Tire abnormality determination system, program and abnormality determination method of tire

Abstract

To provide a tire abnormality determination system, a program and abnormality determination method of a tire which can determine abnormality of the tire installed on an aircraft accurately.SOLUTION: A tire abnormality determination system is a tire abnormality determination system which determines abnormality of a tire installed on an aircraft (20) and includes a measuring part (101) which measures condition of the tire, an aircraft side storage part (102) which stores first measuring data containing internal pressure of the tire measured during flight of the aircraft and an aircraft side communication part (103) which transmits the stored first measuring data and comprises a measuring apparatus (100) which is provided on the aircraft and a tire abnormality determination device (10) which includes an acquisition part (131) which acquires input data containing the transmitted first measuring data and a determination part (132) which determines the presence or absence of a slow leak in the tire on the basis of the acquired input data.SELECTED DRAWING: Figure 1

Description

[Technical Field]

[0001] The present disclosure relates to a tire abnormality determination system, a program, and a tire abnormality determination method. [Background technology]

[0002] Tire pressure monitoring systems (TPMS) that are installed in vehicles and that detect and warn of undesirable pressure drops in tires have been known. For example, Patent Document 1 discloses a tire pressure monitoring system that can obtain information on tire temperature and tire pressure even when the tires are rotating at a low speed or have stopped rotating. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Patent Publication No. 2021-37808 Summary of the Invention [Problem to be solved by the invention]

[0004] Unlike passenger cars, the temperature of an aircraft can change suddenly and significantly during landing and subsequent taxiing. When a sudden temperature change occurs, there is a delay before heat is transferred to the temperature sensor, which can lead to inaccurate temperature measurement due to the influence of heat radiation or absorption from the surroundings. Inaccurate temperature measurements can reduce detection accuracy, particularly in determining slow tire leaks. A slow leak is a tire leak in which air pressure decreases at a rate faster than natural decompression, rather than as rapidly as a puncture. The tire pressure monitoring system in Patent Document 1 does not take into account sudden temperature changes on an aircraft and is therefore unable to accurately determine slow leaks. Therefore, there is a need for technology that can accurately determine abnormalities in tires installed on aircraft.

[0005] In view of the above circumstances, an object of the present disclosure is to provide a tire abnormality determination system, program, and tire abnormality determination method that can accurately determine abnormalities in tires mounted on an aircraft. [Means for solving the problem]

[0006] (1) A tire abnormality determination system according to an embodiment of the present disclosure includes: A tire abnormality determination system for determining abnormalities in tires mounted on an aircraft, comprising: a measuring device provided on the aircraft, the measuring device having: a measuring unit that measures the state of the tire; an aircraft-side memory unit that stores first measurement data including the internal pressure of the tire measured during flight of the aircraft; and an aircraft-side communication unit that transmits the stored first measurement data; The tire abnormality determination device includes an acquisition unit that acquires input data including the transmitted first measurement data, and a determination unit that determines whether or not there is a slow leak in the tire based on the acquired input data. This configuration makes it possible to accurately determine abnormalities in tires installed on an aircraft.

[0007] (2) As one embodiment of the present disclosure, in (1), The aircraft-side memory unit is configured to be able to store a predetermined number of the first measurement data and to overwrite the oldest stored first measurement data with new first measurement data that exceeds the predetermined number. This configuration makes it possible to suppress increases in the cost of the tire abnormality determination system by using a tire pressure monitoring system with a simple configuration.

[0008] (3) As an embodiment of the present disclosure, in (1) or (2), The measurement unit measures the condition of the tire at predetermined time intervals. This configuration makes it possible to reduce battery power consumption and enables the long-term measurement required for detecting slow leaks.

[0009] (4) As an embodiment of the present disclosure, in any one of (1) to (3), The measurement unit acquires information about the internal temperature of the tire, and if the internal temperature is lower than a predetermined temperature, stores the first measurement data in the aircraft-side memory unit, and if the internal temperature is higher than or equal to the predetermined temperature, does not store the first measurement data in the aircraft-side memory unit. This configuration makes it possible to accurately grasp the state of the aircraft (such as landing and subsequent taxiing) in which abrupt temperature changes occur, and to obtain the first measurement data in a stable temperature state.

[0010] (5) As an embodiment of the present disclosure, in any one of (1) to (4), the measuring device transmits second measurement data including the internal pressure of the tire measured after the aircraft has landed, via the aircraft-side communication unit; The tire abnormality determination device includes: the acquisition unit acquires input data including the transmitted second measurement data, The determination unit determines whether or not the tire is punctured at the time of landing based on the acquired input data. This configuration makes it possible to accurately determine abnormalities in tires installed on aircraft, including punctures during landing.

[0011] (6) As an embodiment of the present disclosure, in (5), The tire abnormality determination device performs temperature correction on the first measurement data when determining whether or not the tire has a slow leak, and does not perform temperature correction on the second measurement data when determining whether or not the tire has a puncture upon landing. This configuration allows for efficient determination of tire abnormalities, taking into account measurement errors in tire internal temperatures that depend on the state of the aircraft.

[0012] (7) A program according to an embodiment of the present disclosure includes: A tire abnormality detection system that detects abnormalities in tires installed on aircraft has been developed. measuring the condition of the tire, storing first measurement data measured during flight of the aircraft, and transmitting the stored first measurement data; and acquiring input data including the transmitted first measurement data, and determining whether or not there is a slow leak in the tire based on the acquired input data. This configuration makes it possible to accurately determine abnormalities in tires installed on an aircraft.

[0013] (8) A tire abnormality determination method according to an embodiment of the present disclosure includes: A tire abnormality determination method executed by a tire abnormality determination system that determines abnormalities in tires mounted on an aircraft, comprising: The tire abnormality determination system, measuring the state of the tire, storing first measurement data including the internal pressure of the tire measured during flight of the aircraft, and transmitting the stored first measurement data; and acquiring input data including the transmitted first measurement data, and determining whether or not there is a slow leak in the tire based on the acquired input data. This configuration makes it possible to accurately determine abnormalities in tires installed on an aircraft. [Effects of the Invention]

[0014] According to the present disclosure, it is possible to provide a tire abnormality determination system, a program, and a tire abnormality determination method that can accurately determine abnormalities in tires mounted on an aircraft. [Brief explanation of the drawings]

[0015] [Figure 1] FIG. 1 is a diagram illustrating an example of the configuration of a tire abnormality determination system according to an embodiment of the present disclosure. [Figure 2] FIG. 2 is another diagram showing an example of the configuration of the tire abnormality determination system of FIG. [Figure 3] FIG. 3 is a diagram illustrating the relationship between the state of the aircraft and the first measurement data and the second measurement data. [Figure 4] FIG. 4 is a diagram for explaining data used to determine whether or not a slow leak occurs in a tire. [Figure 5] FIG. 5 is a diagram for explaining data used to determine whether a tire has a puncture when landing. [Figure 6] FIG. 6 is an example of a flowchart illustrating the processing of a tire abnormality determination method according to an embodiment of the present disclosure. DETAILED DESCRIPTION OF THE INVENTION

[0016] A tire abnormality determination system, a program, and a tire abnormality determination method according to an embodiment of the present disclosure will be described below with reference to the drawings. In each drawing, identical or corresponding parts are designated by the same reference numerals. In the description of this embodiment, the description of identical or corresponding parts will be omitted or simplified as appropriate.

[0017] 1 and 2 are diagrams showing an example of the configuration of a tire abnormality determination system. The tire abnormality determination system includes a tire abnormality determination device 10 and a measurement device 100. Fig. 1 is a block diagram showing an example of the internal configuration of each of the tire abnormality determination device 10 and the measurement device 100. Fig. 2 shows the overall configuration of the tire abnormality determination system.

[0018] The tire abnormality determination system according to this embodiment determines abnormalities in tires 30 mounted on an aircraft 20. An abnormality in a tire 30 is an abnormality related to the internal pressure (air pressure) of the tire 30, and includes at least a slow leak. In this embodiment, abnormalities in a tire 30 include a slow leak and a puncture. A slow leak and a puncture are phenomena in which, for example, damage to the tire 30 causes air to leak out of the tire, resulting in insufficient air pressure. A puncture is a sudden air leak from the tire 30, resulting in a significant decrease in air pressure over a short period of time (e.g., 10 minutes). A slow leak is not as rapid as a puncture, but refers to air leakage from the tire 30, resulting in a decrease in air pressure at a rate that exceeds natural decompression. Determining a slow leak requires analyzing changes in the internal pressure of the tire 30 over a long period of time (e.g., 7 days). Here, in this embodiment, the aircraft 20 is not limited to a specific type as long as it is equipped with tires 30 and moves on the ground using the tires 30. For example, the aircraft 20 may be a passenger aircraft or a cargo aircraft. In addition, to avoid redundancy in the illustrations in FIGS. 1 and 2, only one aircraft 20 is shown, but the tire abnormality determination system may be configured to include multiple aircraft 20.

[0019] The tire abnormality determination device 10 includes a communication unit 11, a storage unit 12, and a control unit 13. The control unit 13 includes an acquisition unit 131, a determination unit 132, and an output unit 133. The tire abnormality determination device 10 may be configured as hardware, for example, in the form of a computer. The computer may be a server computer or a portable computer such as a laptop or tablet. Details of the components of the tire abnormality determination device 10 will be described later. In this embodiment, the tire abnormality determination device 10 is a computer used by an organization that manages the tires 30 mounted on the aircraft 20. The tire abnormality determination device 10 is installed in a ground facility (outside the aircraft 20). The tire abnormality determination device 10 may be installed in an airport facility, for example, but in this embodiment, it will be described as being installed away from the airport. Here, the tire abnormality determination device 10 does not have to be a single device, but may be configured as multiple devices located in multiple locations that can send and receive data between them via a network 40. In other words, multiple devices connected via the network 40 may function as a whole as the tire abnormality determination device 10 shown in Fig. 1. Therefore, for example, the tire abnormality determination device 10 may be configured as a single computer in terms of hardware configuration, or may be configured as multiple computers connected via the network 40. When configured as multiple computers, the storage unit 12 may be a shared memory that can be accessed by each of the computers.

[0020] The tire abnormality determination device 10, together with a measuring device 100 provided on an aircraft 20 connected via a network 40, constitutes a tire abnormality determination system. That is, the tire abnormality determination system includes the measuring device 100 and the tire abnormality determination device 10. The network 40 is, for example, the Internet. Furthermore, the network 40 may be configured to include, for example, a local area network (LAN) in part. Here, connection of the measuring device 100 to the network 40 depends on the state of the aircraft 20. In this embodiment, when the aircraft 20 is stopped at a parking lot, the measuring device 100 is connected to the network 40 and is able to communicate (see FIG. 3). When the aircraft 20 is not stopped at a parking lot, the measuring device 100 is in a state where communication is not possible.

[0021] Here, the tire abnormality determination system may further include a terminal device that displays the determination result of the tire abnormality determination device 10 as to whether or not the tire 30 has an abnormality. The data user may be, for example, the manager of the tire 30 or a service provider that leases the tire 30. The terminal device may be, but is not limited to, a general-purpose mobile terminal such as a smartphone or tablet terminal. The terminal device may be, for example, a device used by the manager of the tire 30 or the service provider, and may function as a display unit that displays the determination result output by the output unit 133 (described later). For example, when the terminal device displays the determination result that the tire 30 has an abnormality, the manager of the tire 30 or the service provider may arrange for the tire 30 to be replaced before the next flight of the aircraft 20. This action enables the aircraft 20 to operate according to the flight plan.

[0022] The measuring device 100 includes a measuring unit 101, an aircraft-side memory unit 102, and an aircraft-side communication unit 103. In this embodiment, the measuring unit 101 includes a sensor and a processor that controls the sensor and the entire measuring device 100. In this embodiment, the measuring device 100 is configured to include a tire pressure monitoring system (TPMS).

[0023] The tire pressure monitoring system monitors the pressure (internal pressure) and temperature (internal temperature) of tires 30 mounted on an aircraft 20. The tire pressure monitoring system may be configured, for example, with a sensor installed inside the tire 30, a processor that calculates and outputs the tire 30 pressure based on the sensor's detection value, and a memory that stores the sensor's detection value. The sensor may include a pressure sensor and a temperature sensor. The tire pressure monitoring system may further include a communication device that outputs the calculated pressure and detection value. An aircraft tire pressure monitoring system operates under the constraint that communication is unavailable unless the aircraft 20 is parked at an apron. For example, a tire pressure monitoring system mounted on a vehicle can transmit measured pressure and temperature data in near real time via a communication line. In contrast, it is not realistic from a cost perspective for an aircraft tire pressure monitoring system to transmit measured data in real time using satellite communication while the aircraft 20 is in flight. Furthermore, as will be described in detail later, data measured during the aircraft 20's flight is important for detecting slow leaks in the tires 30. Furthermore, the storage capacity of the aircraft-side memory unit 102 is also limited. Therefore, in a tire pressure monitoring system for aircraft, unlike a tire pressure monitoring system mounted on a vehicle, the storage management of measured data and the transmission management of the stored data become important.

[0024] The measurement unit 101 includes a sensor that constitutes a tire pressure monitoring system and a processor. The processor may be, for example, a general-purpose processor or a dedicated processor specialized for a specific process, but is not limited to these and may be any processor.

[0025] The aircraft-side memory unit 102 functions as a memory constituting the tire pressure monitoring system. The memory may be, for example, a semiconductor memory, a magnetic memory, an optical memory, or the like, but is not limited to these, and may be any memory. In this embodiment, the aircraft-side memory unit 102 is a small (small-capacity) memory compared to the memory unit 12 provided in the tire abnormality determination device 10. The aircraft-side memory unit 102 may have a capacity of approximately a few bytes, for example. The aircraft-side memory unit 102 is configured to overwrite the oldest stored data under the control of the processor when storing new data that exceeds its capacity.

[0026] The aircraft-side communication unit 103 functions as a communication device that constitutes the tire pressure monitoring system. The communication unit 11 is configured to include one or more communication modules that connect to the network 40. The communication unit 11 may include a communication module that is compatible with mobile communication standards such as 4G (4th Generation) and 5G (5th Generation). The communication unit 11 may include a communication module that is compatible with a wired or wireless LAN standard, for example.

[0027] Here, the measuring device 100 may have the following software configuration: One or more programs used to control the operation of the measuring device 100 are stored in the aircraft-side storage unit 102. When the programs stored in the aircraft-side storage unit 102 are read by the processor of the measuring unit 101, they cause the processor to perform processes such as measuring the condition of the tire 30, storing the measurement data, and transmitting the measurement data.

[0028] In this embodiment, the measuring device 100 has a measuring unit 101 that measures the condition of the tire 30, an aircraft-side memory unit 102 that stores first measurement data, and an aircraft-side communication unit 103 that transmits the stored first measurement data. The first measurement data is data including the internal pressure of the tire 30 measured while the aircraft 20 is in flight. In this embodiment, the measuring device 100 also transmits second measurement data including the internal pressure of the tire 30 measured after the aircraft 20 has landed, via the aircraft-side communication unit 103. Details of the operation of the measuring device 100 will be described later.

[0029] The components of the tire abnormality determination device 10 will be described in detail below. The communication unit 11 is configured to include one or more communication modules connected to the network 40. The communication unit 11 may have the same configuration as the aircraft-side communication unit 103. That is, the communication unit 11 may include a communication module compatible with a mobile communication standard such as 4G or 5G. The communication unit 11 may include a communication module compatible with a wired or wireless LAN standard, for example.

[0030] The storage unit 12 is one or more memories. The memory may be, for example, a semiconductor memory, a magnetic memory, an optical memory, or the like, but is not limited to these, and may be any memory. The storage unit 12 is, for example, built into the tire abnormality determination device 10, but may also be configured to be externally accessed by the tire abnormality determination device 10 via any interface.

[0031] The storage unit 12 stores various data used in various calculations performed by the control unit 13. The storage unit 12 may also store results and intermediate data of various calculations performed by the control unit 13.

[0032] In this embodiment, the storage unit 12 may store various types of information acquired from the measurement device 100 via the communication unit 11. For example, past first measurement data, which will be described later, is stored in the storage unit 12.

[0033] The control unit 13 is one or more processors. The processor may be, for example, a general-purpose processor or a dedicated processor specialized for a specific process, but is not limited to these and may be any processor. The control unit 13 controls the overall operation of the tire abnormality determination device 10.

[0034] Here, the tire abnormality determination device 10 may have the following software configuration: One or more programs used to control the operation of the tire abnormality determination device 10 are stored in the storage unit 12. When the program stored in the storage unit 12 is read by the processor of the control unit 13, it causes the control unit 13 to function as an acquisition unit 131, a determination unit 132, and an output unit 133.

[0035] The acquisition unit 131 acquires input data including information about the condition of the tire 30 detected by the measuring device 100 mounted on the aircraft 20. In this embodiment, the input data includes the first measurement data transmitted by the aircraft-side communication unit 103. In addition, in this embodiment, the input data includes the second measurement data transmitted by the aircraft-side communication unit 103.

[0036] The determination unit 132 determines whether or not there is an abnormality in the tire 30 mounted on the aircraft 20, based on the input data acquired by the acquisition unit 131. In this embodiment, the determination unit 132 determines whether or not there is a slow leak in the tire 30, based on the input data. Also, in this embodiment, the determination unit 132 determines whether or not there is a puncture in the tire 30 at the time of landing, based on the input data.

[0037] The output unit 133 outputs the presence or absence (determination result) of an abnormality in the tire 30 determined by the determination unit 132 to a terminal device or the like. As described above, the terminal device may be, for example, a device used by a manager or service provider of the tire 30. In this case, in response to the determination result that an abnormality exists in the tire 30, the manager or service provider can quickly take action such as arranging for the tire 30 to be replaced. In other words, the determination result by the tire abnormality determination device 10 is useful for appropriate management of the tire 30 and for operating the aircraft 20 as planned.

[0038] The tire abnormality determination system according to this embodiment may execute the following processing of the tire abnormality determination method. Figure 6 is an example of a flowchart showing the processing of the tire abnormality determination method according to this embodiment. By executing the processing of the tire abnormality determination method described below, it is possible to accurately determine an abnormality in the tires 30 mounted on the aircraft 20.

[0039] Before executing the processing of the tire abnormality determination method shown in Fig. 6, the measurement device 100 measures first measurement data while the aircraft 20 is in flight. Fig. 3 is a diagram illustrating an example of the relationship between the state of the aircraft 20 and the first and second measurement data. As shown in Fig. 3, when the aircraft-side communication unit 103 is not connected to the network 40 and communication is unavailable, the measurement unit 101 measures the first measurement data and stores it in the aircraft-side memory unit 102. The first measurement data is measurement data measured while the aircraft 20 is in flight and includes at least the internal pressure of the tire 30. In this embodiment, the first measurement data includes the internal pressure and internal temperature of the tire 30.

[0040] Here, the measurement unit 101 measures the time at a predetermined time interval (T in FIG. 3). a ) to measure the condition (internal pressure and internal temperature) of the tire 30. The time interval is, for example, several minutes, but is not limited to a specific value. Such intermittent operation makes it possible to reduce the power consumption of the battery of the measuring device 100 and enables the long-term measurement required to detect slow leaks in the tire 30. Here, in addition to measuring at predetermined time intervals, the measuring unit 101 may perform measurements in response to a command (external stimulus) from a host computer installed in the aircraft 20, for example. In other words, the measuring unit 101 may have a function to wake up from a sleep state in response to an external stimulus and immediately perform measurements.

[0041] In this embodiment, the aircraft-side memory unit 102 is configured to be able to store a predetermined number of first measurement data, and new first measurement data exceeding the predetermined number overwrites the oldest stored first measurement data. Using a tire pressure monitoring system with a simple configuration, it is possible to suppress increases in the cost of the tire abnormality determination system without providing additional storage in the aircraft 20. In the example of FIG. 3, a maximum of four first measurement data can be stored in the aircraft-side memory unit 102, and new first measurement data (D t ) is the oldest stored first measurement data (D t-4 The aircraft side memory unit 102 overwrites the four most recent first measurement data (D t-3 , D t-2 , D t-1 , D t 3, the predetermined number is set to four, but the predetermined number is not limited to this and is determined by the memory capacity of the tire pressure monitoring system.

[0042] In this embodiment, the measurement unit 101 acquires information about the internal temperature of the tire 30, and stores the first measurement data in the aircraft storage unit 102 if the internal temperature is lower than a predetermined temperature. If the internal temperature is equal to or higher than the predetermined temperature, the measurement unit 101 does not store the first measurement data in the aircraft storage unit 102. Based on the internal temperature information, the measurement unit 101 accurately grasps the state of the aircraft 20 (such as landing and subsequent taxiing) where a sudden temperature change occurs, and can obtain the first measurement data when the temperature is stable. Here, the predetermined temperature may be determined based on, for example, the air temperature on the ground. The air temperature on the ground may be obtained as, for example, the average past temperature at the takeoff or landing point. In the example of FIG. 3 , the measurement unit 101 sets the air temperature on the ground as the predetermined temperature, and does not store the first measurement data in the aircraft storage unit 102 (stops updating) if the internal temperature of the tire 30 is equal to or higher than the air temperature on the ground. Furthermore, when the measurement unit 101 determines that the internal temperature of the tire 30 is low enough to reduce the output voltage from the battery, the measurement unit 101 may not store the first measurement data in the aircraft storage unit 102. The low temperature may be, for example, below -40°C.

[0043] As shown in Fig. 3, after landing, aircraft 20 taxis through the airport and stops at a parking area. When aircraft 20 stops at the parking area, aircraft-side communication unit 103 connects to network 40 and becomes capable of communication. Then, the processing of the tire abnormality determination method shown in Fig. 6 can be executed.

[0044] The measurement device 100 transmits the first measurement data, which is measured during the flight of the aircraft 20 and stored in the aircraft-side storage unit 102, to the tire abnormality determination device 10 (step S1). In the example of FIG. 3, the measurement device 100 transmits the first measurement data (D t-3 , D t-2 , D t-1 , D t ) are transmitted together. Here, as described above, when a sudden temperature change occurs, there is a delay before the heat is transmitted to the temperature sensor, and therefore accurate temperature measurement may not be possible due to the influence of heat radiation or absorption from the surroundings. The first measurement data transmitted is measured when the temperature is stable (for example, before the plane lands), and is therefore highly accurate data.

[0045] The measuring device 100 also transmits the second measurement data measured after the aircraft 20 has landed to the tire abnormality determination device 10 (step S2). That is, when the aircraft-side communication unit 103 is in a communication enabled state, the measuring device 100 measures the internal pressure and internal temperature of the tire 30 in the same manner as the first measurement data, and transmits the second measurement data including these measurement values ​​in real time. Here, it is sufficient that the second measurement data includes at least the internal pressure of the tire 30. In the example of FIG. 3, the measuring device 100 transmits the second measurement data at a predetermined time interval (T in FIG. 3). b ) to measure the state (internal pressure and internal temperature) of the tire 30. The second measurement data (D t+1 , D t+2 , D t+3) are each transmitted to the tire abnormality determination device 10 in real time. The inventors of the present invention conducted extensive research into the internal temperature of the tire 30 and found that variations in the internal temperature of the tire 30 occur when the tire 30 is not rotating (when stopped), making accurate temperature measurement difficult. While the internal temperature of the tire 30 should gradually cool and gradually approach the air temperature when stopped, it has been confirmed that, even for tires 30 mounted on the same aircraft 20, differences in mounting position, for example, can cause significant variations in the internal temperature. Therefore, the second measurement data measured when stopped contains variations in the internal temperature and is therefore unsuitable for use in determining a slow leak from the standpoint of accuracy. In other words, the second measurement data is preferably used to determine an abnormality in the tire 30 using only the internal pressure.

[0046] The acquisition unit 131 of the tire abnormality determination device 10 acquires input data including the first measurement data and the second measurement data. Then, the determination unit 132 of the tire abnormality determination device 10 determines whether or not there is a slow leak in the tire 30 based on the first measurement data (step S3). FIG. 4 is a diagram for explaining data used in determining whether or not there is a slow leak in the tire 30. As described above, a slow leak is an air leak in the tire 30 in which the air pressure decreases at a rate that exceeds the natural decrease in pressure, rather than a state in which air is lost as suddenly as in a puncture. Therefore, determining whether or not there is a slow leak requires a long period of time (P in FIG. 4). a ) analysis of the change in the internal pressure of the tire 30 is required. a For example, the period is seven days, and analysis may not be possible using only the first measurement data obtained from one flight of the aircraft 20. The determination unit 132 also acquires past first measurement data (first measurement data measured in past flights and stored in the memory unit 12) stored in the memory unit 12 via the acquisition unit 131, and determines whether P a The first measurement data at P a Although the period is not limited to seven days, several days of first measurement data are generally required to determine whether there is a slow leak. aIf the rate of decrease in internal pressure of the tire 30 of the first measurement data is greater than the rate of decrease due to natural pressure decrease, it may be determined that a slow leak exists. The rate of decrease due to natural pressure decrease may be determined in advance based on, for example, actual measurements (actual values) obtained in the past of the same type of tire 30 without any abnormalities.

[0047] Furthermore, the determination unit 132 of the tire abnormality determination device 10 determines whether or not the tire 30 will be punctured at the time of landing based on the second measurement data (step S4). This process makes it possible to accurately determine abnormalities in the tire 30 mounted on the aircraft 20, including punctures at the time of landing. FIG. 5 is a diagram for explaining data used to determine whether or not the tire 30 will be punctured at the time of landing. In the aircraft 20, there is a risk that the tire 30 will be punctured, particularly at the time of landing. The determination unit 132 can quickly determine whether or not there is a puncture using the second measurement data transmitted in real time from the measurement device 100. A puncture, which is a sudden loss of air, can be determined in a short period of time (P in FIG. 5). b ) can be analyzed by the change in the internal pressure of the tire 30. b For example, P is 10 minutes, and analysis is possible using only the second measurement data obtained in one flight of the aircraft 20. b Although the time is not limited to 10 minutes, it is generally possible to determine whether a tire has punctured based on a few minutes of second measurement data. b If the rate of decrease in the internal pressure of the tire 30 in the second measurement data is greater than a threshold value, it may be determined that a tire has a puncture. The threshold value may be determined in advance, for example, based on actual measurements of tires 30 of the same type that have previously experienced punctures. Furthermore, although the second measurement data measured while the vehicle is stopped includes variations in the internal temperature, it is possible to determine whether a tire has a puncture using only the change in internal pressure. In other words, variations in the internal temperature have almost no effect on the determination of a puncture. In this way, the determination unit 132 can accurately determine whether the tire 30 has a slow leak and whether it has a puncture by selectively using the first measurement data and the second measurement data.

[0048] Here, the tire abnormality determination device 10 performs temperature correction on the first measurement data when determining whether or not a slow leak has occurred in the tire 30, but does not need to perform temperature correction on the second measurement data when determining whether or not a puncture has occurred in the tire 30 during landing. Because slow leak determination must be based on highly accurate data, performing temperature correction on the internal pressure can further improve the determination accuracy. Here, a known method can be used for temperature correction. In contrast, the second measurement data contains variations in internal temperature as described above. By taking into account measurement errors in the internal temperature of the tire 30 depending on the state of the aircraft 20 and performing temperature correction only on the first measurement data, the tire abnormality determination device 10 can efficiently determine an abnormality in the tire 30.

[0049] As described above, the tire abnormality determination system, program, and tire abnormality determination method according to the present embodiment can accurately determine abnormalities in the tires 30 mounted on the aircraft 20 due to the above-described configuration.

[0050] Although the embodiments of the present disclosure have been described based on the drawings and examples, it should be noted that those skilled in the art would easily be able to make various modifications or alterations based on the present disclosure. Therefore, it should be noted that these modifications and alterations are included within the scope of the present disclosure. For example, the functions included in each component or step can be rearranged so as not to cause logical inconsistencies, and multiple components or steps can be combined or divided into one. The embodiments of the present disclosure can also be realized as a storage medium on which a program executed by a processor included in an apparatus is recorded. It should be understood that these are also included within the scope of the present disclosure.

[0051] In the above embodiment, based on the configuration of FIG. 1, it has been explained that the first measurement data and the second measurement data measured by the measuring device 100 are transmitted to and stored in the memory unit 12. Here, the tire abnormality determination system is not limited to the configuration of FIG. 1, and may be configured to further include, for example, a storage device (a storage device on the cloud) on the network 40 as seen from each of the tire abnormality determination device 10 and the measuring device 100. Then, the first measurement data and the second measurement data measured by the measuring device 100 may be transmitted to and stored in the storage device on the cloud. Furthermore, when determining an abnormality in a tire 30 mounted on an aircraft 20, the tire abnormality determination device 10 may acquire the first measurement data and the second measurement data from the storage device on the cloud. Contribution to the Sustainable Development Goals (SDGs) led by the United Nations

[0052] The SDGs have been proposed to realize a sustainable society. One embodiment of the present disclosure is believed to be a technology that can contribute to "No. 9: Build resilient infrastructure for industry, innovation and other areas." [Explanation of symbols]

[0053] 10. Tire abnormality detection device 11 Communications Department 12 Storage section 13 Control Unit 20 aircraft 30 tires 40 Network 100 Measuring Device 101 Measuring section 102 Aircraft side memory section 103 Aircraft communication unit 131 Acquisition Department 132 Judgment section 133 Output section

Claims

1. A tire abnormality determination system for determining abnormalities in tires mounted on an aircraft, comprising: a measuring device provided on the aircraft, the measuring device including: a measuring unit for measuring the state of the tire; an aircraft-side memory unit for storing first measurement data including the internal pressure of the tire measured during flight of the aircraft; and an aircraft-side communication unit for transmitting the stored first measurement data; a tire abnormality determination device having an acquisition unit that acquires input data including the transmitted first measurement data, and a determination unit that determines whether or not the tire has a slow leak based on the acquired input data.

2. 2. The tire abnormality determination system according to claim 1, wherein the aircraft-side memory unit is configured to be capable of storing a predetermined number of the first measurement data and to overwrite the oldest stored first measurement data with new first measurement data that exceeds the predetermined number.

3. The tire abnormality determination system according to claim 1 or 2, wherein the measurement unit measures the condition of the tire at predetermined time intervals.

4. 3. The tire abnormality determination system according to claim 1, wherein the measurement unit acquires information about an internal temperature of the tire, and if the internal temperature is lower than a predetermined temperature, causes the measurement unit to store the first measurement data in the aircraft-side memory unit, and if the internal temperature is higher than or equal to the predetermined temperature, does not cause the measurement unit to store the first measurement data in the aircraft-side memory unit.

5. the measuring device transmits second measurement data including the internal pressure of the tire measured after the aircraft has landed, via the aircraft-side communication unit; The tire abnormality determination device includes: the acquiring unit acquires input data including the transmitted second measurement data, The tire abnormality determination system according to claim 1 or 2, wherein the determination unit determines whether or not the tire is punctured at the time of landing based on the acquired input data.

6. 6. The tire abnormality determination system of claim 5, wherein the tire abnormality determination device performs temperature correction on the first measurement data when determining whether or not the tire has a slow leak, and does not perform temperature correction on the second measurement data when determining whether or not the tire has a puncture upon landing.

7. A tire abnormality detection system that detects abnormalities in tires installed on aircraft has been developed. measuring the condition of the tire, storing first measurement data measured during flight of the aircraft, and transmitting the stored first measurement data; acquires input data including the transmitted first measurement data, and determines whether or not the tire has a slow leak based on the acquired input data.

8. A tire abnormality determination method executed by a tire abnormality determination system that determines abnormalities in tires mounted on an aircraft, comprising: The tire abnormality determination system, measuring the state of the tire, storing first measurement data including the internal pressure of the tire measured during flight of the aircraft, and transmitting the stored first measurement data; acquiring input data including the transmitted first measurement data, and determining whether or not a slow leak is occurring in the tire based on the acquired input data.

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