SYNCHRONISING A PLURALITY OF AIRCRAFT TIRE MONITORING DEVICES

A method of synchronising a plurality of aircraft tire monitoring devices, wherein the method includes providing a synchronisation signal, and synchronising the plurality of aircraft tire monitoring devices such that each of the plurality of aircraft tire monitoring devices is available to connect to a remote device in a same time interval.

RELATED APPLICATION

This application incorporates by reference and claims priority to United Kingdom patent application GB 2205505.7, filed Apr. 13, 2022.

TECHNICAL FIELD

The present invention relates to aircraft tire monitoring devices, a method of synchronising a plurality of aircraft tire monitoring devices, an aircraft system comprising a plurality of tire monitoring devices, and an aircraft comprising such an aircraft system.

BACKGROUND

Checking tire pressure is an important part of the maintenance of a vehicle. Tire pressures should be maintained at predetermined pressures to ensure that a tire performs as intended by the manufacturer.

SUMMARY

A first aspect of the present invention provides a method of synchronising a plurality of aircraft tire monitoring devices, the method comprising: providing a synchronisation signal; and synchronising the plurality of aircraft tire monitoring devices such that each of the plurality of aircraft tire monitoring devices is available to connect to a remote device in a same time interval.

By synchronising the plurality of aircraft tire monitoring devices such that each of the plurality of aircraft tire monitoring devices is available to connect to a remote device in a same time interval, time delays in connecting the remote device to the plurality of aircraft monitoring devices may be minimised relative to an arrangement where the plurality of aircraft tire monitoring devices are available to connect to the remote device in different time interval. For example, it may be desirable to connect a remote device to the plurality of aircraft tire monitoring devices to retrieve data obtained by the plurality of tire monitoring devices and/or to perform a tire monitoring procedure, and the method according to the first aspect of the present invention may thereby reduce a time taken for a tire monitoring procedure to occur, and/or reduce a time taken to retrieve data obtained by the plurality of tire monitoring devices.

Optionally, the time interval is no more than 5 seconds, no more than 3 seconds, no more than 2 seconds, or no more than 1 second.

Optionally, synchronising the plurality of aircraft tire monitoring devices comprises transmitting, from the remote device to at least one of the plurality of aircraft tire monitoring devices, the synchronisation signal, the synchronisation signal configured to initialise synchronisation of the plurality of aircraft tire monitoring devices.

Optionally, synchronising the plurality of aircraft tire monitoring devices comprises broadcasting, from the remote device to each of the plurality of aircraft tire monitoring devices, the synchronisation signal.

Optionally, synchronising the plurality of aircraft tire monitoring devices comprises transmitting, from the remote device to a first one of the plurality of aircraft tire monitoring devices, the synchronisation signal, and broadcasting, from the first one of the plurality of aircraft tire monitoring devices to each of the other ones of the plurality of aircraft tire monitoring devices, the synchronisation signal.

Optionally, the synchronisation signal is configured to set, for each of the plurality of aircraft tire monitoring devices, one or more of a start of the time interval, an end of the time interval, and a duration of the time interval.

Optionally, the plurality of aircraft tire monitoring devices are configured to periodically be available to connect to the remote device over a plurality of time intervals.

Optionally, the method comprises synchronising the plurality of aircraft tire monitoring devices such that each of the aircraft tire monitoring devices is listening for a connection request from the remote device throughout the same time interval.

Optionally, the method comprises synchronising the plurality of aircraft tire monitoring devices such that each of the plurality of aircraft tire monitoring devices is configured to transmit, within the same time interval, a respective connection signal for facilitating connection of the aircraft tire monitoring device to the remote device.

Optionally, the synchronisation message is configured to set, for each of the plurality of aircraft tire monitoring devices, one or more of a frequency of transmission of the respective connection signal, a start of transmission of a respective first connection signal following synchronisation for a given aircraft tire monitoring device, and a time of transmission of the respective connection signals relative to one another.

Optionally, the method comprises transmitting, within the time interval, from the plurality of aircraft tire monitoring devices to the remote device, respective connection signals for facilitating connection of the aircraft tire monitoring device to the remote device.

Optionally, the method comprises synchronising the plurality of aircraft tire monitoring devices such that each of the plurality of aircraft tire monitoring devices is configured to transmit, substantially concurrently, the respective connection signal.

Optionally, the connection signal comprises an identifier associated with the respective aircraft tire monitoring device.

Optionally, the method comprises receiving, at the remote device, the respective connection signals, causing, based at least in part on the respective identification signals, connection of the plurality of aircraft tire monitoring devices to the remote device, and causing, based at least in part on connection of the plurality of aircraft tire monitoring devices to the remote device, one or more of the plurality of aircraft tire monitoring devices to perform a tire monitoring procedure.

Optionally, the method comprises sending, from the remote device to one or more of the plurality of aircraft tire monitoring devices, a request to perform the tire monitoring procedure. Optionally, the method comprises providing results of the tire monitoring procedure using the remote device, for example with a user inputting results of the tire monitoring procedure using an interface of the remote device.

Optionally, the plurality of aircraft tire monitoring devices comprise a plurality of aircraft tire pressure monitoring devices.

Optionally, the method comprises broadcasting, by each of the plurality of aircraft tire monitoring devices, an identification signal which is not synchronised. Optionally, the respective identification signal identifies aircraft tire monitoring device to the remote device. Optionally, the method comprises broadcasting the identification signal prior to providing the synchronisation signal.

A second aspect of the present invention provides an aircraft tire monitoring device comprising: a wireless communication interface configured to receive a synchronisation signal; and a processing system configured to schedule the wireless communication interface to be in an active state at a predetermined time for a predetermined duration based on the synchronisation signal, and wherein in the active state the aircraft tire monitoring device is available to connect to a remote device.

A third aspect of the present invention provides an aircraft system comprising a plurality of aircraft tire monitoring devices, the plurality of aircraft tire monitoring devices synchronised with one another such that each of the plurality of aircraft tire monitoring devices is available to connect to a remote device in a same time interval.

Optionally, at least one of the plurality of aircraft tire monitoring devices is configured to receive, based at least in part on transmission of a respective connection signal from the aircraft tire monitoring device to the remote device, a request from the remote device to perform a tire monitoring procedure.

A fourth aspect of the present invention provides a remote device configured to transmit a synchronisation signal to a plurality of aircraft tire monitoring devices, the synchronisation signal configured to initialise synchronisation of the plurality of aircraft tire monitoring devices such that each of the plurality of aircraft tire monitoring devices is available to connect to a remote device in a same time interval.

A fifth aspect of the present invention provides an aircraft comprising the aircraft system of the third aspect of the present invention.

Optional features of aspects of the present invention may be equally applied to other aspects of the present invention, where appropriate.

DETAILED DESCRIPTION

An aircraft tire monitoring device100in accordance with the present invention is illustrated schematically inFIG.1, in the form of a tire pressure monitoring device. The tire monitoring device100is configured for mounting on a wheel, for example by a mechanical connection to an opening on the wheel providing access to the tire. The tire monitoring device100includes a processor102, a wireless communication interface104, an indicator106, a power supply108, a pressure sensor110, a temperature sensor112, a first storage114and a second storage116.

Processor102may be any suitable processing device including a microprocessor with one or more processing cores. In use, processor102coordinates and controls the other components and may be operative to read and/or write computer program instructions and data from/to the storage114,116. The processor102may be optimized for low power operation or have at least one processing core optimized for low power operation in some examples.

Wireless communication interface104is connected to the processor102and is used to both transmit and received data from the other devices of the tire pressure sensor system. In this example, the wireless communication interface104includes two transceivers,118,120which both use different wireless technology. A first transceiver118is provided for relatively long-range communication, up to about 50 m or about 100 m. For example, the first transceiver118may use a communication standard suitable for mobile devices, such as IEEE 802.15.1, IEEE 802.15.4, IEEE 802.11 (Wi-Fi) on either the 2.4 GHz or 5 GHz Industrial Scientific and Medical (ISM) bands or a Wireless Avionics Intra-Communications (WAIC) standard. The first transceiver118also includes an encryption module for encrypting sent data and decrypting received data, for example according to the Advanced Encryption Standard (AES) utilizing pre-shared keys. A second transceiver120is provided for relatively short-range communications. For example, the second transceiver120may use a standard according to IEEE 802.15, such as IEEE 802.15.4, RFID or Near Field Communication (NFC). The second transceiver120may operate over a range of less than 5 m, less than 3 m, less than 1 m, less than 50 cm, less than 25 cm, less than 10 cm, less than 5 cm, less than 1 cm or requiring contact between devices. Like the first transceiver118, the second transceiver120also includes an encryption module for encrypting sent data and decrypting received data.

In some examples, a single wireless transceiver may be provided in the wireless communication interface104. In that case the single transceiver may use relatively short range or relatively long range communication, or adjust the range (such as by controlling transmit power) as required.

Indicator106is connected to the processor102and controlled by the processor102to provide indications to a user of the tire monitoring device100. In this example the indicator106is an LED, but in other examples the indicator is another form of light, a display, such as an LCD or e-ink display, or any other form of visual indication. In other examples, the indicator106is an audible indicator, such as a buzzer, beeper, speaker or any other sound generating component. In further examples, the indicator106can comprise both audible and visual indication components. The indicator106provides at least first and second indications, for example a first colour and a second colour of emitted light. Further indications can also be provided, such as solid or flashing light. The tire monitoring device100has a housing (not shown) and the indicator106can provide an indication outside the housing, for example the LED may be mounted external to the housing or visible through the housing, or sound may be able to be emitted from within the housing.

The power supply108provides power to the elements of the tire monitoring device100. The power supply108may be a battery, such as Lithium battery. In this example, the power supply108is a Lithium battery with power sufficient to run the sensor in normal operation for about 2 to 3 years. In other examples the power supply108may comprise a power harvesting system, for example harvesting vibration and/or electromagnetic radiation to charge a capacitor or battery which is then used to power the device.

The pressure sensor110is connected to processor102and may be any suitable sensor for measuring pressure, for example a capacitive sensor. Similarly, the temperature sensor112is connected to processor102and may be any suitable sensor for measuring temperature, such as thermocouple. The temperature sensor112may be arranged to measure the temperature of the wheel or the temperature of the gas inside the tire directly. Where the temperature sensor112measures the temperature of the wheel, this can be processed to determine the temperature of the gas in the tire. For example, an algorithm or look-up table may be used.

The connection of the pressure sensor110and temperature sensor112to the processor102may be digital, providing a digital representation of the measured pressure and/or temperature from an Analogue to Digital Convertor (ADC) in the sensor itself, or analogue, in which case the processor may include an ADC to sample the received signal. Including both a pressure sensor110and a temperature sensor112may be useful to determine a temperature compensated pressure value. Although this example includes a pressure sensor110and a temperature sensor112, other examples may include only a pressure sensor, or may include further sensors.

This example includes two storage elements114and116. Storage114is non-volatile rewritable storage in this example, such as flash memory which can retain data without requiring applied power. Other examples may include volatile storage, which is kept powered by the power supply, or combinations of read-only and rewritable storage. Storage114is connected to the processor102and used to store both computer program instructions for execution by the processor and data, such as data from the pressure sensor110or received over the wireless communication interface104. In some examples, storage114may store a history of pressure and/or temperature readings sensed by the pressure sensor110and the temperature sensor112. For example, the previous ten days readings may be stored, with the newest data replacing the oldest once the storage is full.

Storage116is secure storage to which write and/or read access is restricted, for example only accessible to certain processes running on processor102. Configuration data, such as wireless encryption keys can be stored in storage116. In other examples, a single storage may be provided, or storage114and116may be provided in a single physical device with a logical partitioning between storage114and storage116.

FIG.2shows a schematic representation of a remote device200for use in conjunction with the tire monitoring device100ofFIG.1. The remote device200includes a processor202, a display204, an input system206, a power supply208, a wireless communication interface210, a storage212and wired communication interface214. In this example the remote device200is a mobile device, such as a cellular phone or a tablet computer.

The processor202is any suitable processing device, for example a multipurpose microprocessor, system-on-chip, or system in package, which may include one or more processing cores. Processor202is connected to the display204, such an LCD, OLED or e-ink display to display information to a user of the remote device200.

Input system206includes a touch screen interface in this example, allowing a user to interact with the remote device200by touching user interface elements on the screen. The input system206may include one or more buttons in addition to the touch screen, as well as other input devices, such as a microphone for speech recognition and a camera for image input. Other examples may not include a touch screen interface.

The remote device is powered by power supply208, which is a rechargeable lithium-ion battery in this example. Other examples may use alternative power supplies, such as other battery technologies, mains power, or energy harvesting, such as solar power.

A wireless interface210is included for the remote device200to communicate with other devices, such as the tire monitoring device100. In this example, a single wireless interface210is provided which is configured to communicate with the tire monitoring device100. For example, a relatively long range wireless communication technology can be used, such as one conforming to IEEE 802.15.1, IEEE 802.15.4 or IEEE 802.11. This allows the remote device200to interact with the tire monitoring device100from a relatively long range.

In other examples, the remote device200may be provided with multiple wireless communication interfaces or transceivers, operating with different wireless technologies, such as at least two of IEEE 802.15.1, IEEE 802.15.4, IEEE 802.11 (Wi-Fi), WAIC, RFID and NFC. For example, the remote device200may have two transceivers with one having a longer communication range than the other.

Storage212includes a non-volatile element, such as flash memory, and a volatile element, such as RAM. The non-volatile element is used to store operating system software and application software. In this example, the remote device200runs standard operating system software and is loaded with application software to interact with the tire monitoring device100. In order to restrict access to the tire monitoring device100, the application software may be provided from a secure source and not available to the general public, and/or require credentials to be entered before operating.

Wired communication interface214is provided for connection to a computing system. The wired communication interface214can be for example, a serial data connection, such as Universal Serial Bus (USB), a parallel data connection or a network connection, such as Ethernet. The wired communication interface214may allow the remote device200to communicate values and/or other status information read from the tire monitoring device100to a computing system, for example to store long term trends and assist fleet management. Alternatively, or additionally, wired communication interface214may be used for communication with the computing system. In some examples, the remote device200may not include a wireless communication interface.

FIG.3shows a schematic representation of a tire pressure sensor network300comprising a plurality of tire monitoring devices100installed in an aircraft302. The aircraft302comprises main landing gear308and nose landing gear310. The aircraft302may be used in conjunction with any of the methods described herein. Tire monitoring devices100are installed on each wheel of the main landing gear308and nose landing gear310.

In an example, the tire monitoring devices100are also in communication with a cockpit system to provide tire pressure information to the pilots on the flight deck. In these examples, the flight deck console may also function as a remote device.

FIG.4shows a flow chart of a tire pressure check process that can be used with the tire pressure sensor network300ofFIG.3. First, at block402, a user launches the tire monitoring control application on the remote device12. During initialization of the application, a check is made that the wireless communication interface210for communication with the tire monitoring devices100is active on the remote device200and the user is prompted to activate if it is not active.

Next, at block404, the remote device200scans for tire monitoring devices100in range. For example, the remote device200may send out a probe over the wireless communication interface210. At the same time, the tire monitoring devices100are periodically waking and listening for the probe of the remote device, and/or periodically waking and broadcasting respective identification signals, which include aircraft identifiers, such as a tail identifier of an aircraft to which the tire monitoring device100is attached.

The scanning may comprise establishing direct, point-to-point contact with each tire monitoring device100, or contact through the network300of tire monitoring devices100, for example through an access point, a master device, or any device in a mesh network.

Depending on the communication range and location, tire monitoring devices associated with more than one aircraft may be detected. For example, several aircraft may be in the same hanger in range of the remote device200. At block406, input is received of a selected identifier.

Next, at block408, a request or command is sent to the tire monitoring devices100corresponding to the selected identifier to cause them to connect to the remote device200, for example so that they can receive a request from the remote device200to carry out a tire pressure check.

Throughout the process ofFIG.4, communication between the remote device200and the tire monitoring devices100may be secure, for example encrypted by a network key. The network key for the communication with the remote device may be different from the network key used for communication between the sensor devices to enhance the security of the system.

Security may be increased by using a wireless communication technology with a limited transmission distance when exchanging secure keys, for example 802.11 (Wi-Fi) standards may allow transmission over a distance of 50 m or further in clear space. This alone may be sufficient to provide increased security because physical proximity is required to intercept communications. In some examples, security may be increased by reducing transmission power when encryption keys are transmitted compared to transmission of the encrypted data itself, requiring closer proximity for the initial key exchange process.

In the tire pressure sensor network300, the tire monitoring devices100may generally operate in a low power mode in which a majority of the components of the tire monitoring device100are turned off, including the wireless communications interface104. Where the tire monitoring devices100operate in such a low power mode, with the wireless communications interface104inactive, the tire monitoring devices100may be unavailable to connect to the remote device200. The tire monitoring devices100may be required to “wake” and periodically activate their respective wireless communications interface104to enable connection to the remote device200to occur.

In some instances, such as the case illustrated schematically inFIG.5, tire monitoring devices100a-100fwithin the network300can operate such that their respective wireless communication interfaces104are active at different times relative to one another. This can, however, increase a length of time taken to connect to the remote device200, for example where connection of the remote device200to the tire monitoring devices100is desired to perform a tire pressure check, as at block410in the method ofFIG.4. For example, inFIG.5a connection request502begins to be sent by the remote device200to the tire monitoring devices100at a first time t1. However, not all of the tire monitoring devices100have their wireless communications interfaces104active at the time t1, and so connection of all tire monitoring devices100to the remote device200does not occur until a later time t2. InFIG.5, the point at which each tire monitoring device connects to the remote device is shown in black. A worst case occurs when a connection request from the remote device closely follows an active period, as shown for device100ainFIG.5, where t1is just after an active period for one of the tire monitoring devices, so that all the devices can only be connected (shown in black inFIG.5) once that device has become active again. The probability of this worst case occurring increases with the number of tire monitoring devices in the system.

To mitigate for such delays, a method600in accordance with the present disclosure is illustrated in the flow diagram ofFIG.6. The method600comprises providing602a synchronisation signal, and, in response to the synchronisation signal, synchronising604the plurality of aircraft tire monitoring devices100such that each of the plurality of aircraft tire monitoring devices100is available to connect to a remote device in a same time interval.

By synchronising the plurality of aircraft tire monitoring devices100such that each of the plurality of aircraft tire monitoring devices100is available to connect to the remote device200in a same time interval, time delays in connecting the remote device200to the plurality of aircraft monitoring devices100may be minimised relative to an arrangement where the plurality of aircraft tire monitoring devices are available to connect to the remote device in different time intervals. This may reduce a time taken for a tire pressure check to be performed by an operator of the remote device200.

Use of the method600results in the plurality of aircraft tire monitoring devices100being available to connect to the remote device200in a same time interval, with such a scenario being illustrated inFIG.7. Here a connection request is sent by the remote device200to the tire monitoring devices100a-fat a first time t1, with all tire monitoring devices able to connect to the remote device200substantially concurrently with the first time t1. WhileFIG.7shows a best case in which the connection request at t1coincides with the tire monitoring devices being available for connection, the method600generally reduces connection times whenever the connection request begins at t1relative to the timing of the tire monitoring devices being available. It can be seen fromFIG.5that, when the timing of the tire monitoring devices being available for connection is not synchronised, the time to connect is more likely to be close to time interval between the tire monitoring devices being available. Furthermore, the probability of the worst case occurring, where the connection request begins just after a period of availability does not increase with the number of the tire monitoring devices in the system as it does with unsynchronised tire monitoring devices.

In some examples, synchronisation of the tire monitoring devices100may be performed during initial configuration of the network300of tire monitoring devices100when installed on the aircraft302. Here the remote device200may be utilised to configure the network300, with the remote device200sending a synchronisation signal to the tire monitoring devices100to cause synchronisation to occur. In some examples, synchronisation of the tire monitoring devices100may be performed when it is desired for a tire pressure check to be performed, for example each time a tire pressure check is to be performed synchronisation may occur. Here the remote device200may be utilised to send a synchronisation signal to the tire monitoring devices100to cause synchronisation to occur once an identifier has been received from the tire monitoring devices100, e.g. in response block404of the method ofFIG.4, or the remote device200may be utilised to send the synchronisation signal once an identifier has been selected, e.g. in response to block406of the method ofFIG.4.

The synchronisation signal in some examples is broadcast by the remote device200to each of the plurality of aircraft tire monitoring devices100, whilst in other examples the remote device200sends the synchronisation signal to a single one of the plurality of aircraft tire monitoring devices100, with that tire monitoring device then causing synchronisation of the remaining aircraft tire monitoring devices100. In further examples, the remote device200may send the synchronisation to each of the plurality of aircraft tire monitoring devices100independently, such as by including a timing relative to a shared time reference.

The synchronisation signal can cause the processor102of the respective aircraft tire monitoring devices100to set instructions regarding activation and deactivation of the wireless communications interface104. It will be appreciated that the synchronisation signal may cause synchronisation of the plurality of aircraft tire monitoring devices100in a number of ways. For example, the synchronisation signal can cause the processor102to set any of a start of the time interval, an end of the time interval, and a duration of the time interval. In some examples the synchronisation signal can set operation of the aircraft tire monitoring devices100to be available for connection to the remote device200relative to an internal clock signal of the respective aircraft tire monitoring devices100. The time interval may be relatively short, for example to avoid the wireless communications interface104being unnecessarily active for prolonged periods of time, and in some examples the time interval may be no more than 5 seconds.

The plurality of aircraft tire monitoring devices100can act passively, actively, or a combination of both, during the time interval. In a passive state the aircraft tire monitoring devices100listen for a connection request from the remote device200in the time interval, whereas in an active state the aircraft tire monitoring devices100transmit their own respective connection signal during the time interval. In some examples the aircraft tire monitoring devices100can listen for a connection request from the remote device200in the time interval, and then, when the connection request is received in the time interval, the aircraft tire monitoring devices100can transmit their respective connection signals to the remote device200. Such transmission of the connection signals can occur substantially concurrently. Connection signals of the aircraft tire monitoring devices100can include identifiers of the respective aircraft tire monitoring devices100.

Once connection of the aircraft tire monitoring devices100to the remote device200has occurred, the aircraft tire monitoring devices100can be utilised to perform a tire monitoring procedure, in this case a tire pressure check. Such a tire pressure check can occur automatically in response to connection of the aircraft tire monitoring devices100to the remote device200, or alternatively connection of the aircraft tire monitoring devices100to the remote device200can enable a tire pressure check to occur. For example, the remote device200can be used by an operator to send requests to the aircraft tire monitoring devices100to provide indications of the pressures measured by their respective pressure sensors110. The aircraft tire monitoring devices100can then display, using their respective indicators106, an indication as to whether the measured pressures are within thresholds of reference pressure values, or can alternatively display, via a sequence of flashes of the indicator106a value of a measured pressure.

Via the synchronisation discussed above, the time taken for a tire pressure check to occur may be reduced relative to a scenario where no synchronisation occurs.

It will be appreciated that, in general, once a connection to a remote device is established, the wireless interface will generally remain active until the connection is disconnected and/or until a time-out period elapses without communication with the remote device. The synchronisation therefore reduces the overall time because the time to initially establish a connection is reduced.

Variable Wake Period

As discussed above, In the tire pressure sensor network300, the tire monitoring devices100may generally operate in a low power mode in which a majority of the components of the tire monitoring device100are turned off, deactivated, or otherwise in a low-power state, including the wireless communications interface104. Where the tire monitoring devices100operate in such a low power mode, with the wireless communications interface104inactive, the tire monitoring devices100may be unavailable to connect to the remote device200, and unable to obtain tire pressure measurements. The tire monitoring devices100may be required to “wake” and periodically activate their respective wireless communications interface104to enable connection to the remote device200to occur, and/or to obtain tire pressure measurements.

One particular example of occurs around the time of block404described in relation to the method ofFIG.4above. Here the remote device200scans for tire monitoring devices100in range, and the aircraft tire monitoring devices100are periodically waking and listening for the probe of the remote device, and/or periodically waking and broadcasting respective identification signals, which include aircraft identifiers, such as a tail identifier of an aircraft to which the tire monitoring device100is attached.

To facilitate connection of the remote device200to the plurality of aircraft tire monitoring devices100, it may be desirable to operate the aircraft tire monitoring devices100in a mode where the wireless communication interface104is activated and available for connection to the remote device200at a relatively high frequency, i.e. with a relatively small interval between activations, to facilitate relatively quick connection of the aircraft tire monitoring device100to the remote device200. However, activation of the wireless communication interface104more frequently may lead to increased power consumption, which has a direct effect on service life where the aircraft tire monitoring device100is a battery operated device, and may also cause greater power draw than can be replenished through energy harvesting techniques where the aircraft tire monitoring device100includes an energy harvesting system.

Thus, a method800in accordance with the present disclosure will be described with reference to the flow diagram ofFIG.8.

The method800comprises operating802an aircraft tire monitoring device100in a first mode in which the wireless communication interface104is periodically activated and available for connection to the remote device200with a first interval between activations, and operating804the tire monitoring device100in a second mode in which the wireless communication interface104is periodically activated and available for connection to the remote device200with a second interval between activations different to the first interval between activations.

By operating in the first and second modes according to the first aspect of the present invention, power consumption of the aircraft tire monitoring device100may be reduced by selectively switching between modes of operation where the wireless communication interface104is activated more frequently or less frequently, compared to, for example, solely operating in a mode where the wireless communication interface104is activated at a relatively high frequency.

In some examples the first interval can comprise at least 10 seconds, at least 20 seconds, or at least 30 seconds. In some examples the second interval can comprise not more than 5 seconds, no more than 4 seconds, no more than 3 seconds, no more than 2 seconds, or no more than 1 second.

In some examples, the aircraft tire monitoring device100is configured to operate in the first and second modes based on a proximity of the remote device200to the aircraft tire monitoring device100. For example, where the remote device200is not within communicative range of the wireless interface104of the aircraft tire monitoring device100, the aircraft tire monitoring device100operates in a first mode with a relatively long interval between activations, and where the remote device200is within communicative range of the wireless interface104of the aircraft tire monitoring device100, the aircraft tire monitoring device100operates in a second mode with a relatively short interval between activations. By increasing the frequency at which the wireless communication interface104is activated where the remote device200is within communicative range of the wireless interface104of the aircraft tire monitoring device100, speed of connection to the remote device200may be increased without unduly increasing power consumption of the aircraft tire monitoring device100, for example avoiding undue burden on a battery. This switch in modality is shown schematically inFIG.9, with the communicative range denoted D.

References to frequency of activating the wireless interface refer to how frequently the wireless interface is activated and available to receive connection requests, it does not refer to the carrier frequency over which wireless communication takes place using the wireless interface.

In some examples, as discussed above, the wireless communications interface104, e.g., the first transceiver118, can be configured to operate at a range of up to 100 m, and hence a switch from the first mode to the second made can occur when the remote device200is within 100 m or less of the aircraft tire monitoring device100.

The switch between the first and second modes can also be dependent on other criteria. Such criteria include a status of the remote device200, for example whether the remote device is on or off, whether the wireless communications interface210of the remote device200is on or off, and whether the remote device200is running a particular application or not. Any combination of these criteria may be utilised. For example, one or more of the aircraft tire monitoring devices100may switch from its first mode to its second mode where the remote device200is within communicative range of the wireless interface104of the aircraft tire monitoring device100, the remote device200is turned on, the wireless communications interface210of the remote device200is active, and the remote device200is running a particular application, e.g. an application associated with performing a tire pressure check utilising the aircraft tire monitoring device100.

These criteria can be assessed or evaluated in a variety of ways. For example, during the time that the wireless communication interface104is active, the presence of the remote device200may be deduced by listening for active transmissions on the wireless band. In some examples such transmissions may be received and at least partially read by the aircraft tire monitoring device100. The remote device200may send periodic beacons indicating its presence and/or possibly indicating other information, such as an application identifier of an application associated with performing a tire pressure check. Communications over the wireless communication band intended for other devices may also be examined, and information gained from them, for example, use of particular communication parameters associated with the remote device200(such as TCP port number) and/or header information, such as a sender MAC address known to be associated with remote devices200, can indicate the presence of the remote device200in communicative range.

A further criterion that may be utilised to determine a switch of an aircraft tire monitoring device100from a first mode with a relatively long interval between activations of the wireless communications interface104, to a second mode with a relatively short intervals between activations of the wireless communications interface104, includes a time period since the aircraft tire monitoring device100last operated in the second mode. For example, pressure checks may be mandated to be performed on aircraft tires at a predefined frequency, say every three days. Accordingly, the aircraft tire pressure monitoring devices100can, in some examples, be configured to operate in the second mode once a pre-determined time period, e.g., three days, has elapsed since the aircraft tire monitoring device100last operated in the second mode, in anticipation of a tire pressure check needing to be performed. In such circumstances, the aircraft tire monitoring device100can operate in the second mode until connection to the remote device100occurs.

As an extension of the above, the aircraft tire monitoring device100can also be configured to learn frequencies and/or dates/time in which the aircraft tire monitoring device100operates in the second mode, such that the aircraft tire monitoring device100can predictively switch from the first to second mode.

In some examples, one or more of the aircraft tire monitoring devices100can be configured to operate in a third mode in which the wireless communication interface104periodically activated and available for connection to the remote device200with a third interval between activations different from, for example greater than, the first and second intervals. Such a third mode of operation can provide further flexibility in power saving, and in some examples operation in the third mode can be based at least in part on an operational condition of the aircraft302.

For example, where the aircraft302is in flight, connection to the remote device200to perform a tire pressure check may be extremely unlikely to occur, and in such a circumstance the aircraft tire monitoring devices can operate in the third mode with relatively large intervals between activations of the wireless communications interfaces104. Indeed, in some examples there may be no activations of the wireless communications interfaces104when the aircraft302is in flight.

A flow diagram illustrating an example operation of an aircraft tire monitoring device100in the first, second and third modes is shown inFIG.10. Here, where the aircraft302is not on the ground, i.e., in-flight, the aircraft tire monitoring device100operates in the third mode in which the wireless communications interface104is activated relatively infrequently. Where the aircraft302is on the ground, the aircraft tire monitoring device100operates in either the first mode or the second mode based on whether a particular tire monitoring application is detected running on the remote device200. If the application is not detected, the aircraft tire monitoring device100operates in the first mode in which the wireless communications interface104is activated with a relatively middling frequency. If the application is detected, the aircraft tire monitoring device100operates in the second mode in which the wireless communications interface104is activated with a relatively high frequency.

In such a manner the aircraft tire monitoring device100may be available relatively frequently for connection to the remote device200when the aircraft302is on the ground, and the remote device20is within communicative distance and running the appropriate tire pressure monitoring application. Otherwise, the aircraft tire monitoring device100may activate its wireless communications interface104less frequency, thereby saving battery.

In some examples, the aircraft tire monitoring device100can be configured to locally determine the operating condition of the aircraft302, i.e., whether the aircraft302is in-flight or on the ground, or indeed which phase of on-ground operation the aircraft is in. In addition to waking such that the aircraft tire monitoring device100is available for connection to the remote device200, aircraft tire monitoring devices100can also periodically wake to obtain pressure and temperature measurements using the pressure sensor110and the temperature sensor112. Such pressure and temperature measurements can be utilised by the aircraft tire monitoring device100to infer the operating condition of the aircraft302.

An example pressure/temperature profile for a tire of the aircraft302in different operating conditions is illustrated schematically inFIG.11. Here it can be seen that when the aircraft302is on-ground, the pressure/temperature profile rises to a local maximum1100during taxi-out of the aircraft302. When the aircraft302is in-flight, the pressure/temperature profile decreases from the local maximum1100to a local minimum1102. When the aircraft302lands, the pressure/temperature profile increases from the local minimum1102to a global maximum1104, before decreasing again. Such pressure/temperature profiles may be utilised by the aircraft tire monitoring devices100to determine whether to operate in the first, second or third modes, with the third mode occurring in-flight and the first and second modes occurring when the aircraft302is on the ground. For example, transitions between “in-flight” and “on-ground” may refer to a gradient of the pressure and temperature over time as well as absolute values.

In some examples, the aircraft tire monitoring devices100may reset to an on-ground setting in response to contact with the remote device200, e.g., contact with the remote device200when the remote device200is running the pre-determined tire monitoring application, or may reset to an on-ground setting a pre-determined time period after an in-flight setting is determined. This may inhibit the aircraft tire monitoring device100from becoming stuck in an in-flight mode of operation.

It will be recognised that the variable wake period discussed above, e.g., the first, second and third modes of operation, may be compatible with the synchronisation steps also discussed herein. For example, the plurality of aircraft tire monitoring devices100may be configured to operate in any of the first, second, and third modes, in which the wireless communication interface104is activated and available to connect to the remote device200, with the aircraft tire monitoring devices being synchronised to be available for connection within a same time interval whilst operating in the first, second, or third mode.

It is noted that the term “or” as used herein is to be interpreted to mean “and/or”, unless expressly stated otherwise.