1、_ SAE Technical Standards Board Rules provide that: “This report is published by SAE to advance the state of technical and engineering sciences. The use of this report is entirely voluntary, and its applicability and suitability for any particular use, including any patent infringement arising there
2、from, is the sole responsibility of the user.” SAE reviews each technical report at least every five years at which time it may be revised, reaffirmed, stabilized, or cancelled. SAE invites your written comments and suggestions. Copyright 2015 SAE International All rights reserved. No part of this p
3、ublication may be reproduced, stored in a retrieval system or transmitted, in any form or by any means, electronic, mechanical, photocopying, recording, or otherwise, without the prior written permission of SAE. TO PLACE A DOCUMENT ORDER: Tel: 877-606-7323 (inside USA and Canada) Tel: +1 724-776-497
4、0 (outside USA) Fax: 724-776-0790 Email: CustomerServicesae.org SAE WEB ADDRESS: http:/www.sae.org SAE values your input. To provide feedback on this Technical Report, please visit http:/www.sae.org/technical/standards/ARP6137AEROSPACERECOMMENDED PRACTICEARP6137 Issued 2010-08 Reaffirmed 2015-08Tire
5、 Pressure Monitoring Systems (TPMS) for Aircraft RATIONALE ARP6137 has been reaffirmed to comply with the SAE five-year review policy. 1. SCOPE A tire pressure monitoring system (TPMS) is a means to electronically measure and report the current tire pressure. Some systems are capable of transmitting
6、 the information to the flight deck while other systems are for use on the ground by maintenance personnel (only). This SAE Aerospace Recommended Practice (ARP) document is intended to establish overall component and system function guidelines and minimum performance levels for a TPMS. The system sh
7、ould visually indicate the tire inflation pressure status. These guidelines include, but are not limited to: a) Design recommendations for system components, which: 1. monitor tire inflation, and, 2. are located in/on the tire/wheel assembly, landing gear axle, and/or aircraft avionics compartment.
8、b) Recommended performance and safety guidelines for a TPMS. 2. REFERENCES 2.1 Applicable Documents The following publications form a part of this document to the extent specified herein. The latest issue of SAE publications shall apply. The applicable issue of the other publications shall be the is
9、sue in effect on the date of the purchase order. In the event of conflict between the text of this document and references cited herein, the text of this document takes precedence. Nothing in this document, however, supersedes applicable laws and regulations unless a specific exemption has been obta
10、ined. 2.1.1 SAE Publications Available from SAE International, 400 Commonwealth Drive, Warrendale, PA 15096-0001, Tel: 877-606-7323 (inside USA and Canada) or 724-776-4970 (outside USA), www.sae.org. AIR5699 A Guide for the Damaging Effects of Tire and Wheel Failures ARP5265 Minimum Operational and
11、Maintenance Responsibilities for Aircraft Tire Usage ARP4101 Flight Deck Layout and Facilities ARP4102/3 Flight Deck Tire Pressure Monitoring System (TPMS) ARP4102/4 Flight Deck Alerting System (FAS) ARP4105 Abbreviations, Acronyms, and Terms for Use on the Flight Deck J2402 Road Vehicles Symbols fo
12、r Controls, Indicators, and Tell-Tales 2.1.2 ASTM Publications Avaialable from ASTM International, 100 Barr Harbor Drive, P.O. Box C700, West Conshohocken, PA 19428-2959, Tel: 610-832-9585, www.astm.org. B117 Standard Practice for Operating Salt Spray (Fog) Apparatus 2.1.3 FAA Publications Available
13、 from Federal Aviation Administration, 800 Independence Avenue, SW, Washington, DC 20591, Tel: 866-835-5322, www.faa.gov. AC 20-97B High-Speed Tire Maintenance & Operational Practices 2.1.4 ISO Publications Available from International Organization for Standardization, 1, rue de Varembe, Case postal
14、e 56, CH-1211 Geneva 20, Switzerland, Tel: +41-22-749-01-11, www.iso.org. ISO 3324-2 Aircraft Tyres and Rims Part 2: Test Methods for Tyres 2.1.5 RTCA Publications Available from Radio technical Commission for Aeronautics Inc., 1828 L Street, NW, Suite 805, Washington, DC 20036, Tel: 202-833-9339, w
15、ww.rtca.org. RTCA/DO-178B Software Considerations in Airborne Systems and Equipment Certification RTCA/DO-254 Design Assurance Guidance for Airborne Electronic Hardware RTCA/DO-160 Environmental Conditions and Test Procedures for Airborne Equipment 2.1.6 U.S. Government Publications Available from t
16、he Document Automation and Production Service (DAPS), Building 4D, 700 Robbins Avenue, Philadelphia, PA 19111-5094, Tel: 215-697-6257, http:/assist.daps.dla.mil/quicksearch/. MIL-STD-810G Department of Defense Test Method Standard, Environmental Engineering Considerations and Laboratory Tests 2.1.7
17、Other Publications The Tire and Rim Association (TRA) Aircraft Tire Year Book & Other Publications The European Tyre and Rim Technical Organisation (ETRTO) Standards Manual SAE INTERNATIONAL ARP6137 2 OF 113. INTRODUCTION Proper aircraft tire inflation pressure maintenance has been found to be the m
18、ost effective way to promote the safest operation of aircraft tires. In addition, benefits in tread life, casing life and tire costs also are achieved with proper tire inflation pressure maintenance. The goal would be to have a reliable TPMS which could take the place of the manual tire inflation pr
19、essure check so that direct maintenance actions would be done only when necessary, such as tire re-inflation. This would reduce maintenance costs and keep the tires properly inflated for best performance and safety. The TPMS should be developed to be used in meeting the AMM (Aircraft Maintenance Man
20、ual) daily tire pressure checks as recommended by the tire manufacturers in their care and maintenance manuals and the FAA in AC 20-97B. In addition to improved maintenance practices, the TPMS can provide cockpit annunciations of tire health to the crew in the event of unsafe tire pressures, a flat
21、tire or uneven tire pressures so that they can adjust their operations accordingly to minimize the aircraft threat level. 4. DEFINITIONS 4.1 Cold Inflation Pressure Tire inflation pressure at the prevailing atmospheric temperature that does not include any tire inflation pressure build-up due to air
22、craft operation. Typically, this is the tire inflation pressure prior to the 1st flight of the day. 4.2 Functionality Operation within the parameters as defined by the specification of the device under test. 4.3 Maximum Aircraft Weight The value specified by the aircraft manufacturer as the maximum
23、weight of the aircraft. 4.4 Minimum Threshold Pressure The tire pressure at which the system is to be activated to indicate a tire pressure condition below minimum dispatch pressure on the applicable aircraft. 4.5 Tire Placard A placard, permanently affixed to the aircraft. The placard displays, amo
24、ng other information, the aircraft manufacturers recommended cold tire inflation pressure. If a tire placard is not provided, the information should be provided in the aircraft operating manuals. 4.6 Tire Pressure Monitoring System (TPMS) TPMS is a means to remotely measure and report the current ti
25、re pressure. Some systems are capable of transmitting the information to the flight deck while other systems are for use on the ground by maintenance personnel (only). 4.7 Specified Service Pressure (SSP) The “cold” pressure level within the completely installed wheel/tire assembly which is necessar
26、y for a tire to carry the aircraft load when configured and loaded to its maximum capacity. 4.8 Operational Service Pressure (OSP) The actual pressure level of the tire/wheel assembly at any point during service whether at ambient or at elevated temperature due to rolling under load. SAE INTERNATION
27、AL ARP6137 3 OF 114.9 Flat Tire A pneumatic tire with less than the specified inflation pressure for its load capacity, which causes the tire structure to be pinched between the rim flange and the ground (runway) surface. 4.10 Symbols and Abbreviations AMM Aircraft Maintenance Manual ARP Aerospace R
28、ecommended Practice BIT - Built-in Test CAS - Crew Alerting System DUT Device Under Test EMC Electromagnetic Compatibility EMI Electromagnetic Interference HMI Human Machine Interface ISO International Organization for Standardization LRU Line Replaceable Unit MAP Minimum Activation Pressure OSP Ope
29、rational Service Pressure RTCA Radio Technical Commission for Aeronautics SAE Society of Automotive Engineers SSP Specified Service Pressure TPIS Tire Pressure Indicating System TPMS Tire Pressure Monitoring System TPMU Tire Pressure Monitoring Unit TRA The Tire and Rim Association 5. TECHNICAL REQU
30、IREMENTS Section 5.1 applies to device(s) that are mounted in/on the tire/wheel assembly environment or in other areas of the aircraft as defined by the airframer. This section describes characteristics of the expected environment that can impact the performance and reliability of such devices. For
31、those components of the TPMS that are not mounted in/on the tire/wheel assembly environment, ARP4102/3 should apply. Section 5.1 of this document addresses those requirements that are not defined in ARP4102/3. Section 5.2 applies to the complete TPMS. This section describes the performance responses
32、 and the operating environment for the system. It also specifies the characteristics of the human-machine interface to assure an understandable and clear communication. SAE INTERNATIONAL ARP6137 4 OF 115.1 Test Methods and Environmental Conditions As electronics have been in/on aircraft for many yea
33、rs, the details of the effects of the environmental conditions are widely known. a) Test Sequence It is the intent that electronic device(s) that are mounted on/in the tire/wheel assembly should be capable of successfully completing all the tests defined within this section. The functionality of the
34、 device under test (DUT) should be verified during testing. b) General Conditions Unless otherwise specified, the DUT should be at ambient atmospheric pressure and relative humidity for each test. c) The units mounted on the wheel/tire assembly should be capable of surviving all applicable brake/whe
35、el/tire assembly qualification tests. d) The following environmental conditions should apply to the above components and their performance demonstrated as described in RTCA/DO-160F or its subsequent revisions. When using DO-160F to define test conditions, one may consult with the airframer to determ
36、ine the applicable category of tests. In general, the equipment will be either wheel mounted, axle mounted, installed in the wheel well or in the cabin of the aircraft. RTCA/DO-160F Environmental Conditions and Test Procedures for Airborne Equipment Section 4.0 Temperature and Altitude Section 5.0 T
37、emperature Variation Section 6.0 Humidity Section 7.0 Operational Shocks and Crash Safety Section 8.0 Vibration Section 9.0 Explosion Proofness Section 10.0 Waterproofness Section 11.0 Fluids Susceptibility Section 12.0 Sand and Dust Section 13.0 Fungus Resistance Section 14.0 Salt Spray Section 15.
38、0 Magnetic Effect Section 16.0 Power Input Section 17.0 Voltage Spike Section 18.0 Audio Frequency Conducted Susceptibility Power Inputs Section 19.0 Induced Signal Susceptibility Section 20.0 Radio Frequency Susceptibility (Radiated and Conducted) Section 21.0 Emission of Radio Frequency Energy Sec
39、tion 22.0 Lightning Induced Transient Susceptibility Section 23.0 Lightning Direct Effects Section 24.0 Icing Section 25.0 Electrostatic Discharge SAE INTERNATIONAL ARP6137 5 OF 115.1.1 Proof and Ultimate Pressure Although the application for most TPMS is as specified on the tire placard, there are
40、instances when the device can be exposed to pressure levels above those listed. The device should be able to survive these exposures up to the levels described below. A recommended proof test method is to mount the DUT on a pressure vessel or to an inflation port. Pressurize the vessel or pressure p
41、ort to 1.5 times wheel rated inflation pressure. Maintain the applied pressure for 30 minutes, then release to ambient atmosphere. The DUT should operate correctly after the proof pressure testing. A recommended ultimate test method is to mount the DUT on a pressure vessel or to an inflation port. P
42、ressurize the vessel or pressure port to 4 times wheel rated inflation pressure. Maintain the applied pressure for 30 minutes, then release to ambient atmosphere. The DUT need not operate correctly, but should not dislodge or release pressure. 5.1.2 Tire Rated Speed The centrifugal forces exerted on
43、 a device mounted in/on the tire/wheel assembly can be severe. Not all aircraft operate on the ground over the same speed range. When developing a test procedure, consideration should be given to the tire rated speed and the time spent at that ground speed over the life of the aircraft. The DUT shou
44、ld be mounted in a fixture that can rotate the DUT in the same orientation as the tire/wheel assembly. The DUT should be exposed to a minimum 2000g centrifugal force for 8 hours at an ambient temperature of 60 100 degrees F (15.5 38 degrees C). It is not required that the fixture/DUT be pressurized.
45、 The DUT should function normally after speed testing. 5.2 Tire Pressure Monitoring System (TPMS) Performance This section sets forth guidelines and recommendations for the communications between the TPMS and the flight crew for the alerting and maintenance functions. The TPMS may be implemented usi
46、ng different technologies. 5.2.1 Flight Crew Alerting Functions 5.2.1.1 The TPMS should provide at least the following information to the Crew Alerting System (CAS) for flight crew awareness, alerting and warning purposes: a) Numerical pressure reading of each tire b) Flat tire indication for each t
47、ire c) System health status System health status refers to any failure detected and reported to the flight crew by computer, wiring, or sensor depending on the system readings used by the flight crew. d) Individual tire sensor health status This refers to any malfunction in any of the sensors within
48、 the TPMS (ASIC, wiring, or low battery if one is used, etc.). This reports to the crew that a particular sensor is not working. 5.2.1.2 In addition to the information from 5.2.1.1, the system may provide the following information to the CAS for crew awareness of maintenance needs: a) Loss of inflat
49、ion gas indication for each tire indicating the need for tire maintenance before the next flight. b) Excess inflation gas indication for each tire indicating that the wheel/tire assembly should be checked by maintenance personnel before the next flight. c) Pressure difference indication between tires on the same axle signaling excess he
