Tire pressure and temperature intelligent management system

Abstract

The application discloses a tire pressure and temperature intelligent management system, which can more accurately improve the safety management of airplane tire pressure and temperature, and improve the safety factor of airplane take-off and landing. The technical scheme is as follows: the sensor is used to update the information of the surrounding environment of the airplane, the position and the flight height information, so as to estimate whether the tire pressure of the airplane meets the requirements of subsequent flight operation. Meanwhile, the changes of the tire temperature and pressure are monitored in real time, and when it is necessary to supplement pressure, release pressure and reduce temperature, the tire condition is treated in time through the supplementing, releasing and reducing devices, and the device is stopped after the required conditions are met. Especially, the tire temperature and pressure estimation method can estimate the required tire pressure and temperature in different scenes in advance.

Description

Technical Field

[0001] This invention relates to an intelligent management technology for tire parameters, specifically to an intelligent management system for tire pressure and temperature, particularly for aircraft tires. Background Technology

[0002] Tire pressure and temperature are crucial parameters for aircraft operation. Insufficient tire pressure or excessive tire temperature can seriously affect aircraft operational safety. Therefore, monitoring tire pressure and temperature is essential during aircraft operation.

[0003] Traditional tire pressure and temperature monitoring methods require regular inspections by professionals, which is labor-intensive and inefficient.

[0004] Using electronic monitoring, such as connecting to tire pressure testing equipment to monitor and alert on tire pressure changes, can only monitor the real-time status and cannot predict risks for subsequent situations, nor can it resolve problems such as excessively high or low tire pressure or excessively high tire temperature in real time.

[0005] Furthermore, existing technologies still rely solely on testing tire pressure and temperature indicators without considering factors such as changes in the environment in which aircraft tires operate. These factors include differences in the environment during takeoff and landing, and the rapid temperature rise after landing. The required tire pressure will vary under different external conditions. At the same time, pure testing cannot predict the subsequent changes in the environment that will affect the tire pressure. In the event of extreme environmental changes, the optimal tire pressure and temperature may not be achieved.

[0006] Therefore, an intelligent system capable of automatically managing aircraft tire pressure and temperature is essential. Summary of the Invention

[0007] The following provides a brief overview of one or more aspects to offer a basic understanding of them. This overview is not an exhaustive summary of all conceived aspects, nor is it intended to identify key or decisive elements of all aspects, nor to define the scope of any or all aspects. Its sole purpose is to present some concepts of one or more aspects in a simplified form to prepare for the more detailed descriptions that follow.

[0008] The purpose of this invention is to solve the above-mentioned problems and provide an intelligent tire pressure and temperature management system that can more accurately improve the safety management of aircraft tire pressure and temperature, thereby improving the safety factor of aircraft takeoff and landing.

[0009] The technical solution of this invention is as follows: This invention discloses an intelligent management system for tire pressure and temperature, the system including a data acquisition module, a management and control server, a tire pressure and temperature control module, and a computing server, wherein:

[0010] The data acquisition module is used to collect parameter information, including environmental parameters and organism information, and transmits the collected parameter information to the computing server through the management and control server.

[0011] The calculation server is used to predict tire pressure and temperature based on the parameter information received from the data acquisition module, and send the prediction results to the management and control server.

[0012] The management and control server is used to compare the tire pressure and temperature predicted by the calculation server with the currently measured tire pressure and temperature. If the comparison results show an abnormality, an alarm will be issued and operation instructions will be automatically sent to the tire pressure and temperature control module.

[0013] The tire pressure and temperature control module is used to adjust the tire pressure and temperature after receiving an operation command.

[0014] According to one embodiment of the intelligent tire pressure and temperature management system of the present invention, the management control server is connected to the data acquisition module, the computing server, the user interface module, and the tire pressure and temperature control module via signals.

[0015] According to an embodiment of the intelligent tire pressure and temperature management system of the present invention, the data acquisition module includes an environmental data acquisition module, a tire pressure self-test module, and a body information transmission module, wherein:

[0016] The environmental data acquisition module collects ambient temperature, humidity, and tire temperature using sensors.

[0017] Aircraft information transmission module collects aircraft information, including fuselage weight, aircraft speed, and takeoff / landing status;

[0018] The tire pressure self-test module monitors the tire pressure and converts it into a digital signal for transmission.

[0019] According to an embodiment of the intelligent tire pressure and temperature management system of the present invention, the tire pressure and temperature control module includes a tire pressure boosting and depressurization module and a tire cooling module, wherein:

[0020] The tire pressure boosting and depressurization module is used to control the tire pressure by boosting or depressurizing the tire after receiving an operation command.

[0021] The tire cooling module is used to control the temperature of the tire after receiving an operation command.

[0022] According to an embodiment of the intelligent tire pressure and temperature management system of the present invention, the system further includes:

[0023] The user interface module displays tire pressure and temperature data after the management and control server compares the data for anomalies. It also displays alarm information for abnormal tire pressure and temperature conditions and prompts for confirmation of the next step when an anomaly occurs. Personnel interact with the system through the user interface module.

[0024] According to an embodiment of the intelligent tire pressure and temperature management system of the present invention, the computing server is further configured to calculate the tire pressure based on the collected pre-flight static monitoring data. p 1 Static monitoring of tire temperature before takeoff t 1 Flight speed v 0 Set the static friction coefficient between the aircraft tires and the runway. Maximum grounding speed v max Maximum sliding friction coefficient at time Aircraft lift coefficient C L Aircraft drag coefficient C D Aircraft quality m Heat-temperature conversion coefficient It predicts the tire temperature and pressure of aircraft tires.

[0025] According to an embodiment of the intelligent tire pressure and temperature management system of the present invention, the tire temperature value predicted by the server is calculated as follows:

[0026]

[0027] In the above formula, t 1 For static monitoring of tire temperature before takeoff, This refers to the temperature changes generated by the tires during takeoff or landing. This is to predict tire temperature changes caused by the external environment. k This is a state parameter, which is 1 if and only if the aircraft is in the takeoff or landing roll, and 0 at all other times. The heat-temperature conversion coefficient is a pre-defined fixed constant. This is the coefficient of friction between the aircraft tires and the airport ground. N i This refers to the contact pressure between the aircraft tires and the airport ground. L i The takeoff or landing distance is divided into several parts. n A continuous triboelectric subprocess, n These are constants that are predetermined.

[0028] According to an embodiment of the intelligent tire pressure and temperature management system of the present invention, the tire pressure value predicted by the server is calculated as follows:

[0029]

[0030] In the above formula, p 1 For static tire pressure monitoring before takeoff, This refers to changes in tire pressure during takeoff or landing. A The change in tire pressure per unit temperature is a fixed constant that is predetermined for a specific tire. This refers to the temperature changes generated by the tires during flight, as predicted in Part 1.

[0031] Compared with existing technologies, this invention offers the following advantages: It uses sensors to update information about the aircraft's surrounding environment, location, and flight altitude, thereby estimating whether the tire pressure meets the requirements for subsequent flight maneuvers. Simultaneously, it monitors tire temperature and pressure changes in real time, and uses pressure replenishment, deflation, and cooling devices to promptly address tire conditions when necessary, shutting down the devices once the required conditions are met. In particular, the method for predicting tire temperature and pressure can anticipate the required tire pressure and temperature under different scenarios. Attached Figure Description

[0032] The above-described features and advantages of the present invention will be better understood after reading the following detailed description of embodiments of the present disclosure in conjunction with the accompanying drawings. In the drawings, components are not necessarily drawn to scale, and components having similar related properties or features may have the same or similar reference numerals.

[0033] Figure 1 A schematic diagram of an embodiment of the intelligent tire pressure and temperature management system of the present invention is shown. Detailed Implementation

[0034] The present invention will now be described in detail with reference to the accompanying drawings and specific embodiments. It should be noted that the aspects described below with reference to the accompanying drawings and specific embodiments are merely exemplary and should not be construed as limiting the scope of protection of the present invention in any way.

[0035] Figure 1 The principle of an embodiment of the intelligent tire pressure and temperature management system of the present invention is illustrated. Please refer to [link / reference]. Figure 1 The system in this embodiment includes: a data acquisition module, a management and control server, a tire pressure and temperature control module, a computing server, and a user interface module.

[0036] The management and control server is connected to the data acquisition module, the computing server, the user interface module, and the tire pressure and temperature control module via signals.

[0037] The data acquisition module includes an environmental data acquisition module, a tire pressure self-check module, and a vehicle information transmission module. The tire pressure and temperature control module includes a tire pressure boosting / depressurization module and a tire cooling module.

[0038] The data acquisition module and tire pressure / temperature control module are installed inside the tire to collect various parameter information, including environmental parameters (such as ambient temperature and humidity, and tire temperature) and aircraft information (such as fuselage weight, aircraft speed, and takeoff / landing status). The environmental data acquisition module collects ambient temperature, humidity, and tire temperature through sensors (such as humidity sensors and temperature sensors). The aircraft information transmission module collects aircraft information (such as fuselage weight, aircraft speed, and takeoff / landing status). The tire pressure self-checking module, or tire pressure sensor, monitors the air pressure inside the vehicle's tires. By sensing the internal tire pressure, it converts it into a digital signal and transmits the data to the electronic control system. In this system, the tire pressure self-checking module can monitor tire pressure data in real time, providing a basic pressure coefficient and comparing it with the estimated tire pressure from the system. In practical scenarios, for example, a tire pressure and temperature monitoring device (TPMS) can be used to collect tire pressure and temperature data to enable real-time comparison with the system's calculated estimates.

[0039] The data acquisition module wirelessly transmits the collected parameter information (including data from the environmental data acquisition module, tire pressure self-check module, and body information transmission module) to the computing server via the management and control server. The computing server predicts tire pressure and temperature based on the parameter information received from the data acquisition module and sends the prediction results to the management and control server.

[0040] The management and control server compares the predicted tire pressure and temperature with the currently measured tire pressure and temperature. If the comparison shows an anomaly, an alarm is issued. The tire pressure and temperature data are displayed through the user interface module, along with alarm information for any abnormal tire pressure or temperature. If an anomaly occurs, confirmation of the next action (such as pressurizing, depressurizing, or cooling) is displayed. This can be done automatically or manually after confirmation through the user interface module. Operation commands issued by the management and control server are transmitted to the tire pressure and temperature control module.

[0041] The tire pressure and temperature control module adjusts the tire pressure and temperature upon receiving an operation command. Specifically, the tire pressure boosting / depressurization module controls the adjustment of tire pressure by boosting or depressurizing upon receiving an operation command. The tire temperature cooling module controls the cooling of the tires upon receiving an operation command.

[0042] The calculation server calculates the tire pressure based on the collected pre-flight static monitoring data. p1 Static monitoring of tire temperature before takeoff t 1 Flight speed v 0 Set the static friction coefficient between the aircraft tires and the runway. Maximum coefficient of sliding friction of tire and the corresponding velocity v in that state max Aircraft lift coefficient C L Aircraft drag coefficient C D Aircraft quality m Heat-temperature conversion coefficient The prediction of aircraft tire temperature and tire pressure is detailed below.

[0043] 1. Predicting fetal temperature:

[0044] t 1 For static monitoring of tire temperature before takeoff, This refers to the temperature changes generated by the tires during takeoff or landing. Due to temperature changes caused by the external environment during flight, This refers to the temperature change of the tires caused by friction during takeoff or landing. k It is a state parameter, which is 1 if and only if the aircraft is in the takeoff or landing roll, and 0 at other times.

[0045] Predicted tire temperature changes due to external environmental factors:

[0046] , t 2 The predicted external ambient temperature of the aircraft at a future point in time. t 1 For static monitoring of tire temperature before takeoff.

[0047] The predicted temperature change of the tires caused by friction between the airport ground and the aircraft tires during taxiing:

[0048] , The heat-temperature conversion coefficient is a pre-defined fixed constant. Q This refers to the heat generated by tire friction against the airport runway during takeoff and landing. The following algorithm is used to calculate the heat generated by friction. Q Make a prediction:

[0049] , i = 1,2,...nDivide the gliding process into n A continuous triboelectric subprocess, n These are predetermined constants. In each sub-process, Q i This refers to the heat generated by friction during the process. This is the coefficient of friction between the aircraft tires and the airport ground. N i This refers to the contact pressure between the aircraft tires and the airport ground. L i The takeoff or landing distance.

[0050] When performing prediction calculations, the final velocity of the aircraft upon takeoff or the initial velocity upon landing is input. Or it could be the grounding velocity detected by the sensor. The maximum safe landing speed for this aircraft model must not be exceeded. The system operates within [0, Within the interval, select n-1 equidistant points form [0, ],...,[ , The equation is divided into n intervals, each corresponding to a friction sub-process, with the interval endpoints representing the aircraft's initial and final velocities within that sub-process. Further calculations can be performed to obtain:

[0051] ,

[0052] as well as

[0053] , i=1,...,n

[0054] in m For the quality of the aircraft, C L The lift coefficient of an aircraft C D This is the aircraft's drag coefficient. This is the coefficient of static friction between the tire and the airport ground. This is the maximum coefficient of sliding friction that this type of tire can produce, which corresponds to the aircraft speed. The coefficient of friction at that time ( , These are inherent properties of the tire (which can be determined experimentally), and are all pre-set parameters. B 0 , These are all fixed parameters in the model (which can be obtained experimentally for specific scenarios, and are usually set to B0=4.57N). 0.33 , =0.33).h The model parameters are obtained in the following way:

[0055] ,in: , The parameters are as described above, and The coefficient of sliding friction is measured when the tire is fully locked (usually set to 0.67). To achieve the tire friction coefficient The fixed parameter measured over time is set to 0.05 in this model.

[0056] The final predicted tire temperature value is:

[0057]

[0058] In the above formula, t 1 For static monitoring of tire temperature before takeoff, This refers to the temperature changes generated by the tires during takeoff or landing. This is to predict tire temperature changes caused by the external environment. k This is a state parameter, which is 1 if and only if the aircraft is in the takeoff or landing roll, and 0 at all other times. The heat-temperature conversion coefficient is a pre-defined fixed constant. This is the coefficient of friction between the aircraft tires and the airport ground. N i This refers to the contact pressure between the aircraft tires and the airport ground. L i The takeoff or landing distance is divided into several parts. n A continuous triboelectric subprocess, n These are constants that are predetermined.

[0059] 2. Predict tire pressure:

[0060] p 1 For static tire pressure monitoring before takeoff, This refers to changes in tire pressure during takeoff or landing. A The change in tire pressure per unit temperature is a fixed constant that is predetermined for a specific tire. This refers to the temperature changes generated by the tires during flight, as predicted in Part 1.

[0061] Although the methods described above are illustrated and depicted as a series of actions for the sake of simplicity, it should be understood and appreciated that these methods are not limited by the order of the actions, as some actions may occur in a different order and / or concurrently with other actions from the illustrations and descriptions herein or not illustrated and described herein but which may be understood by those skilled in the art, according to one or more embodiments.

[0062] Those skilled in the art will further appreciate that the various illustrative logic blocks, modules, circuits, and algorithm steps described in conjunction with the embodiments disclosed herein can be implemented as electronic hardware, computer software, or a combination of both. To clearly illustrate this interchangeability between hardware and software, the various illustrative components, blocks, modules, circuits, and steps are described above in a generalized manner in terms of their functionality. Whether such functionality is implemented as hardware or software depends on the specific application and the design constraints imposed on the overall system. Those skilled in the art may implement the described functionality in different ways for each specific application, but such implementation decisions should not be construed as departing from the scope of the invention.

[0063] The various illustrative logic blocks, modules, and circuits described in conjunction with the embodiments disclosed herein can be implemented or performed using a general-purpose processor, a digital signal processor (DSP), an application-specific integrated circuit (ASIC), a field-programmable gate array (FPGA) or other programmable logic device, discrete gate or transistor logic, discrete hardware components, or any combination thereof designed to perform the functions described herein. The general-purpose processor may be a microprocessor, but in alternatives, it may be any conventional processor, controller, microcontroller, or state machine. The processor may also be implemented as a combination of computing devices, such as a combination of a DSP and a microprocessor, multiple microprocessors, one or more microprocessors cooperating with a DSP core, or any other such configuration.

[0064] The steps of the methods or algorithms described in conjunction with the embodiments disclosed herein may be embodied directly in hardware, in a software module executed by a processor, or in a combination of both. The software module may reside in RAM memory, flash memory, ROM memory, EPROM memory, EEPROM memory, registers, hard disk, removable disk, CD-ROM, or any other form of storage medium known in the art. An exemplary storage medium is coupled to a processor such that the processor can read and write information to / from the storage medium. In an alternative, the storage medium may be integrated into the processor. The processor and storage medium may reside in an ASIC. The ASIC may reside in a user terminal. In an alternative, the processor and storage medium may reside as discrete components in the user terminal.

[0065] In one or more exemplary embodiments, the described functionality may be implemented in hardware, software, firmware, or any combination thereof. If implemented in software as a computer program product, the functionality may be stored or transmitted as one or more instructions or code on or through a computer-readable medium. A computer-readable medium includes both computer storage media and communication media, encompassing any medium that facilitates the transfer of a computer program from one location to another. A storage medium may be any available medium accessible to a computer. By way of example and not limitation, such a computer-readable medium may include RAM, ROM, EEPROM, CD-ROM or other optical disc storage, disk storage or other magnetic storage devices, or any other medium that can be used to carry or store desired program code in the form of instructions or data structures and is accessible to a computer. Any connection is also legitimately referred to as a computer-readable medium. For example, if the software is transmitted from a website, server, or other remote source using coaxial cable, fiber optic cable, twisted pair, digital subscriber line (DSL), or wireless technologies such as infrared, radio, and microwave, then the coaxial cable, fiber optic cable, twisted pair, DSL, or wireless technologies such as infrared, radio, and microwave are included in the definition of a medium. As used in this article, disk and disc include compact discs (CDs), laser discs, optical discs, digital multi-purpose discs (DVDs), floppy disks, and Blu-ray discs. Disks typically reproduce data magnetically, while discs reproduce data optically using lasers. Combinations of these should also be included within the scope of computer-readable media.

[0066] The prior description of this disclosure is provided to enable any person skilled in the art to make or use this disclosure. Various modifications to this disclosure will be apparent to those skilled in the art, and the general principles defined herein may be applied to other variations without departing from the spirit or scope of this disclosure. Therefore, this disclosure is not intended to be limited to the examples and designs described herein, but should be accorded the widest scope consistent with the principles and novel features disclosed herein.

Claims

1. A tire pressure and temperature intelligent management system, characterized in that, The system includes a data acquisition module, a management and control server, a tire pressure and temperature control module, and a computing server, among which: The data acquisition module is used to collect parameter information, including environmental parameters and organism information, and transmits the collected parameter information to the computing server through the management and control server. The calculation server is used to predict tire pressure and temperature based on the parameter information received from the data acquisition module, and send the prediction results to the management and control server. The management and control server is used to compare the tire pressure and temperature predicted by the calculation server with the currently measured tire pressure and temperature. If the comparison results show abnormalities, an alarm will be issued and operation commands will be automatically sent to the tire pressure and temperature control module. The tire pressure and temperature control module is used to adjust the tire pressure and temperature after receiving an operation command; The computing server is further configured to analyze the collected pre-flight static tire pressure data. p 1 Static monitoring of tire temperature before takeoff t 1 and flight speed v 0 Set the static friction coefficient between the aircraft tires and the runway. Maximum grounding speed v max Maximum sliding friction coefficient at time Aircraft lift coefficient C L Aircraft drag coefficient C D Aircraft quality m Heat-temperature conversion coefficient Predicting tire temperature and pressure of aircraft tires; The tire temperature value predicted by the calculation server is: in, This refers to the temperature changes generated by the tires during takeoff or landing. This is to predict tire temperature changes caused by the external environment. k This is a state parameter, which is 1 if and only if the aircraft is in the takeoff or landing roll, and 0 at all other times. This is the coefficient of friction between the aircraft tires and the airport ground. N i This refers to the contact pressure between the aircraft tires and the airport ground. L i The takeoff or landing distance is divided into several parts. n A continuous triboelectric subprocess, n These are constants that are predetermined. The tire pressure value predicted by the calculation server is: in, This refers to changes in tire pressure during takeoff or landing. A The change in tire pressure per unit temperature is a fixed constant that is predetermined for a specific tire. Among them, the computing server inputs during prediction calculation. , in [0, Within the interval, select n-1 equidistant points form [0, ],...,[ , The equation is divided into n intervals, each corresponding to a friction sub-process. The endpoints of the intervals are the initial and final velocities of the aircraft during that sub-process. The calculation yields: ， as well as ， i=1,...,n, in m For the quality of the aircraft, B 0 , All are fixed parameters. h Obtained in the following manner: ,in: The coefficient of sliding friction when the tire is fully locked. To achieve the tire friction coefficient Fixed parameters at that time.

2. The intelligent tire pressure and temperature management system according to claim 1, characterized in that, The management and control server is connected to the data acquisition module, the computing server, the user interface module, and the tire pressure and temperature control module via signals.

3. The intelligent tire pressure and temperature management system according to claim 1, characterized in that, The data acquisition module includes an environmental data acquisition module, a tire pressure self-check module, and a body information transmission module, among which: The environmental data acquisition module collects ambient temperature, humidity, and tire temperature using sensors. Aircraft information transmission module collects aircraft information, including fuselage weight, aircraft speed, and takeoff / landing status; The tire pressure self-test module monitors the tire pressure and converts it into a digital signal for transmission.

4. The intelligent tire pressure and temperature management system according to claim 1, characterized in that, The tire pressure and temperature control module includes a tire pressure boosting and deflation module and a tire cooling module, wherein: The tire pressure boosting and depressurization module is used to control the tire pressure by boosting or depressurizing the tire after receiving an operation command. The tire cooling module is used to control the temperature of the tire after receiving an operation command.

5. The intelligent tire pressure and temperature management system according to claim 1, characterized in that, The system also includes: The user interface module displays tire pressure and temperature data after the management and control server compares the data for anomalies. It also displays alarm information for abnormal tire pressure and temperature conditions and prompts for confirmation of the next step when an anomaly occurs. Personnel interact with the system through the user interface module.

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