Aircraft tire pressure detection device and detection method based on tire deformation

Abstract

The present invention discloses an aircraft tire pressure detection device based on tire deformation and a detection method thereof, comprising an extension adapter tube, a tire detection assembly and a laser reflector. The tire detection assembly is installed on the axle of an aircraft wheel through the extension adapter tube. The tire detection assembly is used to measure various parameters of the aircraft tire and calculate the data variation between the various parameters of the aircraft tire. In the present invention, parameter data of aircraft load, tire temperature, tread wear and compression deformation are used to comprehensively calculate whether the initial air pressure of different aircraft tires meets the requirements. The operation method is simple and fast, the measurement data is comprehensive and accurate, and the requirements for accurate and efficient work on the front line of aircraft maintenance and support are met. Laser ranging is used instead of manual measurement to effectively eliminate human errors and improve the accuracy of the results. At the same time, the device is not restricted by the daytime or nighttime lighting environment, has strong environmental adaptability, is suitable for all aircraft maintenance or service support personnel, and greatly improves work efficiency.

Description

Technical Field

[0001] The present invention belongs to the technical field of aircraft tire detection, and in particular relates to an aircraft tire pressure detection device based on tire deformation and a detection method thereof. Background Art

[0002] Aircraft tires are an important component of the aircraft's taxiing and landing deceleration system. They are usually composed of wheels and tires. Continuously checking and maintaining the aircraft tires in good technical condition is a regular task for maintenance personnel. According to the service support and maintenance operator work card regulations, when conducting pre-flight and post-flight maintenance preparations, maintenance personnel need to visually inspect the tire tread wear, determine the compression deformation of each tire, and then determine whether the tire pressure value of each wheel meets the regulations based on work experience, so as to discover and deal with typical faults such as excessive tire wear, insufficient air pressure, and abnormal air leakage in advance, and prevent serious consequences caused by substandard wheel technical condition of the aircraft.

[0003] Currently, there are two common methods for inspecting the technical condition of aircraft wheels and the amount of compression deformation of tires: one is that maintenance personnel visually determine the amount of tire tread wear and compression deformation without the aid of any tools or equipment, and then, based on their personal work experience, determine whether the technical condition of the wheel complies with regulations; the other is to visually measure the maximum height from the ground to the top of the tire with the help of common measuring tools such as a tape measure or steel ruler, and then subtract the actual measured value from the wheel tire diameter to obtain the actual compression of the tire in that state. Finally, based on their work experience, they determine whether the pressure inside the tire complies with regulations.

[0004] These two common methods have the following four major drawbacks:

[0005] 1. It is greatly affected by human factors. Whether it is visual inspection of tire compression deformation or visual measurement to determine the highest point of the tire top, the measurement results will be affected by human factors such as the worker's work mentality, maintenance experience, and sense of responsibility at the time;

[0006] Second, it is greatly affected by the measurement conditions. Due to the lack of dedicated measuring equipment, it is difficult to ensure the relative posture of the tape measure (steel ruler) to the wheel is stable when measuring. The measurement results are greatly affected by the objective measurement conditions.

[0007] 3. The actual condition of the tire has a significant impact on the tire. The inspection and judgment results do not comprehensively consider the impact of factors such as tread wear and tire body gas temperature on tire compression deformation. The judgment results for the same wheel in different conditions may have certain deviations.

[0008] Fourth, the work quality-efficiency ratio is low. The first method relies solely on visual inspection, which is highly efficient but has low accuracy. The second method uses tools such as rulers for inspection, which is highly efficient but generally accurate. Both methods fail to meet the quality requirements for accurate and efficient aircraft status control.

[0009] To this end, we propose an aircraft tire pressure detection device and detection method based on tire deformation. Summary of the Invention

[0010] The object of the present invention is to provide an aircraft tire pressure detection device and a detection method based on tire deformation to solve the problems raised in the above background technology.

[0011] To achieve the above objectives, the present invention provides the following technical solution: a device for detecting aircraft tire pressure based on tire deformation, comprising an extension adapter tube, a tire detection assembly, and a laser reflector. The tire detection assembly is mounted on an aircraft wheel axle via the extension adapter tube. The tire detection assembly is used to measure various parameters of the aircraft tire and calculate the data changes between the various parameters of the aircraft tire.

[0012] Preferably, the tire detection assembly includes a detection box connected to the extension adapter tube, an upward laser ranging unit and a downward laser ranging unit respectively mounted on the upper and lower end surfaces of the detection box, and a temperature detection unit arranged on the rear side of the detection box;

[0013] The upward laser ranging unit is used to measure the vertical distance from the axis center of the aircraft wheel axle to the top surface of the aircraft tire;

[0014] The downward laser ranging unit is used to measure the vertical distance from the axis of the aircraft wheel axle to the ground;

[0015] The temperature detection unit is used to detect the instantaneous temperature of the aircraft tire.

[0016] Preferably, the tire detection assembly further includes a system self-test unit, a data processing unit, a data storage unit and a power supply unit arranged inside the detection box;

[0017] The tire detection assembly further includes a display unit, a switch button, and a longitudinal bubble level mounted on the detection box;

[0018] The system self-test unit is used to detect whether the initial working state of each unit in the tire detection assembly is normal, and to provide a self-test normal or fault signal prompt;

[0019] The data processing unit is used to calculate the tread wear amount and initial tire pressure of the aircraft tire;

[0020] The data storage unit is used to store various parameter data detected by the tire detection component;

[0021] The power supply unit is used to supply power to the tire detection assembly;

[0022] The display unit is used to display various parameter data detected or calculated by the tire detection component;

[0023] The longitudinal bubble level is used to detect the horizontal state of the detection box.

[0024] Preferably, the upward laser ranging unit, the downward laser ranging unit, and the temperature detection unit are respectively connected to the system self-test unit and the data processing unit, the data processing unit is connected to the data storage unit, and the data processing unit and the data storage unit are both connected to the display unit;

[0025] The upward laser ranging unit, the downward laser ranging unit, the temperature detection unit, the system self-test unit, the data processing unit, the data storage unit, the display unit and the switch button are all electrically connected to the power supply unit.

[0026] Preferably, the front side of the detection box is provided with a self-test signal light connected to the system self-test unit, and the self-test signal light includes a self-test normal signal light and a self-test fault signal light;

[0027] The self-test signal light is electrically connected to the power supply unit.

[0028] Preferably, the extended transfer tube includes an inner rotation section connected to the aircraft wheel axle, an outer rotation section connected to the detection box, and a boss provided between the inner rotation section and the outer rotation section;

[0029] The inner rotating section is provided with an axial groove which is positionally connected to the tail end of the wheel axle of the aircraft;

[0030] A mounting hole connected to the outer rotating section is provided on the rear side of the detection box.

[0031] Preferably, the detection box is provided with a locking assembly for locking the outer rotating section;

[0032] The locking assembly includes a locking screw that spirally passes through the bottom of the detection box, a locking bracket arranged at the upper end of the locking screw, and a locking nut arranged at the lower end of the locking screw;

[0033] The locking bracket and the mounting hole are aligned and distributed, and the locking nut is arranged at the bottom of the detection box.

[0034] Preferably, a charging and data transmission interface is provided at the lower portion of the rear side surface of the detection box, the charging and data transmission interface is electrically connected to the power supply unit, and the charging and data transmission interface is communicatively connected to the data storage unit.

[0035] A detection method for an aircraft tire pressure detection device based on tire deformation comprises the following steps:

[0036] A: Before use, start the device. According to the system preset menu built into the data processing unit, use the switch button to select the aircraft model and aircraft tire type to be tested on the display unit, then enter the aircraft load weight. Then press the switch button of the system self-test unit to perform the device system self-test. After confirming that the self-test signal light is the normal self-test signal light, you can proceed with the test operation.

[0037] B: First, point the temperature detection unit directly at the outer surface of the aircraft tire and press the switch button of the temperature detection unit to detect the temperature of the aircraft tire. The temperature detection unit transmits the detected temperature data to the data processing unit, which then processes the temperature data and transmits it to the data storage unit and display unit for storage and display.

[0038] C: Then, based on the specific model of the aircraft wheel axle to be measured, select an extension adapter tube with matching specifications. Then, align the inner rotating section on the extension adapter tube with the safety screw on the aircraft wheel axle and fully insert the inner rotating section into the aircraft wheel axle. Then, connect the tire inspection assembly to the outer rotating section on the extension adapter tube through the mounting hole. Then, adjust the horizontal state of the inspection box. Use a longitudinal bubble level to adjust the inspection box to a horizontal position. Then, tighten the locking nut so that the locking screw is screwed upward, so that the locking bracket is against the outer rotating section, and lock the tire inspection assembly to the extension adapter tube.

[0039] D: Then press the switch button of the downward laser ranging unit, and the downward laser ranging unit will emit a laser beam vertically downward. Then, by sensing the laser signal reflected by the ground, it will measure the vertical distance from the axis of the aircraft wheel axle to the ground. Then, press the switch button of the upward laser ranging unit and place the laser reflector horizontally on the top of the aircraft tire. At this time, the laser beam emitted vertically upward by the upward laser ranging unit will be received by the laser reflector and reflected back to the signal receiving area on the surface of the upward laser ranging unit to measure the vertical distance from the axis of the aircraft wheel axle to the top of the aircraft tire. At the same time, the distance data measured by the downward laser ranging unit and the upward laser ranging unit are respectively transmitted to the data processing unit, and then the data processing unit transmits the processed distance data to the data storage unit and the display unit for storage and display.

[0040] E: Then, through the calculation steps built into the data processing unit, the actual wear and initial air pressure of the aircraft tire are calculated based on the measured tire temperature, distance data, and various parameter data of the set aircraft model and tire category.

[0041] Preferably, the calculation steps in step E are specifically as follows:

[0042] According to the tire wear thickness formula: Δh = h1 - h2, the vertical distances from the upward laser ranging unit and the downward laser ranging unit to the aircraft wheel axle center are both set to f; h1 is the standard radius of the aircraft tire set by the data processing unit in step A; h2 is the vertical distance from the aircraft wheel axle center to the top of the aircraft tire, that is, the sum of the vertical distance from the upward laser ranging unit to the top of the aircraft tire and the vertical distance from the upward laser ranging unit to the aircraft wheel axle center;

[0043] According to the gas state equation: PV = nRT, n is the gas molar mass, R is the gas constant, T is the temperature, we can get const is a constant;

[0044] Assume that the initial air pressure of the aircraft tire is P1, the initial cavity volume is V1, the compressed air pressure of the aircraft tire after installation is P2, and the compressed cavity volume is V2, then The compressed air pressure of the aircraft tire is derived as shown in formula (1):

[0045]

[0046] Assuming the outer radius of the aircraft tire (5) is R' and the tire cross-section radius is r, the formula (2) is obtained by the integration method:

[0047]

[0048] z represents the variable in the definite integral formula, that is, from 0-r, where the rest of the values ​​are fixed;

[0049] After installation, the aircraft tire undergoes elastic deformation. The volume V3 of the deformed portion of the aircraft tire is obtained by integration method as shown in formula (3):

[0050]

[0051] R' is the outer radius of the tire, l is the distance from the center of the aircraft wheel axle to the ground, that is, the sum of the vertical distance from the downward laser ranging unit to the ground and the vertical distance from the downward laser ranging unit to the center of the aircraft wheel axle, l < R', r is the tire cross-sectional radius, ω is the tire width;

[0052] is the outer radius of the tire, is the distance from the center of the wheel axle to the ground. Since V2 = V1 - V3, the compressed air pressure of the aircraft tire is as shown in formula (4):

[0053]

[0054] is the coefficient of variation of tire pressure affected by temperature;

[0055] Since the wheels of an aircraft bear the total mass of the aircraft body and the load, according to the characteristics of the aircraft model and the type of wheels, the load-bearing coefficient of each wheel is λ, so

[0056] G is the total mass of the aircraft and its payload, and S is the tire contact area;

[0057] According to formulas (2), (3), (4) and (5), the initial air pressure of the aircraft tire is P1 as shown in formula (6):

[0058]

[0059] Compared with the prior art, the present invention has the following beneficial effects:

[0060] 1. The present invention uses extension adapter tubes of different specifications to match a set of tire testing components with multiple aircraft models. By integrating parameter data such as aircraft load, tire temperature, tread wear, and compression deformation, it is determined whether the initial tire pressure of different aircraft meets the requirements. The operation method is simple and fast, and the measurement data is comprehensive and accurate, which can meet the precise and efficient work requirements of aircraft maintenance and support front-line personnel. The operation is simple, the measurement is accurate, and the results are intuitive.

[0061] 2. Use laser ranging to replace manual measurement, and use set calculation steps to replace manual experience judgment, effectively eliminating human errors and improving the accuracy of results;

[0062] 3. The detection device is not restricted by daytime or nighttime lighting environment, has strong environmental adaptability, and is suitable for all maintenance or service support personnel, greatly improving work efficiency. BRIEF DESCRIPTION OF THE DRAWINGS

[0063] Figure 1 It is a schematic diagram of the three-dimensional structure of the present invention;

[0064] Figure 2 It is a schematic diagram of the three-dimensional structure of the present invention;

[0065] Figure 3 is a schematic diagram of the three-dimensional structure of the tire detection assembly of the present invention;

[0066] Figure 4 is a schematic diagram of the three-dimensional structure of the tire detection assembly of the present invention;

[0067] Figure 5 Schematic diagram of the rear perspective structure of the tire detection assembly of the present invention;

[0068] Figure 6 is a schematic cross-sectional perspective structural diagram of a tire detection assembly of the present invention;

[0069] Figure 7It is a schematic diagram of the three-dimensional structure of the extended transfer tube of the present invention;

[0070] Figure 8 Schematic diagram of the three-dimensional structure of the laser reflector of the present invention;

[0071] Figure 9 It is a schematic diagram of the cross-sectional three-dimensional structure of the detection box of the present invention;

[0072] Figure 10 It is a schematic diagram of the principle flow of the present invention.

[0073] In the figure: 1. Extended adapter tube; 101. Inner rotation section; 102. Outer rotation section; 103. Boss; 104. Axial groove; 2. Tire detection assembly; 201. Detection box; 2011. Mounting hole; 202. Upward laser ranging unit; 203. Downward laser ranging unit; 204. Temperature detection unit; 205. System self-test unit; 206. Data processing unit; 207. Data storage unit; 208. Power supply unit; 209. Display unit; 210. Switch button; 211. Longitudinal bubble level; 212. Self-test signal light; 3. Laser reflector; 4. Aircraft wheel axle; 5. Aircraft tire; 6. Locking assembly; 601. Locking screw; 602. Locking bracket; 603. Locking nut; 7. Charging and data transmission interface. DETAILED DESCRIPTION

[0074] The following will clearly and completely describe the technical solutions in the embodiments of the present invention in conjunction with the accompanying drawings. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without making creative efforts are within the scope of protection of the present invention.

[0075] See also Figures 1-10 The aircraft tire pressure detection device based on tire deformation provided by the present invention includes an extension adapter tube 1, a tire detection assembly 2, and a laser reflector 3. The tire detection assembly 2 is installed on an aircraft wheel axle 4 through the extension adapter tube 1. The tire detection assembly 2 is used to measure various parameters of the aircraft tire 5 and calculate the data changes between the various parameters of the aircraft tire 5.

[0076] The tire detection assembly 2 includes a detection box 201 connected to the extension adapter tube 1, an upward laser ranging unit 202 and a downward laser ranging unit 203 respectively installed on the upper and lower end surfaces of the detection box 201, and a temperature detection unit 204 arranged on the rear side of the detection box 201; the upward laser ranging unit 202 and the downward laser ranging unit 203 are both self-balancing laser rangefinders, and the temperature detection unit 204 is an infrared thermometer. The upward laser ranging unit 202 is used to measure the vertical distance from the axis of the aircraft wheel axle 4 to the top surface of the aircraft tire 5; the downward laser ranging unit 203 is used to measure the vertical distance from the axis of the aircraft wheel axle 4 to the ground; the temperature detection unit 204 is used to detect the temperature of the aircraft tire 5 Instant temperature; the tire detection assembly 2 also includes a system self-test unit 205, a data processing unit 206, a data storage unit 207 and a power supply unit 208 arranged inside the detection box 201; the system self-test unit 205 is used to detect whether the initial working state of each unit in the tire detection assembly 2 is normal, and gives a self-test normal or fault signal prompt; the data processing unit 206 is used to calculate the tread wear of the aircraft tire 5 and the initial tire pressure; the data storage unit 207 is used to store various parameter data detected by the tire detection assembly 2; the power supply unit 208 is used to power the tire detection assembly 2; the data processing unit 206 is a PLC, the data storage unit 207 is a data storage device, and the power supply Unit 208 is a DC storage power supply unit that can store a certain amount of DC power and provide a stable power supply for the detection device for no less than 8 hours. The tire detection assembly 2 also includes a display unit 209, a switch button 210 and a longitudinal bubble level 211 installed on the detection box 201; the display unit 209 is a TFT color liquid crystal display screen, which is used to display various parameter data detected or calculated by the tire detection assembly 2; the longitudinal bubble level 211 is used to detect the horizontal state of the detection box 201; the upward laser ranging unit 202, the downward laser ranging unit 203, and the temperature detection unit 204 are respectively connected to the system self-test unit 205 and the data processing unit 206 Communication connection, the data processing unit 206 is in communication connection with the data storage unit 207, and the data processing unit 206 and the data storage unit 207 are both in communication connection with the display unit 209; the upward laser ranging unit 202, the downward laser ranging unit 203, the temperature detection unit 204, the system self-test unit 205, the data processing unit 206, the data storage unit 207, the display unit 209 and the switch button 210 are all electrically connected to the power supply unit 208; the front side of the detection box 201 is provided with a self-test signal light 212 connected to the system self-test unit 205, and the self-test signal light 212 includes a self-test normal signal light and a self-test fault signal light; the self-test signal light 212 is electrically connected to the power supply unit 208;The extended transfer tube 1 includes an inner rotating section 101 connected to the aircraft wheel axle 4, an outer rotating section 102 connected to the detection box 201, and a boss 103 disposed between the inner rotating section 101 and the outer rotating section 102. The inner rotating section 101 is provided with an axial groove 104 that is connected to the tail end of the aircraft wheel axle 4. The rear side of the detection box 201 is provided with a mounting hole 2011 connected to the outer rotating section 102. The lower portion of the rear side of the detection box 201 is provided with a charging and data transmission interface 7, which is electrically connected to the power supply unit 208 and communicatively connected to the data storage unit 207.

[0077] In the present invention, a set of tire detection components 2 is matched with multiple types of aircraft through extension adapter tubes 1 of different specifications. The parameter data of aircraft load, tire temperature, tread wear, and compression deformation are comprehensively analyzed to determine whether the initial air pressure of different aircraft tires meets the requirements. The operation method is simple and fast, and the measurement data is comprehensive and accurate, which can meet the precise and efficient work needs of the front-line aircraft maintenance and support. Laser ranging is used instead of manual measurement, and built-in algorithms are used instead of experience judgment, which effectively eliminates human errors and improves the accuracy of the results. At the same time, it is not restricted by the daytime or nighttime lighting environment, has strong environmental adaptability, is suitable for all maintenance or service support personnel, and greatly improves work efficiency.

[0078] In this embodiment, if Figure 6 As shown, a locking assembly 6 for locking the outer rotating section 102 is provided on the detection box 201; the locking assembly 6 includes a locking screw 601 that is spirally passed through the bottom of the detection box 201, a locking bracket 602 that is arranged at the upper end of the locking screw 601, and a locking nut 603 that is arranged at the lower end of the locking screw 601; the locking bracket 602 and the mounting hole 2011 are aligned and distributed, and the locking nut 603 is arranged at the bottom of the detection box 201.

[0079] The detection method of the aircraft tire pressure detection device based on tire deformation provided in this embodiment includes the following steps:

[0080] A: Before use, start the device. According to the system preset menu built into the data processing unit 206, use the switch button 210 to select the aircraft model and aircraft tire 5 type to be tested on the display unit 209. Then enter the aircraft load weight. Then press the switch button 210 of the system self-test unit 205 to perform the device system self-test. After confirming that the self-test signal light 212 is the self-test normal signal light, the test operation can be carried out.

[0081] B: First, the temperature detection unit 204 is placed directly against the outer surface of the aircraft tire 5 and the switch button 210 of the temperature detection unit 204 is pressed to detect the temperature of the aircraft tire 5. The temperature detection unit 204 transmits the detected temperature data to the data processing unit 206. The data processing unit 206 processes the temperature data and transmits it to the data storage unit 207 and the display unit 209 for storage and display.

[0082] C: Then, based on the specific model of the aircraft wheel axle 4 to be measured, select an extension adapter tube 1 with matching specifications. Then, align the inner rotating section 101 on the extension adapter tube 1 with the position of the safety screw on the aircraft wheel axle 4, and fully insert the inner rotating section 101 into the aircraft wheel axle 4. Then, connect the tire inspection assembly 2 to the outer rotating section 102 on the extension adapter tube 1 through the mounting hole 2011. Then, adjust the horizontal state of the inspection box 201. Use the longitudinal bubble level 211 to adjust the inspection box 201 to a horizontal position. Then, tighten the locking nut 603 to screw the locking screw 601 upward, so that the locking bracket 602 abuts against the outer rotating section 102, and lock the tire inspection assembly 2 to the extension adapter tube 1.

[0083] D: Then press the switch button 210 of the downward laser ranging unit 203, and the downward laser ranging unit 203 emits a laser beam vertically downward. Then, by sensing the laser signal reflected by the ground, the vertical distance from the axis center of the aircraft wheel axle 4 to the ground is measured. Then, press the switch button 210 of the upward laser ranging unit 202, and place the laser reflector 3 horizontally on the top of the aircraft tire 5. At this time, the laser beam vertically emitted upward by the upward laser ranging unit 202 is received by the laser reflector 3 and reflected back to the signal receiving area on the surface of the upward laser ranging unit 202 to measure the vertical distance from the axis center of the aircraft wheel axle 4 to the top of the aircraft tire 5. At the same time, the distance data measured by the downward laser ranging unit 203 and the upward laser ranging unit 202 are respectively transmitted to the data processing unit 206. Then, the data processing unit 206 transmits the processed distance data to the data storage unit 207 and the display unit 209 for storage and display.

[0084] E: Then, the data processing unit 206 uses the built-in calculation steps to comprehensively calculate the actual wear amount and initial air pressure of the aircraft tire 5 using the measured tire temperature, distance data, and various parameter data of the set aircraft model and tire type;

[0085] The calculation steps in step E are specifically as follows:

[0086] According to the tire wear thickness formula: Δh = h1 - h2, the vertical distances from the upward laser ranging unit and the downward laser ranging unit to the aircraft wheel axle center are both set to f; h1 is the standard radius of the aircraft tire set by the data processing unit in step A; h2 is the vertical distance from the aircraft wheel axle center to the top of the aircraft tire, that is, the sum of the vertical distance from the upward laser ranging unit to the top of the aircraft tire and the vertical distance from the upward laser ranging unit to the aircraft wheel axle center;

[0087] According to the gas state equation: PV = nRT, n is the gas molar mass, R is the gas constant, T is the temperature, we can get const is a constant;

[0088] Assume that the initial air pressure of the aircraft tire is P1, the initial cavity volume is V1, the compressed air pressure of the aircraft tire after installation is P2, and the compressed cavity volume is V2, then The compressed air pressure of the aircraft tire is derived as shown in formula (1):

[0089]

[0090] Assuming the outer radius of the aircraft tire (5) is R' and the tire cross-section radius is r, the formula (2) is obtained by the integration method:

[0091]

[0092] z represents the variable in the definite integral formula, that is, from 0-r, where the rest of the values ​​are fixed;

[0093] After installation, the aircraft tire undergoes elastic deformation. The volume V3 of the deformed portion of the aircraft tire is obtained by integration method as shown in formula (3):

[0094]

[0095] R' is the outer radius of the tire, l is the distance from the center of the aircraft wheel axle to the ground, that is, the sum of the vertical distance from the downward laser ranging unit to the ground and the vertical distance from the downward laser ranging unit to the center of the aircraft wheel axle, l < R', r is the tire cross-sectional radius, ω is the tire width;

[0096] is the outer radius of the tire, is the distance from the center of the wheel axle to the ground. Since V2 = V1 - V3, the compressed air pressure of the aircraft tire is as shown in formula (4):

[0097]

[0098] is the coefficient of variation of tire pressure affected by temperature;

[0099] Since the wheels of an aircraft bear the total mass of the aircraft body and the load, according to the characteristics of the aircraft model and the type of wheels, the load-bearing coefficient of each wheel is λ, so

[0100] G is the total mass of the aircraft and its payload, and S is the tire contact area;

[0101] According to formulas (2), (3), (4) and (5), the initial air pressure of the aircraft tire is P1 as shown in formula (6):

[0102]

[0103] While embodiments of the present invention have been shown and described, it will be appreciated by those skilled in the art that various changes, modifications, substitutions, and variations may be made to these embodiments without departing from the principles and spirit of the invention, and that the scope of the invention is defined by the appended claims and their equivalents.

Claims

1. An aircraft tire pressure detection device based on tire deformation, characterized in that: The invention comprises an extension transfer tube (1), a tire detection assembly (2) and a laser reflector (3); the tire detection assembly (2) is installed on an aircraft wheel axle (4) through the extension transfer tube (1); the tire detection assembly (2) is used to measure various parameters of the aircraft tire (5) and calculate the data variation between the various parameters of the aircraft tire (5); The tire detection assembly (2) comprises a detection box (201) connected to the extension adapter tube (1), an upward laser distance measuring unit (202) and a downward laser distance measuring unit (203) respectively mounted on the upper and lower end surfaces of the detection box (201), and a temperature detection unit (204) arranged on the rear side of the detection box (201); The upward laser distance measuring unit (202) is used to measure the vertical distance from the upward laser distance measuring unit (202) to the top surface of the aircraft tire (5); The downward laser ranging unit (203) is used to measure the vertical distance from the downward laser ranging unit (203) to the ground; The temperature detection unit (204) is used to detect the instantaneous temperature of the aircraft tire (5); The tire detection assembly (2) further includes a system self-detection unit (205), a data processing unit (206), a data storage unit (207), and a power supply unit (208) arranged inside the detection box (201); The tire detection assembly (2) further comprises a display unit (209), a switch button (210), and a longitudinal bubble level (211) mounted on the detection box (201); The system self-check unit (205) is used to check whether the initial working state of each unit in the tire detection assembly (2) is normal, and to provide a self-check normal or fault signal prompt; The data processing unit (206) is used to calculate the tread wear amount and the initial tire pressure of the aircraft tire (5).

2. The aircraft tire pressure detection device based on tire deformation according to claim 1, characterized in that: The data storage unit (207) is used to store various parameter data detected by the tire detection component (2); The power supply unit (208) is used to supply power to the tire detection assembly (2); The display unit (209) is used to display various parameter data detected or calculated by the tire detection component (2); The longitudinal bubble level (211) is used to detect the horizontal state of the detection box (201).

3. The aircraft tire pressure detection device based on tire deformation according to claim 2, characterized in that: The upward laser distance measuring unit (202), the downward laser distance measuring unit (203), and the temperature detection unit (204) are respectively connected in communication with the system self-checking unit (205) and the data processing unit (206); the data processing unit (206) is connected in communication with the data storage unit (207); and both the data processing unit (206) and the data storage unit (207) are connected in communication with the display unit (209); The upward laser distance measuring unit (202), the downward laser distance measuring unit (203), the temperature detection unit (204), the system self-checking unit (205), the data processing unit (206), the data storage unit (207), the display unit (209) and the switch button (210) are all electrically connected to the power supply unit (208).

4. The aircraft tire pressure detection device based on tire deformation according to claim 3, characterized in that: The front side of the detection box (201) is provided with a self-test signal light (212) connected to the system self-test unit (205), and the self-test signal light (212) includes a self-test normal signal light and a self-test fault signal light; The self-test signal light (212) is electrically connected to the power supply unit (208).

5. The aircraft tire pressure detection device based on tire deformation according to claim 1, characterized in that: The extended transfer tube (1) comprises an inner rotation section (101) connected to the aircraft wheel axle (4), an outer rotation section (102) connected to the detection box (201), and a boss (103) arranged between the inner rotation section (101) and the outer rotation section (102); The inner rotating section (101) is provided with an axial groove (104) which is position-limitingly connected to the tail end of the aircraft wheel axle (4); The rear side surface of the detection box (201) is provided with a mounting hole (2011) connected to the outer rotating section (102).

6. The aircraft tire pressure detection device based on tire deformation according to claim 5, characterized in that: The detection box (201) is provided with a locking assembly (6) for locking the outer rotating section (102); The locking assembly (6) comprises a locking screw (601) that is spirally inserted through the bottom of the detection box (201), a locking bracket (602) disposed at the upper end of the locking screw (601), and a locking nut (603) disposed at the lower end of the locking screw (601); The locking bracket (602) and the mounting hole (2011) are aligned and distributed, and the locking nut (603) is arranged at the bottom of the detection box (201).

7. The aircraft tire pressure detection device based on tire deformation according to claim 1, characterized in that: A charging and data transmission interface (7) is provided at the lower portion of the rear side surface of the detection box (201); the charging and data transmission interface (7) is electrically connected to the power supply unit (208); and the charging and data transmission interface (7) is communicatively connected to the data storage unit (207).

8. The detection method of an aircraft tire pressure detection device based on tire deformation according to any one of claims 1 to 7, characterized in that: The steps include: A: Before use, start the device first, and according to the system preset menu built into the data processing unit (206), use the switch button (210) to select the aircraft model and aircraft tire (5) category to be tested on the display unit (209), then input the aircraft load weight, and then press the switch button (210) of the system self-test unit (205) to perform the device system self-test. After confirming that the self-test signal light (212) is the self-test normal signal light, the test operation can be carried out; B: First, the temperature detection unit (204) is placed directly against the outer surface of the aircraft tire (5), and the switch button (210) of the temperature detection unit (204) is pressed to detect the temperature of the aircraft tire (5). The temperature detection unit (204) transmits the detected temperature data to the data processing unit (206). The data processing unit (206) transmits the processed temperature data to the data storage unit (207) and the display unit (209) for storage and display. C: Then, according to the specific model of the aircraft wheel axle (4) to be measured, select an extension adapter tube (1) with matching specifications, then align the inner rotation section (101) on the extension adapter tube (1) with the position of the safety screw on the aircraft wheel axle (4), and completely insert the inner rotation section (101) into the aircraft wheel axle (4), and then connect the tire detection assembly (2) to the outer rotation section (102) on the extension adapter tube (1) through the mounting hole (2011), and then adjust the horizontal state of the detection box (201), adjust the detection box (201) to a horizontal position by using the longitudinal bubble level (211), and then screw the locking nut (603) so that the locking screw (601) is screwed upward, so that the locking bracket (602) is against the outer rotation section (102), and the tire detection assembly (2) is locked and connected to the extension adapter tube (1); D: Then press the switch button (210) of the downward laser ranging unit (203), and the downward laser ranging unit (203) emits a laser beam vertically downward. Then, by sensing the laser signal reflected by the ground, the vertical distance from the downward laser ranging unit (203) to the ground is measured. Then, press the switch button (210) of the upward laser ranging unit (202), and place the laser reflector (3) horizontally on the top of the aircraft tire (5). At this time, the laser beam emitted vertically upward by the upward laser ranging unit (202) is excited. The light reflector (3) receives and reflects the signal back to the signal receiving area on the surface of the upward laser ranging unit (202) to measure the vertical distance from the upward laser ranging unit (202) to the top of the aircraft tire (5). At the same time, the distance data measured by the downward laser ranging unit (203) and the upward laser ranging unit (202) are respectively transmitted to the data processing unit (206). Then, the data processing unit (206) transmits the distance data to the data storage unit (207) and the display unit (209) for storage and display after processing. E: Then, through the calculation steps built into the data processing unit (206), the actual wear amount and initial air pressure of the aircraft tire (5) are obtained through comprehensive calculation based on the measured tire temperature, distance data and the set aircraft model and tire category parameter data.

9. The detection method of an aircraft tire pressure detection device based on tire deformation according to claim 8, characterized in that: The calculation steps in step E are specifically as follows: According to the tire wear thickness formula: Δh = h1 - h2, the vertical distances from the upward laser ranging unit and the downward laser ranging unit to the aircraft wheel axle center are both set to f; h1 is the standard radius of the aircraft tire set by the data processing unit in step A; h2 is the vertical distance from the aircraft wheel axle center to the top of the aircraft tire, that is, the sum of the vertical distance from the upward laser ranging unit to the top of the aircraft tire and the vertical distance from the upward laser ranging unit to the aircraft wheel axle center; According to the gas state equation: PV = nRT, n is the gas molar mass, R is the gas constant, T is the temperature, we can get const is a constant; Assume that the initial air pressure of the aircraft tire is P1, the initial cavity volume is V1, the compressed air pressure of the aircraft tire after installation is P2, and the compressed cavity volume is V2, then The compressed air pressure of the aircraft tire is derived as shown in formula (1): Assuming the outer radius of the aircraft tire (5) is R' and the tire cross-section radius is r, the formula (2) is obtained by the integration method: z represents the variable in the definite integral formula, that is, from 0-r, where the rest of the values ​​are fixed; After installation, the aircraft tire undergoes elastic deformation. The volume V3 of the deformed portion of the aircraft tire is obtained by integration method as shown in formula (3): R' is the outer radius of the tire, l is the distance from the center of the aircraft wheel axle to the ground, that is, the sum of the vertical distance from the downward laser ranging unit to the ground and the vertical distance from the downward laser ranging unit to the center of the aircraft wheel axle, l < R', r is the tire cross-sectional radius, ω is the tire width; Since V2 = V1 - V3, the compressed air pressure of the aircraft tire is as shown in formula (4): is the coefficient of variation of tire pressure affected by temperature; Since the wheels of an aircraft bear the total mass of the aircraft body and the load, according to the characteristics of the aircraft model and the type of wheels, the load-bearing coefficient of each wheel is λ, so G is the total mass of the aircraft and its payload, and S is the tire contact area; According to formulas (2), (3), (4) and (5), the initial air pressure of the aircraft tire is P1 as shown in formula (6):

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