Tire pressure monitoring system for special equipment

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TYREMAN GROUP

The wear of special equipment occurs faster when operating in difficult to extreme conditions. Extension of service life of special equipment is one of the priorities in production.

Maintaining Control

In industries that rely heavily on vehicle transportation, tire-related operational costs make up a
significant portion of expenses.

Most companies focus on fuel and spare parts costs, driver performance, and logistics efficiency,
while tires often remain overlooked—at least until a sudden tire failure or even a blowout occurs.
Yet, in today's world, the performance and durability of this critical wheel component can be
enhanced through tire pressure and temperature monitoring systems.

Accident-Free

During vehicle operation, the air pressure in tires constantly fluctuates due to various factors. These changes can be triggered not only by mechanical damage to the tire but also by ambient temperature shifts, variations in the tire’s own temperature, and the vehicle’s speed. In the case of mining equipment, harsh operating conditions must also be considered—difficult terrain, poor visibility, and round-the-clock operations can further impact tire pressure. When pressure increases or decreases beyond optimal levels, the tire overheats, initiating an irreversible breakdown process accompanied by the release of various gases. This can ultimately lead to a tire explosion. To ensure the safety of both drivers and those around them, monitoring tire pressure is essential.

However, manual checks are impractical—requiring frequent stops during trips to measure
pressure with a gauge. Seeking a more efficient solution, global manufacturers developed tire
pressure monitoring systems (TPMS).

TPMS first emerged in the United States. American automakers began installing these systems
as standard equipment in the late 1990s. However, widespread adoption began in 2004, driven by
a high number of fatal accidents caused by tire blowouts. That year, the U.S. introduced a law
mandating TPMS installation in all domestically produced or imported passenger vehicles.
According to the standard, these systems must alert drivers to pressure deviations exceeding 25%
within 20 minutes of detection.

While the law gained broad traction in the passenger vehicle segment, it did not extend as
effectively to mining and commercial vehicles.

Monitoring Methods

Today, there are at least three primary methods for obtaining information about tire pressure. The most common and cost-effective approach is the indirect method, which functions as a software extension of the ABS control unit. A specialized device is integrated into the system to
detect underinflated tires by monitoring deviations in wheel rotational speed. This allows the system to identify which wheel has a smaller diameter and covers less distance per revolution compared to a properly inflated tire.

The second method, which is more expensive, involves the use of a direct tire pressure
monitoring system (TPMS). Special pressure and temperature sensors are installed inside or
outside the wheel. A central unit communicates with these sensors via radio frequencies through
an antenna, gathering real-time pressure data for each tire. This system can be integrated with
fleet management platforms for live monitoring, displaying information directly on the vehicle’s
dashboard.

The third method is a hybrid approach, where both indirect and direct systems are used in
parallel within the same vehicle.

Typically, these systems are not designed to relay information to an external client; their primary
purpose is to inform the driver. However, some systems are capable of providing the remote
monitoring necessary for corporate operational purposes.

The system consists of a set of sealed, nonseparable, shockproof, and vibration-resistant external
sensors with an internal power source. These sensors are screwed onto the vehicle's wheel
valves. They constantly measure the tire's pressure and temperature, transmitting the data to a
monitor in the driver's cabin every 7 seconds—12,342 times a day.

During system programming, threshold values are set. If the pressure or temperature deviates
from these preset parameters, the monitor emits an audible alert to the driver and, if required, can
also notify a dispatcher.

More Pros Than Cons

The system's lifespan and reliability are directly linked to user interaction. It is crucial that the
driver, before using the system, knows the basic recommended tire pressure levels for their
vehicle and has familiarized themselves with the system's installation and operation manual. If
they are initially unaware of the equipment's specifics, they can make a number of errors, even at
the early stage of "interacting" with the tire. For example, if air containing moisture is
unknowingly pumped into the tire, it can enter the pressure sensors and, in low temperatures,
cause them to fail.

Like any other equipment, a tire pressure monitoring system (TPMS) can malfunction if used
incorrectly. The main issues are sensor failure due to mechanical damage, moisture inside the
wheel, dead batteries, or signal loss from radio interference. The system may also operate
incorrectly if a wheel has to be replaced with one not equipped with a pressure sensor, especially
in the case of internally mounted sensors. It's worth noting that the operation of some TPMS
comes with specific warnings. For instance, a punctured tire with a sensor installed should not be
repaired using a sealant aerosol, as it can disrupt the sensor's function, distort data, or completely
disable it.

However, the advantages of a TPMS far outweigh its disadvantages. They are capable of solving
at least four main problems. Firstly, they provide timely alerts about pressure changes, helping to
prevent premature tire failure or even potential blowouts. Furthermore, they reduce the number
of punctures, cuts, and tread chunking, and improve vehicle safety by eliminating issues related
to uneven tire pressure across axles. Secondly, tire mileage and tread life are extended. This is a
direct result of maintaining the optimal contact patch with the road: the more correct it is, the
longer the tire will last.

Thirdly, reduced downtime. Less time is lost repairing or replacing tires, which directly impacts
a company's economics and its ability to meet transportation deadlines. Finally, environmental
benefits. With increased productivity, tires enjoy a longer service life and the potential for
retreading and re-entering the production cycle. Consequently, far fewer used tires, which are
classified as Class IV hazardous waste, are generated. Additionally, incorrect tire pressure forces
a vehicle to consume extra fuel, increasing emissions. Using a TPMS leads to lower fuel
consumption, an extremely relevant benefit given rising fuel prices.

Of course, tires don't explode every day, and many drivers are accustomed to checking pressure
the traditional way. But it is far more efficient to receive immediate information about a potential
problem. Tire pressure monitoring systems have proven their worth, so why not play it safe and
start saving money.

What is the point?

One night we met with representatives of the very famous network food company which agreed to provide its transport for the experiment on the City Ring Road. We decided to do our measurements at night in order to avoid traffic jams.

Two MAN TGS 4x2 trucks with the same three-axle semi-trailers were used for the experiment.

Of course, we understood perfectly well that there are no vehicles with exactly the same fuel consumption. Moreover, our trucks were already 4 years old. It is quite a mature age for commercial vehicles that affects fuel consumption as well. But we were not going to compare the fuel consumption between vehicles, we just needed to find how the tire pressure affects it.

We checked and equalized the tire pressure to 8 bars (in cold state), fully refueled the trucks and set up GalileoSKY GPS trackers and PressurePro TPMS.

Both trucks are equipped with KAMA tires with 10% tread wear on the steering axle and around 50% on other wheels.

LET'S GO!

Drivers are ready to go as they got all the necessary instructions. 14 weighed and marked cans of diesel fuel are prepared to refuel the trucks upon return. Electronic scales with an accuracy of 5 grams will allow us to determine the volume of diesel in liters. The first stage is over, the MAN trucks are back.

The first stage is over, the MAN trucks are back.
Both trucks covered 142 km with the average speed of 77 kmph but the fuel consumption was different.

The first one was refueled with 33.575 kg of fuel which is 39.5 liters, another one with 35.335 kg (41.57 liters). There is a definite difference.

The fuel consumption is 27.81 and 29.27 l/100 km, respectively.

We let the drivers to take some rest and the vehicles to cool down. Then we check the tire pressure again and make some adjustments.

We decrease the tire pressure only on 4 wheels out of 12 in the driving axle of the first truck down to 6 bar.

These 4 wheels are visually indistinguishable from the others, which are still pumped to 8 bar.

The tire pressure of the second truck remains the same.

Everything is ready for the second lap.

We expect that the fuel consumption of both trucks will change due to the road and weather conditions, driving style, etc. But for the first truck the change will be caused by the decreased tire pressure in the driving axle as well.
Here are the results of the second stage.

The mileage and average speed remained the same. But the first truck, which showed the best economy in the first stage, became an outsider this time.

The first truck was refueled with 36.428 kg (42.85 liters) of fuel while the second took 35.875 kg (42.18 liters). So the fuel consumption in the first case increased to 30.18 l/100 km, and in the second case it almost did not change and amounted 29.7 l/100 km.

As a percentage, it looks like + 1.5% for measurement errors and + 8.5% for a decrease in the tire pressure.

As a percentage, it looks like + 1.5% for measurement errors and + 8.5% for a decrease in the tire pressure.

At first, 7% does not seem like a big figure.

But imagine an average transport company with 100 vehicles, covering 100,000 km a year (it is not a big distance for commercial trucks). Taking into account the fact that trucks are heavy loaded and roads are often much worse than the Ring Roads, the fuel consumption will be higher than it was in the experiment, for example, 35 l/100 km. Thus, each truck consumes about 35,000 liters of fuel per year . Multiply it by 100 trucks and increasing prices for fuel. And it does not include losses due to decreases of tire service life and transportation safety. Do you really think you are willing to pay such a price?

Main license No. 1266975
Register No. 2142015
DCCI No. 500765

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