associated with a resonant circuit is shown.

[0059] Fig.21 is a schematic diagram illustrating an exemplary configuration of self-assembled carbon-based particles according to some implementations.

[0060] FIG. 22A to FIG. 22Y Depicted are structured carbon grown on other materials, various carbon nanoparticles, various carbon-based aggregates, and various three-dimensional carbon-containing assemblies according to some implementations.

[0061] Fig.23 Presented to illustrate the resonance mechanisms that contribute to the overall phenomenon caused by different proximately present resonant circuit types according to some implementations.

[0062] Fig.24 The use of a split-ring resonant structure configured to resonate in a manner corresponding to an encoded sequence number is shown in accordance with some implementations.

[0063] Fig.25 is a top view of two layers, according to some implementations, where each layer houses a split ring resonator. DETAILED DESCRIPTION

[0064] Various implementations of the subject matter disclosed herein are generally directed to deploying durable sensors including carbon-based microstructures in vehicle components, such as within plies of conventional, currently commercially available pneumatic (referring to air, nitrogen or other gas filled) tires, as well as the body of next generation airless solid tires. There are also configurations where such sensors having carbon-based microstructures may be incorporated (as an alternative to tire ply implementations, or in addition) within portions of the tire tread, which refers to the rubber on the tire circumference that contacts the road or ground. As the tire is used, the tread is worn, thereby limiting its effectiveness in providing traction, and also causing at least some carbon-containing sensors to degrade and wear, such that the absence of the sensor may be detected by appropriately equipped components.

[0065] The carbon-based or carbon-containing microstructured materials mentioned (which can be used in any of the two previously discussed scenarios, including: (1) within a tire ply; and / or (2) within a tire tread) can be tuned during in-flight synthesis (such as within a chemical reactor or reaction vessel) to achieve specific expected radio frequency (RF) signal shifting (referred to as frequency shifting) and signal attenuation (referred to as signal magnitude reduction) behaviors relative to an RF signal, such as transmitted by a transceiver installed in one or a wheel well of a vehicle equipped with the disclosed system and / or by an inductor-capacitor (LC) circuit (also referred to (interchangeably) as a reservoir circuit, LC circuit, or resonator).

[0066] The disclosed configurations operate independently of moving parts, such as those typically required for conventional tire pressure monitoring systems (TPMS), and are therefore less susceptible to wear due to conventional road use, and can be configured to communicate or otherwise electrically cooperate with pre-existing electronic components, such as those implemented in an automobile for detecting and communicating tire-related wear. The target RF resonant frequency values ​​of the disclosed composites made from the carbon microstructures can be further tuned by controlling the mechanism responsible for carbon-on-carbon synthesis (also known as "growth") within a reaction chamber or reactor. The disclosed carbon microstructures and other materials can exhibit interactions to produce target performance characteristics and behaviors suitable for similar or different end-use application areas, such as a knobby, low-pressure off-road tire versus a treadless, track-only dry tire.

[0067] Overview

[0068] introduction

[0069] Advances in materials science and engineering have enabled the fine-tuning of carbon-based microstructured materials (including in molecular structure) to resonate, exhibit frequency-shifting behavior, and / or attenuation (in physics and wireless telecommunications, the gradual loss of flux intensity through a medium causing a signal to vanish) at a specified radio frequency (RF) (such as from 0.01 GHz to 100 GHz), which can be further refined to suit the needs of various end-use applications. Carbon-based microstructures can be self-assembled or "grown" from carbon-containing gaseous materials in a reactor to produce gorgeous three-dimensional hierarchical carbon-based structures that can be embedded as sensors in one or more plies and / or tread of the body of a vehicle tire, or some other intended vehicle-related surface, component and / or portion, etc.

[0070] Changes in the environment surrounding a vehicle equipped with the disclosed materials and systems can affect the resonance, frequency shift, and / or signal attenuation behavior of the carbon-based structure, such that even the slightest anomaly in vehicle tire performance, life, the potential for degradation at high wear areas, etc. can be detected and communicated to the driver, passenger, or more generally, vehicle occupants in real time (meaning as such changes occur) for fully autonomous (unmanned) vehicles. That is, the carbon-containing microstructures embedded within one or more plies and / or treads of the tire at a particular concentration level can attenuate the signal to such an extent that the presence of the ply or tread, layer, can be accurately and repeatedly determined. If a tread (and / or a layer within the tread) exposed to contact with a road surface (such as hard pavement) eventually wears out due to repeated contact with the hard pavement (as experienced during driving), the response of the tread layer to the transmitted signal (as exhibited by attenuation or lack of the transmitted signal) can indicate the presence or absence of the tread layer, as well as the degree of wear. Sudden or gradual changes in weather or other environmental conditions may cause changes in the physical properties of the disclosed tuned carbon-based microstructures, which may be detected by observing variations in frequency shifts and / or attenuation behavior.

[0071] Changes in the RF range resonant frequency of materials (such as those on the surface of or embedded in one or more tread layers) can be detected by stimulating the RF resonant material with a patterned resonant circuit (referred to herein as a "resonator" which can be 3D printed onto the tire body ply) in response to a signal stimulus from a transceiver (potentially mounted in one or more wheel wells) that further transmits a signal (which has a known frequency) and then observing the frequency shift of the transmitted signal caused by the carbon-containing microstructures, or observing the degree of signal attenuation (also caused by the carbon-containing microstructures). The characteristics of the signal can be observed and analyzed electronically to assess the current environmental conditions, as well as changes in weather conditions, such as heavy rain turning to sleet (which makes the road surface slippery and extremely dangerous). In addition, implementations outside of the vehicle tire plies are contemplated. For example, because air pressure changes as it flows over vehicle body parts (such as splitters, canards, bumpers, side skirts, rear wings, spoilers, etc.) while the vehicle is moving, including ground effects, the air pressure may cause at least some portions of the vehicle body to deform (or reposition) slightly, which may in turn cause corresponding changes in the RF resonance of the formative carbon-based material used to form the airfoil. Such changes in one (or more) RF resonance frequencies may be observed and compared to known and discrete calibration points in order to determine the air pressure measured at one or more defined detection points on the vehicle body at a given moment with very high fidelity and accuracy (which would otherwise be unachievable through conventional techniques).

[0072] Materials (including composites composed of multiple constituent substances or materials) can be tuned to suit the specific operating needs of tires (on-road and off-road variants) implemented in vehicles. During vehicle operation, its tires often experience extreme conditions in terms of physical stress, strain and deformation, as well as vibration. The tire can be constructed to include a body having one or more inner layers (referred to as one or more "plies" that are surrounded by a tread that protrudes from the body), the tire plies and tread (including one or more tread layers within each tread) both formed of materials that can be tuned to a specific RF resonant frequency. Regular use of the tire (such as encountered during highway driving for most road tires, or off-road tires off-road (such as in mountainous or other uneven terrain)) can cause portions of the tire to deform slightly, which can cause the RF resonant frequency of any given material used to form the tire to change (such as when the material is detected by "pinging" it with an RF signal). Such changes in the resonant frequency associated with any one or more of the presently disclosed carbon-based microstructure materials can be detected (as exhibited by frequency shifts and / or attenuation of the transmitted signal) and then compared to known calibration points to determine conditions inside the tire (such as increased wear in certain areas) as well as environmental conditions (external to the tire) that potentially affect the tire.

[0073] Functional

[0074] With respect to overall system operational functionality, disclosed herein are methods, apparatus, and materials for an overall system for sensing changes in vehicle components. As outlined above, items are shown for constructing such a vehicle sensing system capable of both: (1) sensing changes (due to, for example, environmental exposure or overuse) and (2) reporting, using, for example, surface-implanted carbon-based microstructure material sensors (as used anywhere on the vehicle body) and / or embedded sensors (e.g., as used in tires).

[0075] A theoretical basis is then presented on how to detect even very small amounts of deflection (such as due to air pressure on the vehicle skin, or due to any external force applied in / on the tire) by making a 'ping' (referring to the transmission of an RF signal and later observation and analysis) in order to then process the "signature" of a given tire ply and / or tread layer (or other so equipped surface or area) as exhibited by, for example, frequency domain echoes. Various mechanisms are discussed for calibrating the observed signal signature (in a test setup) and processing the returned signature (in an operational setup).

[0076] Methods (and related apparatus) for manufacturing a tire having a passive embedded sensor in the form of a tuned carbon structure interacting with an elastomer are also presented. The nature of the signature returned when the embedded tire sensor is pinged is discussed, as is the mechanism for manufacturing a tire from a plurality of plies, each of the plurality of plies employing a different tuned carbon having a different tuned microstructure. These carbon-based microstructures may be micron-sized, or alternatively, any one or more of nano-, micron-, and even meso-sized particle sizes up to the millimeter (mm) level.

[0077] Further observations that can be exploited in tire (and potentially other areas) sensing are also explored, including: (1) Self-powered features from resonances in the GHz and MHz ranges, which may be made possible, for example, by tribological power generators that generate current as a vehicle tire rotates and repeatedly rubs and / or contacts a hard surface or ground. Such tribological components may be integrated or otherwise incorporated into multiple steel belts between elastomeric layers in one or more vehicle tire plies.

[0078] It is noteworthy that tribological (referring to the study and application of the principles of friction, lubrication, and wear associated with the generation of energy to form usable electrical current or power) effects can be exploited by, for example, patterning conductive paths (which can be at least partially carbon-based) that accommodate the movement of electric charge. Doing so results in the formation of a charge generator (as provided by the triboelectric components discussed), which then directs the charge into a suitably equipped resonator (also referred to as a resonant circuit, etc.) that has a tunable natural frequency when discharged. As used herein, this natural frequency is in the MHz (or lower) range. Thus, the resonator can be charged (and / or powered) by the triboelectric generator to cause the resonator to resonate (and thus emit an RF signal) and discharge. The resonator can be configured to accommodate repeated charge and discharge cycles, and can be in any one or more of a variety of shapes and / or patterns (including ovoids) that have inherent resonance values ​​or properties (based on its forming materials and / or construction).

[0079] A change in the shape or orientation of a resonator can result in a corresponding change in any associated resonance constant. Thus, any change in the physical properties of the tire due to deformation (such as under static conditions like internal tire pressure, or under dynamic conditions such as those encountered when running on Bosch points) can change the shape or orientation of the resonator. Different patterns can be used to respond more sensitively to one type of deformation than another (such as referring to lateral deformation encountered when moving around a curve compared to vertical movement encountered when running on gravel or rough surfaces).

[0080] Individual components in equipped vehicles may exhibit one or more unique "signatures" defined by carbon-containing microstructure materials, where such signatures are generated by exposure to RF signals in the KHz (or lower) range. The disclosed configuration includes situations where dynamic operating characteristics can be sensed using embedded sensors (such as in the tire body plies and / or tread layers). However, placing the above-mentioned triboelectric charge generator in the tire plies near the tread allows the oscillations of the tire as it rotates to be observed digitally. Such oscillations are in the low Hertz range and can be used for dynamic sensing, like revolutions per minute (RPM), as well as relatively more static tests, such as sending an indication of tread wear.

[0081] The disclosed carbon-based microstructured materials can support wear indication in two ways: (1) externally sourced 'ping' signal emission and / or transmission for frequency shift and / or signal attenuation detection capabilities, such as those provided by a digital signal processing DSP computer chip and / or transducer placed within the wheel well or even within the rim of the wheel; and (2) self-powered self-ping capability within the tire facilitated by a tribological power generator embedded, for example, within the tire plies to provide charge and / or electrical power to the resonator. Option (1) as indicated above can use an external transceiver (semiconductor chip) for both stimulation and response; while option (2) can utilize a tuned in-tire resonant circuit that constantly resonates in a manner that can be picked up by an external receiver (again such as a semiconductor chip, but not necessarily requiring separately supplied transmission power).

[0082] A properly equipped and / or prepared receiver, transceiver, etc. can distinguish between many different characteristics to very precisely and accurately identify (pinpoint) a specific type of wear observed at a specific area, such as deterioration of the inward facing sidewall of the right front tire due to aggressive cornering on a track characterized by elevation changes, etc.).

[0083] Definitions and use of figures

[0084] For ease of reference, some terms used in this specification are defined below. The terms and their corresponding definitions presented are not strictly limited to these definitions—the terms may be further defined by the use of the terms in this disclosure. The term "exemplary" is used herein to mean used as an example, instance, or illustration, and is not necessarily used as an expected model representing the best of its kind. Therefore, any aspect or design described herein as "exemplary" is not necessarily interpreted as being preferred or superior to other aspects or designs. On the contrary, the use of the word exemplary is intended to present concepts in a specific way. As used in this application and the appended claims, the term "or" is intended to mean an inclusive "or" rather than an exclusive "or". Unless otherwise specified, or as is clear from the context, "X employs A or B" is intended to mean any natural inclusive arrangement. That is, if X employs A, X employs B, or X employs both A and B, "X employs A or B" is satisfied in any of the above cases. As used herein, at least one of A or B means at least one of A, or at least one of B, or at least one of A and B. In other words, the phrase is disjunctive, meaning lack of connection or expressing a choice between two mutually exclusive possibilities, such as the "or" in "She asked him whether to stay or go." The articles "a" and "an" as used in this application and the appended claims should generally be construed to mean "one or more" unless otherwise specified or clear from context to be directed to the singular form.

[0085] Various implementations are described herein with reference to the accompanying drawings. It should be noted that the drawings are not necessarily drawn to scale, and that elements of similar structure or function are sometimes represented by similar reference characters throughout the drawings. It should also be noted that the drawings are intended only to facilitate the description of the disclosed implementations—they do not represent an exhaustive treatment of all possible implementations, and they are not intended to impose any limitations on the scope of the claims. In addition, the illustrated implementations do not necessarily depict all aspects of use or advantages in any particular environment. The disclosed implementations are not intended to limit the claims.

[0086] System Structure

[0087] Figure 1A A block diagram of a vehicle condition detection system 1A00 (intended to be equipped on a vehicle) is shown. The vehicle condition detection system 1A00 may include sensors, such as a tuned RF resonant component 108 composed of a variety of carbon-based microstructure materials, aggregates, agglomerates, etc. (such as those disclosed in U.S. patent application serial number 16 / 785,020, entitled "3D Self-Assembled Multi-Modal Carbon-Based Particle" filed by Stowell et al. on February 7, 2020) (collectively referred to as "carbon-based microstructures" herein). The tuned RF resonant component 108 may be incorporated into any one or more of the wing sensors 104, glass sensors 1051, tire sensors 106, and transceiver antennas 102 on a vehicle, such as a conventional driver-driven car or a fully autonomous transport pod or vehicle capable of operating without a human driver to move vehicle occupants.

[0088] The tuned RF resonant components 108 may be configured to communicate electronically and / or wirelessly, such as by measuring signal frequency shift or attenuation, with one or more of the transceiver 114, the vehicle central processing unit 116, the vehicle sensor data receiving unit 118, the vehicle actuator control unit 120, and the actuators 122, including the doors, windows, locks 125, engine controls 126, navigation / head-up display 128, suspension controls 129, and wing trim 130. The various tuned RF resonant components 108 may utilize the transceiver 114 to cause a shift (referred to as a "frequency shift," implying any change in frequency) in the observed frequency of the transmitted RF signal by transmitting a "chirp" signal 110 and / or a "return" chirp signal 112. Reference to a "returned" chirp signal of the chirp signal 1100 may refer to the electronic observation or detection of a frequency shift or attenuation of the transmitted chirp signal 110 relative to one or more of the tuned RF resonant components 108 integrated into any one or more of the one or more airfoil sensors 104, etc. (rather than an actual reflection or return of the signal from the sensor). The chirp signal 110 and the return chirp signal 112 may be communicated to (and therefore also accessed by) any one or more of the vehicle central processing unit 116, the vehicle sensor data receiving unit 118, the vehicle actuator control unit 120, and / or the actuator 122. The vehicle condition detection system 1A00 may be implemented using any suitable combination of software and hardware.

[0089] Any one or more of the various sensors depicted of the vehicle condition detection system 1A00 may be formed of a carbon-based microstructure that is tuned to achieve specific RF resonant behavior when "pinged" (referring to impact or otherwise contact) by a transmitted RF signal. The vehicle condition detection system 1A00 (or any aspect thereof) may be configured to be implemented in any conceivable vehicle use application, field, or environment, such as during adverse weather conditions including sleet, hail, snow, ice, frost, mud, sand, debris, uneven terrain, water, etc.

[0090] The tuned RF resonant component 108 may be disposed around and / or on the vehicle (such as within the vehicle's cabin, engine compartment, or trunk, or on the vehicle's body). Figure 1AAs shown, the tuned RF resonant component may include an airfoil sensor 104, a glass sensor 105, a tire sensor 106, and a transceiver antenna 102, any one or more of which may be implemented in a modern vehicle during production, or (alternatively) retrofitted to a pre-existing vehicle, regardless of its age and / or condition. The tuned RF resonant component 108 may be formed in part using readily available materials such as fiberglass (e.g., for airfoils) or rubber (e.g., for tires) or glass (e.g., for windshields). These conventional materials may be combined with carbon-based materials, growths, agglomerates, aggregates, sheets, particles, etc. (such as those that self-nucleate in flight from carbon-containing gaseous matter in a reaction chamber or reactor) and are formulated to: (1) improve the mechanical (such as tensile, compressive, shear, strain, deformation, etc.) strength of the composite material into which they are incorporated; and / or (2) resonate at a specific frequency or set of specific frequencies (in the range of 10 GHz to 100 GHz). The variables governing the RF resonant characteristics and behavior of a material can be controlled independently of the variables responsible for controlling the material's strength.

[0091] Radio frequency (RF) based stimulation (such as that transmitted by transceiver 114 or transmitted by a resonator) may be used to transmit RF signals to tuned RF resonant component 108, actuator 122 (e.g., such as a sensor implemented in or on tuned RF resonant component 108) to detect their respective resonant frequencies or frequencies, as well as frequency shifts of the transmitted signals and patterns observed in the attenuation of the transmitted signals (which may be affected by internal or external conditions). For example, if a tuned RF resonant component (such as tire sensor 106) has been specially prepared (referred to as "tuned") to resonate at a frequency of approximately 3 GHz, tire sensor 106 may transmit sympathetic resonance or sympathetic vibration (referring to the harmonic phenomenon in which a previously passive string or vibrating body responds to external vibrations having harmonic similarities thereto) when stimulated by a 3 GHz RF signal.

[0092] These sympathetic vibrations may occur at the excited frequency and in overtones or side lobes originating from the fundamental 3 GHz tone. If the tuned resonant component (of the tuned RF resonant component 108) has been tuned to resonate at 2 GHz, then when the tuned resonant component is stimulated by a 2 GHz RF signal, the tuned resonant component will emit the sympathetic vibrations described so far. These sympathetic vibrations will occur at the excited frequency and in overtones or side lobes (in engineering, referring to the local maximum of the far-field radiation pattern of an antenna or other radiating source that is not the main lobe) originating from the fundamental 2 GHz tone. Many additional tuned resonant components may be located near the RF transmitter. The RF transmitter may be controlled to first transmit a 2 GHz ping, then a 3 GHz ping, then a 4 GHz ping, and so on. This series of pings at different and increasing frequencies is called a "chirp".

[0093] Tire body (such as Figure 3F1 to Figure 3F2 Adjacent tire plies (such as tire plies that are in contact with each other) within a tire body (generally shown) may have different concentration levels or configurations of carbon-based microstructures to define sensors incorporated into the (referred to as the respective) tire body plies and / or tread layers to resonate at different distinct frequencies that are not harmonic with each other. That is, the non-harmonic plies can ensure clear and easily identifiable detection of a particular tire body ply and / or tread layer (or other surface or material) relative to others with minimal risk of confusion due to signal interference caused by (or otherwise associated with) harmonics.

[0094] The transceiver 114 (and / or resonator, in Figure 1A ) may be configured to transmit a chirp signal 110 to any one or more of the tuned RF resonant components 108 to digitally identify a chirp signal 111 from any one or more of the tuned RF resonant components 108 (in Figure 1A 112). Such "return" signal 108 may be processed into digital information that may be communicated electronically to a vehicle central processing unit 116 that interacts with a vehicle sensor data receiving unit 118 and / or a vehicle actuator control unit 120 that transmits other vehicle performance related signals based on the received sensor data. The return signal 1120 may at least partially control an actuator 122. That is, the vehicle actuator control unit 120 may control the actuator 122 to operate doors, windows, locks 124, engine controls 126, navigation / heads-up display 128, suspension controls 129, and / or wing trim 130 based on feedback received from the vehicle sensor data receiving unit 118 regarding wear or degradation of vehicle components as indicated by a tuned RF component that communicates with the transceiver 114.

[0095] Detecting road debris and adverse weather conditions based on monitoring the behavior of the chirp signal 111 (such as frequency shift and / or attenuation) can, for example, cause the actuator 122 to trigger corresponding changes in the suspension control 129. Such changes can, for example, include softening the suspension settings to accommodate driving over road debris, while later tightening the suspension settings to accommodate enhanced vehicle responsiveness that may be required, such as during heavy rain (and therefore low traction) conditions. There are many variations of such control by the vehicle actuator control unit 120, where the transceiver can detect any conceivable condition outside the vehicle (as exhibited by frequency shift and / or attenuation of the chirp signal 110 and / or the return signal 112).

[0096] Any of the tuned RF resonant components 108 forming the described sensors may be tuned to resonate when excited at specific frequencies, wherein defined shifts in one or more frequencies (e.g., caused by the carbon-based microstructures) may form one or more signal signatures indicative of the material or material condition into which the sensor is incorporated.

[0097] The time difference or deviation (TDEV) of the frequency shift of the return signal 112 (referring to the temporal stability of the phase x of the measured clock source relative to the observation interval τ; therefore, the time deviation forms a standard deviation measurement type indicating the temporal instability of the signal source) (such as the TDEV shown in the signal signature) may correspond to time-varying changes in the sensor's environment and / or time-varying changes in the sensor itself. Therefore, a signal processing system (such as any one or more of the vehicle central processing unit 116, the vehicle sensor data receiving unit 118, and / or the vehicle actuator control unit 120, etc.) can be configured to analyze the signals associated with the sensor (such as the chirp signal 110 and the return signal 112) according to the TDEV principle. The results of such analysis (such as the signature analysis) can be delivered to the vehicle central processing unit 116, which (in turn) can communicate commands to the vehicle actuator control unit 120 for appropriate response actions. In some configurations, such responsive action of actuator 122 may involve at least some human driver input, while in other configurations, the vehicle condition detection system 1A00 may operate in a completely self-contained manner, thereby allowing a vehicle so equipped to resolve component performance issues when they arise in a fully unmanned setting.

[0098] Figure 1B A block diagram of a signal processing system 1B00 is shown, which may include a surface sensor 160 and an embedded sensor 170, any one or more of which may electronically communicate with each other regarding environmental changes 150 of a vehicle so equipped (referring to a vehicle equipped with the surface sensor 160 and the embedded sensor 170). The signal processing system 1B00 may also include a transceiver 114, a feature analysis module 154, and a vehicle central processing unit 116, any one or more of which may electronically communicate with each other.

[0099] The signal processing system 1B00 is used to analyze signal characteristics (defined by digitally observing frequency shifts and / or attenuation of any one or more of the chirp signal 111 and / or the chirp signal 110, as indicated in the corresponding "return" signal 112) once the sensor formed by the carbon-based microstructure has been stimulated. As a result of the stimulation, the chirp signal sensor resonating at one of the chirp / ping frequencies "responds" by resonating at or near its corresponding tuned frequency, shifting the transmitted frequency, and / or attenuating the amplitude of the transmitted signal. When environmental changes occur while the chirp / ping is being transmitted (such as environmental changes that cause wear of the tire body plies and / or tread layers), the "return" signal can be monitored for modulation changes above or below the tuned frequency. Thus, the transceiver 114 can be configured to receive the "return" signal 112, etc., which is representative of the surface on which they are pinging or against which they are pinging.

[0100] The aforementioned chirp / ping signal may be transmitted by transceiver 114 (such as by non-audible RF signals, pulses, vibrations, and / or similar transmissions). In addition, the "return" signal may be received by the same (or different) transceiver 114. As shown, the chirp signal may appear as a repeating sequence of chirps (such as chirp signal 110). For example, the chirp signal sequence may be formed by a pattern including a 1 GHz ping, followed by a 2 GHz ping, followed by a 3 GHz ping, and so on. The entire chirp signal sequence may be repeated continuously in its entirety. There may be a brief period between each ping so that a return signal (return signal 112) from the resonant material may be received immediately after the ping ends. Alternatively or in addition, the signal corresponding to the ping stimulus and the observed "response" signal may occur concurrently and / or along the same overall path or route. The feature analysis module may employ digital signal processing techniques to distinguish the observed "response" signal from the ping signal. In the case where the return response includes energy across many different frequencies (such as overtones, side lobes, etc.), a notch filter may be used to filter the stimulus. The return signal received by the transceiver may be sent to the feature analysis module 154, which in turn may send the processed signal to the vehicle central processing unit 116. Figure 1B Discussion of includes discussion of sensors formed from carbon-containing tuned resonant materials and may also refer to sensing laminates.

[0101] Figure 1C A block diagram of a signal processing system 1C00 is shown, which is substantially similar to Figure 1BThe signal processing system 1B00 shown is shown, and therefore redundant descriptions of similar features are omitted. The surface sensor 160 and / or the embedded sensor 170 can indicate an environmental change 150, such as an environmental change indicating precipitation like rain, snow, hail, sleet, etc. Unlike the surface sensor 160, the embedded sensor 170 (which can be embedded in a material such as a tire ply) can employ and / or be powered by self-powered telemetry, which includes a tribological energy generator ( Figure 1C ). Thus, the tribological energy generator can generate available current and / or power by harvesting static charge accumulated between, for example, a rotating tire or wheel and the hard road surface in contact with it to power a resonant circuit (described in further detail herein), which can then resonate to transmit an RF signal at a known frequency. Thus, an externally mounted transceiver unit (such as a transceiver unit installed in each wheel well of the vehicle) can transmit an RF signal, which is further propagated by the resonant circuit that is tribologically powered in this configuration and embedded in the tire body ply. The frequency shift and / or magnitude attenuation of the transmitted signal is likewise received and analyzed, for example, by the feature analysis module 154 and / or the vehicle central processing unit 166.

[0102] Self-powered telemetry (referring to the collection of measurements or other data at a remote or inaccessible point and its automatic transmission to a receiving device for monitoring) can be incorporated into vehicle tires. Self-powered telemetry as referred to herein includes: using triboelectric charge generation inside the tire, storage of said charge, and later discharge of the stored charge to or through a resonant circuit to exploit the "ringing" (referring to the oscillation of the resonant circuit responsible for further transmission of the RF signal) that occurs during the discharge of a resonant circuit (referring to a circuit composed of an inductor represented by the letter L and a capacitor represented by the letter C connected together, the circuit being used to generate an RF signal at one or more specific frequencies).

[0103] Ping stimulation may generally be provided in one of two possible configurations of the presently disclosed vehicle component wear detection system, including:

[0104] • rely on a signal or 'ping' generated by a stimulus source (such as a conventional transceiver) external to the tyre (or other vehicle component intended for monitoring with respect to ongoing use wear), such as incorporated into each wheel well of a vehicle so equipped; or

[0105] • Use of in-tire (referring to sensors similar to those with carbon-based microstructures, also embedded in the tire plies) tribological energy generators that can harvest energy from the otherwise wasted friction energy between the rotating wheel and / or tire and the ground or hard surface in contact therewith. Tribology, as commonly understood and referred to herein, implies the scientific and engineering study of interacting surfaces in relative motion. Such tribological energy generators can provide electrical power to a resonant device in the tire that in turn self-transmits telemetry of tire properties.

[0106] Either of the two "ping" stimulus generators or providers discussed above may have a complex resonant frequency (CRf) component ranging from approximately 10 GHz to 99 GHz (due to the resonant frequency of the small size of structures such as graphene flakes, for example) and lower frequency resonances in the Khz range due to the relatively much larger size of the discussed tire internal resonances. In general, the CRf may be equivalent to a function of the elastomeric component natural resonant frequency, the carbon component natural resonant frequency, the ratio / integration of the constituent components, and the geometry of the resonant device within the tire.

[0107] Figure 2A A sensing laminate 2A00 is shown consisting of a plurality of layers arranged one above the other (which may represent a sensing layer with respect to Figures 1A to 1C 2042, carbon fiber 2022, carbon-containing resin 2041, and carbon fiber 2021. The term "resin" (in polymer chemistry and materials science) generally refers to a solid or highly viscous substance of plant or synthetic origin that is generally convertible to a polymer (a macromolecule or high molecule composed of many repeating subunits). Synthetic resins are industrially produced resins, typically viscous substances that are converted to rigid polymers through a curing process. In order to cure, the resin typically contains reactive end groups, such as acrylates or epoxides. Moreover, the term "carbon fiber" is a fiber having a diameter of about 5-10 microns (µm) and consisting primarily of carbon atoms. Carbon fibers have several advantages, including high stiffness, high tensile strength, low weight, high chemical resistance, high temperature resistance, and low thermal expansion.

[0108] Any one or more of the carbon-containing resin 2042, carbon fibers 2022, carbon-containing resin 2041, and carbon fibers 2021 may be tuned to exhibit or exhibit one or more specific resonant frequencies when pinged by an RF signal by incorporating any one or more of the above-mentioned carbon-containing microstructures at specific concentration levels. The sensing laminate may include any configuration, orientation, order, or layering of any one or more of the carbon-containing resin 2042, carbon fibers 2022, carbon-containing resin 2041, and carbon fibers 2021 and / or fewer or more layers comprising similar or different materials. Additional resin layers may be interstitially layered between additional carbon fiber layers.

[0109] Each carbon-containing resin layer can be formulated differently to resonate at a different intended or desired tuning frequency. The physical phenomenon of material resonance can be described relative to the corresponding molecular composition. For example, a layer having a first defined structure (such as a first molecular structure) will resonate at a first frequency, while a layer having a second, different molecular structure may resonate at a second, different frequency.

[0110] A material having a particular molecular structure and contained in a layer will resonate at a first tuned frequency when the layer is in a low energy state, and will resonate at a second, different frequency when the material in the layer is in an induced higher energy state. For example, a material in a layer exhibiting a particular molecular structure may be tuned to resonate at 3 GHz when the layer is in a natural, undeformed, low energy state. In contrast, the same layer may resonate at 2.95 GHz when the layer is at least partially deformed from its natural, undeformed, low energy state. Thus, this phenomenon may be adapted to the need to detect, with high fidelity and accuracy, even the slightest anomaly of a tire surface that is in contact with a road surface (such as a hard pavement) and experiences enhanced wear at a particular localized contact area. Racing cars that race on demanding tracks (referring to highly technical, windy tracks characterized by sharp turns and rapid elevation changes) may benefit from such localized tire wear or degradation information to make informed tire replacement decisions, even under time-sensitive race day conditions.

[0111] The frequency shift phenomenon mentioned above (such as the change from resonating at 3 GHz to resonating at 2.95 GHz) refers to Figure 2B1 to Figure 2B2 Show and discuss. Figure 2B2 Depicting the frequency shift phenomenon as exhibited in a sensing laminate including a carbon-containing tuned resonant material.

[0112] As generally understood, for a given element, atoms emit electromagnetic radiation at natural frequencies. That is, atoms of a particular element have natural frequencies corresponding to atomic properties. For example, when a cesium atom is stimulated, valence electrons transition from a lower energy state (such as a ground state) to a higher energy state (such as an excited energy state). When an electron returns to its lower energy state, it emits electromagnetic radiation in the form of photons. For cesium, the emitted photons are within the microwave frequency range; at 9.192631770 THz. Structures larger than atoms, such as molecules formed by multiple atoms, also resonate at predictable frequencies (such as by emitting electromagnetic radiation). For example, a large amount of liquid water resonates at 109.6 THz. Water under tension (for example, at the surface of a body of water, in various surface tension states) resonates at 112.6 THz. Carbon atoms and carbon structures also exhibit natural frequencies that depend on the structure. For example, the natural resonant frequency of carbon nanotubes (CNTs) depends on the caliber and length of the CNTs. Growing CNTs under controlled conditions to control the caliber and length leads to the natural resonant frequency of the controlled structure. Therefore, synthesizing or otherwise "growing" CNTs is one way to tune to a desired resonant frequency.

[0113] Other structures formed by carbon can be formed under controlled conditions. Such structures include, but are not limited to, carbon nano onions (CNO), carbon lattices, graphene, carbonaceous aggregates or agglomerates, other carbonaceous materials based on graphene, engineered nanoscale structures, etc. and / or combinations thereof, any one or more of which are incorporated into sensors of vehicle components according to currently disclosed implementations. Such structures can be formed to resonate at specific tuning frequencies, and / or such structures can be modified in post-processing to obtain desired properties or properties. For example, desired properties such as high reinforcement values ​​can be achieved by the selection and proportion of material combinations and / or by the addition of other materials. In addition, the co-location of multiple such structures introduces additional resonance effects. For example, two graphene sheets can resonate between them at frequencies depending on the length, width, spacing, spacing shape and / or other physical properties of the sheet and / or their juxtaposition to each other.

[0114] As is known in the art, materials have specific measurable properties. This is true for both naturally occurring materials and engineered carbon allotropes. Such engineered carbon allotropes can be tuned to exhibit physical properties. For example, a carbon allotrope can be engineered to exhibit physical properties corresponding to: (a) a specific compositional elementary particle configuration; (b) the formation of aggregates; and (c) the formation of agglomerates. Each of these physical properties affects the specific resonant frequency of a material formed using the corresponding specific carbon allotrope.

[0115] In addition to tuning a particular carbon-based structure to obtain a particular physical configuration corresponding to a particular resonant frequency, a carbon-containing compound can also be tuned to a particular resonant frequency (or a particular set of resonant frequencies). A set of resonant frequencies is called a resonance profile.

[0116] Forming frequency tuning materials

[0117] Carbonaceous materials (such as materials including carbon-based microstructures) that are tuned to exhibit specific resonant frequencies when pinged by an RF signal can be tuned to exhibit specific resonant distributions by tailoring specific compounds of constituent materials to have specific electrical impedances. Different electrical impedances, in turn, correspond to different frequency response profiles.

[0118] Impedance describes how difficult it is for an alternating current (AC) to flow through a component. In the frequency domain, since the structure behaves as an inductor, impedance is a complex number with a real part and an imaginary part. The imaginary part is the inductive reactance (the resistance of a circuit element to current flow due to the inductance or capacitance of the element; for the same applied voltage, greater reactance results in less current) component X L , which is based on the frequency f and the inductance L of a particular structure:

[0119] (Equation 1)

[0120] As the received frequency increases, the reactance also increases, so that at a certain frequency threshold, the measured strength (amplitude) of the transmitted signal can be attenuated. The inductance L is affected by the electrical impedance Z of the material, where Z is related to the material properties of magnetic permeability μ and dielectric constant ε through the following relationship:

[0121] (Equation 2)

[0122] Therefore, tuning of the material properties changes the electrical impedance Z, which affects the inductance L and hence the reactance X L .

[0123] Carbon-containing structures having different inductances (such as those disclosed in U.S. Patent No. 10,428,197, entitled “Carbon and Elastomer Integration,” issued to Anzelmo et al. on October 1, 2019, which is incorporated herein by reference in its entirety) can exhibit different frequency responses (when used to form sensors for the above-described systems). That is, a carbon-containing structure having a high inductance L (based on the electrical impedance Z) will reach a certain reactance at a lower frequency than another carbon-containing structure having a lower inductance.

[0124] Material properties of magnetic permeability, dielectric constant, and conductivity may also be considered when formulating a compound to be tuned to a particular electrical impedance. Further, it has been observed that a first carbon-containing structure will resonate at a first frequency and a second carbon-containing structure will resonate at a second frequency when the structures are placed under tension-inducing conditions, such as when the structures are slightly deformed (such as thereby slightly changing the physical properties of the structures).

[0125] Figure 2B1 Depicting a first carbon-containing structure resonating at a first frequency, the first frequency can be associated with an equivalent circuit including capacitor C1 and inductor L1. Frequency f1 is given by the following equation:

[0126] (Equation 3)

[0127] Figure 2B2 Describe the same Figure 2B1 The first carbon-containing structure is slightly deformed. The deformation causes changes in the physical structure, which in turn changes the inductance and / or capacitance of the structure. These changes can be related to an equivalent circuit including capacitor C2 and inductor L2. The frequency f2 is given by the following equation:

[0128] (Equation 4)

[0129] Figure 2B3 is a graph 2B300 depicting an idealized variation of measured resonance as a function of deflection. As an option, one or more variations of graph 2B300 or any aspect thereof may be implemented in the context of implementations described herein. Graph 2B300 (or any aspect thereof) may be implemented in any environment.

[0130] like Figure 2B3 The implementation shown is only one example. The graph shown depicts one aspect of deformation, specifically deflection. When a member or surface undergoes deformation due to deflection, such as bending, the deformation may change the resonant frequency exhibited by the member when pinged by a signal, such as an RF signal. The shape of the curve may depend on the characteristics of the member, such as the characteristics of the laminate forming the member or surface. The curve may be steep at small changes, and flatten as the deflection reaches a maximum value. In addition, the shape of the curve depends in part on the number of layers of the laminate, the geometry of the carbon structure, the manner in which the carbon is incorporated into the laminate, etc.

[0131] Figure 2B4Graph 2B400 depicts the variation in resonance of a 4-layer laminate 292 and a 5-layer laminate 294. As an option, one or more variations of Graph 2B400 or any aspect thereof may be implemented in the materials and systems described herein. Materials such as the described laminates may be deployed in many applications. One particular application is a surface sensor that may be deployed in, on, or over many locations throughout a vehicle. Figure 2C Some such deployments are shown and described.

[0132] Figure 2C Depicted is an exemplary surface sensor deployment 2C00 in a selected location of a vehicle.Exemplary surface sensor deployment 2C00 or any aspect thereof may be implemented in or on a vehicle exposed to any possible external environmental conditions, such as snow, sleet, hail, etc.

[0133] In the context of durable sensors in various vehicle exterior surfaces, tuned resonance sensing carbonaceous materials can be incorporated into or merged with automotive features, surfaces and / or components. As shown, a vehicle is equipped with surface sensors on the faring of the vehicle (such as the hood), on a support member of the vehicle, and on the roof of the vehicle. During operation of the vehicle, each of the aforementioned locations of the vehicle may be subject to stress and accompanying deformation. For example, when the vehicle is in operation (such as during forward motion), the faring sensor will experience air pressure changes. Under the effect of the air pressure, the material constituting the surface will deform slightly, and according to the relative position of the vehicle, the surface will deform slightly. Figure 2B1 and Figure 2B2 The phenomenon described exhibits a change in the resonant frequency of a material that is proportional to the degree of change or deformation of the material. This change can be detected using the aforementioned "ping" and observation techniques.

[0134] The observed emission signals may collectively define the characteristics of a particular material or surface and may be further classified. Specific characteristics of the signals may be isolated for comparison and measurement to determine calibration points corresponding to the specific isolated characteristics. Thus, various aspects of the vehicle's surroundings may be accurately and reliably determined.

[0135] For example, if the deformation of the surface sensor results in a frequency shift from 3 GHz to 2.95 GHz, the difference can be mapped to a calibration curve, which in turn can produce a value for air pressure. Vehicle components such as panels, roofs, hoods, trunks, or wing components can provide relatively large surface areas. In such cases, transceiver antennas can be distributed on the observable side of the component. Several transceiver antennas can be distributed in an array, wherein each element of the array corresponds to a portion of the large surface area. Each transceiver antenna can be mounted on or within the wheel well of the surface sensor deployment 2C00 as shown in the figure, and stimulated individually by ping / chirp. In some cases, each element of the array can be stimulated sequentially, while in other cases, each element of the array is stimulated concurrently. The aerodynamics of the vehicle can be measured over a large surface area by signal processing for distinguishing characteristic echoes from proximal array elements.

[0136] The characteristic echo from a particular array element may be analyzed relative to other environmental conditions and / or other sensed data. For example, the amount of deflection of a particular portion of an airfoil component may be compared to the amount of deflection of a different portion of the airfoil component, which in turn may be analyzed relative to prevailing temperature and / or prevailing tire pressure and / or any other sensed aspect of the vehicle or its environment.

[0137] Figure 2D According to some implementations, Figure 2C The surface sensor deployment shown integrates various current generating systems. Any one or more of the electrodynamic, photovoltaic, piezoelectric and / or vibratory current generating systems shown (including regenerative braking system 2D02, electrodynamic system 2D18, photovoltaic system 2D04, wind turbine system 2D06, photovoltaic and / or vibratory unit 2D08, piezoelectric tire pressure monitor 2D10, exhaust-based turbine 2D12, energy harvesting shock absorber 2D14 and / or supplemental power device 2D16) can be supplemented as shown. Figure 2C and elsewhere herein, and incorporated into the plies of the tire body.

[0138] The regenerative braking system 2D02 can absorb, retain, and convert the captured thermal energy generated when the brake pads of the boot are compressed against the rotating brake rotor into usable electrical current to power the resonator. Moreover, this power can be reapplied or otherwise reused to provide a torque boost to enhance instant off-line acceleration of a conventional internal combustion engine-powered or battery-powered vehicle. The photovoltaic system 2D04 can harvest incident light (e.g., due to being parked outdoors in the sun), while the wind turbine system 2D06 can further capture, retain, and reapply energy.

[0139] Likewise, the vibration unit 2D08 can capture incident vibration energy (such as due to the truck being so equipped) Figure 2DThe disclosed system can be driven near a parked car), and the piezoelectric tire pressure monitor 2D10 can capture energy generated by vibrations encountered when driving on uneven road surfaces. An exhaust-based turbine 2D12 can capture and resupply exhaust gas (like a turbocharger in an internal combustion engine) to produce usable electrical power. An energy harvesting shock absorber 2D14 can absorb shock to retain the mechanical energy and convert it into usable current to supply a supplemental power unit 2D16, thereby extending the usable range of a hybrid vehicle or pure electric vehicle. The potential supplemental power sources and systems are too numerous and extensive to be specifically listed in this article, so those skilled in the art will understand that the disclosed system (and tribological energy generator) can work with any available power capture and reuse system.

[0140] Functionality related to energy recovery can be incorporated into different categories of vehicles. Energy can be provided according to the amount of electrical power required, such as a vibration energy capture device that can maintain approximately 800 μW / cm 3 Alternatively or in addition, approximately 800 μW / cm can be captured from a human acting as a charge carrying device such as a capacitor. 3 Photovoltaic and thermal (thermoelectric) energy capture and recovery devices suitable for incorporation into any of the disclosed systems can maintain and reuse approximately 0.1-100 mW / cm2 at a temperature gradient of approximately 5°C. 2 (for photovoltaic devices) and 60 μW / cm 2 Ambient electromagnetic (EM) radiation radio frequency (RF) can impart approximately 0.26 μW / cm at a field strength of 1 V / m. 2 etc.

[0141] Figure 2E Table 2E00 showing various values ​​related to vehicle energy harvesting. Possible scenarios related to growth in energy harvesting are shown with respect to the number of electric vehicles (EVs) sold (such as heavy industry etc.) in 2011 compared to (forecasted) 2021 and the percentage using energy harvesting to charge traction batteries.

[0142] Figure 2F Table 2F00 shows various characteristics related to vehicle energy harvesting. Examples of energy harvesting technologies and their applicability to electric vehicles on land, sea, and air are shown for each of the following electrical power ranges: (1) microwatts to milliwatts per vehicle; (2) milliwatts to watts per vehicle; and (3) watts to tens of kilowatts per vehicle. The above power regeneration systems are organized by potential power regeneration and delivery capabilities, such as microwatts to milliwatts and increasing capabilities.

[0143] Figure 2G2G00 shows a series of common materials used in the triboelectric series organized according to polarity and / or polarization according to some implementations. Exemplary materials indicated for the positive polarity and / or polarization shown include polyoxymethylene 1.3-1.4, etc., while exemplary materials indicated for the negative polarity and / or polarization shown include polytetrafluoroethylene (Teflon), etc. Those skilled in the art will appreciate that without departing from Figure 2G There may be other possible exemplary materials regarding the possibility of triboelectric energy generation, within the scope and spirit of the content shown elsewhere.

[0144] Figure 2H A feature classification system 2H00 is shown processing a signal received from a sensor formed of a carbon-containing tuned resonant material. The feature classification system 2H00 can be implemented in any physical environment or weather conditions. Figure 2H Involves incorporating tuned resonant sensing materials into automotive components for classifying signals (such as features) detected, classified and / or received from sensors installed in the vehicle. At operation 270, a ping signal of a selected ping frequency is transmitted. The ping signal generation mechanism and the ping transmission mechanism can be performed by any known technology. For example, a transmitter module can generate a selected frequency of 3 GHz and radiate the signal using one or more antennas. The design and location of the tuned antenna (such as mounted on and / or within any one or more of the wheel well or vehicle) can correspond to any tuned antenna geometry, material and / or location so that the intensity of the ping is sufficient to induce (RF) resonance in nearby sensors. Several tuned antennas are arranged on or within structural components close to corresponding sensors. Therefore, when the proximal surface sensor is stimulated by the ping, it resonates back to the feature. The feature can be received and stored in a data set 276 including the received feature (operation 274). The sequence of transmitting the ping and then receiving the feature can be repeated in a loop.

[0145] The number of ping frequency iterations (operation 272) may be changed in a loop. Thus, when operation 274 is performed in a loop, operation 274 may store features 278, including first feature 2781, second feature 2782, until Nth feature 278. N The number of iterations may be controlled by decision 280. When the "no" branch of decision 280 is taken (eg, when there are no more additional pings to transmit), the received features may be provided to a digital signal processing module (such as Figure 1B282). The digital signal processing module classifies the features for a set of calibration points 286 (operation 284). The calibration points may be configured to correspond to specific ping frequencies. For example, for any integer value "N" of calibration points, the calibration points 288 may include a first calibration point 2881 that may correspond to a first ping and a first return feature near 3 GHz, a second calibration point 2882 that may correspond to a second ping and a second return feature near 2 GHz, and so on.

[0146] At operation 290, the classification signal is sent to a vehicle central processing unit (such as Figure 1B The vehicle central processing unit 116). The vehicle central processing unit may relay the classified signals to an upstream repository hosting a computerized database configured to host and / or run a machine learning algorithm. Thus, a large number of stimulus-related signals, classified signals, and signal responses may be captured for subsequent data aggregation and processing. The database may be computationally prepared, referred to as being "trained," by providing it with a given set of sensed measurements that may be associated with a condition or diagnosis related to vehicle performance (such as tire degradation due to repeated use). If during vehicle operation, the measured deflection (such as air pressure) of a particular portion of an airfoil component is different from the measured deflection (such as air pressure) of a different portion of the airfoil component, then a potential diagnosis may be that one tire is underinflated and, as a result, causes the vehicle chassis height to be uneven, causing the airflow over, above, and / or around the vehicle to exhibit proportional unevenness, as detected by the deflection of the airfoil component. The machine learning system may also determine other potential conditions or diagnoses. Conditions and / or diagnoses and / or supporting data may be returned to the vehicle to complete the feedback loop. Instruments in a vehicle provide visualizations that can be acted upon, such as by a driver or an engineer.

[0147] FIG3A depicts a (prior art) battery powered tire condition sensor 3A00. As shown, the prior art may rely on battery powered electronics (such as pressure sensor 302, battery 304, and antenna 306), any one or more of which are located inside the pneumatic tire to send a signal to a receiver outside the pneumatic tire. This encounters various challenges, including: (1) the battery powered electronics may not survive in a harsh environment (outside the vehicle); and (2) the battery powered electronics may not be accessible during the life of the pneumatic tire.

[0148] A superior technique may involve embedding passive (generally referring to non-battery powered) sensors or sensing materials into the tire material itself (such as on, between, or within individual tire plies or tire carcass, etc.) The mechanisms of tire sensing (including tire internal sensing as well as tire external environment sensing) are shown and described in further detail below.

[0149] Figure 3B Operation of a tire condition sensor 3B00 is depicted as being embedded in a tire as (or at least partially within) one or more discrete (but interconnected or contacting) layers of carbon-containing tuned resonant material. The tire condition sensor 3B00 may be implemented in any environment. Rather than mounting battery-powered electronics inside the tire, one or more of the various tire tread layers and / or tire body plies of the tire may be constructed of (and / or otherwise include sensors made of) a carbon-containing tuned resonant material, with each tread layer and / or ply being prepared to resonate at a different, ascertainable frequency than the other tread layers and / or plies.

[0150] Figure 3C Various physical properties or aspects related to incorporating tuned resonant sensing materials into automotive components such as tires are shown (Tire Condition Parameters 3C00). Here, this figure is presented with respect to the solution deployment of survivable sensors in tires (including non-pneumatic tires as well as pneumatic tires). The construction of the tire may correspond to a radial tire, a bias ply tire, a tubeless tire, a solid tire, a run-flat tire, etc. The tire may be used for any kind of vehicle and / or equipment and / or accessories related to the vehicle. Such vehicles may include aircraft, all-terrain vehicles, automobiles, construction equipment, dump trucks, bulldozers, farm equipment, forklifts, golf carts, harvesters, lift trucks, mopeds, motorcycles, off-road vehicles, racing cars, riding lawn mowers, tractors, trailers, trucks, wheelchairs, etc. In addition to or in lieu of the vehicles presented, the tire may be used for non-motorized vehicles, equipment and accessories such as bicycles, tricycles, unicycles, lawn mowers, wheelchairs, carts, etc.

[0151] Figure 3C The parameters shown are by way of example only, and other variations may exist or otherwise be prepared for specific desired performance characteristics for many conceivable end-use scenarios, including a truck tire designed to provide longer life (at the potential expense of road adhesion) or a soft racing tire designed to provide maximum road adhesion (at the potential expense of service life).

[0152] Various carbon structures can be used in different formulations with other non-carbon materials integrated into the tire and then mechanically analyzed to determine their corresponding tire properties. Some of these properties can be determined empirically through direct testing, while others are determined based on measurements and extrapolation of data. For example, rolling uniformity can be determined by sensing changes in force as the tire rolls over a uniform surface (such as a roller), while tread life is based on wear testing over short periods of time, the results of which are extrapolated to produce a predicted tread life value.

[0153] Many more tire characteristics can be measured, but some of these measurement techniques can be physically destructive to the tire, so the measurements are taken at desired points in the tire's life. In contrast, the use of survivable sensors embedded in the tire allows such otherwise destructive measurements to be made throughout the life of the tire. For example, detection of a response signal based on an RF signal pinged to a sensor embedded in the tire can be used for such sensing. Furthermore, as discussed, each body ply and / or tread layer of the tire can include a durable (also called "survivable") sensor tuned to resonate at a specific frequency.

[0154] The plies used in the tire can be formulated to combine carbon-containing structures with other materials to achieve a specific material composition that exhibits desired performance characteristics (such as handling and life). One (or more) natural resonant frequencies of a specific material composition can be spectrally analyzed to develop a spectral profile for the specific material composition. This spectral profile can be used as a calibration baseline for the material. When the main plies and / or tread layers of the tire undergo deformation, the spectral profile changes, which can be used as additional calibration points. Many such calibration points can be generated by testing, and such calibration points can then be used to estimate deformation.

[0155] Analysis of the spectral response produces quantitative measurements of a number of tire parameters. Tire parameters that may be determined from the signature analysis may include, for example, tread life 322, handling at first temperature 328, handling at second temperature 326, rolling economy at first temperature 330, rolling economy at second temperature 332, rolling uniformity 336, and braking uniformity 338.

[0156] The response (such as the response represented spectrally based on the return ping signal received from the sensor in the material embedded in the tire plies) can represent the observed deformation. That is, a certain type of tire deformation will correspond to a certain type of specific response, so that the response or the mapping between the types of response can be made to the degradation type. In addition, the time-varying changes in the spectral response of the tire as it undergoes in-situ deformation can be used to determine a number of environmental conditions, some of which are related to Figure 3E In tires using multiple ply constructions, each body ply and / or tread layer may be configured to exhibit a specific tuned frequency or frequency range. For example, Figure 3D A schematic diagram is shown for constructing a tire from multiple plies, each of which has a different specific tuned frequency or frequency range.

[0157] Figure 3D Schematic diagram 3D00 depicts fine-tuning or tuning multiple body plies and / or tread layers of a tire by selecting a carbon-containing tuned resonance material for incorporation into a tire component or structure, which may be implemented in any environment. Figure 3DIt shows how different carbons are mixed into tire composite formulations, which in turn are assembled into multi-ply tires. The resulting multi-ply tires exhibit various resonance sensitivity and frequency shift characteristics.

[0158] Multiple reactors (such as reactor 3521, reactor 3522, reactor 3523, and reactor 3524) each produce (or otherwise transport or provide) a specific carbon additive / filler to a network tuned to produce a specific defined spectral profile. Carbon additives (such as first tuning carbon 354, second tuning carbon 356, third tuning carbon 358, and fourth tuning carbon 360) can be mixed with other (carbon-based or non-carbon-based) compositions 350. Any known technique can be used to mix, heat, pre-treat, post-treat, or otherwise combine specific carbon additives with other compositions. Mixers (such as mixer 3621, mixer 3622, mixer 3623, and mixer 3624) are presented to show how different tuning carbons can be introduced into various components of the tire. Other techniques for tire assembly may involve other construction techniques and / or other components that make up the tire. Any known technique for multi-ply tires can be used. In addition, the spectral profile of a particular body layer and / or tread layer (such as a group of body layers and / or tread layers 368, including body layer and / or tread layer 3681, body layer and / or tread layer 3682, body layer and / or tread layer 3683, and body layer and / or tread layer 3684) can be determined based on the characterization of the particular body layer and / or tread layer formulation. For example, based on the stimulus and response characterization, a first body layer and / or tread layer formulation (such as body layer and / or tread layer formulation 3641) can exhibit a first spectral profile, while a second body layer and / or tread layer formulation (such as body layer and / or tread layer formulation 3642) can exhibit a second spectral profile.

[0159] The resulting different formulations (e.g., body layer and / or tread layer formulation 3641, body layer and / or tread layer formulation 3642, body layer and / or tread layer formulation 3643 and body layer and / or tread layer formulation 3644) (each of which exhibits a corresponding spectral profile) are used in forming different body layers and / or tread layers into a tire assembly 366.

[0160] Figure 3EA first set of exemplary condition signatures 3E00 emitted from a tire formed of a layer of carbon-containing tuned resonant material (exposed to any environment) is depicted. Several dynamic mechanical analysis tire parameters that may be measured based on operation are shown. One or more given tires may be mounted on one or more wheels of a vehicle and then driven by the vehicle in any environment. When the tire is subjected to RF signal stimulation while also deforming due to use (such as deformation of one or more body plies and / or tread layers of the tire), the carbon-containing tuned resonant material forming the sensor layer within the tire may emit signatures in response to the stimulation that may be representative of the simultaneous deformation of the tire.

[0161] This figure depicts only some examples of deformation of one or more body plies and / or tread layers of a tire when it is operated under various conditions. The operation of the tire under various conditions results in different sets of signals (such as condition-specific signals 345) being emitted by various body plies and / or tread layers of the tire in response to stimulation when such conditions exist. As shown, the tire can be operated under warm ambient conditions, during which the signals emitted by various body plies and / or tread layers of the tire in response to stimulation are considered warm ambient signals 340. Also as shown, the tire can be operated under cold ambient conditions, during which the signals emitted by various body plies and / or tread layers of the tire in response to stimulation are considered cold ambient signals 342. In addition, the tire can be operated under low tire inflation conditions, during which the signals emitted by various body plies and / or tread layers of the tire in response to stimulation are considered low tire pressure signals 344.

[0162] Signal processing (such as, for example, can be performed by the aforementioned Figure 1B The feature analysis module 154 (executing an instance of the feature analysis module 154) classifies the condition-specific signal 345 for a set of calibration points corresponding to various environmental conditions. The calibration points may correspond to specific ping frequencies, and / or the calibration points may correspond to a set of specific ping frequencies. The temporal characteristics of the pings may be different in order to detect different in-situ conditions. For example, when a vehicle is operating on a Bosch point (referring to a circular non-reflective raised hard pavement marking, which is typically made of plastic, ceramic, thermoplastic paint, glass, or occasionally metal), one or more tires of the vehicle may experience periodic deformations, the period depending on the speed of the vehicle and the distance between the first Bosch point 346 and the next Bosch point. As shown, the deformations may be different based on various conditions, such as warm environmental conditions, cold environmental conditions, low tire pressure conditions, etc. In addition, different deformations may be caused by specific road conditions, such as road seams 347 or small road defects 348. Any of the above-mentioned condition-specific signals and / or any road conditions may be detected based on signals returned in response to a ping or other stimulus. The foregoing description of the condition-specific signals and / or any road conditions may be based on signals returned in response to a ping or other stimulus. Figure 3E The discussion of includes processing of a first set of exemplary condition features. Additional sets of condition features are discussed in more detail below.

[0163] Figure 3F1 A second set of exemplary condition signatures 3F100 is shown emanating from a tire formed from a layer of carbon-containing tuned resonance material. The exemplary condition signatures 3F100, or any aspect thereof, may be emanated in any environment. Figure 3F1 A plurality of body plies and / or tread layers of a new tire are shown (such as body ply and / or tread layer #1, body ply and / or tread layer #2, and body ply and / or tread layer #3). The term "ply," as used in this example and elsewhere with reference to any one or more of the presented implementations, may refer to a ply or layer within the tire body, or (alternatively) a layer of the tire tread that projects radially outwardly away from the tire body and is intended to come into contact with hard pavement or, for off-road tires, soil). For example, a first body ply and / or tread layer is formulated (referring to being formed with a particular formulation) with tuned carbon such that the first body ply and / or tread layer resonates at 1.0 GHz when stimulated with a 1.0 GHz ping stimulus (such as first ping 374). Similarly, a second body ply and / or tread layer is formulated with a tuned carbon such that the second body ply and / or tread layer resonates at 2.0 GHz when stimulated with a 2.0 GHz ping stimulus, such as second ping 376. Additionally, a third body ply and / or tread layer is formulated with a tuned carbon such that the third body ply and / or tread layer resonates at 3.0 GHz when stimulated with a 3.0 GHz ping stimulus, such as third ping 378. As shown by first response 382, ​​second response 384, and third response 386, all three body plies and / or tread layers respond at their respective tuned frequencies.

[0164] The transceiver antenna may be positioned in and / or on the wheel well of the corresponding tire. For example, the system that handles any such generated response signal may be configured to distinguish it from other potential responses generated by other surfaces (such as, for example, the remaining non-target tires of the vehicle). For example, even though the right front tire mounted on the right front wheel of the vehicle may respond to a ping transmitted from the transceiver antenna located in the left front wheel well of the vehicle, the response signal from the right front tire will be significantly attenuated (and therefore identified) compared to the response signal from the left front tire of the vehicle.

[0165] When the transceiver antenna is located in the wheel well of the corresponding tire, the response from the corresponding tire will be attenuated relative to the ping stimulus. For example, the response from the corresponding tire may be attenuated by 9 decibels (-9 dB) or more relative to the ping stimulus, or may be attenuated by 18 decibels (-18 dB) or more relative to the ping stimulus, or may be attenuated by 36 decibels (-36 dB) or more relative to the ping stimulus, or may be attenuated by 72 decibels (-72 dB) or more relative to the ping stimulus. In some cases, the ping signal generator is designed to be combined with the transceiver antenna located in the wheel well so as to cause the ping response of the corresponding tire to be attenuated by no more than 75 dB (-75 dB).

[0166] Figure 3F2 A third set of exemplary condition signatures 3F200 emitted from a tire after some carbon-containing tuned resonance material wears out is depicted. As an option, one or more variations of the exemplary condition signatures 3F200, or any aspect thereof, may be implemented in the context of the architecture and functionality of the implementations described herein. The exemplary condition signatures 3F200, or any aspect thereof, may be emitted in any environment.

[0167] In this example, the tire is already worn. More specifically, the outermost body ply and / or tread layer is already completely worn. Therefore, a ping stimulus of 1.0 GHz does not result in a response from the outermost ply. This is shown in the graph as a first response decay 387. As the tire continues to experience tread wear, the ping response from the next body ply and / or tread layer and the ping response from the next consecutive body ply and / or tread layer, and so on, will decay, which can be used to measure the total tread wear of the tire. Alternatively, the same tuning carbon can be used in all plies. The tread wear of the tire and other indications can be determined based on the return signal characteristics from the tire.

[0168] Figure 3F3 A graph depicting measured resonant signature signal strength (in decibels (dB)) versus tire tread layer loss height (in millimeters (mm)) according to some implementations. As shown here, carbonaceous microstructures and / or microstructural materials may be incorporated into the sensor at a given concentration level or multiple different concentration levels (in each of one or more tire tread layers), or in some configurations, throughout the layers of one or more tire treads, to achieve the unique degradation profiles shown. That is, the measured resonant signature (referring to the identifying "signature" of the particular tire tread layer in question) may be "pinged" by one or more RF signals as described herein to demonstrate attenuation of the transmitted signal as shown.

[0169] A new tire tread layer can be configured to indicate a signal strength (measured in decibels (dB)) of approximately 0. The strength can change in proportion to the degree of degradation of the tire tread layer. For example, a 2 mm height loss of a tire tread layer (assuming it is the tire tread layer in contact with a hard road surface) can correspond to the measured resonant characteristic signal strength profile shown. A 6.7 GHz "ping" signal can be measured as an intensity level of approximately 9 dB, and so on.

[0170] Thus, carbonaceous microstructures of unique concentration levels, chemical compositions, dispersions, distributions, etc., may be embedded into the tire tread layer (or in some cases, placed on one or more surfaces thereof) to achieve unique and easily identifiable measured resonant signature signal strengths as shown. Thus, users of such systems may be informed of the exact extent and location of tire tread wear as it occurs during driving, rather than being limited to observing the tires while the vehicle is stationary, which can be a time-consuming and cumbersome process.

[0171] Figure 3G1 and 3G2 Schematic diagram depicting an exemplary conventional carbon material production chain (such as those described in U.S. Patent No. 10,428,197, entitled “Carbon and Elastomer Integration”, issued on October 1, 2019 to Anzelmo et al., which is incorporated herein by reference in its entirety). Figure 3G2 , Figure 3G1 A schematic diagram showing an exemplary conventional carbon material production chain 3G100 is shown, Figure 3G2 is an example of a carbon material production chain 3G200 for producing the carbon-based microstructures described herein. In a conventional carbon material production chain 3G100, Figure 3G1 As shown, raw materials such as carbon black 3G102, silica 3G104, and other chemicals 3G106 may be transported to enter a manufacturing facility 3G110 where they are formulated into elastomeric compounds and then processed into finished products such as (rubber-based and pneumatic) tires 3G120.

[0172] Conventional tire supply may include preparation of raw materials (such as rubber bales, carbon fillers, textiles, steel and other additives), construction of tire components (including extrusion of elastomeric compounds for tread and sidewalls), and then construction of tire 3G120 (including curing the tire, and inspecting the finished tire). Carbon microstructure production, mixing of elastomeric compounds and optionally construction of a finished product (such as a car tire), and (optionally) nano-compounding of materials, can all be done on-site.

[0173] With Figure 3G1Compared to conventional carbon-containing tire production as presented in conventional carbon material production chain 3G100, hydrocarbons 3G202 and silica 3G204 are mixed on-site in reactor 3G206 at manufacturing facility 3G208 (such as by integrating them together), which are then integrated with elastomeric raw materials (such as rubber) to produce an elastomeric compound, which is then processed into a finished product, such as a tire 3G208. Figure 3G1 and Figure 3G2 The differences between the two illustrate potential benefits, including eliminating the need to transport difficult-to-handle carbon black materials and reducing energy consumption by integrating the materials together during the carbon production process.

[0174] Alternatively, Figure 3G1 The conventional supply chain shown can be used in conjunction with the graphene-based carbon materials of the present invention. The carbon material can be produced at one location, and then the carbon material and other constituent materials can be transported to a manufacturing facility where they are formulated into an elastomer compound and then processed into a finished product, such as a tire.

[0175] Another benefit of using the graphene-based carbon materials of the present invention is the improved purity compared to carbon black. Impurities in carbon black, such as residual oil, require that the carbon be labeled as carcinogenic. The provided graphene-containing carbon-based microstructures have lower volatile organic compounds (VOCs) than carbon black, and therefore do not produce residual oil on the surface of the produced elastomeric material. Alternatively, the carbon-based microstructures have lower concentrations of residual hydrocarbons, such as polycyclic aromatic hydrocarbons, compared to carbon black, thereby producing less residual oil on the surface of the produced elastomeric material. The carbon materials described herein (including the carbon-based microstructures) also contain low concentrations of pollutants, such as ash, metals, and other elemental pollutants, compared to conventionally processed carbon black or graphene. In addition, there may be very little CO2, NO x and SO x Emissions are produced as a byproduct of production. All of these benefits result in the carbon materials of the present invention being safer and more environmentally friendly to handle than conventional carbon blacks used in elastomers.

[0176] The reduced impurity concentration of the carbon-based microstructures of the present invention compared to carbon black is also a benefit for processing carbon materials such as carbon post-processing and elastomer compounding. For example, conventional carbon black processing equipment may require specialized systems to handle toxic carbon black particles. In contrast, no specialized systems are required to process the non-toxic or low-toxic materials of the present invention.

[0177] There are three properties that can affect the ability of a particular carbon material to reinforce an elastomer: (1) surface area; (2) structure; and (3) surface activity. In addition, impurities such as coke, ash, and moisture can be important for the effectiveness of the carbon material filler in the elastomer. Surface area refers to the total area of ​​the carbon material surface, including the area available for interaction with the elastomer. Particle size and shape can affect surface area. Smaller carbon-based microstructures (such as those with an average diameter of less than 100 nm) typically fuse together to form larger aggregates (such as those with an average diameter of 1-10 μm). Structure describes the shape of the aggregate. Structure can be affected by the number of particles that fuse together and the configuration of the particles within the aggregate. For example, aggregates with a larger number of particles can have a complex shape in which large void volumes are formed. Structure can affect the degree of mixing of carbon and polymer (such as how much voids can be filled with polymer), which can affect the properties of the elastomer / carbon blend.

[0178] In addition, surface activity, which refers to the strength of surface interactions between the carbon filler material and the polymer, can affect the dispersion characteristics of the carbon material in the elastomer. The mechanical properties of the compound such as tensile strength, tear strength and wear resistance can be affected by the surface area of ​​the carbon filler material. Other mechanical properties of the compound such as viscosity, shrinkage and modulus can be affected by the structure of the carbon filler material. Surface area can also affect some mechanical properties of the compound, such as hysteresis. The structure can also affect the flex fatigue resistance and wear resistance of the enhanced elastomer compound. Surface activity can also affect the mechanical properties of the compound, such as modulus, hysteresis and wear resistance.

[0179] Features and procedures related to waste energy harvesting and powering in vehicles, any one or more of which may affect the performance of carbonaceous materials in the disclosed system, may include powering resonators embedded in tire plies. For example, capabilities related to waste energy harvesting and powering in vehicles may include application spaces that include at least the following: composite materials used in vehicles for harvesting energy from vehicle motion; vehicle tires for harvesting energy from vehicle motion; energy capture devices positioned in and around heat sources such as steam pipes or exhaust pipes; and industrial uses for harvesting energy from equipment motion.

[0180] In some implementations, thermoelectric power generation functionality can also be at least partially integrated into the tire so that energy transfer occurs within the vehicle wheel well. This energy transfer can include: charge carriers flow between hot and cold areas (of the tire) to create a voltage difference, thus allowing the thermoelectric generator (TEG) to still work in the dark, TEG also has no moving parts, which allows continuous operation; TEG can be placed as a layer in the tire tread, carbon and doped N / P tuned for conductivity can generate significant power of > 10 mw / cm² from waste heat, where even a small temperature change (such as Δ10℃) can generate approximately 3.5W+ to provide usable harvested power.

[0181] Figure 4A A schematic diagram is shown showing charge carriers (within a semiconductive material incorporated into a material of a vehicle component) flowing between hot and cold regions to create a voltage differential to allow a thermoelectric generator (TEG) to operate in low or no light conditions. Semiconductor 4A00 may be incorporated into a ply of the body of a vehicle tire to capture heat transferred from high temperature regions (including locations 4A02 and 4A04) through n-type and / or p-type semiconductor material 4A06, thereby providing current through circuit 5B10 to power, for example, any disclosed resonator.

[0182] Figure 4B Carbon-based materials tuned for conductivity and / or doped to generate power from waste heat are shown incorporated into plies or treads within the body of a tire. Layered positive-negative (PN) junction semiconductor materials segmented for voltage 4B02 may be incorporated into the walls of the tire body or within the tread extending therefrom, thereby providing current to power the resonators thus described, which may include components such as oscillators, resonant circuits, and rectifiers, all of which operate in a substantially conventional format.

[0183] Figure 4C A graph 5D00 is shown comparing output power to the magnitude of heat flux (Δ°C) associated with thermoelectric generating functionality integrated into a tire. Assumptions include that the TEG device includes bismuth telluride (Bi2Te3) having a Seebeck coefficient (a measure of the magnitude of the thermoelectric voltage induced in response to a temperature difference across the material) such as approximately -287 μV / K at 54°C, and / or exhibits the relationship ZT = S 2 T / ρκ~1. Carbon-based microstructures can be tuned and incorporated into TEG devices to potentially also achieve Seebeck performance (referring to TEG devices containing bismuth telluride) performance and flexural capabilities. In general, the output power (in Watts W / tire) generated by such TEG devices can increase with increasing temperature gradients.

[0184] Carbon-based microstructures can be incorporated into thermoelectric (TEG) devices by being placed as layers in a composite component stack, and carbon and doped negative and / or positive (N, P, respectively) semiconductor materials properly tuned for conductivity can generate significant power of > 10 mw / cm² from waste heat, such that a temperature gradient of approximately 200°F can generate approximately 35 W or more of power. Such TEG devices incorporating the disclosed carbon-based microstructures can be included in, for example, a vehicle hood of a conventional internal combustion engine to efficiently capture radiant heat energy emitted during engine operation for storage and / or later reuse by providing a usable current to a resonator.

[0185] Figure 5AVarious exemplary schematics 5A00 of layered positive and negative (PN) junction semiconductor materials incorporated into engine components for electrical power harvesting are shown. The layered PN semiconductors can be segmented for precise voltage control and can be incorporated into engine hoods, heat shields, or exhaust components. Moreover, foam materials can be used to absorb vibration and / or thermal energy for power harvesting. In general, these devices can be used to supplement energy harvesting and reuse capabilities when combined with any one or more of the above-described systems and devices to power resonators as needed, thereby effectively pinpointing vehicle component wear.

[0186] In some implementations, the tire diagnostic related devices may be powered by a piezoelectric energy generator or the like. Piezoelectricity is an electric charge accumulated in certain solid materials (such as crystals) in response to applied mechanical stress. The piezoelectric effect is generated by a linear electromechanical interaction between a mechanical state and an electrical state in a crystalline material without inversion symmetry. The piezoelectric effect is a reversible process: a material that exhibits a piezoelectric effect (electric charge generated internally by an applied mechanical force) may also exhibit an inverse piezoelectric effect (mechanical strain generated internally by an applied electric field). Here, tire deformation or strain monitoring may indirectly provide the degree of friction between the tire and the road surface (with which the tire is in contact), which may be used to optimize the automotive tire control system. Tire wear information may be wirelessly transmitted to a receiver positioned in the wheel well based on a resonant sensor platform. Tire information may be transmitted to a vehicle navigation system via telemetry.

[0187] In some implementations, any one or more of the carbon-based microstructures used with the presently disclosed systems and materials, including carbon nano-onions (CNOs), can be used to form piezoelectric layers in sensors located on the surface of or embedded in vehicle components, such as tires. Additionally, graphene can be used to form energy harvesting patches that can be integrated into tires. CNOs and / or graphene can be used to collect, hold, and supply power (such as in the form of electrical current) to a resonator for use in identifying locations of vehicle component degradation (such as tire wear) with exacting accuracy.

[0188] Tuning carbon materials such as Figure 5B Micro carbon nanotubes (m-CNTs), shown in graph 5B00 in FIG. 5B00 , can more accurately assist in sensing tire tread wear (such as by powering a resonator) due to their large intrinsic capacitance. CNOs can provide a form of enhanced carbon for piezoelectric energy generation compared to metals.

[0189] For use in conjunction with any one or more of the previously presented systems, methods, and materials, a CNO may be used to form a piezoelectric generator that powers a wireless strain sensor positioned, for example, on the side of a tire (such as within an inner liner) to monitor and detect tire damage. Potential tire deformation or strain may be determined or calculated based on the degree of friction from the road surface, where such information is then used to optimize the associated automotive tire control system. Tire-related information may, for example, be wirelessly transmitted (after calculation based on signal frequency shift and / or attenuation behavior as previously discussed) to a suitably equipped receiver that may be positioned within the tire and / or may work with a resonator to provide a complete tire information solution. The disclosed implementations may work in conjunction with conventional telemetry methods and devices to communicate vehicle component wear-related information to, for example, a vehicle navigation system.

[0190] Figure 5B Graph 5B00 showing conventional materials incorporated into the rubber of a vehicle tire comparing normalized capacitance (C / C0) against rubber thickness (mm). As shown, the presently disclosed m-CNTs consistently outperform conventional materials such as silver and gold with respect to normalized capacitance as compared to the rubber thickness into which silver, gold, or m-CNTs (which may be incorporated into piezoelectric, thermoelectric, or other advanced energy harvesting and resupply functionality) are incorporated. The performance figures of the presently disclosed carbon-based nanomaterials match or exceed those shown for m-CNTs.

[0191] Fig. 6A A schematic diagram 6A00 is shown showing a complete tire diagnostic system and apparatus for tire wear sensing via impedance-based spectroscopy. The tire 6A00, such as a pneumatic rubber tire filled with air or nitrogen (N2), may include conventional tire components including a body 6A20, an inner liner 6A12, a bead fill region 6A22, beads 6A16, one or more belt plies 6A04, 6A06, 6A08, and 6A10, a tread 6A02, and impedance-based spectroscopy wear sensing printed electronics 6A18 (alternatively, a sensor including a carbon-based microstructure for signal frequency shift and attenuation monitoring via a resonator embedded within any one or more of the belt plies 6A04-6A10).

[0192] As shown here, wireless strain sensors can be placed on the surface or side of the inner liner (or embedded in it) to monitor tire conditions for automotive safety (such as to detect damaged tires). Tire deformation or strain monitoring can (indirectly) provide information indicating the degree of friction between the tire and the contacting road surface, which can then be used to optimize the automotive tire control system. Tire information can be wirelessly transmitted to a receiver positioned in the tire hub based on a resonant sensor platform.

[0193] Figure 6B A system 6B00 is shown for providing tire wear related information that is transmitted via telemetry to a navigation system and to an apparatus for manufacturing printed carbon-based materials. The system 6B00 can work with any one or more of the presently disclosed systems, methods, and materials, such as sensors including carbon-based microstructures, such that redundant descriptions thereof are omitted. Impedance spectroscopy, also known as electrochemical impedance spectroscopy (EIS), refers to an impedance titration conversion method that involves applying a sinusoidal electrochemical perturbation (potential or current) over a wide frequency range while measuring a sample, such as a sensor including carbon-based microstructures incorporated into one or more tire belt plies of a tire 6B02. The printed carbon-based resonators 6B04 can be incorporated into one or more tire components such as tire belt plies, with each of the printed carbon-based resonators 6B04 having the overall oval configuration shown, or some other shape or configuration customized to achieve specific desired resonance characteristics suitable for efficient and accurate vehicle component wear detection by monitoring frequency shift and / or attenuation (such as first response attenuation indicating wear of tire body plies and / or tread layers having a natural resonant frequency of approximately 1.0 GHz).

[0194] The roller assembly 6B10 capable of forming the printed carbon-based resonator 6B04 includes a reservoir 6B12 (such as a barrel) of carbon-based microstructures and / or microstructure materials (such as graphene), an anilox roller 6B14 (referring to a hard roller generally composed of a steel or aluminum core coated with an industrial ceramic whose surface contains millions of very fine pits, called cells), a plate cylinder 6B16, and an impression cylinder 6B18. In operation, graphene extracted from the reservoir 6B12 may be rolled, pressed, stretched, or otherwise manufactured into an oval (or any other shape) printed carbon resonator 6B04 by the rollers of the roller assembly 6B10. The printed carbon resonator 6B04 is not registered (referring to alignment) to obtain proper function of the system 6B00.

[0195] Thus, any combination of the above features may be used to create a tire having a resonator (referring to an actual or "equivalent" tank, LC, and / or resonant circuit in which the carbonaceous microstructure itself may resonate in response to a transmitted RF signal from a transceiver and / or energy from an advanced energy supply, such that other sensors disposed in or on any one or more components of the tire (such as the tread, one or more plies, innerliner, etc.) may exhibit frequency shift or signal attenuation characteristics or behavior. The described resonators do not necessarily need to be embodied as actual circuits and / or integrated circuits (ICs). The described resonators may simply be implemented as tuned carbonaceous microstructures. The structure avoids the common degradation problems that may occur when implementing traditional discrete circuits in decomposable materials (such as tire tread layers). Such resonators may resonate in response to an externally supplied 'ping' (such as a ping supplied by a transceiver located in a vehicle wheel well), or the resonator may respond to charging by a co-located (referring to being located within the same tire tread layer, but potentially located at a different location within the tire tread layer), self-powered, self-ping capability facilitated by any variation or any number of power or charge generators (such as thermoelectric generators, piezoelectric energy generators, triboelectric energy generators).

[0196] Any of the described resonators (and other resonators and / or resonant circuits) may be configured to emit and / or further emit an oscillating RF signal (or other form of electromagnetic radiation, depending on the overall configuration) at any time the tire is rolling or otherwise experiencing deformation. As a vehicle tire experiences wear due to use (such as on-road or off-road driving), the tire tread layer in contact with the hard road surface or ground (soil) may experience deformation (such as observed from being "flattened" (referring to at least partial flattening of a portion of the vehicle tire tread layer exposed during rotation or rolling), and / or from lateral motion experienced during cornering, etc.), either instantaneously or over time, and thus the resulting signal frequency shift and / or attenuation behavior may vary depending on such "flattening" as the associated signal oscillates within one or more known amplitude ranges. Additionally or in the alternative, as the tire experiences deformation, the observed signal may oscillate within a known frequency range corresponding to a particular resonator, thereby allowing precise and accurate identification of the type of degradation that is occurring when degradation occurs, without requiring the driver, passengers, and / or other vehicle occupants to be present in the vehicle when the vehicle is stationary to observe the tire tread condition. Such frequency shift oscillations can be observed as frequency shifts back and forth between two or more frequencies within a known frequency range.

[0197] Wireless-enabled strain (such as a geometric measure of deformation representing the relative displacement between particles in a bulk of a material caused by an external constraint or load) sensors positioned on the side of the inner liner can monitor tire conditions for automotive safety (such as by detecting damaged tires). In addition, tire deformation or strain monitoring can indirectly provide information related to the degree of friction between the tire and the road surface, which can then be used to optimize the automotive tire control system. Such tire information can be wirelessly transmitted to a receiver (and / or transceiver) positioned in the wheel hub based on a resonant sensor (such as an impedance spectroscopy IS sensor) platform.

[0198] FIG. 6C to FIG. 6D A schematic diagram including schematic diagram 6C00 and schematic diagram 6D00 are shown, both of which are related to a resonance serial number based digital encoding system 6C04 for determining vehicle tire wear through ply printed coding. The resonance serial number based digital encoding system 6C04 can be combined and / or work with any of the presently disclosed systems, methods, and sensors. The resonance serial number based digital encoding system 6C04 provides digital encoding of the tire through ply printed coding and thus provides lifetime (referring to the entire service life) tracking of the tire (and related performance indicators) and usage profiles without the need for traditional electronic devices that are susceptible to daily wear and tear of the tire.

[0199] In conjunction with tire wear sensing via impedance spectroscopy (IS) and / or electrochemical impedance spectroscopy (EIS), additional resonators can be digitally encoded onto the printed pattern to provide an identifiable serial number for telemetry-based tire performance tracking. Thus, a vehicle so equipped can track tread wear, total mileage, age, etc. without the need for conventional radio frequency identification systems (RFID) or other electronics of any kind. Tires incorporating the discussed printed carbon-based resonators can be inherently serialized by incrementally printing onto the body ply and / or tread layer.

[0200] Figure 6G shows a schematic diagram 6D10 of resonant serial number encoding in a tire. Serial number "6E" is shown encoded in a specially prepared array of printed carbon resonators configured to resonate according to a 'ping' stimulus-response diagram 6D12, thereby allowing convenient and reliable identification of the specific body ply and / or tread layer of a vehicle tire so equipped.

[0201] Figure 7A schematic diagram 700 is shown depicting the various layers of a tire belt ply 702 that is configured to generate electrical power or current through piezoelectric capabilities such as previously outlined and that may be incorporated into any one or more of the exemplary tires discussed herein with respect to the various presented systems, methods, and materials. In general, such a belt ply may be part of a conventional rubber pneumatic vehicle (such as an automobile, sport utility vehicle, light truck, or truck) tire that may include any one or more of a bead, a body, a reinforcing belt, a cap ply (which is optional), a sidewall, and a tread (also optional, and not present on certain racing tires such as dry tires).

[0202] In some implementations, with respect to any one or more of the presently disclosed examples, thermoelectric generation can be based on the principles of the Seebeck, Peltier, and Thomson effects, where the flow of charge carriers between hot and cold regions creates a voltage difference.

[0203] Optimal thermoelectric materials (suitable for incorporation into the presently disclosed TEGs) should have a high Seebeck coefficient (V=αΔT), high electrical conductivity, and low thermal conductivity to maintain a high thermal gradient at the junction. The polarity of the output voltage may depend on the polarity of the temperature difference across the TEG.

[0204] TEGs can be made of a solid-state daisy-chained circuit of pairs of counter-doped thermoelectric structural pillars (called "legs"). The N-type and P-type semiconductor legs can be placed in electrical series and sandwiched between two thin thermally conductive ceramic plates. A common semiconductor material is bismuth telluride (Bi2Te3).

[0205] Highest V for a given size max A thermoelectric module with a product of Imax (maximum voltage) * Imax (maximum current) will provide the ideal power. Common modules can be square, with each side ranging from about 10 mm to 50 mm in size, and a thickness ranging from 2 mm to 5 mm. A significant performance feature that can be distinguished from other alternative energy generation devices is that TEGs can operate in the dark, which greatly expands the range of potential applications. TEGs are also solid-state devices with no moving parts, allowing continuous operation and containing no materials that need to be replenished. Moreover, in certain configurations, TEGs can allow the heating and cooling capabilities to be reversed.

[0206] In some examples, strain gauge sensors may be incorporated into elastomeric materials to sense weight to determine, for example, the curb weight of a tractor and trailer. Such sensors may be designed to trigger an alarm if the tires exhibit weight or load imbalance (such as due to cargo shifting) and increased forces.

[0207] TEGs may work with resonators incorporated into nitrogen filled racing tires to observe increases in the amount of other gases (such as oxygen and / or argon) that indicate a leak or potential imminent tire rupture (blowout) condition. Tire construction may incorporate any combination of TEGs, piezoelectric energy generators, triboelectric energy generators, and other advanced energy harvesting devices to capture, retain, and reuse energy during vehicle operation to provide the current required for the resonator oscillations to work with any of the presented systems. Additionally, vehicle component wear and degradation information may be electronically forwarded by a suitably equipped system (mounted in the vehicle itself or elsewhere at a remote location) to notify appropriate parties and potentially law enforcement agencies as well as provide high quality continuous holistic and reliable vehicle operating information. This information may be used and considered for predicting sales (based on vehicle driving behavior), promotional sponsorships, insurance, road time, etc.

[0208] Figure 8 A schematic cross-sectional view 800 of a vehicle chassis, engine, and drive train is shown to illustrate powertrain losses associated with conventional vehicles (such as loss of power not available for forward propulsion). Any of the disclosed systems, methods, and materials may be applied to offset such powertrain losses by effectively capturing energy that would otherwise be lost to reuse such energy to power any of the disclosed resonators for vehicle component material degradation detection via signal resonance monitoring. For example, in a vehicle powered by a front mounted internal combustion engine such as Figure 8 In a conventional automobile powered by an internal combustion engine (as shown in the diagram 800 in FIG. 1 ), a traditional exhaustible energy source, such as gasoline, is provided to the engine by input 802. Engine idling results in 17% of the input energy being wasted 804, while another 2% is lost in accessory operation 806, 62% is lost due to engine friction, engine pumping losses, and waste heat (collectively referred to as engine-related losses 808), and 5.6% is lost in the form of driveline losses 810 due to friction and slip, leaving only 12.6% of residual energy available 812 to actually move the vehicle along the road.

[0209] Fig. 9A schematic cross-sectional view of a vehicle equipped with a piezoelectric and / or thermoelectric current and / or power generator is shown. A vehicle 900 (as shown as a mini-compact, but alternatively may be any form of passenger car, sedan, coupe, truck, sport utility vehicle, sports car, etc.) that may be powered by a conventional internal combustion engine features hybrid electric power, or operates exclusively on a pure electric basis featuring an electric motor. In an exemplary configuration, the vehicle 900 may include four tires 912, an air conditioning (A / C) converter 914, a drive motor 902, power steering 906, a horsepower (HP) distributor 910, an external charging receptacle 904, and a battery system 916. The vehicle 900 may be equipped with a piezoelectric energy generating device (such as a generator, device, motor, etc.) to capture energy and convert the captured energy into an electric current that can be used for other applications or uses, such as powering any of the presently disclosed resonators, resonant circuits, etc., to accurately and precisely detect vehicle component conditions with respect to wear and degradation.

[0210] As introduced earlier, piezoelectricity implies the accumulation of electric charge in certain solid materials (such as crystals) in response to applied mechanical stress. The word piezoelectric implies the generation of electricity from pressure and latent heat. Mechanistically, the nature of the piezoelectric effect is closely related to the appearance of electric dipole moments in solids. The latter can be induced for ions on lattice sites with asymmetric charge surroundings (such as in BaTiO3), or can also be carried directly by molecular groups (such as in sucrose). The dipole density or polarizability (dimension [C·m / m 3 ]) can be calculated for a crystal by summing the dipole moments per volume crystallographic unit cell. Since each dipole is a vector, the dipole density P is a vector field.

[0211] The change in polarizability P when mechanical stress is applied is important for the piezoelectric effect. This can be caused by a dipole-induced reconfiguration of the surroundings or by a reorientation of the molecular dipole moment under the influence of the external stress. Piezoelectricity can then manifest itself as a change in the polarizability, its direction, or both, depending on:

[0212] • Orientation of P within the crystal;

[0213] • Crystalline symmetry; and

[0214] • Applied mechanical stress.

[0215] Changes in P manifest themselves as changes in the surface charge density on the crystal planes, such as changes in the electric field extending between the crystal planes caused by changes in the dipole density in the bulk. 3 A quartz cube of 1000 volts produces 12,500 V at an applied force of 2 kN (500 lbf).

[0216] Such principles may be configured to provide voltage and / or current to any of the presently disclosed resonators for associated functions as previously discussed, such as delivering: (1) high power; or (2) low power. High power applications may include capturing rotational energy generated from a tire by a rotating hub, inductively, or wirelessly. Low power applications include integration with remote and / or onboard energy harvesting systems (such as the disclosed TEG systems and / or tricycle power generators) (referring to integration with vehicle 900). Integration with distributed sensor arrays activated by electromagnetic (EM) signal communications (e.g., at 465 Mhz or similar frequencies) may be used to facilitate backscattering or inductive coupling.

[0217] Fig.10 Various perspective schematic diagrams showing advanced concept tires and various energy (current) delivery challenges. Tire 1000 and / or 1002 may be a Goodyear® BH03 piezoelectric concept tire manufactured by Goodyear Tire & Rubber Company of Akron, Ohio, or any similar such advanced self-generating power tire, wherein any disclosed systems, methods, and materials (including carbonaceous microstructures) may be configured to work with such advanced tires to achieve self-powering with respect to providing continuous electrical power to a resonator for accurate vehicle component material degradation detection. Tire 1000 and / or 1002 may feature a tread 1004, sipes 1006, and provide a construction including carbon black (referred to as an "ultra-black" texture) for efficient heat absorption captured by a thermoelectric (TE) power generator or energy.

[0218] With respect to incorporation into any one or more of the presently disclosed exemplary carbon-based microstructures for incorporation into tire materials, suitable types of carbon include graphene and graphene-related materials. Graphene refers to an allotrope of carbon that is in the form of a single atomic layer in a two-dimensional hexagonal lattice with one atom forming each vertex. It is the basic structural element of other allotropes, including graphite, charcoal, carbon nanotubes, and fullerenes. It can also be viewed as an infinitely large aromatic molecule, the ultimate example of a family of flat polycyclic aromatic hydrocarbons.

[0219] Graphene has a diameter of 2,630 m 2 This is much larger than the SSA reported so far for carbon black (usually less than 900 m 2 / g)) or for SSAs included in carbon nanotubes (CNTs) (≈ 100 to 1000 m 2 / g) is much larger and behaves like activated carbon. Graphene's intrinsic properties include: high strength (per unit area); thermal conductivity in the range of about 3,000 W / mK to about 5,000 W / mK; and the ability to be adapted to n-type conductivity by doping with certain elements such as nitrogen (N), sulfur (S), boron (B), phosphorus (P), fluorine (F), and / or chlorine (Cl).

[0220] Formula ZT = σ S 2 T / κ provides a quantitative relationship to the thermoelectric (TE) performance of the material being measured and may be defined as follows: S is the Seebeck coefficient (a measure of the magnitude of the thermoelectric voltage induced in response to a temperature difference across the material as induced by the Seebeck effect), "σ" and "κ" are the electrical and thermal conductivity, respectively, and T is the absolute temperature. Goals for thermoelectric conversion may include increasing electrical conductivity while concurrently decreasing thermal conductivity.

[0221] Graphene may require nanostructuring (such as to achieve low dimensionality: dots ("0D"), tubes / ribbons ("1D"), or sheets (2D)); and interfaces to reduce thermal conduction (phonon scatterers); and bandgap engineering to increase the number of electron carriers (p / n), increasing sensitivity / performance; prepare certain graphene sheet forms that are not very suitable for "daisy chaining" (referring to connecting several devices together in a linear series manner) within typical high-power thermopile architectures; and may be prepared in a form that is most suitable as a supporting substrate for epitaxially grown BiSbTe (such as for its thermal management).

[0222] Graphene can also be used as a multifunctional element providing any one or more of the following advantages: allowing incorporation into (or use as) a thermal conductor (such as for thermal management / PMC composite systems; graphene-on-graphene materials), a reinforcer / enhancer, a distributed sensor (health: pressure, friction, shear), and acting as an energy harvester.

[0223] Fig.11 1 is a schematic side view of a vehicle tire 1100 incorporating graphene-filled rubber and contacting the ground or hard road surface. As shown, the vehicle tire 1100 includes a tire rim (ground) 1102 and a steel belt (conductor) 1104 circumferentially wound around the vehicle tire 1100. The graphene-filled rubber may be incorporated into or otherwise used in one or more of the tire plies that form the tire body. Such graphene-filled rubber may provide a conductive percolation threshold (referring to the minimum filler concentration at which an insulating material can be converted into a conductive material, which means that the percolation threshold is the minimum filler material (such as graphene-filled rubber) concentration that forms an electrical path throughout the sample). The tire may support its weight, such as reflected as a load 1106, and / or other weights such as those pressed on the tire by the vehicle chassis or by the occupants when the vehicle is loaded.

[0224] The vehicle tire 1100 may be equipped with a triboelectric power generator in one or more plies of the tire body to provide captured energy to the resonator in the form of usable electrical energy, as previously disclosed. As employed herein, the triboelectric energy conversion principle supports the conversion of mechanical energy into electrical power, thereby coupling triboelectric friction and electrical induction to a power sensor to diagnose the overall health (referring to wear and degradation) of the tire in a continuous manner.

[0225] Under normal (per commute use) conditions, approximately 5% to 7% of the energy generated by friction encountered between the vehicle tire 1100 and the ground (such as a hard surface of a road) is dissipated. In the absence of a triboelectric generator (or other advanced energy recovery device) to recover and retain this dissipated energy, the energy may be undesirably lost to the surrounding environment. Therefore, any of the currently disclosed carbon-based microstructures, such as those self-nucleated in flight from carbon-containing gaseous substances (such as methane (CH4)) in a reaction chamber or reactor (as disclosed in U.S. patent application serial number 16 / 785,020, entitled "3D Self-Assembled Multi-Modal Carbon-Based Particle" filed by Stowell et al. on February 7, 2020), can be used to form sensors suitable for indicating wear or degradation of vehicle components, as previously discussed.

[0226] Alternatively or in addition, such carbon-based microstructures may be incorporated into the triboelectric energy generator itself and optimized to form a carbon-containing triboelectric conductor with adjustable (tunable) polarizability and capable of being organized and / or connected in series to accommodate a variety of power supply and generation scenarios or needs. The carbon-containing triboelectric energy generators thus described may optionally be evenly dispersed throughout a given tire ply, thereby extending across the entire width of the tire and circumferentially around the tire, rather than being located at a local sensor (less than the tire width). Therefore, such full-tire ply width carbon-containing triboelectric energy generators (and / or local sensors in communication with local triboelectric energy generators distributed throughout one or more tire plies) may provide the following benefits:

[0227] • High contact area at the tire surface for optimal charge generation / surface electrification (erosion—refers to the removal or destruction of material from an object by vaporization, fragmentation, or other erosive processes such as due to friction, formation of new surface, and changes in electrical resistance and potentially related to tread wear / service life);

[0228] • Tuned graphene and rubber composites can be optimized for dielectric constant-dependent electrostatic induction (referring to the creation or generation of static electricity in a material by causing the charge in an object to be redistributed due to nearby charges by bringing a charged object close to the material, which causes the charge to be redistributed in the material, resulting in one side having excess positive (+) or negative (-) charge);

[0229] • Graphene can be tuned to achieve optimal end-use application specific tire properties (such as optimized wet or dry handling, rolling resistance, etc.) and charge generation (wettability); and

[0230] • Vibrations of the tire (loading and unloading (referring to material deflection), which can potentially be correlated to impedance changes) can be captured and converted into usable electrical power.

[0231] The vehicle-specific application of the triboelectric generator described herein is suitable for capturing and reusing approximately 5% to 7% of the energy that would otherwise be lost due to rolling friction between the tire and the hard road surface in contact therewith. Specifically, a ground surface (or a metal-containing composite material) comprising silica, cement, and metal can act as an electron-donating material that contacts an electron-accepting material in a carbon-based microstructure (such as graphene) incorporated into a sensor or throughout a ply of a body of, for example, a rubber pneumatic tire.

[0232] The action of graphene (in some examples, specifically referring to 3D hierarchical carbon-based microstructures synthesized from agglomerates comprising multiple graphene sheets coupled together) can be tuned to act as an electrical conductor at its percolation threshold (referring to the minimum concentration of filler at which an insulating material is converted to a conductive material) and provide a relatively high contact area at the exposed surface of the tire for optimal charge generation. This may be particularly useful in configurations where the entire width of one or more tire plies incorporates at least some of the carbon-based microstructures, such that the entire body ply and / or tread layer is at least partially conductive. The conductive material can accommodate the charge generated by the triboelectric generator through ablation (referring to the removal or destruction of carbon-containing rubber in the tire body ply and / or tread layer when in contact with a hard road surface, resulting in evaporation of the material).

[0233] Furthermore, graphene incorporated into the tire body plies and / or tread layers may be used for a variety of desirable purposes, including being tuned for optimal tire characteristics, such as being tuned for optimal handling in wet or dry conditions, rolling resistance, etc. Vibrations of the tire under loading and unloading conditions may also affect observed impedance changes within such a partially conductive tire capable of capturing and reusing generated charges for material degradation detection purposes.

[0234] FIG. 12A to FIG. 12CSchematic 1200 showing charge generation on a rolling wheel (equipped with a single electrode and a copper laminated polydimethylsiloxane PDMS patch) to demonstrate incremental charge generation of a wheel rolling on a ground surface such as a road hard surface. Any one or more of the presently disclosed carbon-based nanostructures, whether used to form a sensor on a surface, embedded in a tire ply, or mixed in a rubber formulation to form a carbon-containing tire ply, can work with a triboelectric energy generator including the design shown by schematic 1200. As shown, the triboelectric energy generator can have the following components: a metal sheet 1206, which can be connected to an electrical load 1204 (referring to an electrical component or portion of a circuit that consumes active electrical power), which in turn is connected to a metal film 1202, which is in contact with a polymer film 1208 that contacts the ground surface 1210.

[0235] That is, the apparatus illustrated by schematic 1200 may be used to provide electrical power to a resonator for electronic communication with carbon-based microstructures in sensors and elsewhere in or on tire body plies and / or tread layers, and may accommodate at least the following principles, capabilities, and / or observations:

[0236] • The design of a single-electrode triboelectric nanogenerator (S-TENG) using a rough PDMS film to simulate the tire surface can effectively absorb the wasted friction energy from the rolling tire;

[0237] • The S-TENG design is very simple, scalable, and can be easily integrated into a wide variety of potential end-use applications;

[0238] • The triboelectric output increases monotonically with the tire load and moving speed (referring to the function of maintaining or reversing a given order between ordered sets);

[0239] • The S-TENG has been successfully implemented onto the tires of a toy vehicle and instantly powered six commercial light-emitting diodes (LEDs) while the vehicle was moving on the ground; and

[0240] • This development offers a promising solution for improving the fuel efficiency of conventional vehicles or the cruising capability of electric vehicles.

[0241] Triboelectric nanogenerators (TENGs) are generally energy harvesting devices that convert mechanical energy into electricity based on the well-known triboelectric principle. An innovative design of a single-electrode TENG (S-TENG) using PDMS to simulate a tire surface for absorbing the waste friction energy from a rolling tire has been developed and can be integrated with the presently disclosed systems, methods, and materials. The performance of absorbing friction energy has been successfully and systematically studied by fixing the PDMS S-TENG on a rubber wheel. The electrical output of the S-TENG on the wheel shows a monotonic increase with increasing wheel moving speed and weight load.

[0242] A maximum instantaneous power of about 1.79 mW has been obtained under a load resistance of 10 MΩ, which corresponds to an energy conversion efficiency of up to 10.4%. Moreover, an array of multiple S-TENGs has been implemented to the tires of a toy vehicle and provides instantaneous power to 6 commercial green light-emitting diodes (LEDs) while the vehicle moves on the ground. This successful demonstration supports a promising solution that can extract the wasted friction energy from rolling tires, which can improve the fuel efficiency or cruising ability of electric vehicles and can power the presented resonator.

[0243] Fig.12D An exemplary rotor 12D18 and stator 12D10 are shown arranged in a configuration 12D00 to collectively act as an example of a triboelectric power generator or motor according to some implementations. Various known materials may be used, however the example shown in configuration 12D00 may include (at least): a housing 12D02, a copper layer 12D04, a fluorinated ethylene propylene (FEP) material which is a copolymer of hexafluoropropylene and tetrafluoroethylene (and differs from polytetrafluoroethylene resin in that it can be melt processed using conventional injection molding and screw extrusion techniques), an aluminum roller 12D16, a sponge layer, and an acrylic core 12D14.

[0244] In operation, the acrylic core 12D14 may be rotated in direction 12D08 and wrapped by a plurality of layers, each of which surrounds and contacts both the previous and subsequent layers. That is, the acrylic core 12D14 may be surrounded by a sponge layer 12D06 (which may be compressed inwardly to reduce and then restore thickness as needed to accommodate charge capture and transfer), which may be surrounded by a copper layer 12D04 (which may include a large amount of FEP dispersed therein) and an outer shell 12D02.

[0245] The aluminum roller 12D16 can be rotated opposite to the direction 12D14, as shown in the enlarged portion 12D12, to collect the electric charge generated by the triboelectric. The observed physical values ​​and parameters (e.g., when used in conjunction with any of the above triboelectric power generation devices) include (at least) the following:

[0246] • 250 mW / m2 peak power density at 20 MΩ load resistance and 1000 r / min speed;

[0247] • Power 16 spotlights in parallel simultaneously and charge a 200 µF commercial capacitor to 120 V in 170 seconds;

[0248] • 15 mW / cm2 at 10 MΩ load resistance 3 The measured power density of

[0249] • 267 mW / cm at a load resistance of about 1 MΩ and a rotation speed of 1000 rpm 2 of peak power.

[0250] Fig.13A A schematic diagram is shown relating to a vehicle equipped with a system 13A00 (including, for example, triboelectric energy generators implemented in actual form as circuits and / or discrete circuits and in representative form as "equivalent" circuits, as will be further described below), the system being incorporated into a tire 13A04 (any type of tire, such as a conventional pneumatic tire as well as a next generation solid airless tire) of a vehicle 13A02. The system 13A00 may include a configuration of an array of compressible hexagonally structured triboelectric energy nanogenerators (CH-TENGs) 13A06 secured within a body 13A08 or within one or more tread layers of one of the tires 13A04. The CH-TENG 13A06 may be substantially similar to any currently disclosed triboelectric power generating device (and operate accordingly), but each triboelectric energy generator has a substantially hexagonal shape. Other potential representations 13B02 are shown in Fig. 13B Shown in.

[0251] The CH-TENG 13A06 can generate an electric charge that can be used to form an electric current suitable for powering a resonator that can further transmit a signal transmitted by a transceiver 13A10 (capable of transmitting and receiving electromagnetic radiation in the form of a signal). Certain configurations of the CH-TENGS 13A06 can also include conventional electronic components, such as rectifiers and capacitors, to communicate with a wireless tire pressure sensor that can be part of a tire pressure monitoring system (TPMS) to provide an overall tire wear monitoring solution.

[0252] System 13A00 may include at least three (3) types of components, functionalities, and / or subsystems related to tire anomaly detection and communication, including devices that operate in the following manner:

[0253] • transmitting RF signals, such as by transceiver 13A10, or further by a resonator;

[0254] • resonate in response to an RF signal (more specifically, by resonating in response to an excitation signal to produce a corresponding resonant signal), such as performed by conventional LC, resonant and / or tank circuits (or any other discrete circuit elements) and / or carbon-containing microstructures tuned to resonate and / or attenuate signals at known frequencies and / or intensity levels; and

[0255] • Frequency shifting and / or attenuating RF signals, such as performed by sensors made of carbonaceous materials or across surfaces including mixtures at fixed or varying concentration levels (such as vehicle tire tread layers and / or plies).

[0256] In general, resonators can be implemented in discrete form, i.e. as LC circuits, also called resonant circuits, reservoir circuits or tuned circuits. This type of resonator is an electrical circuit consisting of discrete components connected together, such as an inductor, represented by the letter L, and a capacitor, represented by the letter C. The circuit can act as an electrical resonator, i.e. the electrical analogue of a sonic tuning fork, storing energy and emitting energy that oscillates at the natural resonant frequency of the circuit.

[0257] LC circuits can be used to generate signals of specific frequencies, or to extract signals of specific frequencies from more complex signals; this function is called a "bandpass filter". They are key components in many electronic devices, especially radio equipment, used in circuits such as oscillators, filters, tuners and mixers.

[0258] However, incorporating discrete electronic components into potentially high wear areas, such as, for example, a vehicle tire tread layer that is exposed to contact with hard pavement or the ground, can be problematic due to the potential for undesirable degradation and damage to such components, such as the conventional LC circuits described above, due to wear and / or elevated temperatures, among other things.

[0259] Thus, in some implementations, a resonator may be made of only carbon-containing microstructures and associated materials independent of any discrete electronics. Such carbon-containing microstructures may form sensors that may be embedded within a tire ply of a tire body, or within a tire tread layer, or both. Furthermore, the carbon-containing microstructures may be mixed into a tire forming material (such as rubber) so as to be present within one or more plies and / or tire tread layers at similar (or even identical) concentration levels that may, for example, affect changes in signal generation performance.

[0260] Sensors, plies and / or tire tread layers made of carbon-containing microstructures can effectively and completely replace traditional discrete circuit components (such as the above-mentioned resonant circuit) by providing equivalent (at least substantially the same) functionality and performance, and can therefore be represented by an equivalent circuit 13A12, which can be powered by the CH-TENG 13A06, or if not, by resonating in response to an excitation signal (such as a signal transmitted by a transceiver) to generate a corresponding resonant signal. An equivalent circuit refers to a theoretical circuit that maintains all the electrical characteristics of a given circuit (such as a resonant circuit) but is made of linear passive elements (and therefore does not necessarily require the use of traditional discrete circuit elements).

[0261] Thus, undesirable damage to conventional discrete circuits can be avoided by implementing sensors, plies, and / or tread layers made of carbon-containing microstructures that act as an equivalent circuit. In this configuration, no discrete electronic component devices are installed inside the tire. Instead, one or more different tire tread layers and / or body plies of the tire can be composed of (and / or otherwise include sensors made of) a carbon-containing tuned microstructure resonant material that resonates at a known frequency or resonates within a known frequency range to facilitate accurate and precise identification of component wear.

[0262] Fig. 13B Various types of triboelectric energy generator configurations 13B00 are shown that are intended to be incorporated into vehicle tires. During the cyclic compression and decompression cycle proportional to the contact of the tire body layer and / or tread layer with the ground (colloquially referred to as being "squashed"), such configurations can be substantially hexagonal (such as the shape shown in the enlarged portion 13B12), or take any of the forms shown by the structures I-VI shown by the schematic configuration diagrams 13B02, schematic configuration diagrams 13B04, schematic configuration diagrams 13B06, schematic configuration diagrams 13B08, schematic configuration diagrams 13B10 and schematic configuration diagrams 13B12, respectively, as long as the CH-TENG can be included in the tire layer (such as Fig.13A The tire 13A04 is shown in the main body 13A08) and is compressed according to the tire compression. The cyclic compression-decompression behavior can promote the charge collection ability of CH-TENG.

[0263] In general, a tire pressure monitoring system (TPMS) that may be adapted to be combined with any one or more of the above exemplary systems and structures refers to an electronic system designed to monitor the air pressure inside the pneumatic tires of various types of vehicles. The TPMS reports real-time tire pressure information to the vehicle driver through a gauge, a pictogram display, or a simple low-pressure warning light. TPMS can be divided into two different types—direct (dTPMS) and indirect (iTPMS). TPMS is provided at the OEM (factory) level as well as at the aftermarket solution level. The goal of TPMS is to avoid traffic accidents, poor fuel economy, and increased tire wear caused by underinflation of tires by identifying dangerous conditions of tires at an early stage.

[0264] Any of the disclosed methods, systems, and materials may be functionally combined with any type of TPMS to support TPMS functionality, thereby providing additional, enhanced tire degradation information. As described above, iTPMS may monitor any of speed, vibration, wheel radius, and may employ more advanced methods, including the use of Kalman filters (also known as linear quadratic estimation LQE, which is an algorithm that uses a series of measurements observed over time, including statistical noise and other inaccuracies, and produces estimates of unknown variables by estimating the joint probability distribution of the variables within each time range, which are often more accurate than estimates based on a single measurement alone) as well as strain, temperature, and acceleration to determine deformation and friction (essentially "piggybacking" (referring to relying on) the functionality of existing anti-lock braking system ABS sensor suites). Moreover, dTPMS may be combined or otherwise functionally integrated with (at least) the following capabilities and / or technologies:

[0265] • Capacitive sensor and / or energy generator: two surfaces in contact (wheel rim, valve, Nb2O5 active material)

[0266] • Strain gauges: Polyimide based, although membrane is much stiffer than rubber (debonding)

[0267] • Surface acoustic wave (SAW) sensors, which are a type of microelectromechanical system (MEMS) that relies on the modulation of surface acoustic waves to sense physical phenomena; the sensor converts an input electrical signal into a mechanical wave which, unlike an electrical signal, can be easily affected by a physical phenomenon; the device then converts the wave back into an electrical signal; changes in amplitude, phase, frequency, or time delay between the input and output electrical signals can be used to measure the presence of the desired phenomenon; SAW: interdigitated electrodes on a piezoelectric substrate;

[0268] • A Fabry-Pérot interferometer (FPI) or etalon is an optical cavity made of two parallel reflecting surfaces (such as thin mirrors); a light wave can pass through the cavity only if it resonates with the cavity;

[0269] • Hall effect sensor, refers to a device used to measure the magnitude of a magnetic field; its output voltage is proportional to the strength of the magnetic field passing through it; Hall effect sensors are used in proximity sensing, positioning, speed detection, and current sensing applications tread deformation (GaAs on ceramic);

[0270] • MEMS (Micro-Electro-Mechanical Systems, a technology that refers to microscopic devices, especially those with moving parts)

[0271] • Non-contact ultrasonic system (mounted at the base of the wheel rim inside the tire); and

[0272] • Resistor-capacitor parallel circuit integrated on the steel belt.

[0273] Graphene and / or other ordered carbon-based sensors may be combined with the above-described TPMS systems and employ any one or more of the following sensor types and / or variations:

[0274] • Capacitive;

[0275] • Strain gauges; and

[0276] • Piezoelectric based sensors (ZnO coated carbon nanotubes CNT).

[0277] Fig.14A is a schematic side view of a substrate assembly 14A00 incorporating a substrate 14A04. The substrate assembly 14A00 is part of an ABS sensor kit and may interact or work with any of the presently disclosed systems, methods, and materials that incorporate, for example, carbon-based microstructures to provide power (in the form of electrical current) to a resonator. The substrate assembly 14A00 may have a diaphragm thickness 14A06 over a gap 14A08 that may expand (or compress) about the silicon-containing region 14A02 in response to an external force (as indicated by the arrows). The gap 14A08 may be disposed over an isolation layer 14A10 on top of a substrate electrode 14A12.

[0278] Fig. 14B is a schematic diagram of a polyimide-based strain gauge system 14B00 that can be configured to monitor tire pressure, the strain gauge system including computing resources 14B02, strain gauges 14B04 that respond to externally applied forces 14B10, and the ability to be miniaturized to fit on tire plies 14B12 on tire body plies and / or tread plies 14B08. The polyimide-based strain gauge system 14B00 can be part of a TPMS that communicates with any of the presently disclosed systems, methods, and materials to enhance tire pressure detection capabilities with information related to tire condition degradation as further detailed.

[0279] Fig. 14Cis a schematic cross-sectional view of a Hall sensor system 14C00 configured to detect deformation of a vehicle tire tread and incorporating gallium arsenide (GaAs) on ceramic. The Hall sensor system 14C00 can be part of a TPMS that communicates with any of the presently disclosed systems, methods, and materials to enhance tire pressure detection capabilities with tire condition degradation related information as further detailed. The Hall sensor system 14C00 can include a steel cable 14C04 that is part of a vehicle tire. A gallium arsenide (GaAs) Hall effect generator 14C06 ​​works in conjunction with a magnet 14C08 within a body 14C10 (of the tire) located above a tread element that contacts a road (shown as a hard pavement 14C12). During vehicle operation, operation of the Hall sensor system 14C00 can generate an electrical charge and / or current that can be used to power a resonator to determine tire condition information.

[0280] Fig.14D A schematic diagram is shown relating to a non-contact ultrasonic resistor-capacitor parallel circuit 14D00 on a pair of 14D04 steel belts 14D02 integrated within a tire body. During vehicle operation, the non-contact ultrasonic resistor-capacitor parallel circuit 14D00 can generate a charge and / or current that can be used to power a resonator (as presently disclosed) to determine tire condition information. The pair of 14D04 steel belts 14D02 can be positioned a defined distance 14D10 apart to exhibit quantifiable dielectric constant 14D06 and / or resistivity 14D08 values.

[0281] Fig.14E Another suitable configuration of a non-contact ultrasonic resistor-capacitor parallel circuit 14E00 is shown (non-contact referring to the lack of contact between the individual steel wire bundles), wherein the steel wires are electrically coupled and / or connected to corresponding electrodes as required to store and transfer charge and / or conduct current to power the resonator disclosed herein.

[0282] Fig.14F A non-contact ultrasonic resistor-capacitor parallel circuit 14D00 is shown (eg Fig.14D ), in some implementations, the non-contact ultrasonic resistor-capacitor parallel circuit can be another type of "equivalent circuit" characterized by the absence of discrete circuits, but instead the implementation of theoretical circuits composed of carbon-containing microstructures that exhibit all the electrical characteristics of a given circuit. For example, this equivalent circuit may include carbon-containing microstructure resonant materials that simulate the functionality of at least a capacitor (C) and a resistor (R), which can be configured to resonate as needed, such as to detect the frequency shift behavior and / or signal attenuation exhibited by the resonant material.

[0283] Figure 14GA schematic diagram 14G00 is shown of a resistor-capacitor parallel circuit 14G10 (having a plurality of wires 14G12) integrated into a steel belt 14G06 of a vehicle tire 14G02. The steel belt 14G06 may be close to a tire component (e.g., sidewall) 14G04 without interfering with the tire tread pattern 14G08. The resistor-capacitor parallel circuit 14G10 may generate a usable charge and / or power or current in any one or more of the above-described ways (such as by triboelectric principles or other principles) to provide such power to the presently disclosed resonator.

[0284] Figures 15 to 17 Depicted are structured carbon grown on other materials, various carbon nanoparticles, various carbon-based aggregates, and various three-dimensional carbon-containing assemblies. Disclosed may be examples of carbon-based microstructures as referred to herein.

[0285] Fig.18 Show Figures 16 to 18 The Raman shift of one or more of the structured carbons shown in FIG. -1 , 1600 cm -1 and 1380 cm -1 A peak was observed at (or near)

[0286] Fig.19 A perspective view 1900 showing an exemplary lattice arrangement 1908 of constituent elements (e.g., rubber) in a tire body ply and / or tread layer having resonant circuit (also referred to herein as "resonator") components embedded within or between the elements includes exemplary resonant circuit configuration 1902, exemplary resonant circuit configuration 1904, and exemplary resonant circuit configuration 1906. Any contemplated configurations are possible for the resonant circuit components, wherein such configurations may have an effect on oscillation and / or resonance capabilities with respect to further signal emission, as may be relevant for explicit tire degradation as presently disclosed herein.

[0287] Fig. 20 It means that when incorporated into the body plies and / or tread layers of a vehicle tire and in operation Fig.19 An exemplary Raman intensity heat map or plot of signal attenuation associated with a resonant circuit is shown.

[0288] Fig.21 is a schematic diagram showing an exemplary configuration of self-assembled carbon-based particles having various agglomeration modes (e.g., agglomeration mode 2106, agglomeration mode 2108, and agglomeration mode 2110 as shown), any one or more of which may constitute a concentrated area 2104 that may affect the resonant properties of the material into which the carbon-based microstructure is incorporated.

[0289] Usage Overview

[0290] Deployment Example

[0291] Any one or more of the aforementioned techniques and materials may be combined into the fabrication of a surface sensor intended to be embedded in a vehicle-related material and / or surface (such as a tire ply). An automotive surface sensor may be fabricated by selecting a carbon allotrope based at least in part on a specified frequency; mixing the carbon allotrope with other components of a composite material; and then using the composite material to form an automotive surface sensor. When stimulated by an electromagnetic emission (RF signal) of a specified frequency, the automotive surface sensor will resonate at the specified frequency.

[0292] In addition, any or all of the aforementioned techniques and materials may be combined into the manufacturing process of the tire. An automotive tire may be manufactured by selecting a carbon allotrope based at least in part on a specific frequency; mixing the carbon allotrope with other ingredients used in one or more tire materials; and then combining one or more tire materials with additional tire components to assemble the tire. When stimulated by electromagnetic emissions of a specified frequency, the tire material will resonate at the specified frequency. In addition, such resonance may be caused by near-side electromagnetic radiation (such as a ping) of a specified frequency. Strictly as an example, a tuned antenna that emits near-side electromagnetic radiation of a specified frequency may be located in a wheel well of a vehicle. In some cases, a resonant structure applied to the tire material and / or merged with or incorporated therein will resonate at a specified frequency when stimulated by electromagnetic radiation emissions of a specified frequency. In some cases, such resonance may be measured as an attenuation of the response signal.

[0293] Structured Carbon Overview

[0294] Other Structured Carbon Examples

[0295] FIG. 22A to FIG. 22Y Depicting carbon-based materials, growths, agglomerates, aggregates, sheets, particles, and the like, such as those that self-nucleate in flight from a carbon-containing gaseous substance such as methane (CH4) in a reaction chamber or reactor, as disclosed in U.S. patent application serial number 16 / 785,020, entitled “3D Self-Assembled Multi-Modal Carbon-Based Particle,” filed by Stowell et al. on February 7, 2020.

[0296] The illustrated carbon-based nanoparticles and aggregates may be characterized by a high degree of "homogeneity" (such as a high mass fraction of a desired carbon allotrope), a high degree of "order" (such as a low concentration of defects), and / or a high degree of "purity" (such as a low concentration of elemental impurities) as compared to less uniform, less ordered, and less pure particles achievable by conventional systems and methods.

[0297] Nanoparticles produced using the methods described herein can include multi-walled spherical fullerenes (MWSFs) or linked MWSFs and have high uniformity (such as a ratio of graphene to MWSF of 20% to 80%), high order (such as 1 D / I G The nanoparticles produced using the methods described herein contain a MWSF or a linked MWSF, and the MWSF does not contain a core composed of impurity elements other than carbon. The particles produced using the methods described herein may be aggregates containing the above-mentioned nanoparticles having a large diameter, such as greater than 10 μm.

[0298] Conventional methods have been used to produce particles containing highly ordered multi-walled fullerenes, but can result in a final product with a variety of disadvantages. For example, high temperature synthesis techniques result in particles having a mixture of various carbon allotropes and therefore having low homogeneity (such as less than 20% fullerenes relative to other carbon allotropes) and / or small particle sizes (such as less than 1 μm, or in some cases less than 100 nm). Methods using catalysts result in products that include the catalyst element and therefore also have relatively low purity (referring to less than 95% carbon relative to other elements). These undesirable properties also often result in undesirable electrical properties of the resulting carbon particles (such as conductivity less than 1,000 S / m).

[0299] The carbon nanoparticles and aggregates described herein can be characterized by Raman spectra indicating a high degree of order and uniformity of the structure. The uniformly ordered and / or pure carbon nanoparticles and aggregates described herein can be produced using relatively high-speed, low-cost improved thermal reactors and methods, as described below.

[0300] As generally understood and referred to herein, the term "graphene" means an allotrope of carbon in the form of a two-dimensional atomic-scale hexagonal lattice with one atom forming each vertex. The carbon atoms in graphene are sp 2 In addition, graphene has two main peaks in the Raman spectrum: about 1580 cm -1 The G mode at about 1350 cm -1 D mode at 532 nm (when using 532 nm excitation laser).

[0301] As commonly understood and referred to herein, the term "fullerene" means a carbon molecule in the form of a hollow sphere, ellipsoid, tube or other shape. Spherical fullerenes may also be referred to as buckminsterfullerenes or buckyballs. Cylindrical fullerenes may also be referred to as carbon nanotubes. Fullerenes are structurally similar to graphite, which consists of stacked graphene sheets of linked hexagonal rings. Fullerenes may also contain pentagonal (or sometimes heptagonal) rings.

[0302] As commonly understood and referred to herein, the term "multi-walled fullerene" means a fullerene having multiple concentric layers. For example, a multi-walled nanotube (MWNT) comprises multiple rolled layers of graphene (concentric tubes). A multi-walled spherical fullerene (MWSF) comprises multiple concentric fullerene spheres.

[0303] As commonly understood and referred to herein, the term "nanoparticle" means a particle measuring 1 nm to 989 nm. A nanoparticle may include one or more structural characteristics (such as crystal structure, defect concentration, etc.), as well as one or more atomic types. A nanoparticle may be in any shape, including but not limited to a spherical shape, a spherical shape, a dumbbell shape, a cylindrical shape, an elongated cylindrical shape, a rectangular shape and / or a prism shape, a disk shape, a filament shape, an irregular shape, a dense shape (such as having a small amount of voids), a porous shape (such as having many voids), etc.

[0304] As commonly understood and referred to herein, the term "aggregate" means a plurality of nanoparticles linked together by van der Waals forces, by covalent bonds, by ionic bonds, by metallic bonds, or by other physical or chemical interactions. Aggregates can vary significantly in size, but are generally larger than about 500 nm.

[0305] The carbon nanoparticle may include two (2) or more connected multi-walled spherical fullerenes (MWSF) and a graphene layer coating the connected MWSF, and may be formed to be independent of a core composed of an impurity element other than carbon. As described herein, the carbon nanoparticle may include two (2) or more connected multi-walled spherical fullerenes (MWSF) and a graphene layer coating the connected MWSF. In this configuration, the MWSF does not contain a void (referring to a space without a carbon atom larger than about 0.5 nm or larger than about 1 nm) at the center. The connected MWSF may be composed of sp 2 Concentric well-ordered spheres of hybridized carbon atoms are formed (which is advantageous compared to conventional spheres of randomly ordered, non-uniform, amorphous carbon particles that would otherwise fail to achieve any one or more of the unexpected and advantageous properties disclosed herein).

[0306] Nanoparticles comprising linked MWSF have an average diameter in the range of 5 to 500 nm, or 5 to 250 nm, or 5 to 100 nm, or 5 to 50 nm, or 10 to 500 nm, or 10 to 250 nm, or 10 to 100 nm, or 10 to 50 nm, or 40 to 500 nm, or 40 to 250 nm, or 40 to 100 nm, or 50 to 500 nm, or 50 to 250 nm, or 50 to 100 nm.

[0307] The carbon nanoparticles described herein form aggregates in which many nanoparticles gather together to form larger units. A carbon aggregate may include multiple carbon nanoparticles. The diameter across the carbon aggregate may be in the range of 10 to 500 μm, or 50 to 500 μm, or 100 to 500 μm, or 250 to 500 μm, or 10 to 250 μm, or 10 to 100 μm, or 10 to 50 μm. Aggregates may be formed by multiple carbon nanoparticles, as defined above. Aggregates may include connected MWSFs, such as having high uniformity indices (such as a ratio of graphene to MWSF of 20% to 80%), high order (such as 1 D / I G ratio of 0.95 to 1.05), and those of high purity (such as carbon greater than 99.9%).

[0308] Aggregates of carbon nanoparticles, primarily those with diameters within the above range, especially particles greater than 10 μm, are generally easier to collect than particles or particle aggregates less than 500 nm. Easy collection reduces the cost of manufacturing equipment for producing carbon nanoparticles and increases the output of carbon nanoparticles. Particles greater than 10 μm in size pose fewer safety issues than the risks of handling smaller nanoparticles, such as potential health and safety risks caused by inhalation of smaller nanoparticles. Lower health and safety risks therefore further reduce manufacturing costs.

[0309] With reference to the disclosure herein, the ratio of graphene to MWSF of carbon nanoparticles may be 10% to 90%, or 10% to 80%, or 10% to 60%, or 10% to 40%, or 10% to 20%, or 20% to 40%, or 20% to 90%, or 40% to 90%, or 60% to 90%, or 80% to 90%. The ratio of graphene to MWSF of carbon aggregates may be 10% to 90%, or 10% to 80%, or 10% to 60%, or 10% to 40%, or 10% to 20%, or 20% to 40%, or 20% to 90%, or 40% to 90%, or 60% to 90%, or 80% to 90%. The carbon nanoparticles have a ratio of graphene to attached MWSF of 10% to 90%, or 10% to 80%, or 10% to 60%, or 10% to 40%, or 10% to 20%, or 20% to 40%, or 20% to 90%, or 40% to 90%, or 60% to 90%, or 80% to 90%. The carbon aggregates have a ratio of graphene to attached MWSF of 10% to 90%, or 10% to 80%, or 10% to 60%, or 10% to 40%, or 10% to 20%, or 20% to 40%, or 20% to 90%, or 40% to 90%, or 60% to 90%, or 80% to 90%.

[0310] Raman spectroscopy can be used to characterize carbon allotropes to distinguish their molecular structures. For example, graphene can be characterized using Raman spectroscopy to determine properties such as order / disorder, edges and grain boundaries, thickness, number of layers, doping, strain, and thermal conductivity. MWSF has also been characterized using Raman spectroscopy to determine the degree of order of the MWSF.

[0311] Raman spectroscopy is used to characterize the structure of the MWSF or connected MWSF used with reference to the structure incorporated into the various tire-related tire plies as discussed herein. The main peaks in the Raman spectrum are the G mode and the D mode. The G mode is attributed to the sp 2- The D peak is the vibration of carbon atoms in a hybrid carbon network, while the D mode is associated with the breathing of a hexagonal carbon ring with defects. In some cases, defects may be present but may not be detected in the Raman spectrum. For example, if the crystal structure presented is orthogonal to the basal plane, the D peak will show an increase. Alternatively, if a perfectly planar surface parallel to the basal plane is presented, the D peak will be zero.

[0312] When using 532 nm incident light, the Raman G mode is typically at 1582 cm -1 However, for a MWSF or a connected MWSF, the Raman G mode may be shifted down (e.g., to 1565 cm -1 Or move down to 1580 cm -1). In the Raman spectrum of the MWSF or the connected MWSF, at about 1350 cm -1 The D mode is observed at . The ratio of the intensity of the D mode peak to the G mode peak (such as I D / I G ) is related to the order of MWSF, where the lower I D / I G Indicates a higher degree of order. An I close to or below 1 D / I G indicates a relatively high degree of order, while an I greater than 1.1 D / I G Indicates a lower degree of order.

[0313] As described herein, carbon nanoparticles or carbon aggregates comprising a MWSF or an attached MWSF can have and / or exhibit a wavelength of about 1350 cm when using 532 nm incident light. -1 The first Raman peak at about 1580 cm -1 For the nanoparticles or aggregates described herein, the ratio of the first Raman peak intensity to the second Raman peak intensity (e.g., I D / I G ) may be in the range of 0.95 to 1.05, or 0.9 to 1.1, or 0.8 to 1.2, or 0.9 to 1.2, or 0.8 to 1.1, or 0.5 to 1.5, or less than 1.5, or less than 1.2, or less than 1.1, or less than 1, or less than 0.95, or less than 0.9, or less than 0.8.

[0314] The carbon aggregates comprising the MWSF or linked MWSF, as defined above, have a high purity. The carbon aggregates comprising the MWSF or linked MWSF have a carbon to metal ratio greater than 99.99%, or greater than 99.95%, or greater than 99.9%, or greater than 99.8%, or greater than 99.5%, or greater than 99%. The carbon aggregates have a carbon to other elements ratio greater than 99.99%, or greater than 99.95%, or greater than 99.9%, or greater than 99.5%, or greater than 99%, or greater than 90%, or greater than 80%, or greater than 70%, or greater than 60%. The carbon aggregates have a carbon to other elements (excluding hydrogen) greater than 99.99%, or greater than 99.95%, or greater than 99.9%, or greater than 99.8%, or greater than 99.5%, or greater than 99%, or greater than 90%, or greater than 80%, or greater than 70%, or greater than 60%.

[0315] The carbon aggregates comprising the MWSF or linked MWSF, as defined above, have a high specific surface area. The carbon aggregates have a Brunauer, Emmett and Teller (BET) specific surface area of ​​10 to 200 m2 / g, or 10 to 100 m 2 / g, or 10 to 50m 2 / g, or 50 to 200 m 2 / g, or 50 to 100 m 2 / g, or 10 to 1000 m 2 / g.

[0316] Carbon aggregates comprising MWSF or linked MWSF, as defined above, have high electrical conductivity. Carbon aggregates comprising MWSF or linked MWSF, as defined above, compressed into pellets, and the pellets have an electrical conductivity greater than 500 S / m, or greater than 1,000 S / m, or greater than 2,000 S / m, or greater than 3,000 S / m, or greater than 4,000 S / m, or greater than 5,000 S / m, or greater than 10,000 S / m, or greater than 20,000 S / m, or greater than 30,000 S / m, or greater than 40,000 S / m, or greater than 50,000 S / m, or greater than 60,000 S / m, or greater than 70,000 S / m, or from 500 S / m to 100,000 S / m, or from 500 S / m to 1,000 S / m, or from 500 S / m to 10,000 S / m, or from 500 S / m to 50,000 S / m S / m to 20,000 S / m, or 500 S / m to 100,000 S / m, or 1000 S / m to 10,000 S / m, or 1,000 S / m to 20,000 S / m, or 10,000 to 100,000 S / m, or 10,000 S / m to 80,000 S / m, or 500 S / m to 10,000 S / m. In some cases, the density of the pellets is about 1 g / cm 3 , or about 1.2 g / cm 3 , or about 1.5 g / cm 3 , or about 2 g / cm 3 , or about 2.2 g / cm 3 , or about 2.5 g / cm 3 , or about 3 g / cm 3 Additionally, testing has been conducted in which compressed pellets of carbon aggregate material have been formed at compressions of 2,000 psi and 12,000 psi and annealing temperatures of 800° C. and 1,000° C. Higher compressions and / or higher annealing temperatures generally resulted in pellets having higher conductivities, including conductivities in the range of 12,410.0 S / m to 13,173.3 S / m.

[0317] High-purity carbon allotropes produced using thermal treatment systems

[0318] The carbon nanoparticles and aggregates described herein can be produced using thermal reactors and methods. More details about thermal reactors and / or methods of use can be found in U.S. Patent No. 9,862,602, entitled "CRACKING OF A PROCESS GAS", issued on January 9, 2018, which is hereby incorporated by reference in its entirety. In addition, carbon-containing precursors and / or hydrocarbon precursors (referring to at least methane, ethane, propane, butane and natural gas) can be used with thermal reactors to produce carbon nanoparticles and carbon aggregates described herein.

[0319] Carbon nanoparticles and aggregates described herein are produced using a thermal reactor with a gas flow rate of 1 slm to 10 slm, or 0.1 slm to 20 slm, or 1 slm to 5 slm, or 5 slm to 10 slm, or greater than 1 slm, or greater than 5 slm. Carbon nanoparticles and aggregates described herein are produced using a thermal reactor with a gas resonance time of 0.1 seconds (s) to 30 s, or 0.1 s to 10 s, or 1 s to 10 s, or 1 s to 5 s, or 5 s to 10 s, or greater than 0.1 s, or greater than 1 s, or greater than 5 s, or less than 30 s.

[0320] The carbon nanoparticles and aggregates described herein can be produced using a thermal reactor with a productivity of 10 g / h to 200 g / h, or 30 g / h to 200 g / h, or 30 g / h to 100 g / h, or 30 g / h to 60 g / h, or 10 g / h to 100 g / h, or greater than 10 g / h, or greater than 30 g / h, or greater than 100 g / h.

[0321] Thermal reactors (or other cracking equipment) and thermal reactor methods (or other cracking methods) can be used to refine, pyrolyze, dissociate or crack raw process gases into their components to produce the carbon nanoparticles and carbon aggregates described herein, as well as other solid and / or gaseous products (such as hydrogen and / or lower hydrocarbon gases). The raw process gas generally includes, for example, hydrogen (H 2 ), carbon dioxide (CO 2 ), C 1 To C 10 Hydrocarbons, aromatic hydrocarbons, and / or other hydrocarbon gases (such as natural gas, methane, ethane, propane, butane, isobutane, saturated / unsaturated hydrocarbon gases, ethylene, propylene, etc.), and mixtures thereof. Carbon nanoparticles and carbon aggregates may include, for example, multi-walled spherical fullerenes (MWSF), connected MWSF, carbon nanospheres, graphene, graphite, highly ordered pyrolytic graphite, single-walled nanotubes, multi-walled nanotubes, other solid carbon products, and / or carbon nanoparticles and carbon aggregates described herein.

[0322] The method for producing the carbon nanoparticles and carbon aggregates described herein may include a thermal cracking process using, for example, an elongated longitudinal heating element optionally enclosed in an elongated shell, housing or body of a thermal cracking device. The body may include, for example, one or more tubes or other suitable enclosures made of stainless steel, titanium, graphite, quartz, etc. The body of the thermal cracking device is generally cylindrical in shape, with a central elongated longitudinal axis arranged vertically and a raw material process gas inlet at or near the top of the body. The raw material process gas may flow longitudinally downward through the body or a portion thereof. In a vertical configuration, both gas flow and gravity contribute to the removal of solid products from the body of the thermal cracking device.

[0323] The heating element may include any one or more of the following: a heating lamp, one or more resistance wires or filaments (or strands), metal filaments, metal strips or rods, and / or other suitable thermal free radical generators or elements that can be heated to a specific temperature (such as a molecular cracking temperature) sufficient to thermally crack the molecules of the raw process gas. The heating element may be disposed, positioned or arranged to extend centrally within the body of the thermal cracking apparatus along its central longitudinal axis. In a configuration having only one heating element, the heating element may be placed at or concentric with the central longitudinal axis; alternatively, for a configuration having multiple heating elements, they may be generally symmetrically or concentrically spaced or offset at locations proximate to and around and parallel to the central longitudinal axis.

[0324] Thermal cracking to produce the carbon nanoparticles and aggregates described herein can be achieved by flowing a raw process gas over, in contact with, or near a heating element within a longitudinally elongated reaction zone to heat the raw process gas to a specific molecular cracking temperature or to heat the raw process gas at said temperature, wherein the longitudinally elongated reaction zone is generated by heat from the heating element and is defined by and contained within the body of the thermal cracking apparatus.

[0325] The reaction zone can be considered to be a region surrounding the heating element for the raw process gas and close enough to the heating element to receive enough heat to thermally crack the molecules of the raw process gas. Thus, the reaction zone is generally axially aligned or concentric with the central longitudinal axis of the body. Thermal cracking is performed at a specific pressure. The raw process gas is circulated around or across the outer surface of the vessel or heating chamber of the reaction zone to cool the vessel or chamber and preheat the raw process gas before it flows into the reaction zone.

[0326] The carbon nanoparticles and aggregates and / or hydrogen described herein are produced without the use of a catalyst. Thus, the method may be completely catalyst-free.

[0327] The disclosed methods and systems can advantageously be rapidly scaled up or down as needed for different production levels, such as being scalable to provide a stand-alone hydrogen and / or carbon nanoparticle production station, hydrocarbon source, or fuel cell station, to provide a higher capacity system such as for a refinery, etc.

[0328] A thermal cracking apparatus for cracking a raw process gas to produce carbon nanoparticles and aggregates described herein includes a body, a raw process gas inlet, and an elongated heating element. The body has an internal volume with a longitudinal axis. The internal volume has a reaction zone concentric with the longitudinal axis. During a thermal cracking operation, the raw process gas can flow into the internal volume through the raw process gas inlet. The elongated heating element can be arranged in the internal volume along the longitudinal axis and surrounded by the reaction zone. During the thermal cracking operation, the elongated heating element is heated by electrical power to a molecular cracking temperature to produce a reaction zone, the raw process gas is heated by heat from the elongated heating element, and the heat thermally cracks molecules of the raw process in the reaction zone into molecular components.

[0329] A method for cracking a raw process gas to produce the carbon nanoparticles and aggregates described herein may include at least any one or more of the following: (1) providing a thermal cracking apparatus having an interior volume with a longitudinal axis and an elongated heating element disposed within the interior volume along the longitudinal axis; (2) heating the elongated heating element to a molecular cracking temperature by electrical power to produce a longitudinally elongated reaction zone within the interior volume; (3) flowing the raw process gas into the interior volume and through the longitudinally elongated reaction zone (e.g., wherein the raw process gas is heated by heat from the elongated heating element); and (4) thermally cracking molecules of the raw process gas within the longitudinally elongated reaction zone into its components (e.g., hydrogen and one or more solid products) as the raw process gas flows through the longitudinally elongated reaction zone.

[0330] The raw process gas used to produce the carbon nanoparticles and aggregates described herein may include hydrocarbon gases. The results of cracking may also include hydrogen in gaseous form (e.g., H 2 ) and various forms of carbon nanoparticles and aggregates described herein. The carbon nanoparticles and aggregates include two or more MWSFs and graphene layers coating the MWSFs, and / or connected MWSFs and graphene layers coating the connected MWSFs. Before the raw process gas is flowed into the internal volume, the raw process gas is preheated (e.g., preheated to 100° C. to 500° C.) by flowing the raw process gas through a gas preheating zone between a heating chamber and a shell of the thermal cracking device. The gas having the nanoparticles therein is flowed into the internal volume and through the longitudinally elongated reaction zone to mix with the raw process gas to form a coating of solid products (such as a graphene layer) around the nanoparticles.

[0331] Post-processing high purity structured carbon

[0332] The carbon nanoparticles and aggregates containing multi-walled spherical fullerenes (MWSF) or connected MWSFs described herein can be produced and collected without completing any post-processing treatment or operation. Alternatively, some post-processing can be performed on one or more of the currently disclosed MWSFs. Some examples of post-processing involved in making and using resonant materials include mechanical treatments such as ball milling, grinding, milling, microfluidization, and other techniques that reduce particle size without damaging the MWSF. Some further examples of post-processing include exfoliation processes (referring to the complete separation of carbonaceous material layers, such as forming or extracting graphene layers from graphite, etc.), including shear mixing, chemical etching, oxidation (such as Hummer's method), thermal annealing, doping by adding elements (such as sulfur and / or nitrogen) during annealing, steaming, filtering and freeze-drying, etc. Some examples of post-processing include sintering processes such as spark plasma sintering (SPS), DC sintering, microwave sintering and ultraviolet (UV) sintering, which can be performed in an inert gas at high pressure and high temperature. A variety of post-processing methods can be used together or in series. The post-treatment produces functionalized carbon nanoparticles or aggregates comprising multi-walled spherical fullerenes (MWSF) or linked MWSF.

[0333] The material can be mixed together in different combinations, quantities and / or ratios. Different carbon nanoparticles and aggregations can be mixed together before one or more post-processing operations (if any) comprising a MWSF as herein described or the MWSF that is connected. For example, different carbon nanoparticles and aggregations can be mixed together comprising a MWSF or the MWSF that is connected with different characteristics (such as different sizes, different compositions, different purities, from different processing rounds, etc.). Carbon nanoparticles and aggregations can be mixed with graphene to change the ratio of the MWSF connected in the mixture with graphene. Different carbon nanoparticles and aggregations can be mixed together after post-processing comprising a MWSF as herein described or the MWSF that is connected. Different carbon nanoparticles and aggregations can be mixed together comprising a MWSF or the MWSF that is connected with different characteristics and / or different post-processing methods (for example, different sizes, different compositions, different functionalities, different surface characteristics, different surface areas) with any number, ratio and / or combination.

[0334] The carbon nanoparticles and aggregates described herein are produced and collected, and then processed by mechanical grinding, milling and / or exfoliation. Processing (such as by mechanical grinding, milling, exfoliation, etc.) can reduce the average size of the particles. Processing (such as by mechanical grinding, milling, exfoliation, etc.) increases the average surface area of ​​the particles. Processing by mechanical grinding, milling and / or exfoliation shears off some portions of the carbon layer, thereby producing graphite flakes mixed with the carbon nanoparticles.

[0335] Mechanical grinding or milling is performed using a ball mill, planetary mill, rod mill, shear mixer, high shear granulator, autogenous mill or other types of machining for breaking solid materials into smaller pieces by grinding, crushing or cutting. Mechanical grinding, milling and / or peeling are performed wet or dry. Mechanical grinding is performed by grinding for a period of time, then idling for a period of time, and then repeating grinding and idling multiple cycles. The grinding period is 1 minute (min) to 20 min, or 1 min to 10 min, or 3 min to 8 min, or about 3 min, or about 8 min. The idling period is 1 min to 10 min, or about 5 min, or about 6 min. The number of grinding and idling cycles is 1 min to 100 min, or 5 min to 100 min, or 10 min to 100 min, or 5 min to 10 min, or 5 min to 20 min. The total amount of time for grinding and idling is from 10 min to 1,200 min, or from 10 min to 600 min, or from 10 min to 240 min, or from 10 min to 120 min, or from 100 min to 90 min, or from 10 min to 60 min, or about 90 min, or about 10 min minutes.

[0336] The grinding step in the cycle is performed by rotating the mill in one direction (such as clockwise) in the first cycle and then in the opposite direction (such as counterclockwise) in the next cycle. Mechanical grinding or milling is performed using a ball mill, and the grinding step is performed using a rotation speed of 100 to 1000 rpm, or 100 to 500 rpm, or about 400 rpm. Mechanical grinding or milling is performed using a ball mill, and the ball mill uses a grinding media with a diameter of 0.1 mm to 20 mm, or 0.1 mm to 10 mm, or 1 mm to 10 mm, or about 0.1 mm, or about 1 mm, or about 10 mm. Mechanical grinding or milling is performed using a ball mill, and the ball mill uses a grinding media composed of metals such as steel, oxides such as zirconium oxide (zirconium oxide / zirconia), yttria-stabilized zirconium oxide, silicon dioxide, aluminum oxide, magnesium oxide or other hard materials such as silicon carbide or tungsten carbide.

[0337] Carbon nanoparticles and aggregates as described herein are produced and collected and subsequently treated with elevated temperatures such as thermal annealing or sintering. Treatment with elevated temperatures is carried out in an inert environment such as nitrogen or argon. Treatment with elevated temperatures is carried out at atmospheric pressure, or under vacuum, or under low pressure. Treatment with elevated temperatures is carried out at a temperature of 500°C to 2,500°C, or 500°C to 1,500°C, or 800°C to 1,500°C, or 800°C to 1,200°C, or 800°C to 1,000°C, or 2,000°C to 2,400°C, or about 8,00°C, or about 1,000°C, or about 1,500°C, or about 2,000°C, or about 2,400°C.

[0338] The carbon nanoparticles and aggregates described herein are produced and collected, and then in post-processing operations, additional elements or compounds are added to the carbon nanoparticles to incorporate the unique properties of the carbon nanoparticles and aggregates into other material mixtures.

[0339] Before or after post-processing, the carbon nanoparticles and aggregates described herein are added to solids, liquids or slurries of other elements or compounds to form additional material mixtures incorporating the unique properties of the carbon nanoparticles and aggregates. The carbon nanoparticles and aggregates described herein are mixed with other solid particles, polymers or other materials.

[0340] The carbon nanoparticles and aggregates described herein are used in various applications other than those related to the manufacture and use of resonant materials, either before or after post-processing. Such applications include, but are not limited to, transportation applications (such as automobile and truck tires, couplings, brackets, elastic "o" rings, hoses, sealants, gaskets, etc.) and industrial applications (such as rubber additives, polymer material functionalization additives, epoxy resin additives, etc.).

[0341] Fig.22A and Fig. 22B A transmission electron microscope (TEM) image of the as-synthesized carbon nanoparticles is shown. Fig.22A (at the first magnification) and Fig. 22B The carbon nanoparticles (at the second magnification) comprise connected multi-walled spherical fullerenes (MWSF) and a graphene layer coating the connected MWSF. Due to the relatively short resonance time, the ratio of MWSF to graphene allotropes in this example is about 80%. Fig. 22BThe diameter of the MWSF in is about about 5 nm to 10 nm, and using the above conditions, the diameter can be 5 nm to 500 nm. The average diameter across the MWSF is in the range of 5 nm to 500 nm, or 5 nm to 250 nm, or 5 nm to 100 nm, or 5 nm to 50 nm, or 10 nm to 500 nm, or 10 nm to 250 nm, or 10 nm to 100 nm, or 10 nm to 50 nm, or 40 nm to 500 nm, or 40 nm to 250 nm, or 40 nm to 100 nm, or 50 nm to 500 nm, or 50 nm to 250 nm, or 50 nm to 100 nm. Catalyst is not used in this process, therefore, there is no central seed containing pollutants. The particle diameter of the aggregate particles produced in this example is about 10 μm to 100 μm, or about 10 μm to 500 μm.

[0342] Fig. 22C The Raman spectrum of the as-synthesized aggregate in this example is taken at 532 nm incident light. D / I G is about 0.99 to 1.03, indicating that the aggregates are composed of highly ordered carbon allotropes.

[0343] Fig.22D and Fig.22E An exemplary TEM image of carbon nanoparticles after size reduction by grinding in a ball mill is shown. Ball milling is performed in a cycle of 3 minutes (min) counterclockwise grinding operation, followed by 6 min idling operation, then 3 min clockwise grinding operation, followed by 6 min idling operation. The grinding operation is performed using a rotation speed of 400 rpm. The grinding media is zirconium oxide, and the size range is 0.1 mm to 10 mm. The total size reduction processing time is 60 min to 120 min. After size reduction, the particle diameter of the aggregate particles produced in this embodiment is about 1 μm to 5 μm. The carbon nanoparticles after size reduction are connected MWSFs, which have a graphene layer coating the connected MWSF.

[0344] Fig.22F Raman spectra from these aggregates after size reduction are shown at 532 nm incident light. D / I G is about 1.04. In addition, the particles after size reduction have a Brunauer, Emmett, and Teller (BET) specific surface area of ​​about 40 m 2 / g to 50 m 2 / g.

[0345] The purity of the aggregates produced in this example was measured using mass spectrometry and x-ray fluorescence (XRF) spectroscopy. The ratio of carbon to elements other than hydrogen measured in 16 different batches ranged from 99.86% to 99.98%, with an average of 99.94% carbon.

[0346] In this example, carbon nanoparticles were produced using a hot wire processing system. The precursor material was methane, with a flow rate of 1 slm to 5 slm. At these flow rates and tool geometry, the resonance time of the gas in the reaction chamber was about 20 seconds to 30 seconds, and the carbon particle production rate was about 20 g / h.

[0347] Further details regarding this processing system can be found in previously mentioned US Patent 9,862,602, entitled "CRACKING OF A PROCESS GAS."

[0348] Example

[0349] Example 1

[0350] Figure 22G (Enlarged view Fig.15 ), Fig.22H (Enlarged view Fig.16 )and Fig.22I (Enlarged view Fig.17 ) shows the TEM image of the original carbon nanoparticles after the synthesis of this embodiment. The carbon nanoparticles include connected multi-walled spherical fullerenes (MWSF) and the graphene layers of the MWSFs coated with the connected ones. In this embodiment, the ratio of multi-walled fullerenes to graphene allotropes is about 30% due to the relatively long resonance time, thereby allowing thicker or more graphene layers to coat the MWSFs. Catalysts are not used in this process, therefore, there is no central seed containing pollutants. The particle diameter of the original aggregate particles produced after the synthesis in this embodiment is about 10 μm to 500 μm. Fig.22J The Raman spectra of the aggregates from this example are shown. In this example, the Raman signature of the as-synthesized particles indicates a thicker graphene layer coating the MWSF in the as-synthesized material. In addition, the as-synthesized particles have a Brunauer, Emmett, and Teller (BET) specific surface area of ​​approximately 90 m 2 / g to 100 m 2 / g.

[0351] Example 2

[0352] Figure 22K and Figure 22LTEM images of carbon nanoparticles of this example are shown. Specifically, the images depict carbon nanoparticles after size reduction by grinding in a ball mill. The size reduction process conditions are the same as those described above. FIG. 22G to FIG. 22J The same as those described. After size reduction, the aggregate particles produced in this example had a particle size of about 1 μm to 5 μm. TEM images showed that after size reduction, connected MWSFs embedded in the graphene coating could be observed. Figure 22M The Raman spectrum of the aggregates from this example taken at 532 nm incident light after size reduction is shown. In this example, the I D / I G is about 1, indicating that the connected MWSF embedded in the graphene coating as synthesized becomes detectable in the Raman spectrum after size reduction and is well-ordered. The particles after size reduction have a Brunauer, Emmett, and Teller (BET) specific surface area of ​​about 90 m 2 / g to 100 m 2 / g.

[0353] Example 3

[0354] FIG22n is a scanning electron microscope (SEM) image of a carbon aggregate showing graphite and graphene allotropes at a first magnification. FIG22o is a SEM image of a carbon aggregate showing graphite and graphene allotropes at a second magnification. The layered graphene is clearly shown within the distortions (wrinkles) of the carbon. The 3D structure of the carbon allotropes is also visible.

[0355] Figure 22P Shown in Fig.22N and Fig.22O The mass-based cumulative particle size distribution 406 corresponds to the left y-axis (Q 3 The mass particle size distribution histogram 408 corresponds to the right axis (dQ 3 (x) [%]). The median particle size is about 33 μm. The 10th percentile particle size is about 9 μm, and the 90th percentile particle size is about 103 μm. The mass density of the particles is about 10 g / L.

[0356] Example 4

[0357] Figure 22Q The particle size distribution of carbon particles captured from the multi-stage reactor is shown in FIG. The mass-based cumulative particle size distribution 414 corresponds to the left y-axis (Q 3 The mass particle size distribution histogram 416 corresponds to the right axis (dQ 3(x) [%]). The median particle size captured was approximately 11 μm. The 10th percentile particle size was approximately 3.5 μm, and the 90th percentile particle size was approximately 21 μm. Figure 22Q The graph in FIG. 1 also shows the y-axis (Q 0 (x) [%]) of the number basis cumulative particle size distribution 418. The number basis median particle size was about 0.1 μm to about 0.2 μm. The mass density of the collected particles was about 22 g / L.

[0358] Back to Figure 22P In the discussion of FIG. 1 , the graph also shows a second set of exemplary results. Specifically, in this example, the particles were size-reduced by mechanical grinding and then the size-reduced particles were processed using a cyclone separator. The mass-based cumulative particle size distribution 410 of the size-reduced carbon particles captured in this example corresponds to the left y-axis (Q 3 The mass-based particle size distribution histogram 412 corresponds to the right axis (dQ 3 (x) [%]). The median particle size of the captured size-reduced carbon particles in this example was approximately 6 μm. The 10th percentile particle size was 1 μm to 2 μm, and the 90th percentile particle size was 10 μm to 20 μm.

[0359] More details on making and using cyclone separators can be found in U.S. patent application Ser. No. 15 / 725,928, filed Oct. 5, 2017, entitled “MICROWAVE REACTOR SYSTEM WITH GAS-SOLIDS SEPARATION,” which is hereby incorporated by reference in its entirety.

[0360] High-purity carbon allotropes produced using a microwave reactor system

[0361] In some cases, a microwave plasma reactor system can be used to produce carbon particles and aggregates comprising graphite, graphene and amorphous carbon using precursor materials comprising methane, or comprising isopropyl alcohol (IPA), or comprising ethanol, or comprising condensed hydrocarbons (such as hexane). In some other examples, the carbon-containing precursor is optionally mixed with a supply gas (such as argon). The particles produced in this embodiment comprise graphite, graphene, amorphous carbon and do not contain seeds. The ratio of carbon to other elements except hydrogen that the particles in this embodiment have is about 99.5% or higher.

[0362] In one specific example, hydrocarbons are the input material to a microwave plasma reactor, and the separated output of the reactor includes hydrogen and carbon particles containing graphite, graphene, and amorphous carbon. The carbon particles are separated from the hydrogen in a multi-stage gas-solid separation system. The solid loading of the separated output from the reactor is 0.001 g / L to 2.5 g / L.

[0363] Example 5

[0364] Figure 22R , Figure 22S and Figure 22T is a TEM image of carbon nanoparticles as-synthesized. The image shows examples of graphite, graphene, and amorphous carbon allotropes. Layers of graphene and other carbon materials can be clearly seen in the image.

[0365] Figure 22U The particle size distribution of captured carbon particles is shown in FIG. The mass basis cumulative particle size distribution 420 corresponds to the left y-axis (Q 3 The mass particle size distribution histogram 422 corresponds to the right axis (dQ 3 (x) [%]). The median particle size captured in the cyclone separator in this example was about 14 μm. The 10th percentile particle size was about 5 μm, and the 90th percentile particle size was about 28 μm. Figure 22U The graph in FIG. 1 also shows the y-axis (Q 0 (x) [%]) of the number basis cumulative particle size distribution 424. The number basis median particle size in this example is about 0.1 μm to about 0.2 μm.

[0366] Example 6

[0367] Figure 22V , Figure 22W ,and Figure 22X and Figure 22X is an image showing three-dimensional carbon-containing structures grown onto other three-dimensional structures. Figure 22V is a 100X magnification of a three-dimensional carbon structure grown onto carbon fiber, and Figure 22W This is a 200X magnification of a three-dimensional carbon structure grown onto carbon fibers. Figure 22X 1601X magnification of a three-dimensional carbon structure grown onto a carbon fiber. Shows the three-dimensional carbon growing on top of the fiber surface. Figure 22Y 10000X magnification of a three-dimensional carbon structure grown onto a carbon fiber. The image depicts growth onto the basal plane as well as the end planes.

[0368] More specifically, Figure 22V to Figure 22YAn exemplary SEM image of a 3D carbon material grown onto fibers using plasma energy from a microwave plasma reactor and thermal energy from a thermal reactor is shown. Figure 22V An SEM image of crossed fibers 431 and fibers 432 is shown, with 3D carbon material 430 grown on the fiber surface. Figure 22W is a higher magnification image showing the 3D carbon material 430 on the fiber 432 (compared to Figure 22V 500 μm, scale bar is 300 μm). Figure 22X 4 is a further magnified view showing the 3D carbon material 430 on the fiber surface 435 (scale bar is 40 μm), where the 3D nature of the carbon material 430 can be clearly seen. Figure 22Y A close-up view of individual carbons is shown (scale bar 500 nm), illustrating the interconnection between the basal plane of the fiber 432 and the end surfaces 434 of many submicron particles of 3D carbon material grown on the fiber. Figure 22V to Figure 22Y Demonstrated the ability to grow 3D carbon on 3D fiber structures, such as growing 3D carbon on 3D carbon fibers.

[0369] 3D carbon growth on fibers can be achieved by introducing multiple fibers into a microwave plasma reactor and etching the fibers using plasma in the microwave reactor. Etching produces nucleus sites so that when carbon particles and submicron particles are generated by hydrocarbon dissociation in the reactor, the growth of 3D carbon structures begins at these nucleation sites. The direct growth of 3D carbon structures on fibers (the fibers themselves are essentially three-dimensional) provides a highly integrated 3D structure with holes into which resin can penetrate. Compared with composite materials having conventional fibers that include smooth surfaces and these smooth surfaces are usually delaminated from the resin matrix, this 3D reinforced matrix for resin composites (including 3D carbon structures integrated with high aspect ratio reinforcing fibers) can improve material properties, such as tensile strength and shear force.

[0370] Functionalization of exposed carbon surfaces

[0371] Carbon materials, such as any one or more of the 3D carbon materials described herein, may have one or more exposed surfaces prepared for functionalization, such as functionalization to promote adhesion and / or the addition of elements such as oxygen, nitrogen, carbon, silicon, or hardeners. Functionalization refers to the addition of functional groups to a compound by chemical synthesis. In materials science, functionalization can be used to achieve desired surface properties; for example, functional groups can also be used to covalently attach functional molecules to the surface of a chemical device. Carbon materials can be functionalized in situ—that is, on-site in the same reactor in which the carbon materials are produced. Carbon materials can be functionalized in post-processing. For example, the surface of fullerenes or graphene can be functionalized with oxygen- or nitrogen-containing species that form bonds with the polymers of the resin matrix, thereby improving adhesion and providing strong bonds to increase the strength of the composite material.

[0372] Any one or more of the disclosed carbon-based materials (such as CNTs, CNOs, graphenes, 3D carbon materials such as 3D graphenes) may be subjected to functionalized surface treatment using a plasma reactor (such as a microwave plasma reactor) as described herein. Such treatment may include in-situ surface treatment during the production of a carbon material that may be combined with a binder or polymer in a composite material, or surface treatment after the carbon material is produced while the carbon material is still in the reactor.

[0373] Some of the foregoing embodiments include resonators embedded within one or more plies of the tire, the resonators comprising a plurality of three-dimensional (3D) aggregates formed of a carbonaceous material. However, some embodiments include resonators printed or otherwise disposed on an inner surface of the tire (e.g., on an inner liner of the tire). Some of such embodiments relate to Fig.23 Show and discuss.

[0374] Fig.23 Presented to illustrate the use of split ring resonators (SRRs) as resonant devices that contribute to the overall phenomenon caused by different adjacently present resonator types. This figure shows an inner surface 2301 of a tire, wherein the inner surface has two split ring resonators (e.g., split ring resonator 2303A and split ring resonator 2303B), each of which forms a circuit configuration 1902 that is tunable to attenuate signals at a specific frequency and / or to attenuate within a specific frequency range. In this embodiment, the circuit configuration 1902 is shown as a geometric pattern corresponding to a substantially circular split ring resonator; however, alternative circuit configurations may have different geometric patterns (e.g., cylindrical, elliptical, rectangular, oval, square, etc.), and thus, any conceivable geometric configuration is possible. Variations in the geometric configuration may be selected based on the effect of the geometric pattern on the resonant capacity. In particular, and as shown, the geometric pattern may include self-assembled carbon-based particles having various agglomeration modes (e.g., agglomeration mode 2106, agglomeration mode 2108, and agglomeration mode 2110), any one or more of which may constitute a concentrated area 2104 that may affect the resonant properties of the material into which the carbon-based microstructure is incorporated. The agglomeration mode and / or a series of agglomeration modes may also affect the resonant properties of the material into which the carbon-based microstructure is incorporated.

[0375] In various configurations, the carbon-based microstructure is formed at least in part of graphene. In this context, graphene refers to an allotrope of carbon in the form of a single atomic layer in a two-dimensional hexagonal lattice, with one atom forming each vertex. Co-location and / or juxtaposition of multiple such hexagonal lattices into more complex structures introduces additional resonance effects. For example, the juxtaposition 2302 of two graphene sheets or flakes may resonate between them at a frequency that depends on the length, width, spacing, thickness, spacing shape, and / or other physical properties of the sheets or flakes and / or their juxtaposition relative to each other.

[0376] Overall Effect

[0377] Table 1 depicts a possible decay resonance caused by the overall effect. As shown in the table, each structure has a different resonant frequency domain corresponding to its scale reference.

[0378] Table 1: Examples of overall effects

[0379] structure Scale designation Resonance frequency domain Printing patterns (e.g., split-ring resonator geometries) Macroscale Lower GHz Reunion Mode Mesoscale Higher GHz Juxtaposition of graphene sheets or flakes Microscopic scale Very high GHz molecular Nanoscale THz

[0380] Any number of different split ring resonators may be printed onto the surface of a tire. In addition, any number of split ring resonators of different sizes may be printed onto any surface of a tire. The selection of the material and / or size and / or other structural or dimensional characteristics of a particular split ring resonator may be used to control the resonant frequency of the split ring of the particular resonator. A series of split ring resonators of different sizes may be printed so that the pattern corresponds to a digitally encoded value. An identifiable encoded serial number is obtained by exciting a series of split ring resonators of different sizes by, for example, communicating an electromagnetic signal sweeping through a range of 8 GHz to 9 GHz or a similar range, and measuring the attenuation response within the range of the return wave. Many different encoding schemes are possible, and therefore, the non-limiting example of Table 2 is for illustration only.

[0381] Table 2: Example encoding scheme

[0382] Size (outer diameter) 1mm 2mm 2.5mm 3mm 4mm 5mm 6mm 7mm Bit Allocation 8 7 6 5 4 3 2 1 Calibration attenuation point (GHz) 8.890 8.690 8.655 8.570 8.470 8.380 8.350 8.275 Encoded 6E SRR pattern exist exist exist exist exist Encoded 6E bit pattern 0 1 1 0 1 1 1 0 Encoded 4E SRR pattern exist exist exist exist Encoded 4E bit pattern 0 1 0 0 1 1 1 0 Encoded E1 SRR pattern exist exist exist exist Encoded E1 bit pattern 1 1 1 0 0 0 0 1

[0383] Fig.24The use of a split ring resonant structure configured to resonate in a manner corresponding to a coding sequence number is shown. The split ring resonant structure of this pattern can be printed on a tire or other elastomer. As shown, the coding sequence number "E1" is shown by the presence of four different sizes of split ring resonators. Stimulus-response diagram 2400 shows EM stimulation within the range of about 8GHz to about 9GHz, and the response is shown as an attenuation within the range of about -8dB to about -18dB. This series of split ring resonators of different sizes are stimulated by electromagnetic signal communication across the range, and the S parameters of the return wave across the range are measured, resulting in convenient and reliable identification of the specific printed pattern. It can be seen from this that if a unique pattern is printed on each tire in a series of tires, and if the pattern is associated with the coding sequence number, a specific tire can be determined based on the response of the pattern to EM inquiries. More specifically, if a unique pattern is printed onto each tire in a series of tires, and if the pattern is associated with a coded serial number, the specific tire can be determined based on S parameters (e.g., S parameter ratios corresponding to attenuation) measured in response to EM interrogation by EM stimulation within a range corresponding to the coding scheme. Fig.24 In some examples, the attenuation fell within the range of about -8 dB to about -18 dB, however, in other measurements, the attenuation fell within the range of about -1 dB to about -9 dB. In other measurements, the attenuation fell within the range of about -10 dB to about -19 dB. In other measurements, the attenuation fell within the range of about -20 dB to about -35 dB. In empirical experiments, the attenuation was substantially independent of the number of resonators of different configurations co-located adjacently on the tire surface. More specifically, in some experiments, the attenuation was particularly pronounced when the resonators were co-located adjacently on the tire surface on the tread side of the steel belt (e.g., in a radial tire with a steel belt).

[0384] Although the foregoing examples as discussed and depicted in Table 1 involve only 8-bit encoding, more bits can be encoded into the pattern simply by increasing the number of resonators in different configurations. This in turn can lead to reliable lifetime part identification of individual units, even when millions of individual units are present at any time.

[0385] Other Implementations

[0386] The aforementioned encoding and printing techniques can be used for tires and other parts containing elastomers. In some cases, printing the resonator is performed at a relatively high temperature and / or using a chemical agent (e.g., a catalyst) so that chemical bonds are formed between the resonator and the carbon atoms of the elastomer. The chemical bonds formed between the resonator and the carbon atoms of the elastomer contribute to the overall effect, and therefore, a calibration curve can be taken to account for the type and degree of the aforementioned chemical bonds.

[0387] The elastomer may comprise any one or more types of rubber. For example, isoprene is a common rubber formulation. Isoprene has its own single C-C bond and double bonds between other molecular elements in the ligand. The additional double carbon bonds formed by high temperature printing of split ring resonators have the effect of increasing conductivity, which can be exploited to form larger, lower frequency resonators. Additionally or alternatively, the agglomerates can be tuned to a specific size, which will produce harmonics that contribute to the overall effect, which in turn produces very high sensitivity in the case of EM interrogation within a given tuning range. In some cases, the response of the material to EM interrogation can be sufficiently discerned that the age of the elastomer or other aspects of the elastomer's health can be determined (e.g., by comparison with one or more calibration curves).

[0388] More specifically, as the elastomer ages, the molecular spacing changes and the coupling and / or percolation of energy decreases accordingly, thereby causing the response frequency to shift as the conductive sites become increasingly isolated relative to adjacent sites. In some cases, the attenuation and / or return signal strength will change at a particular frequency. Such changes can be determined over time, and these changes can be used to construct a calibration curve.

[0389] The design of the tire supports many possible locations for printing split ring resonators. As an example, the split ring resonator can be located on any inner surface of the tire, including but not limited to the crown ply, and / or on or near the steel belt (e.g., on the tread side of the steel belt), and / or on or near the radial ply, and / or on the sidewall, and / or on the chafer, and / or on the bead, etc.

[0390] The use of split ring resonator technology is not limited to tires. These technologies can be applied to any component containing elastomers, such as belts and hoses. In addition, the use of split ring resonator technology is not limited to vehicles. That is, since consumables are present in organic powertrain and / or transmission components in a wide variety of power devices (for example, in industrial machinery systems), split ring resonator technology can also be applied to these consumables. Some aspects of the wear phenomenon are the result of friction, heat, thermal cycling and corrosion, any of which may cause and / or accelerate changes in the molecular structure of the material. Changes in the molecular structure of the material are detectable under EM interrogation. More specifically, by calculating the frequency shift, the response of a specific sample under a specific EM interrogation mechanism relative to a calibration curve (for example, the response of an aged sample), the aging or health of the material can be assessed based on the magnitude of the frequency shift.

[0391] Fig.25is a top view of two layers, each of which houses a split ring resonator. As used herein, a split ring resonator (SRR) consists of a pair of concentric rings disposed on a dielectric substrate, where each ring has a slit (e.g., due to a printed pattern). When the SRR array is excited by a time-varying magnetic field, the structure behaves as an effective medium with negative effective permeability in a narrow band around the SRR resonance point. Many geometries are possible. One particular geometry involves gaps between the concentric rings. Such gaps create capacitance that, combined with the inherent inductance in the pair of concentric rings, causes an overall resonance change.

[0392] The printable, sheet-oriented, cylindrical, split-ring resonator design can be constructed from any conductive material, including metals, conductive non-metals, dielectric materials, semiconducting materials, etc. In addition to adjusting the conductive material by selection and / or treatment, the split-ring resonator can be tuned by changing the geometry, thereby adjusting the effective dielectric constant accordingly. The effective dielectric constant that varies with the geometry of the split-ring resonator is given in Equation 1.

[0393] Equation 1

[0394] where a is the spacing of the cylinders, ω is the angular frequency, µ0 is the permeability of free space, r is the radius, d is the spacing of the concentric conductive sheets, l is the stack length, c is the thickness of the ring, and σ is the resistance per unit length of the sheet measured around the circumference.

[0395] In some cases, the value of a (e.g., the spacing of the cylinders of a cylindrical split ring resonator) can be made relatively small so that the concentric rings absorb EM radiation within a relatively narrow frequency range. In other cases, the value of a can be made relatively large so that the concentric rings each absorb EM radiation over a wide range of frequencies. In some cases, SRRs of different sizes can be disposed on different surfaces of a tire. In some cases, SRRs of different sizes disposed on different surfaces of a tire can be used to measure tire condition (e.g., temperature, aging, wear, etc.).

[0396] In some embodiments, the material forming the split ring resonator is a composite material. Each SRR can be configured according to any specific desired tuned response to EM stimulation. At least because the SRRs are designed to mimic the resonant response of atoms (albeit on a larger scale and at lower frequencies), the larger scale of SRRs than atoms can better control the resonant response. In addition, the response speed of the SRRs is much higher than that of ferromagnetic materials found in nature. The significant magnetic response of the SRRs gives them a significant advantage over heavier naturally occurring materials.

[0397] In the above description, the present disclosure has been described with reference to specific embodiments of the present disclosure. However, it will be apparent that various modifications and variations may be made to the present disclosure without departing from the broader spirit and scope of the present disclosure. For example, the above process flow is described with reference to the ordering of process actions. However, the ordering of many of the described process actions may be changed without affecting the scope or operation of the present disclosure. The present description and the accompanying drawings should be viewed in an illustrative sense rather than a restrictive sense.

Claims

1. A vehicle component, comprising: at least one carbon-based resonator embedded within a material of the vehicle component, wherein the at least one carbon-based resonator comprises a three-dimensional (3D) aggregate formed of a carbon-containing material; The at least one carbon-based resonator is configured to have a resonant frequency shift in response to a change in an elastomeric property of the material, the elastomeric property comprising one or more of reversible deformation, stress or strain, wherein the material is an elastomeric material or an elastomeric compound.

2. The vehicle component according to claim 1, wherein: The resonant frequency shift is at a first frequency in response to an electromagnetic signal when the material is in a first state, and the resonant frequency shift is at a second frequency in response to the electromagnetic signal when the material is in a second state.

3. The vehicle component according to claim 1, wherein: The resonant frequency shift is based at least in part on one or more physical properties of the material.

4. The vehicle component according to claim 1, wherein: The first frequency of the resonant frequency shift indicates a first condition of the material by generating a first electromagnetic return signal in response to an electromagnetic signal, and the second frequency of the resonant frequency shift indicates a second condition of the material by generating a second electromagnetic return signal in response to the electromagnetic signal.

5. The vehicle component according to claim 4, wherein: The first frequency is different from the second frequency.

6. The vehicle component according to claim 1, wherein The resonant frequency shift is responsive to a reversible deformation of the material.

7. The vehicle component according to claim 6, wherein: The at least one carbon-based resonator is configured to indicate a first state of reversible deformation of the material by generating a first electromagnetic return signal in response to an electromagnetic signal, and the at least one carbon-based resonator is configured to indicate a second state of reversible deformation of the material by generating a second electromagnetic return signal in response to the electromagnetic signal.

8. The vehicle component according to claim 1, wherein The at least one carbon-based resonator includes a resonant portion, wherein the resonant portion is configured to resonate at a first frequency in response to an electromagnetic signal when the state of the material exceeds a threshold value, and the resonant portion is configured to resonate at a second frequency in response to the electromagnetic signal when the state of the material is below the threshold value.

9. The vehicle component of claim 1, wherein a resonant frequency of a three-dimensional (3D) aggregate formed of a carbonaceous material is based at least in part on one or both of a dielectric constant and a magnetic permeability of the material.

10. The vehicle component according to claim 1, wherein The at least one carbon-based resonator includes a plurality of first carbon particles configured to uniquely resonate in response to an electromagnetic signal based at least in part on a concentration level of the first carbon particles within the at least one carbon-based resonator.

11. The vehicle component according to claim 10, further comprising: a second carbon-based resonator configured to be embedded within a material of the vehicle component; Wherein the second carbon-based resonator includes a plurality of second carbon particles, the plurality of second carbon particles being configured to resonate uniquely in response to an electromagnetic signal based at least in part on a concentration level of the second carbon particles within the second carbon-based resonator.

12. The vehicle component of claim 11, wherein each of the first carbon particles and the second carbon particles are chemically bonded to the material. 13 . The vehicle component of claim 11 , wherein the first carbon particles include first aggregates forming a first porous structure, and the second carbon particles include second aggregates constituting a second porous structure.

14. The vehicle component according to claim 1, wherein A resonance amplitude of each of the at least one carbon-based resonator indicates a degree of wear of the material, and each of the at least one carbon-based resonator exhibits attenuation, wherein the attenuation of each of the at least one carbon-based resonator is associated with a frequency response to an electromagnetic signal.

15. The vehicle component according to claim 1, wherein The vehicle components include one or more of tires, belts, couplings, brackets, "o" rings, hoses, sealants and gaskets.

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