An aircraft tire pressure anomaly monitoring method and system

Abstract

The application relates to an aircraft tire pressure abnormality monitoring method and system. The method acquires a current external temperature value, an actual wheel pressure value and a first wheel pressure key parameter; whether the actual wheel pressure value meets a first preset condition is judged by using a preset tire pressure abnormality alarm message model; if yes, a first tire pressure abnormality alarm message is generated and sent; whether the current first wheel pressure key parameter and a second wheel pressure key parameter meet a second preset condition is judged by using the preset tire pressure abnormality alarm message model; if yes, a second tire pressure abnormality alarm message is generated and sent; the first and second tire pressure abnormality alarm messages are received and analyzed, the analyzed alarm messages are received and corrected and filtered by using the current external temperature value, valid messages are obtained; and the valid messages are displayed and sent. Compared with the prior art, the application has the advantages of quickly and accurately predicting the aircraft tire pressure abnormality in advance, predicting the tire pressure in advance and the like.

Description

Technical Field

[0001] The present invention relates to the technical field of aircraft predictive maintenance, and in particular to a method and system for monitoring abnormal aircraft tire pressure. Background Art

[0002] The A320 aircraft tire system is a critical system on the aircraft. Its primary function is taxiing during takeoff and landing. It bears the weight of the aircraft and the impact of the aircraft on the ground, ensuring safe operation. The tires cushion the vibrations generated by the aircraft during taxiing, ensuring smooth operation on uneven surfaces. The friction generated by the tires during taxiing helps slow or stop the aircraft, thereby controlling the aircraft's ground motion. As the only part of the aircraft that contacts the ground, the wheel consists of two parts: the rim and the tire. The A320 series aircraft currently uses radial tires, which consist of a bead steel ring, an inner liner, a carcass ply, a tie ply (a unique technology for radial tires), a sidewall, and tread rubber. Aircraft tires often operate in harsh environments, both cold and hot. These factors can cause tire pressure to fluctuate constantly. Excessive high or low tire pressure is a major cause of reduced tire life and unsafe incidents.

[0003] There are three main areas of abnormal tire pressure on the A320: 1. Overpressure: Excessively high tire pressure can damage the aircraft's tires and potentially lead to tire failure. This is especially true during the landing roll phase, where cushioning and absorbing landing impacts, as well as the crew's use of the brakes, can cause the wheels to heat up rapidly, potentially leading to unsafe events such as blowouts. 2. Underpressure: Excessively low tire pressure can exceed the tire's design limits, causing increased tire wear and excessive heat buildup, weakening the tire structure and potentially causing tire debonding or blowouts, endangering flight safety. 3. Pressure jumps: Pressure jumps can cause inaccurate indications, with fluctuating pressures. This makes it difficult for the crew to determine the actual pressure, making it difficult to dispatch the aircraft. Based on years of A320 operational experience, low tire pressure and pressure jumps are two of the most common issues, frequently leading to aircraft disruptions. To ensure proper tire operation, tire pressures must be checked regularly and maintained within the appropriate range.

[0004] The A320 series aircraft uses the TPIU computer to collect the aircraft's six tire pressure sensor signals and display them on the ECAM. At present, tire pressure monitoring can be obtained through the ECAM tire page or AIRMAN (Airbus remote monitoring) fault warning. Taking the A320 as an example, the wheel pressure range is 178-187PSI for the front tire pressure (10psi lower than the A320 for the A321) and 200-210PSI for the main tire pressure (10psi lower than the A319 and 10psi higher than the A320 for the A321). Generally, ECA M monitors tire pressure and will issue a corresponding low tire pressure warning when the front tire pressure reaches 158psi (148psi for A321) and the main tire pressure reaches 178psi (168psi for A319, 188psi for A321). When this happens, the aircraft will be unairworthy and cannot be dispatched. The flight can only be carried out after the tires are inflated or replaced. At this stage, airlines can only monitor the aircraft tire pressure through ECAM warnings or AIRMAN (Airbus remote monitoring) failures, and cannot be informed in advance of the aircraft condition of low tire pressure.

[0005] Therefore, how to achieve real-time monitoring of tire pressure of A320 series aircraft, detect abnormal tire pressure in advance, and then complete predictive maintenance has become a problem that needs to be solved in this field. Summary of the Invention

[0006] The purpose of the present invention is to overcome the defects of the above-mentioned prior art and provide an aircraft tire pressure anomaly monitoring method and system. It adopts the Aircraft Addressing and Reporting System (i.e., ACARS) communication, pre-writes tire pressure alarm messages and constructs an aircraft tire pressure anomaly alarm model to monitor aircraft with low tire pressure in real time, take maintenance measures in advance, keep the tires working in the best condition, reduce the frequency of tire replacement, save costs, and ensure that the aircraft tires are always in a safe and airworthy state.

[0007] The purpose of the present invention can be achieved by the following technical solutions:

[0008] According to a first aspect of the present invention, a method for monitoring aircraft tire pressure anomaly is provided, comprising the following steps: S1, obtaining a current ambient temperature value, an actual wheel pressure value, and a first wheel pressure key parameter, wherein the first wheel pressure key parameter is the difference between two adjacent actual wheel pressure values ​​of the same tire; S2, using a preset tire pressure anomaly alarm message model to determine whether the current actual wheel pressure value meets a first preset condition: if so, generating and sending a first tire pressure anomaly alarm message, and executing S4; otherwise, continuing to execute S2; S3, obtaining a second wheel pressure key parameter based on the first wheel pressure key parameter, and using a preset tire pressure anomaly alarm message model to determine whether the current first wheel pressure key parameter and the second wheel pressure key parameter meet a second preset condition: if so, generating and sending a second tire pressure anomaly alarm message, and executing S4; otherwise, continuing to execute S2; S4, receiving and parsing the first tire pressure anomaly alarm message and the second tire pressure anomaly alarm message, receiving and using the current ambient temperature value to correct and filter the parsed first tire pressure anomaly alarm message and the second tire pressure anomaly alarm message to obtain a valid message; and S5, displaying and sending the valid message.

[0009] As a preferred technical solution, the tire pressure abnormality alarm message model includes a pre-written message logic, which is used to determine whether the current actual wheel pressure value meets the first preset condition and whether the current first wheel pressure key parameter and second wheel pressure key parameter meet the second preset condition.

[0010] As a preferred technical solution, the actual wheel pressure value includes the actual main wheel pressure value and the actual front wheel pressure value, and the first preset condition is: at least within the first continuous preset time, the actual main wheel pressure value is less than or equal to the first preset wheel pressure threshold, and the actual front wheel pressure value is less than or equal to the second preset wheel pressure threshold.

[0011] As a preferred technical solution, the first continuous preset time is 10 seconds, the first preset wheel pressure threshold is one of 185psi, 175psi or 195psi, and the second preset wheel pressure threshold is one of 165psi or 155psi.

[0012] As a preferred technical solution, the second round pressure key parameter is the number of times the first round pressure key parameter is greater than or equal to a preset difference threshold, and the second preset condition is: within a second continuous preset time, the first round pressure key parameter is greater than or equal to the preset difference threshold, and the second round pressure key parameter is greater than or equal to the preset number threshold.

[0013] As a preferred technical solution, the preset difference threshold value ranges from 12-25 psi, and the preset number threshold value ranges from 10-30 times.

[0014] As a preferred technical solution, the method further includes: in S1, simultaneously obtaining the current aircraft ground speed; in S4, using the aircraft ground speed and the external temperature value to jointly correct and filter the analyzed first tire pressure abnormality alarm message and the second tire pressure abnormality alarm message.

[0015] According to a second aspect of the present invention, a system for monitoring abnormal tire pressure in aircraft is provided, the system comprising a data acquisition and processing module and a message parsing and display module in communication connection; the data acquisition and processing module is configured to execute steps S1 to S3 of the method; and the message parsing and display module is configured to execute steps S4 to S5 of the method.

[0016] As a preferred technical solution, the data acquisition and processing module includes ground loading equipment and an onboard computer flight data interface management component, and the message parsing and display module includes a ground control terminal, which uses an aircraft addressing and reporting system to realize data transmission.

[0017] As a preferred technical solution, the system further includes a client communicating with the message parsing and display module.

[0018] Compared with the prior art, the present invention has the following beneficial effects:

[0019] 1. The present invention obtains actual tire pressure values, first and second tire pressure key parameters in real time, and uses a preset tire pressure anomaly alarm signal model to perform a first filtering to obtain first and second tire pressure anomaly alarm signals. After parsing the alarm signals, the parsed tire pressure anomaly alarm signals are corrected and filtered using real-time ambient temperature values, further filtering out most false alarm signals to obtain final valid signals. This method can quickly and accurately predict aircraft tire pressure anomalies in advance, avoiding operational interruptions or flight safety incidents caused by low or fluctuating tire pressure, thereby resolving the current Airbus fleet's inability to predict tire pressure in advance.

[0020] 2. For the A320, the present invention sets the first preset tire pressure threshold to 185 psi (can be 175 psi for the A319 and 195 psi for the A321), and the second preset tire pressure threshold to 165 psi (can be 155 psi for the A321). A tire pressure difference threshold and a threshold for the number of times the tire pressure difference exceeds the threshold are also set. Through multiple comparisons and judgments, an alarm message is generated. The parsed message is then filtered and corrected using auxiliary parameters such as ambient temperature and aircraft ground speed, further improving the timeliness and accuracy of tire pressure anomaly warnings.

[0021] 3. In the monitoring system provided by the present invention, the ground control terminal can use the Aircraft Addressing and Reporting System (ACARS), and data collection and completion are all carried out in real time, keeping synchronization with the aircraft, so there is no delay, thereby improving the overall synchronization performance;

[0022] 4. The tire pressure abnormality alarm message model used in the present invention is equipped with pre-programmed message logic. The model can be installed on the onboard computer flight data interface management unit (i.e., onboard computer FDIMU) of other aircraft of the same configuration. That is, using a point / surface model, the number of aircraft can theoretically be increased without limit. Therefore, it has good scalability and can be installed on other aircraft of the same configuration, facilitating the operation of large fleets. BRIEF DESCRIPTION OF THE DRAWINGS

[0023] Figure 1 A schematic diagram of the communication architecture of a system is provided in an embodiment of the present invention;

[0024] Figure 2 A flowchart of a method is provided in an embodiment of the present invention. DETAILED DESCRIPTION

[0025] The present invention is described in detail below with reference to the accompanying drawings and specific embodiments. This embodiment is implemented based on the technical solution of the present invention, and provides a detailed implementation method and specific operation process, but the protection scope of the present invention is not limited to the following embodiments.

[0026] Example

[0027] This embodiment first provides an aircraft tire pressure anomaly monitoring system suitable for use with the A320 aircraft. The system includes a data acquisition and processing module and a message parsing and display module in communication with each other. In other embodiments, the system can be used with the A321 or A319 aircraft, with the preset threshold values ​​adjusted accordingly depending on the aircraft type.

[0028] The data acquisition and processing module includes a ground loading device (GLS) and an airborne computer flight data interface management unit (airborne computer FDIMU), the GLS is used to install a preset tire pressure abnormality alarm message model to the aircraft, and the airborne computer FDIMU is used to collect required parameters according to received instructions; the message analysis and display module includes a ground control terminal (GCD), since the airborne computer FDIMU is a core component of an aircraft communication addressing and reporting system (ACARS), the ground control terminal (GCD) uses an ACARS channel for data transmission, and the advantage is that the data acquisition and completion are both performed in real time, keeping synchronization with the aircraft, so there is no delay, and the overall synchronization performance is improved. In other embodiments, the system also includes a client in communication with the message analysis and display module. Optionally, the client includes a user mobile phone, enterprise WeChat, email and the like. The system can be implemented using mature devices such as airborne computer FDIMU, mobile phone and email, and therefore has low cost and high reliability. Figure 1 An implementation of the system in actual communication is shown.

[0029] Next, the aircraft tire pressure abnormality monitoring method provided by the embodiment is introduced. The monitoring method is based on ACARS, which facilitates real-time reception of aircraft tire pressure parameters. The aircraft tire pressure value is preprocessed by the aircraft airborne computer FDIMU, the main wheel pressure threshold value and the front wheel pressure threshold value at the time of aircraft power-on for 30 minutes are preset, and the delay is continuously lower than the threshold value for a certain period of time to trigger an alarm message. The aircraft power-on for 30 minutes is the approach time of the crew, at which time the service work has been completed, and the tire pressure is in the best state of the entire flight segment. The main wheel pressure threshold value is the first preset wheel pressure threshold value, for example, 185 psi in A320 aircraft, 195 psi in A321 aircraft, and 175 psi in A319 aircraft. The front wheel pressure threshold value is the second preset wheel pressure threshold value, for example, 165 psi in A320 aircraft and 155 psi in A321 aircraft. At the same time, the comparison of the adjacent two pressure values of the same tire within a certain time range is preset, specifically, the first wheel pressure key parameter Δv and the second wheel pressure key parameter Δt are set, if the wheel pressure key parameter exceeds the set value within a certain time, an alarm message is triggered. The first wheel pressure key parameter Δv is the difference between the adjacent two actual wheel pressures of the same tire, and the second wheel pressure key parameter Δt is the number of times that the difference is greater than or equal to a certain value. The aforementioned triggered alarm message is transmitted to the GCD through the ACARS. The alarm message is transmitted to the GCD in real time for early warning, so that the GCD can take timely response measures in the event of an emergency.

[0030] Figure 2 One implementation of this method is shown. The aforementioned system can implement each step of this method. Specifically, the data acquisition and processing module is used to execute steps S1 to S3, wherein the ground loading device (GLS) is used to load the tire pressure abnormality alarm message model including the pre-written message logic into the onboard computer FDIMU, and the onboard computer FDIMU runs the model and implements steps S1 to S3; the message parsing and display module is used to execute steps S4 to S5, and the ground control terminal (GCD) communicates with the data acquisition and processing module through the ACARS channel, receives and displays the valid message obtained after multiple filtering and corrections, and sends the valid message to the client. The specific execution process of each step is as follows:

[0031] In step S1, the onboard computer (FDIMU) obtains the current ambient temperature (TAT), actual tire pressure, and the first key tire pressure parameter. Specifically, during the pre-flight period, when tire pressure is most evident, the FDIMU monitors tire pressures starting 30 minutes after the aircraft is powered on. The first key tire pressure parameter is the difference Δv between two adjacent actual tire pressures for the same tire.

[0032] In step S2, the onboard computer FDIMU uses a preset tire pressure abnormality alarm message model to determine whether the current actual wheel pressure value meets the first preset condition: if so, a first tire pressure abnormality alarm message is generated and sent to the GCD, and step S4 is executed; otherwise, the process returns to step S2.

[0033] The abnormal tire pressure alarm message model is pre-loaded into the onboard computer (FDIMU) using GLS. This model includes pre-programmed message logic to determine whether the current actual tire pressure meets a first preset condition, as well as whether the current first and second tire pressure key parameters meet a second preset condition. The FDIMU operates according to this message logic, performing the first filtering of the alarm message. The model uses the time 30 minutes after the flight was powered on as the starting point, primarily because tire pressure is at its optimal state for the entire flight.

[0034] In this embodiment, the actual wheel pressure values ​​include the actual main wheel pressure values ​​and the actual nose wheel pressure values. The first preset condition is that, for at least a first continuous preset time period, the actual main wheel pressure values ​​are less than or equal to the first preset wheel pressure threshold, and the actual nose wheel pressure values ​​are less than or equal to the second preset wheel pressure threshold. In this embodiment, for the A320 aircraft, the first preset wheel pressure threshold is set to 185 psi, and the second preset wheel pressure threshold is set to 165 psi. The first continuous preset time period is set to 10 seconds. Based on this, a portion of the pre-programmed message logic includes:

[0035] Compare the current actual main wheel pressure value with the first preset wheel pressure threshold, and the current actual front wheel pressure value with the second preset wheel pressure threshold, to determine whether the actual main wheel pressure value has been ≤ 185 psi for 10 consecutive seconds and whether the actual front wheel pressure value has been ≤ 165 psi for 10 consecutive seconds:

[0036] If the judgment results are all yes, the current first tire pressure abnormality alarm message is generated and sent to GCD, and step S4 is executed; if any one of the judgment results is no, the process returns to step S2, and the first preset wheel pressure threshold and the second preset wheel pressure threshold set in the tire pressure abnormality alarm message model can be adjusted and updated according to actual conditions.

[0037] Step S3, obtain the second wheel pressure key parameter Δt based on the first wheel pressure key parameter Δv, and use the preset tire pressure abnormality alarm message model to determine whether the current first wheel pressure key parameter Δv and second wheel pressure key parameter Δt meet the second preset condition: if yes, generate the second tire pressure abnormality alarm message and send it to the GCD, and execute step S4; otherwise, continue to execute step S2.

[0038] In this embodiment, the second round pressure parameter Δt is the number of times the first round pressure parameter Δv exceeds a preset difference threshold. The second preset condition is that, within a second continuous preset time period, the first round pressure parameter Δv is greater than or equal to the preset difference threshold, and the second round pressure parameter Δt is greater than or equal to a preset number threshold. In this embodiment, for the A320 aircraft, the preset difference threshold is set to an optimal value of 20 psi (generally in the range of 12-25 psi), and the preset number threshold is set to an optimal value of 20 times (generally in the range of 10-30 times). The second continuous preset time period is set to 90 seconds.

[0039] Based on this, another part of the pre-written message logic includes:

[0040] Compare the current Δv with 20psi, and Δt with 20 times, and determine whether Δv ≥ 20psi and Δt ≥ 20 times within 90 consecutive seconds:

[0041] If the judgment results are all yes, a second tire pressure abnormality alarm message is generated and sent to the GCD, and step S4 is executed; otherwise, step S2 is continued.

[0042] Optionally, the onboard computer FDIMU controls the first wheel tire pressure key parameter Δv and the second wheel tire pressure key parameter Δt during the tire pressure parameter monitoring process within a 90-second range. The synchronous control process is as follows:

[0043] (1) Compare the difference Δv between two adjacent actual wheel pressure values ​​of the same tire. If it is ≥20 psi, record it once;

[0044] (2) If Δv is less than 20 psi, proceed to compare the next adjacent pressure difference value and repeat the above steps until the 90-second range is completed.

[0045] The above-mentioned preset time starting point and two-part message logic are pre-programmed into the tire pressure abnormality alarm message model. The onboard computer FDIMU runs the model loaded by GLS and can execute steps S2 to S3 in a loop.

[0046] In step S4, the ground control terminal (GCD) receives and parses the first tire pressure abnormality alarm message and the second tire pressure abnormality alarm message from the onboard computer FDIMU, receives and uses the current external temperature value TAT to correct and filter the parsed first tire pressure abnormality alarm message and the second tire pressure abnormality alarm message to obtain valid messages.

[0047] This step uses the outside temperature value TAT to perform a secondary revision and filtering of the alarm message to form a valid message, which includes the final usable key parameters. Optionally, the secondary revision and filtering process can be implemented by directly comparing the actual outside temperature value TAT with a preset temperature value, or by setting a threshold difference between the actual outside temperature value TAT and the preset temperature value and comparing them. The judgment logic can be implemented using a pre-programmed message.

[0048] Specifically, ambient temperature is a crucial factor influencing tire pressure changes. According to manual data, A320 tire pressure also varies with temperature: for every 3°C change in temperature, the pressure changes by 1%. In winter, when the temperature difference between northern and southern airports in my country exceeds 30°C, tire pressure changes by more than 10%. For example, if an aircraft departing from Sanya for Harbin has a tire pressure of 200 psi, it will likely fall below 178 psi upon arrival in Harbin, failing to meet operational requirements. Therefore, the method provided in this embodiment utilizes the ambient temperature value (TAT) for re-editing and filtering alarm messages. This allows for early detection of aircraft whose tire pressures do not meet the requirements for northern stations, enabling timely service or adjustment of the aircraft's destination to avoid operational interruptions.

[0049] In this step, it is also possible to continue to determine whether the key parameters have been corrected: if yes, execute step S5; if not, continue to execute step S4 until all alarm messages are corrected.

[0050] In some embodiments, the aircraft ground speed and the outside temperature value TAT may be used together to correct and filter the analyzed first tire pressure abnormality alarm message and the second tire pressure abnormality alarm message. The aircraft ground speed is synchronously acquired in step S1.

[0051] Step S5: The ground control terminal (GCD) displays and sends a valid message.

[0052] Specifically, the Ground Control Terminal (GCD) includes a ground-based software platform, a visual processing and display system that parses raw alarm message data, filters out false messages according to pre-set logic, and achieves a final message accuracy rate exceeding 95%. It also visualizes key message parameters, creating trend graphs such as curves and dots for engineers to monitor. Once the final key message parameters are obtained, they are automatically output to a client, such as a user's mobile phone, corporate WeChat, or email.

[0053] In summary, the method provided in this embodiment uses the time point 30 minutes after the aircraft is powered on as the starting point to compare the preset wheel pressure threshold with the actual wheel pressure value. If the preset logic is met, a low pressure message / alarm message is triggered and a corresponding code is assigned, so that ground engineers can immediately know the reason for low tire pressure after receiving the message. At the same time, starting from the time point 30 minutes after the aircraft is powered on, two adjacent actual wheel pressure values ​​of the same tire are compared and the difference Δv is calculated. The frequency of occurrence of these differences within a certain range is then calculated. When a certain magnitude is met at the same time, an alarm message is triggered and a corresponding code is assigned. In addition, the outside temperature value TAT is used to correct normal fluctuations in tire pressure to filter out these false alarm messages. The corrected message will be sent to the GCD, helping engineers to be aware of aircraft tire pressure anomalies in advance.

[0054] The above describes in detail the preferred embodiments of the present invention. It should be understood that those skilled in the art can make numerous modifications and variations based on the concepts of the present invention without inventive effort. Therefore, any technical solutions that can be derived by those skilled in the art through logical analysis, reasoning, or limited experimentation based on the concepts of the present invention and the prior art should be within the scope of protection defined by the claims.

Claims

1. A method for monitoring abnormal aircraft tire pressure, characterized in that: The following steps are involved: S1, obtaining the current outside temperature, the actual wheel pressure, and a first wheel pressure key parameter, where the first wheel pressure key parameter is the difference between two adjacent actual wheel pressure values ​​of the same tire; S2, using a preset tire pressure abnormality alarm message model to determine whether the current actual wheel pressure value meets a first preset condition: if so, generating and sending a first tire pressure abnormality alarm message, and executing S3; otherwise, continuing to execute S2; S3, obtaining a second tire pressure key parameter based on the first tire pressure key parameter, and using a preset tire pressure abnormality alarm message model to determine whether the current first tire pressure key parameter and the second tire pressure key parameter meet a second preset condition: if so, generating and sending a second tire pressure abnormality alarm message, and executing S4; otherwise, continuing to execute S2; S4, receiving and parsing the first abnormal tire pressure alarm message and the second abnormal tire pressure alarm message, receiving and using the current external temperature value to correct and filter the parsed first abnormal tire pressure alarm message and the second abnormal tire pressure alarm message to obtain valid messages; S5, displaying and sending the valid message; The actual wheel pressure value includes the actual main wheel pressure value and the actual front wheel pressure value, and the first preset condition is: At least during a first continuous preset time period, the actual main wheel pressure value is less than or equal to a first preset wheel pressure threshold, and the actual front wheel pressure value is less than or equal to a second preset wheel pressure threshold; The second round pressure key parameter is the number of times the first round pressure key parameter is greater than or equal to a preset difference threshold, and the second preset condition is: Within a second continuous preset time, the first round pressure key parameter is greater than or equal to a preset difference threshold, and the second round pressure key parameter is greater than or equal to a preset number threshold.

2. The aircraft tire pressure abnormality monitoring method according to claim 1, characterized in that: The tire pressure abnormality alarm message model includes a pre-written message logic, which is used to determine whether the current actual wheel pressure value meets the first preset condition and whether the current first wheel pressure key parameter and the second wheel pressure key parameter meet the second preset condition.

3. The aircraft tire pressure abnormality monitoring method according to claim 1, characterized in that: The first continuous preset time is 10 seconds, the first preset wheel pressure threshold is one of 185 psi, 175 psi or 195 psi, and the second preset wheel pressure threshold is one of 165 psi or 155 psi.

4. The aircraft tire pressure abnormality monitoring method according to claim 1, characterized in that: The preset difference threshold value ranges from 12 to 25 psi, and the preset number threshold value ranges from 10 to 30 times.

5. The aircraft tire pressure abnormality monitoring method according to claim 1, characterized in that: The method further comprises: In S1, the current aircraft ground speed is obtained simultaneously; In S4, the aircraft ground speed and the ambient temperature value are used to correct and filter the analyzed first tire pressure abnormality alarm message and the second tire pressure abnormality alarm message.

6. An aircraft tire pressure abnormality monitoring system, characterized in that: The aircraft tire pressure anomaly monitoring system includes a data acquisition and processing module and a message parsing and display module that are communicatively connected; The data acquisition and processing module is used to execute S1 to S3 of the method according to any one of claims 1 to 5; The message parsing and display module is used to execute S4 to S5 of the method according to any one of claims 1 to 5.

7. The aircraft tire pressure abnormality monitoring system according to claim 6, characterized in that: The data acquisition and processing module includes ground loading equipment and an onboard computer flight data interface management component. The message analysis and display module includes a ground control terminal, which uses an aircraft addressing and reporting system to realize data transmission.

8. The aircraft tire pressure abnormality monitoring system according to claim 6, characterized in that: The aircraft tire pressure anomaly monitoring system further includes a client communicating with the message parsing and display module.

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