Airplane tire pressure detection device
By designing an automated aircraft tire pressure monitoring device, which uses an electric push rod and alarm circuit to detect air pressure, the problems of cumbersome operation and misjudgment in the existing technology have been solved, achieving efficient and accurate tire pressure detection and improving flight safety.
Patent Information
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- SANYA AVIATION TOURISM VOCATIONAL COLLEGE
- Filing Date
- 2025-06-06
- Publication Date
- 2026-05-01
AI Technical Summary
Existing aircraft tire pressure monitoring systems are cumbersome to operate, rely on manual rotation of the air intake pipe, have low testing efficiency, and are prone to misjudgment when lacking experience, posing safety hazards.
An aircraft tire pressure monitoring device was designed, comprising a battery, a pressure sensor, an electric push rod, a sleeve, a piston, and low-pressure and high-pressure alarm circuits. The device automatically opens the air valve via the electric push rod, detects the air pressure using the pressure sensor, and issues an alarm when the air pressure is too high or too low, thus reducing false alarms.
It simplifies the inspection process, improves efficiency, reduces the chance of misjudgment, ensures that inspectors can know in a timely manner whether the tire pressure is up to standard, and improves flight safety.
Smart Images
Figure CN224189416U_ABST
Abstract
Description
Technical Field
[0001] This utility model relates to the field of testing equipment technology, specifically to an aircraft tire pressure testing device. Background Technology
[0002] In the aviation industry, to ensure flight safety, the tire pressure of aircraft is checked before flight and after maintenance to prevent safety risks caused by excessively high or low tire pressure during actual flight (excessive tire pressure may lead to tire blowout, while excessively low tire pressure may cause tire damage and leakage, and may also cause unstable takeoff or landing).
[0003] Existing tire pressure monitoring systems typically include an intake manifold and a pressure gauge. During testing, the intake manifold is threaded to the tire's valve seat (a push rod at the lower center of the intake manifold presses against the valve stem, allowing compressed air from the tire to enter the pressure gauge through the gap between the intake manifold and the push rod). The operator then observes the gauge reading to determine if the tire pressure is within acceptable limits. While these systems meet some requirements, their structure is limited. The need for manual rotation of the intake manifold multiple times is cumbersome and inconvenient, resulting in low efficiency. Furthermore, the reliance on visual inspection of the pressure gauge means that inexperienced operators may not be able to accurately assess the tire pressure (e.g., incorrect angles when observing a pointer-type pressure gauge can lead to inaccurate readings), posing a safety hazard for aircraft flight. Utility Model Content
[0004] To overcome the shortcomings of existing tire pressure monitoring mechanisms due to structural limitations, as described in the background, this utility model provides an aircraft tire pressure monitoring device that, through the combined action of related structures and a simple power switch, can be easily fixed to the valve core seat of an aircraft, pushes the valve downwards to open it, and can automatically detect the air pressure inside the tire. When the air pressure is too high or too low, it can intuitively alert the testing personnel through an alarm sound, reducing the probability of misjudgment due to insufficient experience of the staff.
[0005] The technical solution adopted by this utility model to solve its technical problem is:
[0006] An aircraft tire pressure monitoring device includes a battery, a pressure sensor, an electric push rod, a sleeve, and a piston, and also has a low-pressure alarm circuit and a high-pressure alarm circuit. There are at least two sets of electric push rods; the cylinder of the first set of electric push rods is installed on one end of the outer side of the sleeve, and the cylinder of the second set of electric push rods is installed on the upper end of the outer side of the sleeve. The piston is installed on the lower side of the movable column of the second set of electric push rods. The middle to lower end of the movable column of the second set of electric push rods has a hollow structure serving as an air guide tube, and a connecting pipe is installed on the side of the air guide tube. The battery, pressure sensor, low-pressure alarm circuit, and high-pressure alarm circuit are installed on one side of the sleeve. The air inlet pipe of the pressure sensor and the connecting pipe are connected via a flexible hose. The signal input terminals of the low-pressure alarm circuit and the high-pressure alarm circuit are electrically connected to the signal output terminal of the pressure sensor.
[0007] Furthermore, the lower inner diameter of the sleeve is larger than the outer diameter of the tire valve core seat.
[0008] Furthermore, the inner diameter of the valve core seat is smaller than the outer diameter of the piston, and the outer diameter of the lower end of the piston is smaller than the inner diameter of the valve core seat.
[0009] Furthermore, multiple air inlets are distributed on the lower outer end of the air duct.
[0010] Furthermore, the low-voltage alarm circuit and the high-voltage alarm circuit have the same structure, both including an electrically connected resistor, a relay, and a transistor. One end of the first resistor and one end of the second resistor are connected to the base of the transistor. The collector of the transistor is connected to the negative power input terminal of the relay. The positive input terminal of the relay is connected to the control power input terminal. The other end of the second resistor is connected to the emitter of the transistor.
[0011] Furthermore, the low-voltage alarm circuit and the high-voltage alarm circuit are equipped with alarms, and the positive power input terminal of the alarm is connected to the normally closed contact terminal of the relay in the low-voltage alarm circuit and the normally open contact terminal of the relay in the high-voltage alarm circuit.
[0012] Compared with the prior art, the beneficial effects of this utility model are as follows: (1) When the inspector is inspecting, the inspector puts the sleeve on the valve core seat of the tire from top to bottom. By operating the power switch, the sleeve can be fixed by the first set of electric push rods. The second set of electric push rods can control the piston to enter the valve core seat and then push the valve downward to open the air valve. In this way, the compressed air in the tire will enter the air inlet pipe of the pressure sensor through multiple air inlet holes of the air guide pipe. Since the inspector does not need to manually rotate the sleeve, etc., it brings convenience to the inspector and improves the inspection efficiency accordingly. (2) The low pressure alarm circuit and the high pressure alarm circuit can detect the air pressure in the tire at the same time. When the air pressure is lower or higher than the set normal pressure, the alarm can be powered on and sound to remind the inspector, reducing the probability of misjudgment caused by insufficient experience of the staff. Attached Figure Description
[0013] Figure 1 This is a schematic diagram of the structure between the entire utility model and the tire.
[0014] Figure 2 This is a schematic diagram of the overall structure of this utility model.
[0015] Figure 3 This is the circuit diagram of this utility model. Detailed Implementation
[0016] Figure 1 , 2 As shown in Figure 3, an aircraft tire pressure monitoring device includes a battery G1, a charging socket CZ1, power switches S, S1, and S2, a pressure sensor A1, electric push rods M and M1, a sleeve 1, and a piston 2. It also includes a low-pressure alarm circuit 8 and a high-pressure alarm circuit 9. The lower end of the sleeve 1 is an open structure, and the upper end is a closed structure. There are openings at the lower middle and upper middle parts of the right side end of the sleeve 1. The left side end of the cylinder of the first set of electric push rods M is fixedly installed on the right outer side of the opening in the sleeve 1, and the movable column of the first set of electric push rods M is movably located within the opening. The lower end of the cylinder of the second set of electric push rods M1 is fixedly installed on the upper outer side of the sleeve 1. The movable column of the second set of electric push rods M1 is located outside the hole and inside the opening; the annular rubber piston 2 is glued and sealed to the lower middle outer side of the movable column of the second set of electric push rods M1. The middle to lower end of the movable column of the second set of electric push rods M1 is an open structure as an air guide pipe 3. A connecting pipe 4 that communicates with its interior is welded to the right side of the air guide pipe 3. The battery G1, charging socket CZ1, power switches S, S1, S2, pressure sensor A1, low pressure alarm circuit 8, and high pressure alarm circuit 9 are installed in the upper right component box 5 inside the sleeve 1. The air inlet pipe of pressure sensor A1 and the connecting pipe 4 are connected by a flexible hose 6 with a length margin.
[0017] Figure 1 , 2As shown in Figure 3, the inner diameter of the lower end of the sleeve 1 is slightly larger than the outer diameter of the tire valve core seat 7. The inner diameter of the valve core seat 7 is slightly smaller than the outer diameter of the rubber piston 2, and the outer diameter of the lower end (conical) of the rubber piston 2 is smaller than the inner diameter of the sleeve 1. Multiple air inlets 31 are distributed on the outer end of the lower end of the air guide tube 3. The low-pressure alarm circuit includes resistors R1 and R2, relay J1, and transistor T1 connected by circuit board wiring. One end of the first resistor R1 and one end of the second resistor R2 are connected to the base of transistor T1. The collector of transistor T1 is connected to the negative power input terminal of relay J1. The positive input terminal of relay J1 is connected to the control power input terminal. The other end of the second resistor R2 is connected to the emitter of transistor T1. The high-voltage alarm circuit includes resistors R3 and R4, relay J2, and transistor T2 connected via circuit board wiring. One end of the first resistor R3 and one end of the second resistor R4 are connected to the base of transistor T2. The collector of transistor T2 is connected to the negative power input terminal of relay J2. The positive input terminal of relay J2 is connected to the control power input terminal. The other end of the second resistor R2 is connected to the emitter of transistor T2. The resistance value of the first resistor R1 in the low-voltage alarm circuit is lower than that of the first resistor R3 in the high-voltage alarm circuit. Both the low-voltage and high-voltage alarm circuits are equipped with an alarm B. The positive power input terminal of alarm B is connected to the normally closed contact of relay J1 in the low-voltage alarm circuit and the normally open contact of relay J2 in the high-voltage alarm circuit. The two terminals of battery G1 and the two ends of charging socket CZ1 are connected by wires (when battery G1 is depleted, the external power charger plug is inserted into charging socket CZ1 to charge battery G1). These connections are also connected in series with power switch S2, and the power input terminals of power switches S and S1, the low-voltage alarm circuit, relay J1 (controlling the power input terminal), transistor T1 (controlling the power input terminal), and transistor T2 (controlling the power input terminal of the high-voltage alarm circuit). The power output terminals (pins 3 and 4, and pins 5 and 6) of the two power switches S and S1, and the positive and negative / positive power input terminals of the two sets of electric actuators M and M1 are also connected by wires. The handles of the power switches and the socket holes are located outside the three openings on the right side of the component box. Pin 3 of pressure sensor A1 and the other ends of resistors R11 and R3 are connected by wires. Figure 3 In this setup, battery G1 is a 12V / 5Ah lithium battery; relays J1 and J2 are DC12V; alarm B is an FM12V active continuous audible alarm; transistors T1 and T2 are 9013 (NPN); pressure sensor A1 is a QDW90A-VD three-wire pressure transmitter with two power input terminals and one signal output terminal; the higher the detected pressure signal, the higher the output voltage signal, and vice versa; resistors R1, R2, R3, and R4 have resistance values of 16.5K, 4.7K, 18K, and 4.7K respectively; and electric actuators M and M1 are 4W and 6W reciprocating electric telescopic rods, respectively.
[0018] Figure 1 、 2As shown in Figure 3, during testing, the operator places the lower end of sleeve 1 onto valve core seat 7 from top to bottom. Then, the operator moves the handle of power switch S to the left, connecting pins 1 and 2 and pins 3 and 4 of power switch S. This energizes the positive and negative power input terminals of the electric push rod M, causing its movable column to move to the left side inside sleeve 1. The left side of the movable column and the right outer side of valve core seat 7 are then in tight contact. The operator then turns off power switch S. Next, the operator moves the handle of power switch S1 to the left, connecting pins 1 and 2 and pins 3 and 4 of power switch S1. When the connection is broken, the positive and negative power input terminals of the electric push rod M1 are energized, and its movable column moves to the lower side inside the sleeve 1 (the piston 2 enters the valve core seat and seals it). The lower side of the movable column contacts the upper end of the valve core seat's nozzle 71. Then, the power switch S1 is turned off. In this way, the compressed air inside the tire will enter the intake pipe of the pressure sensor A1 through the intake hole 31 of the air guide pipe 3. The 3rd pin of the pressure sensor A1 outputs a dynamically changing voltage signal (the higher the air pressure, the higher the voltage signal, and vice versa). After the low-pressure detection circuit is powered on (power switch S2 is turned on), when the tire pressure is higher than the minimum limit (e.g., higher than 165 psi), the voltage signal output by pressure sensor A1 is divided by resistors R1 and R2 and enters the base of transistor T1, which is higher than 0.7V. Transistor T1 will conduct, and its collector will output a low level, which enters the negative power input terminal of relay J1. Relay J1 is energized and closes, controlling the power input terminal and the normally closed contact terminal to open the circuit. Alarm B will not be energized and will not sound, indicating that the tire pressure is neither too low nor too high. When the tire pressure is lower than the minimum limit (e.g., lower than 165 psi), the voltage signal output by pressure sensor is divided by resistors R1 and R2 and enters the base of transistor T1, which is lower than 0.7V. Transistor T1 is cut off, and its collector no longer outputs a low level, entering the negative power input terminal of relay J1. Relay J1 is de-energized and no longer closes, controlling the power input terminal and the normally closed contact terminal to close. Alarm B will be energized and will sound, indicating that the tire pressure is either too low or too high. After the high-voltage detection circuit is powered on (power switch S2 is turned on), when the tire pressure is below the maximum limit (e.g., below 180 psi), the voltage signal output by pressure sensor A1 is divided by resistors R3 and R4 and enters the base of transistor T2, where it is below 0.7V. Transistor T2 will cut off, and its collector will not output a low level to the negative power input terminal of relay J2. Relay J2 is de-energized, and its control power input terminal and normally open contact terminal are open-circuited. Alarm B will not be energized and will not sound, indicating that the tire pressure is neither too high nor too low. When the tire pressure is above the maximum limit (e.g., above 180 psi), the voltage signal output by pressure sensor A1 is divided by resistors R3 and R4 and enters the base of transistor T2, where it is above 0.7V. Transistor T2 will conduct, and its collector will output a low level to the negative power input terminal of relay J2. Relay J2 is energized and its control power input terminal and normally open contact terminal are closed. Alarm B will be energized and will sound, indicating that the tire pressure is either too high or too low.By utilizing both low-pressure and high-pressure alarm circuits, this new device can simultaneously detect tire pressure. When the pressure is lower or higher than the set normal pressure, the alarm will be activated to alert the testing personnel, reducing the chance of misjudgment due to insufficient experience of the staff. After the test is completed, the tester moves the handle of power switch S1 to the right, connecting pins 1 and 2 and pins 5 and 6 of power switch S1 respectively. The positive and negative power input terminals of electric push rod M1 are energized, causing its movable column to move upwards and inwards towards sleeve 1 (separating piston 2 from valve core seat). The lower side of the movable column separates from the upper end of valve core seat nozzle 71. Then, power switch S1 is turned off. The handle of power switch S is then moved to the right, connecting pins 1 and 2 and pins 5 and 6 of power switch S respectively. The positive and negative power input terminals of electric push rod M are energized, causing its movable column to move to the right side of sleeve 1. The left side of the movable column separates from the right outer end of valve core seat (facilitating subsequent removal of sleeve 1). Then, power switch S is turned off. In this way, sleeve 1 can be removed to complete the air pressure test process.
[0019] The foregoing has shown and described the basic principles, main features, and advantages of this utility model. It will be apparent to those skilled in the art that this utility model is limited to the details of the exemplary embodiments described above, and that it can be implemented in other specific forms without departing from the spirit or basic characteristics of this utility model. Therefore, the embodiments should be considered exemplary and non-limiting in all respects. The scope of this utility model is defined by the appended claims rather than the foregoing description, and thus all variations falling within the meaning and scope of equivalents of the claims are intended to be included within this utility model.
[0020] Furthermore, it should be understood that although this specification describes embodiments, not every embodiment contains only one independent technical solution. This narrative style is merely for clarity. Those skilled in the art should regard the specification as a whole, and the technical solutions in each embodiment can also be appropriately combined to form other embodiments that can be understood by those skilled in the art.
Claims
1. An aircraft tire pressure monitoring device, comprising a battery, a pressure sensor, an electric push rod, a sleeve, and a piston, characterized in that, It also features a low-pressure alarm circuit and a high-pressure alarm circuit; there are at least two sets of electric push rods, with the cylinder of the first set of electric push rods installed at one end of the outer side of the sleeve, and the cylinder of the second set of electric push rods installed at the upper end of the outer side of the sleeve; the piston is installed on the lower side of the movable column of the second set of electric push rods, and the middle to lower end of the movable column of the second set of electric push rods is a hollow structure serving as an air guide tube, with a connecting pipe installed on the side of the air guide tube; the battery, pressure sensor, low-pressure alarm circuit, and high-pressure alarm circuit are installed on one side of the sleeve, and the air inlet pipe of the pressure sensor and the connecting pipe are connected via a flexible hose; the signal input terminals of the low-pressure alarm circuit and the high-pressure alarm circuit are electrically connected to the signal output terminal of the pressure sensor.
2. The aircraft tire pressure monitoring device according to claim 1, characterized in that, The inner diameter of the lower end of the sleeve is larger than the outer diameter of the tire valve core seat.
3. The aircraft tire pressure monitoring device according to claim 1, characterized in that, The inner diameter of the valve core seat is smaller than the outer diameter of the piston, and the outer diameter of the lower end of the piston is smaller than the inner diameter of the valve core seat.
4. The aircraft tire pressure monitoring device according to claim 1, characterized in that, Multiple air inlets are distributed at the lower outer end of the air duct.
5. The aircraft tire pressure monitoring device according to claim 1, characterized in that, The low-voltage alarm circuit and the high-voltage alarm circuit have the same structure. Both include an electrically connected resistor, a relay, and a transistor. One end of the first resistor and one end of the second resistor are connected to the base of the transistor. The collector of the transistor is connected to the negative power input terminal of the relay. The positive input terminal of the relay is connected to the control power input terminal. The other end of the second resistor is connected to the emitter of the transistor.
6. The aircraft tire pressure monitoring device according to claim 5, characterized in that, The low-voltage alarm circuit and the high-voltage alarm circuit are equipped with alarms. The positive power input terminal of the alarm is connected to the normally closed contact terminal of the relay in the low-voltage alarm circuit and the normally open contact terminal of the relay in the high-voltage alarm circuit.