GB2640438A

GB2640438A - Tyre pressure control

Info

Publication number: GB2640438A
Application number: GB2405483.5A
Authority: GB
Inventors: Donnelly Michael; Bill Andrew
Original assignee: Airbus Operations Ltd
Current assignee: Airbus Operations Ltd
Priority date: 2024-04-18
Filing date: 2024-04-18
Publication date: 2025-10-22
Also published as: GB202405483D0

Abstract

Disclosed is an aircraft wheel 20 comprising a tyre 4 and a heater mechanism, the heater mechanism comprising a heater 22 that is configured to heat a gas enclosed by the tyre to increase pressure of the gas. Also disclosed are an aircraft tyre pressure control system, and a method of controlling pressure of a gas enclosed by a tyre of an aircraft wheel. The heater mechanism may be attached to either the wheel rim 2 or be integral to the tyre and may be controlled wirelessly through two communication interfaces 202, 104. The heater mechanism may also include an energy harvester 110.

Description

TYRE PRESSURE CONTROL

TECHNICAL FIELD

[0001] The present invention relates to an aircraft wheel, comprising a tyre, and to an aircraft comprising the aircraft wheel.

BACKGROUND

[0002] There is a need to monitor and control pressure of gas inside aircraft tyres to ensure the pressure is in a range acceptable for safety of aircraft passengers and crew, as well as protecting the lifespan of components of the aircraft. Underinflation is when the gas enclosed by a tyre is at lower than a threshold pressure of such range. It is known to remedy underinflation by adding gas into the tyre as part of aircraft maintenance.

SUMMARY

[0003] A first aspect of the present invention provides an aircraft wheel comprising a tyre and a heater mechanism, the heater mechanism comprising a heater that is configured to heat a gas enclosed by the tyre to increase pressure of the gas.

[0004] The pressure of the gas enclosed by the tyre of the aircraft wheel should remain in a tolerable range throughout the flight cycle. The gas will naturally expand as the temperature increases during ordinary operation, for example as a result of friction between the tyre and a runway surface or between the wheel and one or more brakes. The gas will be at a coldest state before a first flight in a day, before a first flight after a period of rest on the ground or after a long duration flight. When the gas is in the coldest state, if the tyre is slightly underinflated, the pressure of the gas may be outside the tolerable range. Operating a tyre while underinflated may significantly increase tyre wear. However, there may be sufficient inflation such that, should the temperature be raised to a higher temperature, the pressure would increase accordingly to within the tolerable range. Heating the gas by the heater allows this to be performed on demand, rather than awaiting an input of energy to the tyre as may occur naturally during use of the wheel, as discussed above. The heating may also be useful, for example, when the origin of a flight is cooler than a destination of the flight, and the destination temperature is sufficient to warm the gas such that the pressure is in the tolerable range, but the origin is not warm enough. The aircraft wheel therefore may have a decreased need for re-inflation and can be operated at lower total volume of gas (i.e. need not be overinflated to compensate for coldest conditions), resulting in less maintenance needed. A rate of wear of the tyre may be reduced by avoiding operating in an underinflated state, thus consequently reducing the frequency of maintenance necessary.

[0005] Optionally, the aircraft wheel comprises a temperature sensor configured to measure a temperature of the gas enclosed by the tyre.

[0006] Measuring the temperature of the gas allows the present or historic temperature of the gas to be taken into account when determining whether to heat the gas. This can, for example, inform when heating is needed or when heating should be ceased, helping to ensure that the heating is carried out at an appropriate time and to an appropriate extent.

[0007] Optionally, the aircraft wheel comprises a pressure sensor configured to measure a pressure of the gas enclosed by the tyre.

[0008] Measuring the pressure of the gas allows the present or historic pressure of the gas to be taken into account when determining whether to heat the gas. This can, for example, inform when heating is needed or when heating should be ceased, helping to ensure that the heating is carried out at an appropriate time and to an appropriate extent.

[0009] Optionally, the heater mechanism comprises a controller that is configured to cause the heater of the heater mechanism to heat the gas enclosed by the tyre.

[0010] The controller may be configured to receive signal(s) from the temperature sensor (when provided) and/or the pressure sensor (when provided) and to cause the heater of the heater mechanism to heat the gas enclosed by the tyre based on that/those signal(s). The controller may be configured to receive data of predicted temperature and/or pressure of the gas enclosed by the tyre and to cause the heater of the heater mechanism to heat the gas enclosed by the tyre based on that data. The controller may be configured to receive a command from a processing or control system, located on the wheel or external to the wheel, and to cause the heater of the heater mechanism to heat the gas enclosed by the tyre based on that command.

[0011] Optionally, the heater mechanism comprises an energy store that is operatively coupled to the heater of the heater mechanism and is to power the heater of the heater mechanism.

[0012] The energy store may be, for example, a battery or a capacitor. The energy store removes the need for a wired power source for the heater mechanism.

[0013] Optionally, the aircraft wheel comprises an energy harvester that is configured to charge the energy store.

[0014] Providing an energy harvester to charge the energy store may prolong the intervals between instances when the energy store is depleted of charge and needs to be replaced and/or reduce a necessary size of the energy store and/or avoiding the need for an interface for plugging in an external source of power. The energy harvester may be configured to harvest mechanical energy, such as rotational or vibrational energy, and/or thermal energy such as residual heat. The energy harvester may be, for example, a piezoelectric device or a thermoelectric generator device.

[0015] Optionally, the heater is integral with the tyre. Such a heater is easily replaced in case of malfunction by replacing the tyre.

[0016] Optionally, the aircraft wheel comprises a wheel hub (hereinafter referred to simply as a "hub"), wherein the tyre and the heater are mounted on the hub. Such a configuration allows for easy installation and maintenance of the heater without the need for replacing the whole tyre if, for example, the lifespan of the tyre and the heater differ.

[0017] A second aspect of the present invention provides an aircraft tyre pressure control system comprising a heater mechanism, the heater mechanism comprising a heater configured to heat a gas enclosed by an aircraft tyre, a controller that comprises a first communication interface to receive a command to control pressure of the gas and that is operatively connected to the heater and is configured to control the heater to heat the gas on the basis of the command, and an energy store that is operatively coupled to the heater of the heater mechanism and is to power the heater of the heater mechanism; and a processing system, comprising a processor and a second communication interface, wherein the processor is configured to determine that the pressure of the gas is to be increased, generate the command, and to cause the second communication interface to send the command to the first communication interface.

[0018] The aircraft tyre pressure control system may benefit from the advantages according to the first aspect.

[0019] Optionally, the controller comprises a temperature sensor configured to sense a temperature of the gas enclosed by the tyre and to send a signal representative of the temperature of the gas to the controller, wherein the controller is configured to transmit, via the first communication interface, data representative of the temperature of the gas to the second communication interface and wherein the processor is configured to determine that the pressure of the gas is to be increased on the basis of the data representative of temperature of the gas.

[0020] The data representative of temperature of the gas may be utilised by the processing system of the aircraft tyre pressure control system to perform a determination as to whether or not to send a command to control pressure of the gas to the controller of the heater mechanism at any given moment. The determination may be, for example, to determine if the temperature of the gas is below a predetermined threshold.

[0021] Optionally, the aircraft tyre pressure control system comprises a pressure sensor configured to sense a pressure of the gas enclosed by the tyre and to send a signal representative of the pressure of the gas to the controller, wherein the controller is configured to transmit, via the first communication interface, data representative of the pressure of the gas to the second communication interface, and wherein the processor is configured to determine that the pressure of the gas is to be increased on the basis of the data representative of the pressure of the gas.

[0022] The data of pressure of the gas may be utilised by the processing system of the aircraft tyre pressure control system to perform a determination as to whether or not to send a command to control pressure of the gas to the controller of the heater mechanism at any given moment. The determination may be, for example, to determine if the pressure of the gas is below a predetermined threshold.

[0023] Optionally, the command comprises an instruction to operate the heater mechanism in one of a plurality of power modes.

[0024] The plurality of power modes may comprise. for example, a low power mode. The low power mode may be useful for 'top-up' of pressure (i.e. small incremental increase) during flight. This is beneficial to prevent big drops in pressure and excessive power consumption, as there may not be sufficient time at the end of flight to heat the tire otherwise. Another example of a power mode is a high-power mode. A high-power mode may be useful when fast increase in pressure is required, such as before a first flight of the day, or when the aircraft is on the ground where additional power sources for the heater are available.

[0025] A third aspect of the present invention provides an aircraft, comprising a plurality of aircraft wheels, each of the aircraft wheels being according to the first aspect, or comprising the aircraft tyre pressure control system of the second aspect.

[0026] A fourth aspect of the present invention provides a method of controlling pressure of a gas enclosed by a tyre of an aircraft wheel, the method comprising causing a heater of a heater mechani sin of the aircraft wheel to heat the gas to thereby increase the pressure of the gas.

[0027] Optionally, the causing the heater of the heater mechanism to heat the gas comprises receiving, at a controller of the heater mechanism, a command to control the pressure of the gas enclosed by the tyre; and in response to the command, the controller causing the heater to heat the gas enclosed by the tyre.

[0028] Optionally, the command is based on information of at least one of: start-up of the aircraft, current or upcoming flight phase of the aircraft, a measured pressure of the gas, a measured temperature of the gas, a predicted pressure of the gas, a predicted temperature of the gas, and a measured or predicted temperature of an environment external to the aircraft wheel.

[0029] Basing the command on information of start-up of the aircraft or the upcoming flight phase may ensure the gas is heated at an appropriate time in a flight cycle of the aircraft, such as during a time where the tyre would grow cold and therefore the temperature and pressure of the gas would decrease. Basing the command on the measured pressure and/or temperature of gas allows the processing system to evaluate the current or past conditions of the gas and tailor the command accordingly, for example only sending the command once the temperature and/or pressure of the gas has reached a threshold value or has reached an equilibrium state. Basing the command on predicted temperature and/or pressure of the gas may allow the processing system to send the command based on an anticipated future need for pressure management, for example when the temperature and/or pressure of the gas is predicted to reach a threshold value in less than a predetermined amount of time. Basing the command on the measured or predicted temperature of the environment may allow the processing system to send the command when it is determined, based on the measured or predicted temperature of the environment, that the gas will or will not cool below a threshold value.

[0030] Optionally, the method comprised causing the heater of the heating mechanism to stop heating the gas after the causing the heater to heat the gas.

[0031] Causing the heater mechanism to stop heating the gas serves to prevent the heater from heating the gas above a desired temperature and/or increase the pressure of the gas above a target pressure.

[0032] Optionally, the causing the heater of the heating mechanism to stop heating the gas is triggered by a signal generated by a pressure control system, based on information of at least one of a predetermined time interval having elapsed since commencing the causing of the heater to heat the gas, a current or upcoming flight phase of the aircraft, a current pressure measurement of the gas having reached a predetermined threshold, a current temperature measurement of the gas having reached a predetermined threshold, a predicted pressure of the gas having reached a predetermined threshold, a predicted temperature of the gas having reached a predetermined threshold, and a measured or predicted temperature of an environment external to the aircraft wheel.

[0033] Basing the signal on information of at least one of: (a) a predetermined time interval having elapsed since commencing the causing of the heater to heat the gas, and (b) current or upcoming flight phase of the aircraft may ensure the gas is not heated at an inappropriate time in a flight cycle of the aircraft, for example, when increasing the pressure may be unnecessary. Basing the signal on at least one of: (a) the current pressure, (b) the predicted pressure, and (c) pressure measurement of the gas having reached a predetermined threshold, allows the processing system to evaluate the current or past conditions of the gas and tailor the signal accordingly, for example sending the signal when heating the gas further would exceed a threshold pressure. Basing the signal on the measured or predicted temperature of the environment may allow the processing system to send the signal when it is determined, based on the measured or predicted temperature of the environment, that the gas will cool below a threshold value.

[0034] Optionally, the causing the heater of the heating mechanism to heat the gas comprises causing the heater to operate in one of a plurality of power modes.

[0035] A fifth aspect of the present invention provides a computer readable non-transitory storage medium storing instructions that when read by the processing system of an aircraft wheel pressure control system according to the second aspect cause the pressure control system to execute the method according to the fourth aspect.

[0036] Optional features of any one of the aspects of the present invention may be applied equally to any other one of the aspects of the present invention, where appropriate.

BRIEF DESCRIPTION OF THE DRAWINGS

[0037] Embodiments of the invention will now be described, by way of example only, with reference to the accompanying drawings, in which: [0038] Figure 1 shows a schematic representation of an aircraft according to an example of the present invention.

[0039] Figure 2 shows a schematic cross sectional side view of an aircraft wheel according to an example of the present invention.

[0040] Figure 3 shows a schematic cross-sectional view of the aircraft wheel of Figure 2.

[0041] Figure 4 shows a schematic cross sectional side view of an aircraft wheel according to another example of the present invention.

[0042] Figure 5 shows a schematic representation of an aircraft wheel temperature and pressure control system according to an example of the present invention.

[0043] Figure 6 shows a schematic representation of a method according to an example of the present invention.

DETAILED DESCRIPTION

[0044] An aircraft 600 according to an example of the present invention is shown in Figure 1. The aircraft 600 comprises a nose landing gear (NLG) and a pair of main landing gears (MLG). Each landing gear NLG and MLG comprises a pair of wheels 1, each of which is according to an example of the present invention. In other example aircraft, only some of the wheels may be according to the present invention, and/or the aircraft may have a different configuration of wheels and landing gears.

[0045] Figure 2 shows a schematic cross sectional side view of one of the wheels 1. The wheel 1 is depicted resting on a surface 12. The wheel 1 comprises a hub 2 and tyre 4 mounted on the hub 2. Also mounted on the hub 2 is a heater 8 which, in this example, is mechanically attached to the hub 2 by a set of bolts (not shown).

[0046] The heater 8 is connected to a controller 10, programmed to control the heater 8, and an energy store 11, configured to power the heater 8 and the controller 10. The controller 10 and the energy store 11 are mounted on the hub 2 of the wheel 1. In this example, the energy store 11 is a battery. The heater 8 is configured to heat a gas 3 enclosed by the tyre 4, when caused by the controller 10 to do so.

[0047] Figure 3 shows the wheel 1 of Figure 2 in an alternative view to show how the heater 8, the controller 10 and the energy store 11 are mounted on the hub 2 of the wheel 1.

[0048] The heater 8, the controller 10 and the energy store 11 are considered parts of a heater mechanism 200. A diagram showing the heater mechanism 200 in more detail is in Figure 5. The heater mechanism 200 further comprises an energy harvester 110 which is configured to harvest energy to recharge the energy store 11. The energy harvester 110 is located, in this example, in a common housing with the energy store I L In this example, the energy harvester 110 is a piezoelectric device which harvests mechanical energy from the motion of the wheel, but in other embodiments of the present invention, the energy harvester may be of a different type or be omitted entirely. In embodiments lacking an energy harvester, the energy store needs to be replaced or replenished from an external source when the charge depletes, for example during tyre maintenance.

[0049] As shown in Figure 5, the heater mechanism 200 further comprises a temperature sensor 206 configured to sense temperature of the gas 3 enclosed by the tyre 4, and a pressure sensor 208 configured to sense pressure of the gas 3 enclosed by the tyre 4. The temperature sensor 206 and the pressure sensor 208 are omitted from Figures 2 and 3 for clarity but, in this example, they are mounted on the hub 2 of the wheel 1. In alternative embodiments, the temperature sensor 206 and/or the pressure sensor 208 may be located in another location, in or outside a space enclosed by the tyre, or omitted.

[0050] The heater mechanism 200 is part of a pressure control system 100. The pressure control system 100 further comprises a processing system 210 and a memory 220. The processing system 210, in this example, is shared between each pair of wheels 1 on each of the landing gears NLG and MLG, and is located on board the aircraft 600. In other examples, each wheel or group of wheels may have its own processing system. The processing system comprises a second communication interface 202 which is configured to send and receive information wirelessly. The second communication interface 202 can receive temperature and pressure information measured by the temperature sensor 206 and the pressure sensor 208. The temperature and pressure information is stored in the memory 220 and is processed by the processing system. The processing system 210 is configured to generate a command to control the pressure of the gas enclosed the tyre 4 and to transmit the command via the second communication interface 202. The command is generated based on the information received from the temperature sensor 206 and the pressure sensor 208 and a set of instructions for controlling the pressure of the gas stored in the memory 220. The command is received by the controller 10 of the heater mechanism 200 at a communication interface 104 of the controller 10.

[0051] The controller 10 controls the heater 8 to heat the gas enclosed by the tyre 4 based on the command received at the communication interface 104. When the heater 8 is switched on, it heats the gas enclosed by the tyre 4. Heating the gas increases the pressure of the gas, in accordance with the ideal gas law, as the volume and amount of the gas is approximately constant over short time periods. The ideal gas law states that: PV=nRT where P is the pressure of the gas and T is the temperature of the gas; and n (amount of gas) and R (ideal gas constant) and V (Volume) are assumed approximately constant. Therefore, a ratio of P/T is constant as (nR)N is a constant, and an increase in temperature will result in a corresponding increase in pressure, and vice versa.

[0052] The communication interface 104 is also configured to receive a signal to stop heating the gas. The controller 10, on receipt of the signal, switches off the heater 8. The signal is generated by the processing system 210, based on the information received from the temperature sensor 206 and the pressure sensor 208, in this example. In other examples, the signal may be generated based on other information, such as information stored in the memory 220 or information received from outside the pressure control system 100, such as from aircraft avionics.

[0053] An example method 400 of controlling pressure of the gas enclosed by the tyre 4 of the aircraft wheel 1 is shown in Figure 6. The method 400 is performed by the controller 10.

[0054] The method 400 comprises a step of receiving 402 a command to control the pressure of the gas 3 enclosed by the tyre 4. The command is generated by the processing system 210 of the pressure control system 100 and sent via the second communication interface 204 of the processing system 210 to the controller 10 of the heater mechanism 200, wherein it is received at the communication interface 104. The command may contain additional information, such as the duration for which the controller 10 is to control the heater 8 to heat the gas, or a time delay during which the controller 10 is configured not to control the heater 8 to heat the gas until the time delay duration has elapsed. For example, the command may contain instructions to control the heater 8 to heat the gas starting at five minutes from the receipt of the command for a duration of fifteen minutes.

[0055] The command is generated by the processing system 210 based on the information of start-up of the aircraft 600, at the time when systems of the aircraft 600 are first powered on. The start-up of the aircraft 600 is when the tyres 4 are at a cold state and therefore heating may be required before a first flight cycle of the aircraft 600 following start-up.

[0056] The method comprises causing 404 the heater 8 to heat the gas enclosed by the tyre 4,in one of a plurality of power modes. The command comprises an indication of which of the plurality of power modes the heater 8 is to operate in when heating the gas. The power mode is selected by the processing system 210, by considering a plurality of factors, such as current pressure of the gas and power availability for powering the heater.

[0057] The method 400 comprises causing 406 the heater 8 to stop heating the gas enclosed by the tyre 4. The causing 406 the heater 8 to stop heating is, in this example, based on a signal to stop heating the gas. The signal is generated by the processing system 210 and sent via the second communication interface 204 of the processing system 210 to the controller 10 of the heater mechanism 200, and thus is received at the communication interface 104 of the controller 10.

[0058] The signal is generated by the processing system 210 after a predetermined time interval has elapsed since commencing the causing 404 of the heater 8 to heat the gas. In this example, the predetermined time interval is 10 minutes. The predetermined time interval may otherwise be selected such that the heater 8 is not switched on long enough to reach a threshold temperature and/or pressure of the gag, i.e. overheat the gas.

[0059] In other examples, the signal may be generated by the processing system 210 based on one or more of: current or upcoming flight phase of the aircraft, a current pressure measurement by the pressure sensor 208 of the gas having reached a predetermined threshold, a current temperature measurement by the temperature sensor 206 of the gas having reached a predetermined threshold, a predicted pressure of the gas having reached a predetermined threshold, a predicted temperature of the gas having reached a predetermined threshold, and a measured or predicted temperature of an environment external to the aircraft wheel, when any of these conditions are indicative that heating the gas is not required.

[0060] In other examples, the heater may be mounted movably on the hub or otherwise attached to the hub. For example, a different embodiment, according to a second example of the present invention, is shown in Figure 4. Figure 4 depicts a wheel 20 comprising a hub 2, a tyre 4 mounted on the hub 2, and a heater 22, but the heater 22 is embedded in the tyre 4 carcass and therefore integral with the tyre 4. The wheel 20 comprises a mounting element 14 bolted to the hub 2, wherein the mounting element carries a controller 10, configured to control the heater 22, and an energy store 11, configured to power the heater 8 and the controller 10. In other embodiments, the controller and/or energy store may be located elsewhere, for example outside a space enclosed by the tyre, as long as they may be connected to the heater 8, or the mounting element may be attached to the hub by a different mechanism, such as clamped or bonded in place.

[0061] In other examples, the command is generated by the processing system 210 based on the information of a current or upcoming flight phase of the aircraft 600. For example, if the aircraft 600 is being prepared for take-off, the command may be sent as part of a preparation sequence.

[0062] In other examples, the command is generated by the processing system 210 based on the information of a measured pressure of the gas, measured by the pressure sensor 208, and/or a measured temperature of the gas, measured by the temperature sensor 206. The information of temperature and/or pressure of the gas is used by the processing system 210 to determine whether the pressure is below a safe threshold, and therefore heating is required.

[0063] In other examples, the command is generated by the processing system 210 based on the information of a predicted pressure and temperature of the gas and a measured and/or predicted temperature of an environment external to the aircraft wheel 1. The information is processed by the processing system 210 to determine whether the pressure of the gas will in an upcoming time period decrease below a safe threshold, and operate the heater mechanism 200, if this is required to keep the pressure of the gas above such safe threshold.

[0064] It is to be noted that the term "or" as used herein is to be interpreted to mean "and/or", unless expressly stated otherwise.

Claims

CLAIMS: 1. An aircraft wheel comprising a tyre and a heater mechanism, the heater mechanism comprising a heater that is configured to heat a gas enclosed by the tyre to increase pressure of the gas.
2. The aircraft wheel according to claim 1, comprising a temperature sensor configured to measure a temperature of the gas enclosed by the tyre.
3. The aircraft wheel according to claim 1 or claim 2, comprising a pressure sensor configured to measure a pressure of the gas enclosed by the tyre.
4. The aircraft wheel according to any one of the preceding claims, wherein the heater mechanism comprises a controller that is configured to cause the heater of the heater mechanism to heat the gas enclosed by the tyre.
5. The aircraft wheel according to any one of the preceding claims, wherein the heater mechanism comprises an energy store that is operatively coupled to the heater of the heater mechanism and is to power the heater of the heater mechanism.
6. The aircraft wheel according to claim 5, comprising an energy harvester that is configured to charge the energy store.
7. The aircraft wheel according to any one of the preceding claims, wherein the heater is integral with the tyre.
8. The aircraft wheel according to any one of claims I to 6, comprising a hub, wherein the tyre and the heater are mounted on the hub.
9. An aircraft tyre pressure control system comprising: a heater mechanism, the heater mechanism comprising a heater configured to heat a gas enclosed by an aircraft tyre, a controller that comprises a first communication interface to receive a command to control pressure of the gas and that is operatively connected to the heater and is configured to control the heater to heat the gas on the basis of the command, and an energy store that is operatively coupled to the heater of the heater mechanism and is to power the heater of the heater mechanism; and a processing system, comprising a processor and a second communication interface, wherein the processor is configured to determine that the pressure of the gas is to be increased, to generate the command, and to cause the second communication interface to send the command to the first communication interface.
10. The aircraft tyre pressure control system of claim 9, comprising a temperature sensor configured to sense a temperature of the gas enclosed by the tyre and to send a signal representative of the temperature of the gas to the controller, wherein the controller is configured to transmit, via the first communication interface, data representative of the temperature of the gas to the second communication interface, and wherein the processor is configured to determine that the pressure of the gas is to be increased on the basis of the data representative of the temperature of the gas
11. The aircraft tyre pressure control system of claim 9 or 10, comprising a pressure sensor configured to sense a pressure of the gas enclosed by the tyre and to send a signal representative of the pressure of the gas to the controller, wherein the controller is configured to transmit, via the first communication interface, data representative of the pressure of the gas to the second communication interface and wherein the processor is configured to determine that the pressure of the gas is to be increased on the basis of the data representative of the pressure of the gas.
12. The aircraft tyre pressure control system of any one of claims 9 to 11, wherein the command comprises an instruction to operate the heater mechanism in one of a plurality of power modes when heating the gas.
13. An aircraft, comprising: a plurality of aircraft wheels, each of the aircraft wheels being according to any one of claims 1 to 8, or the aircraft tyre pressure control system according to any one of claims 9 to 12.
14. A method of controlling pressure of a gas enclosed by a tyre of an aircraft wheel, the method comprising causing a heater of a heater mechanism of the aircraft wheel to heat the gas to thereby increase the pressure of the gas.
15. The method of claim 14, wherein the causing the heater of the heater mechanism to heat the gas comprises receiving, at a controller of the heater mechanism, a command to control the pressure of the gas enclosed by the tyre; and, in response to the command, the controller causing the heater to heat the gas enclosed by the tyre.
16. The method of claim 15, wherein the command is based on information of at least one of: start-up of the aircraft, current or upcoming flight phase of the aircraft, a measured pressure of the gas, a measured temperature of the gas, a predicted pressure of the gas, a predicted temperature of the gas, and a measured or predicted temperature of an environment external to the aircraft wheel.
17. The method of any one of claims 14 to 16, comprising causing the heater of the heating mechanism to stop heating the gas after the causing the heater to heat the gas.
18. The method of claim 17, wherein the causing the heater of the heating mechanism to stop heating the gas is triggered by a signal generated by a pressure control system, based on information of at least one of a predetermined time interval having elapsed since commencing the causing of the heater to heat the gas, a current or upcoming flight phase of the aircraft, a current pressure measurement of the gas having reached a predetermined threshold, a current temperature measurement of the gas having reached a predetermined threshold, a predicted pressure of the gas having reached a predetermined threshold, a predicted temperature of the gas having reached a predetermined threshold, and a measured or predicted temperature of an environment external to the aircraft wheel.
19. The method of any one of claims 14 to 18, wherein the causing the heater of the heating mechanism to heat the gas comprises the heater operating in one of a plurality of power modes.
20. A computer readable non-transitory storage medium storing instructions that when read by the processing system of an aircraft wheel pressure control system according to any one of claims 9 to 12, cause the aircraft wheel pressure control system to execute the method according to any of claims 14 to 19.