WO2022129141A1 - Dispositif de surveillance de pneu - Google Patents

Dispositif de surveillance de pneu Download PDF

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Publication number
WO2022129141A1
WO2022129141A1 PCT/EP2021/085845 EP2021085845W WO2022129141A1 WO 2022129141 A1 WO2022129141 A1 WO 2022129141A1 EP 2021085845 W EP2021085845 W EP 2021085845W WO 2022129141 A1 WO2022129141 A1 WO 2022129141A1
Authority
WO
WIPO (PCT)
Prior art keywords
tyre
monitor
housing
sensor
sensor device
Prior art date
Application number
PCT/EP2021/085845
Other languages
English (en)
Inventor
Andrew BILL
Original Assignee
Airbus Operations Limited
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Airbus Operations Limited filed Critical Airbus Operations Limited
Publication of WO2022129141A1 publication Critical patent/WO2022129141A1/fr

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C23/00—Devices for measuring, signalling, controlling, or distributing tyre pressure or temperature, specially adapted for mounting on vehicles; Arrangement of tyre inflating devices on vehicles, e.g. of pumps or of tanks; Tyre cooling arrangements
    • B60C23/02—Signalling devices actuated by tyre pressure
    • B60C23/04—Signalling devices actuated by tyre pressure mounted on the wheel or tyre
    • B60C23/0491—Constructional details of means for attaching the control device

Definitions

  • This invention relates to a device arranged to monitor an operating parameter of a tyre, such as an aircraft tyre.
  • the invention also relates to a tyre including a monitoring device and to an aircraft incorporating a tyre monitoring device.
  • the invention also concerns an aircraft including multiple such tyre monitoring devices, and a kit of parts including such a tyre monitoring device.
  • the invention further relates to a method of installing a tyre monitor.
  • a problem which may be encountered with mounting the pressure sensor on the wheel is that the aircraft wheel is a hostile environment, subjected to the elements and to debris on the runway and hence may become damaged in use.
  • the invention provides a tyre monitor comprising a sensor device arranged to detect an operating parameter of a tyre and a resiliently flexible housing substantially surrounding the sensor device, the housing comprising an elastic material and the tyre monitor being able to move freely when installed in a tyre.
  • a tyre monitor comprising a sensor device arranged to detect an operating parameter of a tyre and a resiliently flexible housing substantially surrounding the sensor device, the housing comprising an elastic material and the tyre monitor being able to move freely when installed in a tyre.
  • the provision of an elastic, resiliently flexible housing around the sensor permits the monitor to be installed inside a tyre and to move freely inside it as the tyre moves.
  • the monitor can sense the operating parameter within the tyre itself.
  • the senor device is located in an opening or chamber in the housing. This provides a gas flow path between the sensor device and the environment outside the housing.
  • the device can sense the operating parameter of the tyre directly.
  • the housing is substantially spherical. This enables the monitor to roll, travel and bounce within the tyre.
  • the sensor device is in a casing and the housing has a minimum thickness around the casing of substantially half of the smallest dimension of the casing.
  • the casing and housing protect the sensor device.
  • the elastic material for the housing comprises a polymer selected from the group consisting of a silicone rubber, a natural rubber, a polyurethane, a neoprene rubber, a fluoropolymer elastomer, a nitrile rubber, a butyl rubber, a synthetic rubber, a thermoplastic elastomer, and any combination thereof.
  • a polymer selected from the group consisting of a silicone rubber, a natural rubber, a polyurethane, a neoprene rubber, a fluoropolymer elastomer, a nitrile rubber, a butyl rubber, a synthetic rubber, a thermoplastic elastomer, and any combination thereof.
  • the sensor device comprises a pressure sensor for measuring the internal pressure of a tyre.
  • a temperature sensor arranged to measure a temperature within a tyre may also (or alternatively) be provided.
  • a wireless communication interface is provided and arranged to communicate with a device external to the sensor device. This permits sensor readings to be transmitted to monitoring devices, such as handheld devices carried by ground crew, or the cockpit of the aircraft.
  • a memory unit for storing data may also be provided, together with a processor arranged to record in the memory unit data from a sensor.
  • a time source may be arranged such that data recorded in the memory unit includes an indication of the time of the reading from the sensor. This permits data to be analysed to monitor the tyre’s performance over time.
  • a power supply for the sensor device may also be provided in the housing.
  • the invention also provides a wheel assembly including the aforementioned tyre monitor, with the tyre monitor being arranged to move freely within the tyre.
  • the invention further provides a method of installing the tyre monitor, comprising placing the monitor into the interior of a tyre.
  • a method of installing the tyre monitor comprising placing the monitor into the interior of a tyre.
  • a further aspect of the invention comprises a kit of parts comprising the tyre monitor and a reader external to the tyre monitor, wherein the sensor device and the reader are configured to communicate with each other.
  • Multiple such tyre monitors may be provided, with each sensor device and the reader being configured to communicate with each other.
  • the invention further provides an aircraft including a wheel assembly and the tyre monitor.
  • Aircraft are conventionally provided with several wheel assemblies; therefore, a plurality of tyre monitors may be provided, each tyre monitor being associated with a different respective wheel assembly.
  • the invention further provides a method of monitoring an operating parameter of a tyre on an aircraft, the method comprising utilising the tyre monitor of the present invention to detect the operating parameter of the tyre.
  • Figure l is a front view of an aircraft
  • Figure 2 is a side perspective view of parts of a wheel of the aircraft of Figure 1;
  • Figure 3 is a sectional view of a tyre monitor constructed according to the invention.
  • Figure 4 is a perspective view of a tyre incorporating the tyre monitor of Figure 3;
  • Figure 5 is a schematic diagram of a tyre pressure sensing device of the tyre monitor of Figure 3;
  • Figures 6a, 6b and 6c are perspective views showing alternative tyre monitors constructed according to alternative embodiments of the invention.
  • references to “aircraft” include all kinds of aircraft, such as fixed wing military or commercial aircraft; unmanned aerial vehicles (UAVs); and rotary wing aircraft, such as helicopters.
  • an aircraft indicated generally by the reference numeral 1 comprises a pair of wings 2a, 2b and a fuselage 3.
  • the wings 2a, 2b each carry an engine 4a, 4b respectively.
  • the aircraft 1 is supported on the ground by sets of landing gear assemblies comprising a main landing gear (MLG) 5 and a nose landing gear (NLG) 6.
  • the landing gear assemblies comprise pairs of wheel assemblies 7 which are shown in Figure 1 in contact with the ground (e.g. a runway).
  • This aircraft has six wheel assemblies in total; four wheel assemblies as part of the MLG 5 and two wheel assemblies as part of the nose landing gear NLG 6.
  • the aircraft therefore needs six tyre monitoring devices.
  • Other models of aircraft may have different numbers of wheel assemblies and hence different numbers of tyre monitoring devices.
  • FIG. 2 is a simple diagram showing the basic construction of an aircraft wheel assembly 7.
  • the wheel assembly 7 comprises an inboard wheel rim 8, an outboard wheel rim 9 and a tyre 10.
  • the inboard wheel rim 8 houses the brake assembly (not shown) for the wheel assembly 7.
  • the outboard wheel rim 9 includes a valve (also not shown) for inflating the tyre 10.
  • the wheel rims 8, 9 are bolted together with the tyre 10 in-between which is then pressurised via the valve, usually with nitrogen.
  • a tyre monitor 11 is provided inside the tyre 10.
  • the tyre monitor 11 comprises a tyre pressure sensor device 12 in a casing 13. Almost the entire casing 13 is surrounded by a protective, resiliently flexible housing 14 formed from an elastic material.
  • the housing 14 is formed from a thick layer of silicone rubber that is able to withstand the extremes of temperature that are experienced in the tyre (typically between -55°C to 275°C).
  • the housing 14 needs to be of a thickness sufficient to protect the casing 13. In this embodiment, the minimum thickness of rubber surrounding the casing is approximately half the diameter of the casing.
  • the housing 14 has a spherical outer surface and an opening in the form of an internal chamber 15 adapted to receive the casing 13.
  • the casing 13 has vents (not shown) which, together with the chamber 15, provide a fluid flow path between the tyre pressure sensor device 12 inside the casing and the environment outside the housing 14 so that, when the monitor 11 is in use, the device 12 can sense the gas pressure and/or temperature of the monitor’s surroundings.
  • the internal chamber 15 may have dimensions slightly smaller than the dimensions of the casing 13 so that the casing is held in the housing 14 by means of a friction fit between the casing and the housing.
  • the casing 13 may be fastened to or bonded with the housing 14 by use of suitable fasteners or adhesives. The attachment of the casing within the housing needs to be sufficient to withstand the rigours of the tyre’s operating environment.
  • the housing 14 may be moulded and cured around the casing 13.
  • the casing 13 may be removable from the housing 14 for maintenance or replacement of the tyre pressure sensing device 12.
  • the casing may be made removable by providing removable fasteners or by providing the aforementioned friction fit between the casing and the housing.
  • the housing 14 serves to protect the contents of the casing 13 from impact and vibration, and also protects the tyre 10 and rims 8, 9 of the wheel assembly 7 from impact with the casing.
  • the housing 14 also serves to thermally decouple the tyre pressure sensor device 12 from the rims 8, 9 and/or tyre 10 of the wheel assembly, so that any readings taken by the device are not significantly influenced by the temperature of these parts of the wheel.
  • the tyre monitor 11 Installation of the tyre monitor 11 is very simple and intuitive: the operator simply places the tyre monitor inside the tyre 10 prior to inflation. The wheel rim portions 8, 9 are then assembled on the tyre 10 and bolted together, and the tyre is pressurised. Alternatively, the tyre monitor 11 may be placed inside the tyre 10 when the tyre has been fitted to one of the rims 8 or 9, prior to the other rim being fitted.
  • the tyre monitor 11 of the present invention is simple and quick to install, requiring no special tools or fasteners or specialist operator training. Installation may be performed during initial assembly of the wheel assembly 7 or during a maintenance process performed on the wheel assembly 7 (such as replacement of the tyre 10). Thus, the invention may be easily retro-fitted into existing tyre assemblies.
  • Figure 4 shows the tyre monitor 11 of Figure 3 in situ.
  • the tyre monitor 11 is not attached to any part of the wheel assembly 7 and is not constrained in its movements within the tyre.
  • the tyre monitor 11 is free to roll, travel and bounce within the envelope of the tyre.
  • the housing 14 bounces and flexes with movement of the tyre 10 on the ground.
  • the tyre monitor 11 is sufficiently flexible to allow the tyre 10 to flex and deflect freely, so that the performance of the tyre on the ground is not compromised.
  • the tyre pressure sensor device 12 of the tyre monitor 11 is shown schematically in Figure 5.
  • the device 12 comprises the following components: a pressure sensor 17; a power supply 18; a processor 19; a memory unit 20; and a wireless communication interface 21.
  • the device may optionally include one or both of the following components (shown in broken lines in this drawing): a time source 22; and a temperature sensor 23.
  • the pressure sensor 17 may be any suitable sensor for measuring gas pressure inside an aircraft tyre, for example a resistive sensor or a capacitive sensor.
  • the pressure sensor 17 is connected to the processor 19 and provides signals to it indicative of the internal inflation pressure of the tyre.
  • the processor 19 may be any suitable processing device, such as a microprocessor with one or more processing cores. In use, the processor 19 coordinates and controls the other components and may be operative to read and/or write computer program instructions and data from/to the memory unit 20.
  • the processor 19 may be arranged to encrypt data for transmission.
  • the power supply 18 is a battery with power sufficient to run the tyre pressure sensor device 12 in normal operation for several years.
  • the device may spend much of its operational life in “sleep” or low power mode, with most of the components other than the processor 19 and wireless communication interface 21 powered off. This can conserve battery life.
  • the tyre pressure sensor device 12 may be by default in a low power mode, listening for a command to measure or report tyre pressure.
  • the memory unit 20 is connected to the processor 19 and is used to store computer program instructions for execution by the processor; and data, such as data from the pressure sensor 17 or data received over the wireless communication interface 21.
  • the memory unit 20 can include non-volatile rewritable storage, such as flash memory which can retain data without requiring applied power. Alternatively, volatile storage, which is kept powered by the power supply 18, may be employed; or combinations of read-only and rewritable storage.
  • the memory unit 20 is configured to store a history of pressure readings sensed by the pressure sensor 17.
  • the history may be stored for at least the maximum time between pressure measurements for tyre maintenance, such as for at least three days. This can ensure that enough history is held to provide details since the last maintenance tyre pressure reading, so that the history can be transferred for use in trend analysis, along with the current pressure measurement data. Longer periods of history may also be kept.
  • the wireless communication interface 21 is connected to the processor 19 and is used to both transmit data to, and receive data from, other devices within a tyre pressure sensor system, which is described in more detail later in the specification.
  • the wireless communication interface 21 includes at least one transceiver. More than one transceiver may be provided, each using different wireless technology and/or arranged to transmit and receive over different ranges.
  • the device may also include a temperature sensor 23 connected to the processor and arranged to take reading of the temperature of the gas inside the tyre directly. Data from the temperature sensor 23 may also be stored in the memory unit 20.
  • the temperature sensor 23 may be any suitable sensor for measuring gas temperature within a tyre, such as a thermocouple. Knowing gas temperature enables direct temperature compensation of pressure measurements to be carried out- there is no need to wait for the wheels to cool.
  • the device may optionally include a time source 22, such as a counter or a real time clock.
  • the time source 22 provides a value indicative of current time for indicating the time at which a measurement was taken; for example the processor 19 may cause a current value of the time source 22 to be associated with each pressure and/or temperature measurement when it is stored in the memory unit 20 for use as a time stamp.
  • Measurements of tyre pressure can be taken at regular intervals to obtain historical data of pressure without requiring operator input and stored with an associated time of measurement or time stamp.
  • temperature data can also be stored along with the pressure data.
  • a history of pressure/temperature pairs with an associated time stamp can therefore be built up over time. Such historical data can be used to improve the reliability of tyre pressure measurement and enable improved tyre maintenance
  • the wireless communication interface 21 is arranged to communicate data with other devices in a tyre pressure monitoring system.
  • the wireless communication interface 21 may be arranged to communicate with an indicator on its tyre arranged to provide indications to ground crew of the condition of that tyre.
  • a suitable indicator would be a visual indicator such as a light signal arranged to emit light indicative of the tyre’s condition - for example, a constant light, a flashing light, light of a first colour and/or a second colour.
  • Other visual indicators are an LCD or e-ink display.
  • An audible indicator such as a buzzer or speaker, may alternatively or additionally be provided.
  • the wireless communication devices of the tyres of an aircraft may be arranged to communicate with each other and to provide an output to a single indicator device.
  • a single indicator device For example, there may be a light signal on the NLG, arranged to emit green light if all tyres are within an acceptable range of pressure values, but to emit red light if any one of the tyres requires maintenance or further checks.
  • a light signal on the NLG arranged to emit green light if all tyres are within an acceptable range of pressure values, but to emit red light if any one of the tyres requires maintenance or further checks.
  • Other visual or audible indicators may be provided on the NLG.
  • the wireless communication devices of the tyre assemblies may be in communication with a cockpit system to provide tyre pressure and/or temperature data to the pilots on the flight deck.
  • the wireless communication interfaces may be arranged to communicate with a handheld device, such as a tablet, smart phone or portable computer.
  • ground crew can download data from one or more tyre pressure sensor devices, or even all of the tyre pressure sensor devices for analysis.
  • the housing 14 may comprise a secondary tyre monitor, similar to the primary monitor 12. Such an arrangement will provide greater reliability as it allows pressure readings to be taken even if one of the sensors should fail. The failed sensor can only be replaced when the aircraft is brought in for a wheel change.
  • the housing 14 may contain other sensing devices, such as an accelerometer arranged to measure aircraft acceleration and deceleration and to record so-called hard landings.
  • a vibration or noise sensor may be provided in order to detect bearing wear of the wheel assembly, issues with the carcass of the tyre or flat regions of tread.
  • More than one tyre monitor may be installed into a wheel assembly, each being able to move independently within the tyre.
  • the monitors may be arranged to detect the same attribute e.g. pressure, temperature, acceleration or vibration, with one being a back-up for the other as mentioned above.
  • the monitors may be arranged to detect different respective attributes of the tyre environment.
  • the housings of these tyre monitors may have a shape that indicates the type of sensor or sensors held within the respective housing.
  • Figures 6a to 6c show examples of alternative shapes that the housing could take.
  • the housing 24 is substantially cylindrical.
  • the housing 24 corresponds to the shape of the casing 13 and so can be arranged to provide a substantially uniform level of protection around a substantial portion of the casing.
  • the thickness of the elastic material forming the housing 24 around the casing 13 is at least half of the diameter of the casing.
  • the casing 13 could be of a different shape, such as a cuboid, with the housing having similar contours.
  • Figure 6b shows a housing 25 of a regular rectangular cuboid shape having rounded comers.
  • the thickness of the elastic material forming the housing 25 around the casing is at least half of the smallest dimension e.g. the thickness, of the casing.
  • An advantage of the housings 24, 25 of Figures 6a and 6b is that they are easy to mould. It is also intuitive for the user to determine the location and orientation of the sensor device inside the housing.
  • the housing 26 comprises a polyhedron. Such a shape is visually distinctive, which may be beneficial in a workshop or assembly line environment.
  • An advantage of the housings 25, 26 of Figures 6b and 6c is that they do not have a tendency to roll when placed on a flat surface, which is advantageous in a workshop or assembly line environment.
  • the housing may have different Shore hardness values in different regions: a housing may be arranged to have greater flexibility on its outer surface, but be less flexible in the central region around the casing.
  • Suitable alternative materials for the casing are: natural rubber, polyurethane, neoprene, fluoropolymer elastomer, nitrile rubber, butyl rubber, synthetic rubber, a thermoplastic elastomer, and any combination thereof.
  • the housing may be of a distinctive colour or have visual markings on it to make it easy to identify in a workshop or assembly line environment.
  • the housing may contain further openings, chambers or vents to allow heat to dissipate from the processor.
  • a door or flap may be provided in the casing to give access to the sensor device.
  • At least part of the housing may have a textured surface to provide a gripping surface for a user.
  • the power supply of the tyre pressure sensing device may include a power harvesting system, in which the deflections and vibrations experienced by the tyre monitor are used to charge a capacitor or battery which is then used to power the device. Further variations will be apparent to the skilled person.

Abstract

Dispositif de surveillance de pneu (11) comprenant un dispositif de capteur (12) conçu pour détecter un paramètre de fonctionnement d'un pneu, comme une pression de gonflage ou une température de pneu. Un boîtier souple de manière élastique (14) comprenant un matériau élastique est agencé pour entourer sensiblement le dispositif de capteur. Le dispositif de surveillance de pneu (11) peut se déplacer librement lorsqu'il est installé dans un pneu. Le boîtier souple de manière élastique (14) autour du capteur permet au dispositif de surveillance d'être facilement installé à l'intérieur d'un pneu et de rebondir, de rouler et de se déplacer à l'intérieur de celui-ci lorsque le pneu se déplace. Ainsi, le dispositif de surveillance peut détecter directement le paramètre de fonctionnement à l'intérieur du pneu lui-même. Le dispositif de surveillance peut également comprendre un dispositif de communication sans fil pour permettre à des données provenant du capteur d'être partagées avec l'équipage.
PCT/EP2021/085845 2020-12-15 2021-12-15 Dispositif de surveillance de pneu WO2022129141A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
GB2019750.5 2020-12-15
GBGB2019750.5A GB202019750D0 (en) 2020-12-15 2020-12-15 Tyre monitor

Publications (1)

Publication Number Publication Date
WO2022129141A1 true WO2022129141A1 (fr) 2022-06-23

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Application Number Title Priority Date Filing Date
PCT/EP2021/085845 WO2022129141A1 (fr) 2020-12-15 2021-12-15 Dispositif de surveillance de pneu

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GB (1) GB202019750D0 (fr)
WO (1) WO2022129141A1 (fr)

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB2618614A (en) * 2022-05-13 2023-11-15 Airbus Operations Ltd A method of determining a tire performance characteristic of a tire
GB2618611A (en) * 2022-05-13 2023-11-15 Airbus Operations Ltd A tire performance monitoring system

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP4198817B2 (ja) * 1999-03-23 2008-12-17 横浜ゴム株式会社 タイヤ内部状態測定器
DE102010016378A1 (de) * 2010-04-09 2011-10-13 Continental Reifen Deutschland Gmbh Reifenmodul für Fahrzeugreifen
EP3118030A1 (fr) * 2015-07-16 2017-01-18 Airbus Operations Limited Dispositif de capteur de pression de pneumatique
US20200290411A1 (en) * 2017-11-27 2020-09-17 Safran Electronics & Defense Standalone on-board pressure measurement device, and pressure measurement method

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP4198817B2 (ja) * 1999-03-23 2008-12-17 横浜ゴム株式会社 タイヤ内部状態測定器
DE102010016378A1 (de) * 2010-04-09 2011-10-13 Continental Reifen Deutschland Gmbh Reifenmodul für Fahrzeugreifen
EP3118030A1 (fr) * 2015-07-16 2017-01-18 Airbus Operations Limited Dispositif de capteur de pression de pneumatique
US20200290411A1 (en) * 2017-11-27 2020-09-17 Safran Electronics & Defense Standalone on-board pressure measurement device, and pressure measurement method

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB2618614A (en) * 2022-05-13 2023-11-15 Airbus Operations Ltd A method of determining a tire performance characteristic of a tire
GB2618611A (en) * 2022-05-13 2023-11-15 Airbus Operations Ltd A tire performance monitoring system

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