TIRE PRESSURE SENSOR DEVICE

Abstract

A tire pressure sensor device (122) for a wheel (112) of an aircraft (102) including a pressure sensor (124) for measuring the internal pressure of a tire, a temperature sensor (126) for measuring a temperature local to the tire (116), a memory unit (131) local to the tire for storing data, and a control unit (128) local to the tire arranged to record in the memory unit (131) data of the readings taken at intervals of time. The data recorded for each reading includes an indication of the time of the reading, the tire pressure and the temperature local to the tire. Measurements may be taken and recorded over time, both when the aircraft is on the ground and when the aircraft is in flight. Data may be uploaded to a portable handheld device (140) for analysis when maintaining the tires in their correctly inflated state.

Claims

1. A tire pressure sensor device for a wheel of an aircraft, wherein the tire pressure sensor device comprises: a housing, a pressure sensor configured to measure an internal pressure of a tire of the wheel, a temperature sensor configured to measure a temperature local to the tire, a non-transitory memory unit local to the tire configured to store data, and a control unit local to the tire arranged to record in the memory unit data in respect of multiple readings over time, wherein the housing accommodates at least the control unit and the memory unit, and wherein the data recorded for each of the multiple readings includes an indication of a time of the reading, a pressure as measured by the pressure sensor, and a temperature as measured by the temperature sensor.

2. The tire pressure sensor device according to claim 1 further including a communication module facilitating secure wireless communication with a reader device external to the aircraft.

3. The tire pressure sensor device according to claim 1, wherein the tire pressure sensor device includes a motion sensor and wherein the control unit is configured to detect with the use of the motion sensor at least one of (a) whether the aircraft is in flight, and (b) whether the aircraft is on the ground.

4. The tire pressure sensor device according to claim 1 arranged such that the control unit records in memory both data relating to a reading taken when the aircraft is on the ground and data relating to another reading taken when the aircraft is in flight.

5. The tire pressure sensor device according to claim 4 arranged such that the data so recorded for each of the multiple readings includes an indication of whether the aircraft is on the ground or an indication of whether the aircraft is in flight.

6. The tire pressure sensor device according claim 1, wherein the memory unit includes an indication of a reference tire pressure for the tire.

7. The tire pressure sensor device according claim 1, wherein the housing accommodates: at least a part of the pressure sensor, at least a part of the temperature sensor, and a local source of electric power.

8. A self-contained tire pressure sensor device for a wheel of an aircraft comprising: a housing, a pressure sensor adapted to measure an internal pressure of a tire of the wheel, a temperature sensor adapted to measure a temperature local to the tire, a non-transitory memory unit configured to store data, a control unit adapted to: receive readings from the pressure sensor and from the temperature sensor; record data from the readings in the non-transitory memory unit such that the data corresponds to at least three of the readings taken at intervals of at least ten minutes, wherein the data recorded for each of the readings includes an indication of the time of the reading, an indication of the pressure measured by the pressure sensor, and an indication of the temperature measured by the temperature sensor, and a source of electric power adapted to power at least the control unit, wherein the housing accommodates: at least a part of the pressure sensor, at least a part of the temperature sensor, the memory unit, the control unit, and the source of electric power.

9. The self-contained tire pressure sensor device according to claim 8, wherein the housing accommodates a communication module facilitating secure wireless communication with a reader device external to the aircraft.

10. The self-contained tire pressure sensor device according to claim 8, wherein the housing accommodates a motion sensor, the control unit is arranged to detect with the use of the motion sensor at least one of (a) whether the aircraft is in flight and (b) whether the aircraft is on the ground, and each reading recorded in memory by the control unit includes at least one of (i) an indication of whether the aircraft is on the ground and (ii) an indication of whether the aircraft is in flight.

11. The self-contained tire pressure sensor device according to claim 8, wherein the pressure sensor device is mounted on the wheel of the aircraft, which has at least one other wheel on which another self-contained tire pressure sensor device is mounted.

12. An aircraft on which there are mounted multiple tire pressure sensor devices each according to claim 1, and each of the multiple tire pressure sensor devices is associated with a different respective wheel of the aircraft, and the housing of each of the multiple tire pressure sensor devices being mounted locally to the wheel with which the tire pressure sensor device is associated.

13. A kit of parts including a tire pressure sensor device according to claim 1 and a portable reader device external to the aircraft, wherein the tire pressure sensor device and the portable reader device are configured to facilitate electronic communication between each other.

14. The kit of parts according to claim 13, wherein each of the tire pressure sensor device and the portable reader device further includes a communication module facilitating secure wireless communication between the tire pressure sensor device and the portable reader device

15. The kit of parts according to claim 13, including multiple tire pressure sensor devices.

16. A method of monitoring the pressure of a tire on an aircraft comprising: a control unit causing first measurements to be taken of tire pressure and of an associated temperature local to the tire, the control unit recording in a non-transitory memory unit first data including an indication of the time at which the first measurements are taken, an indication of the tire pressure and an indication of the temperature as so measured by the first measurements, the control unit causing second measurements to be taken of the tire pressure and of an associated temperature, and the control unit recording in the memory unit second data including an indication of the time at which the second measurements are taken, an indication of the tire pressure and an indication of the temperature as so measured by the second measurements, one of the first and second measurements being taken when the aircraft is on the ground and the other of the first and second measurements being taken when the aircraft is in flight, the time between the first and second measurements being taken being between one minute and twenty-four hours.

17. The method according to claim 16 wherein: more than three successive sets of measurements are taken, including at least one set taken when the aircraft is in flight, and corresponding multiple successive sets of data are recorded in the memory unit, and wherein the interval between successive measurements is between 10 minutes and 7.5 hours.

18. The method according to claim 17, wherein data is recorded in the memory unit on a rolling basis, such that old data is deleted from the memory unit as new data is stored in the memory unit.

19. The method according to claim 16, wherein one of the first and second measurements is triggered by detection of a change in the speed of spinning, if any, of the tire.

20. The method according to claim 19, wherein the other of the first and second measurements is taken after a set time delay dependent on the detection of the change in the speed of spinning.

Description

DESCRIPTION OF THE DRAWINGS

[0040] Embodiments of the present invention will now be described by way of example only with reference to the accompanying schematic drawings of which:

[0041] FIG. 1 shows an aircraft according to a first embodiment of the invention;

[0042] FIG. 2 shows a landing gear assembly of the aircraft of FIG. 1 showing two tires to which are attached two smart sensor devices of the first embodiment of the invention;

[0043] FIG. 3 shows schematically the function of the first embodiment of the invention;

[0044] FIG. 4 is a flow chart illustrating an example method of tire pressure monitoring in accordance with a second embodiment of the invention; and

[0045] FIG. 5 is a graph (not to scale) showing the timing of tire pressure measurements in an example method of the second embodiment of the invention.

DETAILED DESCRIPTION

[0046] FIG. 1 shows an aircraft 102 comprising a pair of wings 104 and a fuselage 106. The wings each carry an engine. The aircraft 102 is supported on the ground by sets of landing gear assemblies comprising a main landing gear (MLG) 108 and a nose landing gear (NLG) 110. The landing gear assemblies comprise wheels 112 which are shown in FIG. 1 in contact with the ground (e.g. runway). The landing gear assemblies are mounted for movement between a deployed position in which the main strut of each landing gear is generally vertical and a stowed position in which the strut is generally horizontal. The MLG 108 is shown in greater detail in FIG. 2 together with a schematic illustration of the wheels 112. Parts of the landing gear 108 including, for example, the axles for mounting the wheels and the upper part of the landing gear assembly, have been omitted from FIG. 2 for the sake of clarity. Each wheel 112 comprises a rim 114 on which there is mounted a tire 116. The hub of the wheel is covered by means of a hub cover 118 (which may also function as a brake cooling fan guard, in the case where such fans are provided). On the main body 120 of each wheel 112, there is mounted a smart sensor device 122, which rotates with the wheel.

[0047] The wheel body has a port (not shown) which is configured for attachment of a pressure sensor holder, which both releasably holds the device 122 in place, and also allows the device to be attached or removed without loss of tire gas pressure. (In other embodiments the smart sensor device may be fixed to the wheel body by means of a different form of attachment or may be fixed to the wheel body directly, for example by having a threaded part which interfaces with a corresponding mating port on the wheel). There may be many wheels, each with a tire and associated smart sensor device 122, on the aircraft.

[0048] Each smart sensor device 122 has a mass of about 120 g, is generally cylindrical in shape with a diameter of about 30 mm and a length of about 90 mm.

[0049] The smart sensor device 122 is shown schematically in FIG. 3. The device includes a tire pressure sensor 124, which is contained within the device 122 and measures the pressure in the tire via the gas port of the wheel body to which the pressure sensor holder is connected. (In an alternative embodiment, the pressure sensor is located within the tire and connects wirelessly to the device 122.) The device also includes a tire temperature sensor 126 for measuring the temperature of the sensor-wheel interface, from which temperature the tire gas temperature may be derived. (In an alternative embodiment, the temperature sensor is located within the tire and connects wirelessly to the device 122.) The smart sensor device 122 also includes a processor (CPU 128) with an internal clock 130 and an associated memory 131.

[0050] The device 122 also includes an accelerometer 132 which can be used to ascertain the angular speed of wheel rotation and a tilt switch 134 which can be used to detect when the landing gear is moved between the deployed position and the stowed position. The processing unit 128 is integrated with a communications module 136 which, via an antenna 138, provides for wireless communication with a handheld device 140. The sensor device 122 has its own rechargeable power supply (not shown).

[0051] Each of the smart sensor devices 122 has a unique ID no. associated with it, which is stored in the memory unit 131. Also stored in the memory unit are data including the aircraft's ID number, security key data which facilitates secure encrypted wireless communication with the separate handheld device 140, and an indication of the expected tire pressure at a given temperature (a reference pressure). Other metadata may be stored in the memory unit 131.

[0052] Operation of multiple smart pressure sensor devices on an aircraft will now be described with reference a second embodiment of the invention. The smart sensor devices may each be in the form of a device as described above in relation to the first embodiment. All of the smart sensor devices on the aircraft operate in the same way. Operation of one of the sensor devices will now be described with reference to FIG. 4, which shows a method, according to the second embodiment, of operation of a smart pressure sensor device before take-off and an end time after subsequent landing. The sensors once installed are always powered on but for the sake of the present description the process will be described from an arbitrary start time 202. Thus, initially the sensor takes (step 204) an initial set of readings and stores them (step 206) in memory as a first reading. The data stored includes the time of the measurement, an indication of the temperature measured, an indication of the pressure measured, and an indication of the whether the aircraft is on the ground or in flight according to the control unit. Optionally, the tilt switch position is included in the data so recorded. For the first set of data recorded it is assumed that the aircraft is on the ground. The fact that a landing gear assembly is deployed can be verified by the control unit of the smart sensor by means of the output from the tilt switch. The device monitors (step 208) for wheel movement by monitoring the output from the accelerometer. Once the wheel has started spinning (indicated by branch labelled yes), the control unit monitors wheel speed (as derived from the readings of the accelerometer) to detect when take-off has completed. After take-off, the wheels will stop spinning, if for no other reason through friction. The control unit notes the time at which the wheel stops spinning, and then waits (step 210) for 30 minutes, at which point (i.e. 30 minutes after the wheel has stopped spinning) the tire pressure and temperature are measured (step 212 and the corresponding data set recorded again (step 214). With reference to FIG. 4 if, after a wait time of 3 hours (see reference numeral 209) from the start 202 of the process, no wheel movement is detected (indicated by branch labelled no), the device will perform a new set of measurements (box 204) and record a new set of data (box 206), and continue doing this until such time as wheel movement is detected. 30 minutes after the wheel has stopped spinning, it is assumed that the aircraft is in flight. It is likely that the landing gear assembly is stowed at this time (at least 30 minutes after take-off) and, if so, that can be verified by the control unit of the smart sensor by means of the output from the tilt switch. The reason for measuring pressure and temperature at least 30 minutes after take-off is that it is assumed that the tire will by then have returned to its steady state condition, with the temperature sensor thus accurately representing the temperature of the gas within the tire. By this time, the control unit has recorded two sets of data, one on the ground before take-off and one shortly after 30 minutes after take-off.

[0053] The control unit then records further measurements at three hourly intervals until the device detects the wheel spinning again. Thus, if three hours elapse (arrow 216) since the last reading without detecting spinning of the wheel (box 218), the control unit assumes that the aircraft is still in flight and takes a further set of measurements (step 220) and records (step 222) the ith set of data (where i is the number of the data set so recorded). This process is repeated (box 224) every 3 hours, until the control unit detects (step 226) rotation of the wheel as indicated by means of the output from the accelerometer. At this point it is assumed by the control unit that the aircraft has touched down. After the control unit has detected the spinning up of the wheel on landing (as indicated by arrow 225), the control unit monitors wheel speed (as derived from the readings of the accelerometer) to detect when landing has completed. When the aircraft has come to a rest, the control unit waits (step 228) for 30 minutes, and then measures (step 230) the tire pressure and temperature and the corresponding data set are then recorded (step 232). By this time it is hoped that the brakes will have cooled sufficiently not to significantly affect the pressure and temperature readings.

[0054] Further readings are then taken at 3 hourly intervals, and the process therefore continues (as signified by arrow 234). The data sets stored in memory are recorded on a rolling basis so that the memory unit required for storing the data can be relatively small and simple. There is sufficient memory for 70 sets of data, which (depending on the number of separate flights during a given period) will be sufficient for of the order of 7 days' worth of data.

[0055] It will be seen that for a 7 hour flight, there will be a first reading on the ground, a second reading 30 minutes after take-off, third and fourth readings in flight, and then a final and fifth reading 30 minutes after coming to a stop after landing. The readings having been systematically taken, and recorded, for all tires at various set times, both on the ground and at regular intervals during flight provides better and richer data than could be provided by means of manually measuring and recording tire pressures on the ground before and after flight. Trends in tire pressure of one or more tires can be monitored. Differences between tire pressures of tires that are in very similar, steady-state, conditions (when in flight) can be more readily identified.

[0056] Data recorded over several flights may be recorded on the memory unit. Data is wirelessly downloaded from the sensor by means of a handheld device 140 (i.e. not on the aircraft) when the aircraft is on the ground. One device may be able to download data from many sensors at substantially the same time, without needing to walk round to each wheel. Such data can then be used to monitor tire pressures over time in an accurate and controlled manner, without the need of an on-aircraft tire pressure monitoring system such as TPIS (Tire Pressure Indicating System). The control unit 128 monitors periodically for a request, from such a device 140, for a data upload to the device 140. Communication between the control unit 128 and the device 140 is encrypted using standard encryption techniques. Security key data is held on the control unit 128 for this purpose. When such a handheld device downloads data from the memory of the smart sensor device, the handheld unit compares the reference pressure with the actual pressure and if the actual pressure (or the trend in pressure reduction over time) is suggestive that the tire is, or soon will be, underinflated a warning message will appear. The tire may then be inflated manually. The handheld unit may also be able, by analysing the historical pressure measurements, recommend replacing a tire or provide an indication of the health of the tire. The tire may be replaced on recommendation of the handheld unit.

[0057] FIG. 5 is a graph showing the times at which measurements are made when performing the method of the second embodiment, using the example of two successive flights. The vertical axis represents wheel speed, s.sub.w. The horizontal axis represents time, t. The graph is not to scale and parts of the graph have been exaggerated and shifted to illustrate the various stages of operation (for example the vertical position on the graph representing the speed of the wheels when not rotating has been shifted upwards from the horizontal axis). A first set of readings are taken (time 301) with the aircraft stationary on the ground (region 320). After 3 hours (3 h) a second set of readings are taken (time 302). Then wheel movement is detected, suggesting taxiing and take-off (region 321). 30 minutes ( h) after the wheels stop moving, a third set of readings are taken (time 303) with the aircraft in flight (region 322). Then wheel movement is detected, suggesting landing and taxiing (region 323). 30 minutes after the wheels stop moving, a fourth set of readings are taken (time 304) with the aircraft stationary on the ground (region 324). 3 hours and 6 hours later, fifth and sixth sets of readings are taken (times 305 and 306, respectively), with the aircraft remaining stationary on the ground. Then wheel movement is detected again, suggesting taxiing and take-off again (region 325). 30 minutes after the wheels stop moving, a seventh set of readings are taken (time 307) with the aircraft in flight (region 326). 3 hours, 6 hours and 9 hours later, eighth, ninth and tenth sets of readings are taken (times 308, 309 and 310, respectively) with the aircraft in flight. Then wheel movement is detected, suggesting landing and taxiing (region 327). 30 minutes after the wheels stop moving, an eleventh set of readings are taken (time 311) with the aircraft stationary on the ground (region 328).

[0058] Whilst the present invention has been described and illustrated with reference to particular embodiments, it will be appreciated by those of ordinary skill in the art that the invention lends itself to many different variations not specifically illustrated herein. By way of example only, certain possible variations will now be described.

[0059] In certain embodiments, the control unit may store only a normalised pressure reading, that adjusts the measured pressure in view of the measured temperature to yield a value of the expected pressure at a common reference temperature. Such a temperature-normalised pressure reading, allows a comparison between pressure readings taken at different temperatures. The control unit may also adjust pressure readings to take into account whether the aircraft is on the ground with the weight on the wheels, or in flight. When the aircraft is in the air, the pressure in the unloaded tires reduces by about 4%. If all such data is recorded by the control unit and then transmitted (uploaded) to a different device then such normalisation can be performed by means of processing the data later. Such processing of the data can include processing the data from multiple sensors together.

[0060] Embodiments of the invention have benefit in respect of aircraft that are provided with an integrated tire pressure indicating system. For example, such embodiments allow maintenance crew to ascertain detailed tire pressure data quickly and easily and without needing to enter the aircraft.

[0061] Where in the foregoing description, integers or elements are mentioned which have known, obvious or foreseeable equivalents, then such equivalents are herein incorporated as if individually set forth. Reference should be made to the claims for determining the true scope of the present invention, which should be construed so as to encompass any such equivalents. It will also be appreciated by the reader that integers or features of the invention that are described as preferable, advantageous, convenient or the like are optional and do not limit the scope of the independent claims. Moreover, it is to be understood that such optional integers or features, whilst of possible benefit in some embodiments of the invention, may not be desirable, and may therefore be absent, in other embodiments.

[0062] While at least one exemplary embodiment of the present invention(s) is disclosed herein, it should be understood that modifications, substitutions and alternatives may be apparent to one of ordinary skill in the art and can be made without departing from the scope of this disclosure. This disclosure is intended to cover any adaptations or variations of the exemplary embodiment(s). In addition, in this disclosure, the terms comprise or comprising do not exclude other elements or steps, the terms a or one do not exclude a plural number, and the term or means either or both. Furthermore, characteristics or steps which have been described may also be used in combination with other characteristics or steps and in any order unless the disclosure or context suggests otherwise. This disclosure hereby incorporates by reference the complete disclosure of any patent or application from which it claims benefit or priority.