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Executive Report – Dead Axle (6x2) Tractors

1. Images used with permission of Aperia Technologies Inc Product Detail Pressurized axle Y N Driver Alert of system operation Driver Alert of fast leak Fast Leak Alert Level Atmospheric air air surrounding the vehicle N 3 0 140 psi not applicable Always Pressurized not applicable Difference below Target Pressure that will trigger system operation Difference below Target Pressure that will illuminate trailer lamp Cutoff pressure to isolate ATIS from air tank not applicable Inflation rate capability 6 psi hour per tire Number of Axles Tire Positions Monitored 1 Halo unit per wheel end Inflate only or Inflate Relief functionality nflate only Manually check pressure without disconnect Y N Operates when parked Y N Supplier recommended system inspection cycle s nspect tire hoses unit mounting and clean intake filter at each tire change at least once per year Retrofit Y drive Y 5 10 minutes per wheel end 3 year limited Procurement Options Tractor Truck Fitment Trailer Fitment Hardware Installation Time for Trailer Standard Warranty Specific Features Self contained pump unit uses the wheel rotational motion to maintain optimal tire pressure Current product can be used on both drive and trailer applications does not rely on air line connections through or along the axles to a vehicle air source Bolt on to a variety of hub types for qui
2. Tractors Trailers Notes Number of Tractors Fleet Input Number of Trailers Fleet Input Miles per year Fleet Input amp Calculated Effectiveness of Fleet s tire pressure practices Fleet Estimate Vehicle average underinflation Calculated Cost of Tire Pressure System NACFE Est See Source 1 Installation Cost particularly if retrofit Total Installed Cost 1 000 Calculated Equipment with TPS Fleet Input Total Installed Cost 600 000 760 000 Calculated Benefits Roadside Breakdowns due to low pressure Tire Related Breakdowns Truck Year From NACFE Fleet Survey Avg cost breakdown including tire cost From NACFE Fleet Survey Effectiveness of TPS to detect Fleet Estimate Benefit from reduced breakdowns 280 000 560 000 Calculated Tire Wear Improvement in tire life 4 8 Sources 2 and 3 below Tire cost per mile 0 021 0 021 Source 5 ATRI 0 042 mile Improved cost per mile 0 001 0 002 Calculated Benefit from tire wear 67 200 134 400 Calculated Fuel Economy Improvement in Fuel Efficiency 0 75 1 25 Sources 2 3 and 4 below Fuel cost per mile 0 295 0 295 Source 5 ATRI 0 590 mile Improved cost per mile 0 002 0 004 Calculated Benefit from fuel economy 177 000 295 000 Calculated Total of all Benefits 524 200 989 400 Calculated Payback in months 13 74 9 22 Calculated Sources 1 An aggregation of NACFE Study interviews ATIS 1 000 TPMS 750 for intial tractor or trailer unit and an additional 475
3. record various tire related data such as unique tire ID numbers and history of incidences of low and high pressure or temperature Potential Risks Related to Internal Valve Stem Internal Wheel Mounted Tire Casing Mounted TPMS As indicated in the earlier discussion of external valve stem external wheel mounted TPMS different types of systems may present different risks due to their specific components or configuration In comparison with the previous risk chart for external sensor TPMS the NACFE team has separated out potential risks associated with the use of internal sensor TPMS as an aid for fleets evaluating the implementation of the technology into their operations Again because a risk may or may not occur fleets should perform a risk analysis and develop a risk response plan before investing in a tire pressure system Risks are divided into the following categories Operations Equipment Damage Electrical and Leakage Aug 13 NACFE Page 30 Tire Pressure Systems Confidence Report nena Exhibit 3 7 Potential Risks Associated with Use of Internal Valve Stem Internal Wheel Mounted Internal Tire Casing Mounted TPMS pRisK ar A fleet may not have sufficient resources to devote to any internal TPMS if the system requires increased attention or oversight to function properly Maintenance and management attention Driver Operator misinterprets warning light system operation or frequent The warnings could be ign
4. Confidence Report DRIVING INNOVATION MM aQ Sensors Intelligent Repeater Images used with permission of Advantage Pressure Pro LLC External valve stem Y Y Transmitting Antenna Number of Receiving Antennas Measurement Type Temperature Compensation of Reported Pressure Number of Low Pressure Alert Settings Integral to sensor 1 Pressure and Temperature 2 Low Pressure Alert 1 Factory Setting Low Pressure Alert 2 Factory Setting Fast Leak Alert High Pressure Alert 12 5 below Target Pressure 25 below Target Pressure PIN User adjustable from 10 45 above Target Pressure High Temperature Alert Level User Programmable Pressure Alert Level In Cab Display Procurement Options Maximum Number of Wheel Positions Tractor Truck Fitment Trailer Fitment Hardware Installation Time for Tractor Truck 194 F amp Hook system option 30 min Hardware Installation Time for Trailer 20 min Drop and Hook Feature Standard Warranty Specific Features Offers a wide range of products from base sensor monitor anten Monitor Repeater J1939 Gateway Y only with Intelligent Monitor and Repeater options 1 year limited na option package to sensor Intelligent RS232 capability for data logging and transmission and CANBUS option for communications to third party telematics service provider Sensor uses as its target or baseline pressure the tire pr
5. High Pressure Alert High Temperature Alert Level User Programmable Pressure Alert Level D et Pressure Levels Warning Critical Levels Warning Critical and Catastrophic aie see eerie ees n Cab Displa a i a i E a i rocurement Options Retrofit O S O Maximum Number of Wheel Positions No Limit o e i i i i giZ 2 8 Sig le w ola elg o a o Z a s 2 lt lt 2 Tractor Truck Fitment railer Fitment Hardware Installation Time for Tractor Truck Hardware Installation Time for Trailer Drop and Hook Feature Standard Warranty hour Y with TireVigil TPMS Trailer 1 year standard option for extended warranty 1 25 month per power unit Monitoring Subscription monthly fees based on frequency of cellular transmissions and support features selected by fleet Subscription service using TireStamp servers monitors tires and vehicles and provides alerts and reports based on stored data analysis Low Pressure Alert 2 Factory Setting o o o ooo Fast Leak Alert 0o00 High Pressure Alet SSS High Temperature Alert tevel 0 User Programmable Pressure Alert Level Maximum Number of Wheel Positions _ Tractor Truck Fitment _ _ oS Hardware Installation Time for Tractor Truck __ _ _ _ Hardware Installation Time for Trailer _ o o Drop and Hook Feature SSS O via TireVigil Certif
6. Tire Pressure Systems Confidence Report nena Tire Pressure Systems Report of a study conducted by the North American Council for Freight Efficiency on the Confidence of Adopting Tire Pressure Systems August 15 2013 2013 North American Council for Freight Efficiency All rights reserved The contents of this document are provided for informational purposes only and do not constitute an endorsement of any product service industry practice service provider manufacturer or manufacturing process Nothing contained herein is intended to constitute legal tax or accounting advice and NACFE assumes no liability for use of the report contents No portion of this report or accompanying materials may be copied reproduced or distributed in any manner without express attribution to the North American Council for Freight Efficiency Aug 13 NACFE Page 1 Tire Pressure Systems Confidence Report nena Acknowledgements Study Team Janelle Liechty NACFE Program Analyst Susan Nelson Blue Stripe Scientific LLC NACFE Program Manager Mike Roeth NACFE Executive Director Suzanne Slick NACFE Senior Researcher External Advisor on Fleet Operations Gary Cullen Cullen Consulting Concepts LLC Study Sponsors Aperia Technologies Inc Bendix Commercial Vehicle Systems LLC Doran Manufacturing LLC Frito Lay North America Inc Goodyear Tire amp Rubber Company Michelin North America Inc P S I Pressure Systems Internatio
7. Tractor Truck Fitment Trailer Fitment Hardware Installation Time for Trailer Standard Warranty Specific Features Internal trailer axle air lines do not pressurize trailer axle tube Flow switch in controller monitors air flow to activate trailer lamp Air relief function back through controller prevents tire overinflation Pressure can be equalized across all tires with pressure relief function Aug 13 NACFE Page 80 Tire Pressure Systems Confidence Report nena Appendix A Product Summary Sheets for Selected Tire Pressure Technology Categories PRODUCT CATEGORY Automatic Tire Inflation Systems ATIS Sub Category ATIS Type 2A Direct Atmospheric Air Source with Self Contained Pump Aug 13 NACFE Page 81 Tire Pressure Systems Confidence Report E d KE Central Hub Mounted Device Product Information Product Name Halo Tire Inflator Company Name Aperia Technologies Inc Product Website lwww aperiatech com o System Type Automatic Tire Inflation Measurement Type Pressure Application Steer Drive and Trailer System Summary When the vehicle is moving outside air is drawn into a central hub mounted device and is compressed building up pressure The unit provides air flow as long as air pressure inside the tire is below the pre set target inflation pressure of the device Air flow shuts off automatically when the desired air pressure level is reached
8. s air supply Axle capacity depends on vehicle compressor braking system requirements Specific Features Internal trailer axle air lines do not pressurize trailer axle tube Patented rotary union enclosed and protected by a patented aluminum hub cap Pressure sensor in control unit detects pressure loss instead of flow switch Aug 13 NACFE Page 79 Tire Pressure Systems Confidence Report ince Product Information Product Name TIREMAAX PRO Company Name Hendrickson Patented Ventless Axl Non Product Website www hendrickson intl com Hub Cap i s pressurized Filt System Type Automatic Tire Inflation r Si Axle Measurement Type Pressure Application Trailer Integrated ese Hendrickson 5 Axle Vent System Summary Design TIREMAAX PRO uses the trailer supply tank to provide a constant air source to the controller The TIREMAAX PRO controller continuously monitors the air pressure in the tires and adjusts the tire pressure as necessary to maintain the proper target pressure The controller is connected to the tires through internal supply lines inside the trailer axle These axle lines connect to a rotary union and tire hoses that allow the air to flow to the rotating tires The system provides a pressure relief function to reduce air pressure in tires reaching an overpressure threshold level Controller Kit Images used with permission of Hendrickson Product Detail Trailer air
9. Pressure range of operation 85 150 psi Option for User to reset Target Pressure Y Driver Alert of fast leak Difference below Target Pressure that will trigger system operation Always Pressurized Difference below Target Pressure that will illuminate trailerlamp Any airflowtothetire __ o inflation rate expablity ooa a aM Inflation rate capability 7 ft min Inflate only or Inflate Relief functionality Operates when parked VIN Eg aaoo Operates when parked Y N Inflate only Tire inspection at regular intervals System wheel end component inspection recommended at every tire removal System inspection recommended every 100 000 miles or 12 months for standard commercial vehicle operations Procurement Options Trailer OEM and Retrofit N Y Supplier recommended system inspection cycle s wooo Trailer Fitment Hardware Installation Time for Trailer 4 hours Axle capacity depends on vehicle compressor braking system requirements Specific Features Axle venting via tee vent and hubcap vents avert wheel end pressure buildup Flow switch in controller monitors air flow to activate trailer lamp Self draining filter screens contaminants Aug 13 NACFE Page 78 Tire Pressure Systems Confidence Report noe Product Information Product Name PressureGuard Company Name Fleet Air LLC Product Website www fleet air com ystem Type Automatic Tire
10. Use of tire sealants in several forms is generally aimed at downtime reduction due to air loss caused by small punctures 3 5 1 Nitrogen Inflation Naturally occurring atmospheric air the air we breathe is made up of approximately 78 nitrogen 21 oxygen and 1 other gases and includes water vapor Normally this is the mixture of the air that is put into tires A shop system may include a dryer in order to reduce the amount of water vapor in the ambient air supply decreasing the amount of moisture going into the tire wheel assembly Use of concentrated nitrogen instead of atmospheric air slows down the natural pressure loss in tires Suppliers of nitrogen systems typically use a membrane process to remove oxygen and moisture from the air taking advantage of faster permeation rates of these components relative to nitrogen High concentration nitrogen gas is then collected in a pressurized storage tank Generally the percent nitrogen in the tank is about 95 or higher The same permeation properties that slow the diffusion of nitrogen in commercial nitrogen generator systems help keep air in the tire once it has been inflated Laboratory tests comparing tires inflated with atmospheric air versus tires inflated with high concentration nitrogen have shown that nitrogen inflation can reduce natural pressure losses Evans 2009 Park 2011 However it should be noted that the measured pressure losses are small in both cases In the absence of
11. attributes and company contact information is included in Appendix B Ultimately five major categories and over 30 products are cited in this report The scope of the NACFE Tire Pressure Systems Project did not include testing for the accuracy or durability of any tire inflation product Instead previous product evaluations for TPMS and ATIS that were reported by government testing organizations were reviewed by the NACFE team FMCSA 2007 FMCSA 2009 NHTSA 2010 which included both short term track testing and a yearlong field test of TPMS in one city transit bus fleet With respect to the products on the market today the evaluations conducted by the study team indicate that the intrinsic performance of all products conforms to the design and functionality specified by the manufacturers Consequently the NACFE has treated all systems as equally reliable and as providing equal benefit when properly used Clearly if the reliability of a given tire pressure system depends on fleet personnel correctly interpreting and responding to system alarms consistently and they do not a fleet is not going to realize the full potential benefits of the system Risk charts have been constructed by NACFE for the main TPMS and ATIS product categories Fleets can use these charts to review their readiness for adoption of a specific technology as well as to develop their risk response plans for a selected product type NACFE Tire Pressure Systems Co
12. causing downtime and cost for a service vehicle to come to the tractor trailer and replace the tire 2 Decreased tire life Operating on low tire pressure causes premature wear of the tire leading to an earlier than expected or needed replacement of the tire 3 Lower fuel economy Driving the tire on lower tire pressure increases its rolling resistance and penalizes fuel economy For fleets to properly evaluate the effect of low tire pressure on their operating costs and in turn appropriately value the use of a new technology the fleet should understand the true costs of the items above These cost elements are prioritized in the order listed above as fleets in general shared the potential benefits of tire pressure systems in this order and generally justified adoption of technologies by identifying improvements in costs in these three categories Fleets also shared that tire pressure systems can offer enough value to consider retrofitting them on tractors and or trailers where there is enough life left on the equipment to justify doing so Private fleets generally keep their equipment much longer than their for hire counterparts who generally sell equipment after four to six years of long haul use Also trailers are much more often candidates for retrofitting as all fleets tend to keep trailers for most if not all of their useful life Retrofitting also has the cost of taking the equipment out of service in order to add the aftermarket comp
13. frequently about a 10 psi reduction across the system at which point the check valve of the control unit will close isolating both tires Aug 13 NACFE Page 33 Tire Pressure Systems Confidence Report nena Typically the unit operates in the target range of 60 130 psi allowing the operator to select a model with the desired target pressure Different models can be selected per axle position Most systems include a central fill valve that permits the user to replenish air to both tires without having to remove the hoses Dual tire equalizer systems usually include some type of visual display mounted to the hub unit that provides an indication of the air pressure condition for the tires This is generally a qualitative go no go gauge that will show if tires are within the normal pressure range or are under or overinflated However the operator cannot be certain of the severity of underinflation if the display signals a low pressure condition Possible risks associated with the use of dual tire pressure equalizers are categorized into equipment and damage The valve that operates in these systems may wear over time and it is important to monitor and potentially replace it The gauge and hoses may become damaged due to road debris and normal wear If these risks occur the system may not function correctly and or inaccurate readings and diminished airflow can result 3 3 Automatic Tire Inflation Systems ATIS For the purpose o
14. on 100 of their new trailer purchases beginning in 2012 and to retrofit the system on all trailers that were nine years old or newer The payback calculation delivered a return on their investment in approximately one year Due to the large volume purchase of systems they were able to receive a discounted unit cost that significantly helped the payback computation The retrofit option where the ATIS is installed by the trailer dealership or fleet maintenance location added about 110 to the total installed cost versus the OEM installation as part of the new trailer delivery After making the decision to install ATIS the fleet decided to conduct a fuel efficiency comparison of about 60 trucks pulling trailers without tire inflation systems to 75 trucks matched with trailers with the system The test period ran for four months from March through June 2012 and demonstrated that combination vehicles using trailers equipped with ATIS showed an average improvement of 1 5 miles per gallon compared to those vehicles without the systems To date there has not been any reliability or durability issues with the product but the fleet warns that it might be too early to tell Finally this fleet has decided not to pursue TPMS for their tractors and is expanding their training for manual pressure checking of tires by drivers and maintenance technicians to ensure the right tire pressure on all tractor tires Use of TPMS or new ATIS technology for their tractors wi
15. passenger car domain may influence future requirements for heavy trucks and trailers TREAD Act 2000 Contained provisions that modified a broad range of transportation research and regulatory programs administered SAFETEA LU by FMCSA including ultimately the CSA program Based on Safe Accountable Aug 10 2005 roadside inspections tire inflation condition is scored under Flexible and Efficient the Vehicle Maintenance section of the CSA BASIC system Transportation Equity with flat tires receiving a severity weighting of 8 and Act A Legacy for underinflated tires receiving a severity weighting of 3 This Users information is entered into CSA s SMS scoring system and P L 109 59 used to identify any specific safety concerns for a driver or carrier Use of tire pressure systems on heavy vehicles was not addressed in the legislation SAFETEA LU 2005 MAP 21 contains no discussion concerning the use of tire pressure systems for heavy trucks However the bill does MAP 21 direct the U S Department of Transportation to consider Moving Ahead for July 6 2012 rulemaking during the following two years to address the need Progress in the 21 for tire pressure monitoring systems on motor coaches In Century support of continuing work on heavy duty vehicle safety the P L 112 141 National Transportation Safety Board issued recommendation H 09 22 to NHTSA advocating that all new motor vehicles over 10 000 pounds be equipped with direct TPMS MAP
16. 21 2012 Aug 13 NACFE Page 16 Tire Pressure Systems Confidence Report nea EPA SmartWay program The EPA SmartWay Transport program is a partnership between government and transportation industry members to voluntarily seek solutions to reduce emissions and improve fuel efficiency of freight transport As one part of the program the EPA verifies the fuel savings and environmental performance of a range of equipment and practices that are offered to commercial fleets with the goal of assisting fleets in making informed purchase decisions about new technologies both in terms of the effectiveness of the technology as well as the payback By providing this information the program aims to facilitate the voluntary adoption of new solutions to reduce fuel consumption and lower environmental impacts The SmartWay Transport program has specifically recognized the importance of proper tire inflation as a means to reduce air pollution and at the same time yield monetary benefits to the fleets 1 4 Study Objectives The overall objectives of this study include e A synthesis of commercially available tire pressure monitoring and maintenance systems and their features e An exploration of the potential benefits and challenges for fleets related to system implementation e Examples of fleet experiences with systems that have been tested or are in use e Recommendations guidelines for selecting and incorporating tire pressure sys
17. C June 2010 Hendrickson Technical Procedure TIREMAAX CP Integrated and PRO Tire Inflation Systems Subject Installation Service and Troubleshooting Procedures Lit No T51002 May 2012 Revision B Aug 13 NACFE Page 65 Tire Pressure Systems Confidence Report nena Installation and Maintenance Manual 14P Meritor Tire Inflation Systems MTIS by P S I Standard MTIS MTIS with ThermALERT System Revision 06 06 MAP 21 Moving Ahead for Progress in the 21 Century Public Law 112 141 U S Government Printing Office Washington D C July 6 2012 www gpo gov fdsys pkg PLAW 112publ141 Michelin North America Inc Michelin Truck Tire Service Manual May 2011 National Private Truck Council ACT Research Co 2013 North American Council for Freight Efficiency 2013 Annual Fleet Fuel Efficiency Benchmark Study March 10 2013 On Highway Equipment Control and Communication Network SAE Surface Vehicle Recommended Practice J1939 1 SAE International November 2012 Park Jim Nitrogen Tire Inflation Heavy Duty Trucking TruckingInfo com August 2010 Park Jim Preventing Flat Tires Heavy Duty Trucking TruckingInfo com April 2013 Peo Ralph F Houde Engineering Corporation Buffalo New York US Patent Number 2 055 983 September 29 1936 Automatic Tire Inflation Attachment PressureGuard Tire Inflation Systems Automatic Tire Inflation System Installation M
18. Inflation Measurement Type Pressure Application Trailer System Summary The PressureGuard System routes air from the trailer s air brake tank through the axle by way of tubing to the hubcaps and then to the tires The system is designed to maintain tire pressure at a factory preset level If a loss of air pressure occurs the pressure protection valve will shut off the system to prevent air loss from the air brake tank A trailer warning light is used to alert the driver of an air leak Product Detail Trailer air tank N 85 125 psi Y Y 20 psi Always Pressurized 20 psi below Target Pressure 70 psi 5 10 psi min Regulator supports up to 8 axles ona ferae PESOS Driver Alert of system operation Driver Alert of fast leak ast Leak Alert Level Inflation rate capability Inflate only or Inflate Relief functionality N aaa O Verify actual tire pressures periodically Trailer OEM and Retrofit No Y 4 hours 3 years or 500 000 miles rotating shafts bushings and seals Operates when parked Y N upplier recommended system inspection cycle s Procurement Options Tractor Truck Fitment Trailer Fitment Hardware Installation Time for Trailer Inflate Relief Standard Warranty Option to adjust warning pressure level to 10 psi below Target Pressure Depending on the air delivered to the system from the tractor s compressor via the trailer
19. NE External wheel mounted Cat s Eye ltd Joux Center IA 51250 800 222 6283 www linkmfg com sensor is connected tovalve stems via tire hoses External wheel mounted Qossfire Dual Dynamics Lincoln NE68521 800 228 0394 www dualdynamics com info dualdynamics com sensor is connected to valve i stems via tire hoses 2241 Humphrey Avenue Aug 13 NACFE Page 84 DRIVING nce Tire Pressure Systems Confidence Report Appendix B Expanded List of Tire Pressure Systems Suppliers l Ie Inflation Systems ATIS Interviewed 300 Industrial Blvd hris Steph TM Aeris Stemoo Longview TX 75602 800 527 8492 www stemooaeris com diicdcsh sencaean ailer air Parkland Trailer Inc AIRGO Automatic Tire RGO 214201 Grassmere Road A A eae Inflation System A eens West amp Paul Manitoba Bea eae ves eine rene erie R4A 104 Canada Meritor Tire Inflation P S Pressure Systems 3023 Interstate Drive ta Frank Sonzala Sates System by P S International San Antonio TX 78210 210 2221926 a Frank Sonzala psi atis com sake alia PressureGuard Tire 1921 Columbus Road i eff Therber ilar at Inflation Systems Fleet Air Cleveland OH 44113 216 689 9900 www fleet air com jeff tl et ait oom railer air tan TIREMAAX PRO and 7 4770 Navarre Road SW a Matt Wilson sete hs TIREMAAX CP Hendrickson Canton OH 44706 866 743 3247 www hendrickson ntl com mwil
20. Physical testing is outside the scope of this study and the NACFE team has had to rely on previously reported test results of tire pressure system accuracy and reliability Short term track testing of dual tire equalizers TPMS and ATIS products has shown that all of the evaluated products perform correctly in response to underinflated tires FMCSA 2007 NHTSA 2010 However a one year long field evaluation of several TPMS products in a city transit bus fleet FMCSA 2009 demonstrated the importance of training and preparation of fleet personnel for proper installation use and interpretation of TPMS components in order to achieve a successful implementation of new equipment In this context three key themes of this report are e The precondition for fleets to match their needs with the specific capabilities of the various tire pressure systems when making purchase decisions e The importance of user readiness in terms of personnel training and preparation of internal operating procedures around new tire pressure systems to ensure successful deployment in the fleet e The need for the functionality of tire pressure systems alerts warnings data reporting to integrate relatively seamlessly into normal day to day fleet operations without requiring significant system oversight or maintenance by the fleet A few examples illustrate the importance of these three points For instance an automatic tire inflation system will work to re inflate
21. TireMinder Minder Research Inc DEFN L 772 463 6522 www minderresearch com info MinderResearch com External valve stem mounted Tire Sentry Fleet Specialities Co We Reheat 1362 800 350 3556 www tiresentry com info tiresentry com External valve stem mounted ee i Internal valve stem mounted TireVigil TPMS and P 3508 Wedgewood Drive uite 101 Peggy Fisher TireVigil TPMS Trailer Trestempine X Rochester Hills MI 48306 240S 03a LoL peggy fisher tirestamp com x External valve stem mounted TST TPMS B ey prea ate 200 770 889 9102 www tsttruck com doovington tsttruck com External valve stem mounted 4320 Harvester Road Internal wheel mounted M Valor TPMS Valor TPMS x Burlington Ontario 800 568 9188 www valortoms com m Mete a ap or L7L5S4 Canada i i Internal valve stem mounted Sub Category Pressure Sensing Mats Interviewed PNEUSCAN ATM Tire 2105 Barrett Park Drive 109 Drive over sensor plates floor Pressure Check Eee Kennesaw Georgia 30144 FO See a wow ventechusa com ee mounted i s Drive over sensor plates floor Tire San Yy stem Tekscan Inc P He Lae 800 248 3669 news Aekscan corn incite n a mounted in ground mounted u n or test equipment mounted Aug 13 NACFE Page 83 Tire Pressure Systems Confidence Report ina Appendix B Expanded List of Tire Pressure Systems Suppliers CATEGORY Dual Tire Pressure Equalizers Sub Category Interviewed Link M anufacturing 223 15th Street
22. a tire and not know it because the tire has not lost air It is recommended that fleets look for damages to the tread during their routine inspections and also during weekly tire inflation pressure checks A potentially interesting assembly of pressure technologies could be to combine tires with built in sealant to protect against pressure loss due to road hazards with an automatic tire inflation system tuned to compensate low volume pressure loss due to natural diffusion of air through the casing 3 5 3 Aftermarket Sealants Aftermarket sealants are coatings that are applied to the inside of the tire casing as part of the tire mounting process either by a fleet s own maintenance shop or by a tire service provider There is a very broad range of aftermarket sealant products suppliers and applications in the market Sealants of this type have historically been used in agricultural construction mining and off road applications in which tires are routinely subjected to road hazards More recently aftermarket sealants have undergone progressive updates to provide products that are better adapted to the use and life cycles of highway speed heavy duty vehicle tires In general aftermarket sealants are composed of some type of fibers and or fillers in a thick liquid suspension Fibers may be textile filaments or of other composition Fillers can include small particles of crushed rubber or plastics Sealant performance depends on its comp
23. application These levels will then be established as target inflation pressures for the fleet often referred to as cold inflation pressures CIP meaning the pressure s the tires should be inflated to before the vehicle starts driving normally in the morning when air temperatures are cool ideally 65 F 70 F This optimum tire pressure depends on many variables including equipment routes loads and average environmental conditions for the fleet For these reasons the best tire pressure can be different from fleet to fleet Even once a fleet has established its target tire inflation levels and implemented a disciplined manual pressure check procedure as recommended by the tire supplier it must overcome additional complications in ensuring optimal inflation levels Tire inflation pressures begin to evolve the minute a vehicle starts rolling For example if the surrounding air gets warmer inflation pressure increases If the air gets cooler inflation pressure decreases The tire itself warms up as it starts rolling increasing the pressure while if the vehicle stops for breaks or overnight parking the pressure usually decreases due to tire cooling If the load increases the tire pressure can also increase due to more flexing and heating of the tire Aug 13 NACFE Page 13 Tire Pressure Systems Confidence Report nena Fleets live with this tire pressure variation every day and establish target pressures that on av
24. approach to tire inflation a characteristic ATIS of this type was selected for inclusion in this report Since the air supply is not dependent on a vehicle air tank use of this ATIS technology does not depend on availability of hollow axles and the systems can support both drive and trailer axles Either dual or wide base single tire arrangements can be accommodated Four Types of Pressure Losses Tire Pressure Systems Confidence Report nena All ATIS in today s market work to overcome one or more of the following causes of tire underinflation To date the boundaries between each type of pressure loss are not strictly defined Characteristic air loss rates are indicated to provide an idea of severity of each type of underinflation mechanism Catastrophic or sudden and complete air loss is not included as it is not considered to be an appropriate condition to be addressed by ATIS technology Aug 13 Natural tire pressure loss due to air diffusion through the tire body Air losses occur very slowly and are estimated to be up to 2 psi per month for commercial vehicle tires The actual leak rate depends on tire construction and the existing inflation pressure Air seepage between the tire and the wheel in the bead seat zone and at improperly tightened or leaking valve stems cores or seals any tire interface or any internal air chamber interface In some cases low temperatures may cause temporary leakage at these interfaces which co
25. handling or a harsh ride that displaces or damages cargo User cannot adjust target inflation pressure after system implementation Requires the purchase of additional systems tuned to new target pressure For certain systems it may be possible for the supplier to make adjustments on a case by case basis Aug 13 Page 43 NACFE Tire Pressure Systems Confidence Report DRIVING nn Since System does not alert user when operating Abnormal leak condition of tire not recognized repaired System does not alert user when malfunctioning Tires cannot be inflated to target User unaware of system fault condition Component theft Cost to replace system or parts Additional maintenance item Control Unit malfunction Current limited experience with systems in the field However due to the self containment and simplicity of ATIS Type 2A systems maintenance requirements are expected to be lower for this system type Tire cannot be inflated to target pressure Long term system durability and reliability Tire hose damaged from contact with wheel stretching or slack allowing hose to extend past wheel Moist air due to insufficient drying or filtering of air at inlet to system New technology limited field exposure System unable to replenish air to tires or may allow tire leaks Casing damage or decreased tire life corrosion Ice in system Air flo
26. of Terms and Acronyms ACT Americas Commercial Transportation Research Co LLC ATA American Trucking Associations ATIS Automatic Tire Inflation System ATRI American Transportation Research Institute BASIC Behavior Analysis and Safety Improvement Category part of CSA program CAN controller area network CFM cubic feet per minute measure of fluid flow rate CIP cold inflation pressure CPM cost per mile CSA FMCSA Compliance Safety Accountability program CTIS Central Tire Inflation System ECU electronic control unit EPA Environmental Protection Agency FMCSA Federal Motor Carrier Safety Administration FMVSS Federal Motor Vehicle Safety Standard GPO Government Printing Office GVWR gross vehicle weight rating LTL For hire less than truckload carrier NACFE North American Council for Freight Efficiency NHTSA National Highway Traffic Safety Administration NPTC National Private Truck Council NTSB National Transportation Safety Board OEM original equipment manufacturer PSI pounds per square inch measure of pressure RF radio frequency ROI return on investment reported in months needed to recover initial cost of acquisition SAE SAE International formerly Society of Automotive Engineers SMS Safety Measurement System for CSA program online reporting TL For hire truckload carrier TMC Technology amp Maintenance Coun
27. other sources of leaks or air seepage a tire inflated with nitrogen will hold its original pressure longer than one filled with standard air Aug 13 NACFE Page 45 Tire Pressure Systems Confidence Report nena Due to the inert nature of nitrogen tire manufacturers generally concur that the use of high concentration nitrogen as an inflation medium will not have adverse effects on tire inner liners or on tire performance during normal operations A good tire pressure maintenance program is still needed to detect and prevent air loss from other sources such as leaking valve stems or poor bead seating which cannot be compensated by nitrogen inflation Other considerations for the use of nitrogen inflation in long haul commercial vehicle applications include e Procedures must be established for any time the tires might need additional air when away from maintenance centers and a source of high concentration nitrogen may not be available e Dry air is a key element for good results with nitrogen inflation or in fact for any compressed air system Moisture in any air source can promote corrosion or degradation of tires and wheels The use of dry air can also reduce pressure variations due to the response of water vapor to temperature changes either external temperature or tire operating temperature e Remember that natural pressure losses can be slowed but not completely prevented with nitrogen inflation Over time if a normall
28. position in real time Green Means Good at a glance provides the driver with confirmation that all tires are properly inflated images used with permission of Doran Manufacturing LLC Product Detail Sensor Mounted Position 0 Eterna Valve Stem __ _ Inside Tire PIN Sensor Visible on Wheel End s Y U Sensor Removal Necessary to Fill Tire Y option for a flow through adapter Transmitting Antenna integral to Sensor Number of Receiving Antennas _ S SB S Measurement Type 0d Pressure and Temperature _ Temperature Compensation of Reported Pressure IN ooo Number of Low Pressure Alert Settings 00 Low Pressure Alert 1 Factory Setting 25 below Target Pressure _ Low Pressure Alert 2 Factory Setting Ss Cd 25 below Target Pressure _ _ Fast Leak Alert 0 2B psi drop iniessthan12seconds High Pressure Alet Cd 25 above Target Pressure _ _ High Temperature Alert Level RBF User Programmable Pressure Alert Level 0 Y A in Cab Display aaae aaau Procurement Options _ _ _ _ _ Retrofit Maximum Number of Wheel Positions B6 38 for Smartlink Tractor Truck Fitment 0 Trailer Fitment 0 A E Hardware Installation Time for Tractor Truck 0 dthour ooo Hardware Installation Time for Trailer 0 8 mi aaau Drop and Hook Feature IN only with Smartlink Standard Warranty 0 year limited Temperature sensing function is for hot wheel end warning and does not necessarily
29. products that manage and monitor tire inflation in commercial vehicles This information was combined with results from system testing NHTSA 2010 and from recent developments in TPMS from the light duty vehicle segment which has a longer history of tire pressure sensor use than heavy duty vehicles The discussion is divided into four main areas Functionality Communications Operations and Standardization Functionality The ability to know the actual tire pressure by wheel position and to capitalize on the transmission capability of electronic sensors and on board systems are key advantages of TPMS over most current ATIS products TPMS products are already designed for use on every tire position on the tractor and trailer Conversely the fact that the vehicle must be stopped to remedy a low tire pressure condition which may have occurred over time due to natural air permeation through the casing or even low seepage losses without tire damage reduces the appeal of TPMS for fleets Many would prefer to rely on ATIS to control pressure within a given range even if the actual tire pressures are not reported Ideally it would be preferable to combine the reporting capabilities of TPMS with the automatic inflation management functions of ATIS In terms of future functionality industry stakeholders frequently cited the following characteristics as most desirable for future systems e ATIS Type 1 vehicle compressed air source available for driv
30. risk analysis and develop at least a basic risk response plan before investing in extensive system installation Risks are divided into the following categories Leakage and Electrical Operations Equipment Damage Contamination Exhibit 3 9 Potential Risks Associated with Use of ATIS Type 1 Vehicle Tank Air Source RISK IMPACT Operations interactions between tire pressure systems and fleet operations Tractor tires cannot be managed by automatic tire inflation system 75 of tire breakdowns are on the trailer 25 are on the tractor FMCSA 2003 even though occurrences of low pressure as measured in the field are approximately the same between tractor and trailer applications The majority of ATIS products cannot prevent drive steer tire breakdowns ATIS installed on trailers due to be traded within 2 3 years May not realize payback of system before it is traded Trailer air tank pressure is lower than target tire inflation pressure Tire cannot be inflated to target Target inflation pressure for tire is too close to cutoff pressure of Pressure Protection Valve PPV PPV will isolate tire inflation system from trailer air tank at about 70 80 psi for most systems in order to protect braking function of vehicle cutting off air flow to tires PPV installed backwards No pressure detected at regulator No air flow through regulator Control unit pressure regulator mis set or
31. tampered with Tire cannot be inflated to target Inflate only system may result in frequent condition of tire pressure above target Depending on extent and duration of over pressure condition impact could be negligible or could result in an increased sensitivity of the tire to road hazards degrade tire wear traction or handling or could contribute to a harsh ride that displaces or damages cargo Inflate Pressure relief systems may result in frequent condition of underinflated tires after vehicle is parked and tires cool down Depending on extent and duration of under pressure condition impact could be negligible or could result in progressive casing damage even when the vehicle is parked In addition the tire may stay underinflated for a longer period after the vehicle begins rolling while the system tries to overcome lower pressure induced by ATIS pressure relief operation the previous day Pressure level to trigger relief function in Inflate Pressure relief systems too close to tire target pressure System simultaneously trying to inflate and exhaust air from tire For systems with a pressure relief function in addition to an inflation function the tire inflation level at which air is vented should be 10 psi above the target inflation pressure This also means that tires could run in an over pressure condition for a certain duration before the venting function initiates Aug 13 NACFE
32. tank N 80 120 psi dual 90 120 psi single Y Air source Pressurized axle Y N Pressure range of operation Option for User to reset Target Pressure Driver Alert of fast leak Fast Leak Alert Level Difference below Target Pressure that will trigger system operation Difference below Target Pressure that will illuminate trailer lamp Cutoff pressure to isolate ATIS from air tank Inflation rate capability Number of Axles Tire Positions Monitored Manually check pressure without disconnect Y N Operates when parked Y N N not applicable 1 2 psi Will illuminate when there is a flow of air to the tire 70 psi 5 psi 10 psi per 2 min one tire Regulator supports up to 3 axles on a trailer MS 3 2 ee N Manually check tire pressures per tire manufacturers recommendations for inspection intervals Check indicator lamp and tire hoses on quarterly cycle System connections and controller operation annually Trailer OEM and Retrofit N Y 8 hours 3 years parts and labor for external components controller hoses plumbing 5 years parts and labor hubcaps rotary seal axle hose 7 years parts and labor when coupled with Hendrickson HXL7 extended service wheel end Retrofit kit 3 years parts 1 year labor Additional axle capacity depends on vehicle compressor braking system requirements Supplier recommended system inspection cycle s Procurement Options
33. tire is experiencing a low pressure issue e TPMS can link to existing vehicle communications networks to transmit tire pressure data and other tire condition information to Internet and cell phone systems A fleet may choose to have the initial notification of a tire with low pressure sent to fleet maintenance personnel to determine what action should be taken rather than to a driver Data can be collected in central databases and analyzed for tire performance trends and may also link to a fleet s work order system for tire inspection and maintenance scheduling 3 1 2 1 External Valve Stem Mounted External Wheel Mounted Tire Pressure Monitors System Components Sensors The sensors used in this type of TPMS are wireless Each sensor is mounted on the valve stem in place of the valve stem cap or on the outside of the wheel with a mounting bracket The sensors transmit tire information through an RF signal to the in cab display a hand held tool or a gate reader Most suppliers offer a standard sensor and an industrial sensor for large bore valve stems The sensor transmission distance may vary but most suppliers claim up to 300 feet The sensor weight varies with supplier from 2 3 oz to 83 oz Each sensor contains an internal battery that cannot be recharged or replaced The average battery life claimed by suppliers varies from 3 to 5 years FMCSA 2007 Interviews with Industry Stakeholders depending on the frequency of monitoring and tran
34. tire pressure information system types Tire hose damaged from contact with wheel stretching or slack allowing hose to extend past wheel for certain system types Power loss to F May cause the system to be inoperable transceiver repeater Loose wires electrical shorts May cause the system to be inoperable Inaccurate or missing tire pressure information Leak in tire hoses or at valve stem due to interaction with tire hose for certain systems or sensor FMCSA 2003 NHTSA 2010 FMCSA 2007 Doran 2007 AirBAT RF 2012 Pressure Pro 2013 Tire Vigil 2013 Interviews with Industry Stakeholders Tires can deflate when vehicle is parked 3 1 2 2 Internal Valve Stem Mounted Internal Wheel Mounted Tire Casing Mounted TPMS System Components Sensors The sensors used in the various internal TPMS are also wireless There are three sensor mounting locations internal to the tire wheel assembly at the base of the valve stem on the wheel using a band or strap or on the tire casing under the tread area of the tire The sensors monitor tire pressure and temperature in real time Each sensor is read by a receiver transceiver or transmits the data to a receiving ECU antenna The sensor weight varies with supplier from 1 oz to almost 2 oz Each sensor contains an internal battery that cannot be recharged or replaced The average battery life claimed by the suppliers varies from 5 7 years FMCSA 2007 Interviews with Industry Stake
35. to add an attaching tractor or trailer to the first TPMS 2 Technology amp Maintenance Council Recommended Practice RP 235 Guidelines for Tire Inflation Pressure Maintenance American Trucking Associations Arlington VA 2012 3 Goodyear Radial Truck Tire and Retread Service Manual 2003 p 40 4 Bridgestone Real Answers Tires and Truck Fuel Economy 2008 p 25 5 American Transportation Research Institute An Analysis of the Operational Costs of Trucking A 2012 Update September 2012 Tire cost per mile 0 042 Fuel cost per mile 0 59 2013 North American Council for Freight Efficiency All rights reserved The contents of this document are provided for informational purposes only and do not constitute an endorsement of any product service service provider manufacturer or manufacturing process Nothing contained herein is intended to constitute legal tax or accounting advice and NACFE assumes no liability for use of the report contents No portion of this report or accompanying materials may be copied reproduced or distributed in any manner without express attribution to the North American Council for Freight Efficiency Aug 13 NACFE Page 60 Tire Pressure Systems Confidence Report nena 8 0 Perspectives for Future Tire Pressure Systems During the course of the project tire pressure systems suppliers and fleet users were asked to share their perspectives on near to mid term developments for
36. various forms from actual tire pressure readings actual tire temperature readings audible alerts fast leak low pressure and high pressure and visual symbols and flashing light alerts The maximum number of wheel positions that can be displayed and the display layout vary from system to system The in cab display is either mounted in the instrument panel or to the bottom of the over head console Some systems require that the display be mounted near the windshield to enable satellite communication Gate Reader Gate readers are optional devices offered with some systems They automatically collect tire data every time the tractor and trailer come into the yard The gate reader could be mounted at various points in the yard for example at the entrance exit gate or at the fuel island This data is then transmitted to internal software that the company maintains or in some case to a web portal where maintenance personnel can see the data and determine the best course of action These devices may not be the best for long haul fleets that are away from central terminals for long periods of time Hand Held Programming Receiving Tool Hand held programming tools are optional devices that are offered with some systems They can be used for programming each tire position and to wirelessly collect tire data They are then used with internal software that the company maintains A physical walk around of the vehicle is required for programming each s
37. 1 For Hire Fleet Adopts ATIS for Trailers This fleet is a large carrier in the business of moving truckload freight across the country They are typical of other large for hire fleets and have about 5 000 tractors and 15 000 trailers Their tractors average about 124 000 miles per year and their 3 to 1 trailer to tractor ratio results in trailers averaging about 41 000 miles per year Fleet long haul operations require their drivers to be on the road for up to three weeks at a time driving and living in their sleeper tractors and driver turnover is high This fleet s turnover is slightly better than the industry average but ranges from 85 to over 100 Trailers are often dropped at sites away from fleet terminals and maintenance centers with other trailers being picked up by the fleet s tractors and drivers Given the level of driver turnover and the limited amount of time that a driver is pulling any particular trailer the fleet was concerned about adding any tire pressure technology that requires greater engagement and involvement by the driver Therefore when this fleet investigated tire pressure systems they preferred automatic tire inflation systems as a technology choice As various solutions were investigated they developed a payback calculator and determined through analysis and preliminary testing that they could substantially improve their tire wear with ATIS on their trailers After extended analysis they decided to order ATIS
38. 21 Source 5 ATRI 0 042 mile Improved cost per mile 0 003 Calculated Benefit from tire wear 1 388 800 Calculated Fuel Economy Improvement in Fuel Efficiency 1 50 Sources 2 3 and 4 below Fuel cost per mile 0 295 Source 5 ATRI 0 590 mile Improved cost per mile 0 004 Calculated Benefit from fuel economy 1 829 000 Calculated Total of all Benefits 7 217 800 Calculated Payback in months n a 12 47 Calculated Sources 1 An aggregation of NACFE Study interviews ATIS 1 000 TPMS 750 for intial tractor or trailer unit and an additional 475 to add an attaching tractor or trailer to the first TPMS 2 Technology amp Maintenance Council Recommended Practice RP 235 Guidelines for Tire Inflation Pressure Maintenance American Trucking Associations Arlington VA 2012 3 Goodyear Radial Truck Tire and Retread Service Manual 2003 p 40 4 Bridgestone Real Answers Tires and Truck Fuel Economy 2008 p 25 5 American Transportation Research Institute An Analysis of the Operational Costs of Trucking A 2012 Update September 2012 Tire cost per mile 0 042 Fuel cost per mile 0 59 2013 North American Council for Freight Efficiency All rights reserved The contents of this document are provided for informational purposes only and do not constitute an endorsement of any product service service provider manufacturer or manufacturing process Nothing contained herein is intended to constitute legal
39. A less obvious example is the case of aftermarket sealants which attempt to reduce the effect of air loss due to both air permeation and small punctures Each system presents its own set of advantages and potential drawbacks It is important for users to identify the type of tire inflation concern that has the most impact for their particular operations and then choose the tire pressure technology that best tackles that type of problem The NACFE project team reviewed a number of previously published studies from FMCSA and NHTSA on tire pressure system performance These were studies comparing mainly dual tire pressure equalizers sensor based TPMS and ATIS using air supplied by vehicle air tanks Type 1 Both TPMS and ATIS were then evaluated in real world field operational tests in fleets by FMCSA The NACFE team was not able to identify any published or proprietary studies that compared the relative performance or reliability of any of the other technology categories subcategories for instance pressure sensing mats versus TPMS or aftermarket sealants versus dual tire equalizers Thus due to the wide variety of product attributes functions and capabilities of each technology and given that product testing was outside the scope of the NACFE project there is no basis for ranking or rating the entire body of tire pressure technology categories Future projects could focus on comparison of products within a given technology sub Aug 13 NACFE
40. Page 39 Tire Pressure Systems Confidence Report DRIVING INNOVATION Tires are routinely starting up underinflated until system catches up May have 10 minutes at start up during which tires are underinflated while rolling in the absence of leaks Driver Operator misinterprets warning light system operation or frequent turnover of drivers System indicators may be ignored in cases of real low pressure conditions Technician does not understand system operation or frequent turnover of technicians Incorrect installation or improper functioning of system Component theft Cost to replace system or parts Additional maintenance item Rotary Union worn Include in preventive maintenance use same schedule as for any compressed air system on the vehicle 3 month annual checks Air leakage around rotary shaft Control Unit malfunction Tire cannot be inflated to target pressure Defective pressure or flow switch ATIS is operating but cannot warn driver as the indicator lamp on the front of the trailer will not illuminate Length of air lines distance between air tank and hubcap Increased line length results in slower inflation rate of tires Insufficient slack can result in line damage due to suspension travel or use of sliders Grease or oil leaking from hub in pressurized axle systems Too much lubricant in hub Pressure from axle is leaking to wheel end exceed
41. Page 8 category that is those products intended to yield the same functionality at generally similar price points The FMCSA and NHTSA evaluations of dual tire pressure equalizers sensor based TPMS and ATIS Type 1 demonstrated that all products function largely as designed by the manufacturers Products that did not function well initially were significantly upgraded during the course of those studies or are no longer on the market Generally speaking these three categories of today s tire pressure products are expected to perform well in the field based on these results In contrast NACFE project team Internet surveys and interviews with fleets who generally expressed positive opinions towards tire pressure systems indicated somewhat mixed feelings about system reliability and payback Certain fleets had favorable results with their adopted technologies while other fleets had tried and abandoned the same technology It is the feeling of the NACFE team that this gap between the results of controlled testing versus some fleet experiences can perhaps be explained by how well a fleet has matched their needs to the actual capabilities of a specific tire pressure system and the amount of preparation a fleet is willing to go through to ensure successful adoption of a new technology For example 100 of the fleets surveyed by NACFE indicated that they had updated their routine or preventive maintenance plans to include inspections of thei
42. Report inca feature for trailers When a tractor changes trailers a transceiver on the front of the trailer transmits the sensor IDs and wheel positions from the trailer tires directly to the in cab display unit automatically No system reprogramming is required to identify the sensors from the new trailer to the tire pressure system Several systems allow this capability for multiple trailers connected to the tractor Exhibit 3 2 External Valve Stem External Wheel Mounted TPMS with Transceiver Repeater External valve stem External wheel mounted tire pressure monitors with a transceiver repeater EE tire Sensor amp gt In Cab Display O Transceiver Repeater Aug 13 NACFE Page 24 Exhibit 3 3 External Valve Stem External Wheel Mounted TPMS direct transmission to in cab unit External valve stem External wheel mounted tire pressure monitors with wireless sensors oO Tire Sensor ED In Cab Display we Visual Alert Tire Pressure Systems Confidence Report nea Tire pressure monitoring systems of this type should include the following capabilities additional general system requirements are described in SAE J2848 1 Aug 13 Directly detect and report the tire inflation pressure for each individual tire that has been equipped with a pressure sensor Warn the driver and or other fleet personnel of any tire that is underinflated according to fleet established alert levels for tire pressure The system shou
43. a minimum Aug 13 NACFE Page 61 Tire Pressure Systems Confidence Report nena Communications Whether through use of tire pressure systems or manual pressure checks all users want to know the inflation condition of their tires in the most straightforward way possible The communications chain from tire measurement to informing driver to maintenance staff to main office to service provider plays a critical role in the successful management of tire inflation Different TPMS and ATIS products are distinguished by the type of reporting interface e g in cab display buttons to press blinking lights audible warnings and so on which are provided with the systems Users must be able to understand the signals and warnings of the system in order to correctly respond to potential underinflation conditions The design of the user interface s has implications for the type of education needed by fleet users and potential service providers Some of the concerns and or needs for future systems which were identified include e Operators don t understand the difference between flashing and steady warning lights Other alerts or information provided by the system may be misunderstood Notifications should be clearer and require less user intervention to get to the root of the problem e Capitalize on wireless transmission networks on the vehicle or fleet level to enable other functions such as asset tracking global fleet manage
44. a tire that has a lower pressure than the pre set target of the inflation system without adjustment for the tire temperature That system will turn off once the combination of Aug 13 NACFE Page 14 Tire Pressure Systems Confidence Report nna re inflation and tire warming brings the pressure to the target level Track testing of re inflation response times of ATIS have shown that a tire can be returned to its proper pressure within 1 10 minutes of the start of system operation even for initial conditions of 20 30 psi underinflation FMCSA 2007 NHTSA 2010 Since the re inflation cycle occurs rapidly a tire will continue to increase in temperature and inflation pressure while driving and may eventually exceed the target pressure Only some ATIS will allow air to be released once a tire exceeds its target inflation by a certain level Moreover depending on set points of the systems a tire may drop below the target pressure level as it goes through cooling when the vehicle is parked A fleet must determine the best target pressure to select in light of these fluctuations In addition the fleet should consider the risk it is willing to accept in the event that an ATIS is able to mask the condition of a slowly leaking tire As another example tire pressure can increase by 10 15 due to the effects of warm up TMC 2012 which will be detected with TPMS But most TPMS options do not include temperature compensation for increased pressur
45. ada TIREBOSS Tire Tire Pressure Control Pressure Control International Ltd Aug 13 NACFE Page 86 Tire Pressure Systems Confidence Report naan Appendix B Expanded List of Tire Pressure Systems Suppliers Passive Pressure Containment Approaches eral Nitrogen Inflation Interviewed TM patas Miroai Pompano Beach FL3go64 8772463485 Nitrogen Inflation p 4245 Main Ave Towers various models Prarie Industries Fargo NC58103 TireSaver Tire Inflation 242 Neck Road Systems Haverhill MA 01835 0723 Sub Category Tires with Built in Sealant Layer Product N c N lirerviewed Add Email Contact roduc ame ompany Name by NACFE ress mall Contaci Goodyear Tire amp Rubber 200 Innovation Way www goodyear com truck Brian Buckham rassal Tehnolog Company Akron OH 44316 aaa technology brian_buckham goodyear com Sub Category Aftermarket Sealants Interviewed www nitrofill com 800 437 4394 www branick com Parker Hannifin Corp 800 343 4048 www parker com 25 Penncraft Ave Suite C EcoSeal ee Marketing P O Box 2002 800 233 7086 www imiproducts oom 1 Chambersburg PA 17201 45681 Oakbrook Court Ride On OHS Inovex Industries Inc Unit 102 888 374 3366 www ride on com Sterling VA 20166 743 Schaeffer Seal Schaeffer 102 Barton St P Tire Salant M
46. also be available from the NACFE web site Although the tool is aimed at TPMS and ATIS technologies a fleet with appropriate information could conceivably apply the tool to any tire pressure system or methodology 4 Case Studies Based on fleet interviews representative case studies were developed for a For Hire fleet installing trailer ATIS Type 1 and a Private Carrier adopting TPMS on both tractors and trailers Time to achieve payback using the NACFE calculator is in the range of 9 14 months for these two case studies 5 Product Summary Sheets Product summary sheets were developed for seven TPMS and five ATIS products and are included in Appendix A of this report Each page contains a brief description of the system product details such as alert levels procurement options and distinctive features The appearance or lack thereof of an individual commercial product in this Appendix is not an indication of its performance quality functionality or of any endorsement or recommendation by NACFE NACFE does not endorse products or manufacturers Products were chosen based on several factors level of reported use by fleets and OEMs the extent to which a particular product is characteristic of a category of tire pressure systems and whether the product offers one or more unique features in its configuration functionality or technical approach 6 Expanded List of Products and Systems Suppliers An expanded list of commercially available t
47. ange of to 4 Tire warranties will typically remain in effect if the sealant provider has tested and certified use of the sealant in tires However if the sealant is judged to be the cause of damage to the inner liner or to have degraded tire performance the warranty may be voided Fleets should ask sealant and tire suppliers about potential warranty concerns in advance Because of the variations in the chemical nature of aftermarket sealants across the wide array of products and because the sealant has not been an integral part of tire or rim design and development caution should be taken to ensure that any selected aftermarket sealant e Is chemically compatible with tires wheels and any components that may come in contact with the sealant e Is approved for speeds associated with highway use and with the speed rating of the tire e ls compatible with retreading processes Normally sealant must be thoroughly cleaned from the tire casing before retreading In some cases sealant residue may be flammable at retreading temperatures e Will perform properly over the range of warm and cold temperatures normally experienced during vehicle operation Aftermarket sealant suppliers should clearly state any incompatibilities between their products and active tire pressure systems such as TPMS ATIS and dual tire equalizers Fleet users are encouraged to comprehensively review with these suppliers any risks or concerns they may have if com
48. anual Fleet Air 2013 PressurePro Tire Pressure Monitoring System on line parts catalog Advantage Pressure Pro LLC 2013 Renier Grant J Cycloid Company Pittsburgh Pennsylvania US Patent Number 5 409 049 April 25 1993 Tangential Tire Pressurizing and Regulating Apparatus Renier Grant J Cycloid Company Pittsburgh PA Tire Pressuring and Regulating Apparatus U S Patent Number 5 201 968 April 13 1993 Richardson Brandon Palo Alto CA Tire Inflation System U S Patent Application Publication US 2012 0186714 July 26 2012 Olney Ross D Hughes Aircraft Company Los Angeles California US Patent Number 5 355 924 October 18 1994 Vehicle Wheel Including Self Inflating Mechanism Safe Accountable Flexible and Efficient Transportation Equity Act A Legacy for Users Public Law 109 59 U S Government Printing Office Washington D C August 10 2005 www gpo gov fdsys pkg PLAW 109publ59 Aug 13 NACFE Page 66 Tire Pressure Systems Confidence Report nena SmarTire Tire Pressure Monitoring System Brochure BW2755 Bendix Commercial Vehicle Systems LLC 2010 SmarTire TPMS Pressure and Temperature Chart BW2824 Bendix Commercial Vehicle Systems LLC 2010 STEMCO Aeris Installation and Service Manual Part Number 01 571 8300 Revision 12 4 2012 Rev B TEA 21 Transportation Equity Act for the 21 Century Public Law 105 178 U S Government Pr
49. anufacturing Co amp Louis MO 63104 9099293986 www schastteroil com 1125 West 15th Street Tire Lyna Lyna Manufacturing Inc North Vancouver 888 619 6669 www tirelyna com British Columbia Canada V7P 1M7 bri i P O Box 44993 Ultraseal Tire Sealant Gempler s Madison WI 53744 4993 800 382 8473 www gemplers com Aug 13 NACFE Page 87 Tire Pressure Systems Confidence Report Rf Appendix C Contributing Systems Suppliers NACFE would like to acknowledge the contributions of the following suppliers of tire pressure systems for their assistance to the study team through interviews valuable insights product documentation and information support for the Tire Pressure Systems project Advantage Pressure Pro LLC Aperia Technologies Bendix Commercial Vehicle Systems LLC Continental AG Doran Manufacturing LLC Fleet Air Hendrickson International Marketing Inc Link Manufacturing Ltd P S I Pressure Systems International Stemco The Goodyear Tire amp Rubber Company TireStamp Inc Valor TPMS Aug 13 NACFE Page 88
50. ase of malfunction or overheating of other wheel end components e Optionally providing ATIS pressure relief function to prevent over pressuring of tires Potential Risks Related to ATIS Type 1 Field or lab testing of the different commercial systems was outside the scope of the NACFE study Existing publicly available evaluations of ATIS that examine the short term test track performance of various products indicate that functioning of currently available systems is largely as designed by manufacturers FMCSA 2007 However different types of systems may present different risks due to their specific components or configuration or due to the way fleet maintenance and operations functions must interact with the systems Macro results of a single field operational test of ATIS Type 1 have been presented FMCSA 2011 but the complete finalized report has not been published to date In the absence of medium to long term system durability data the NACFE team compiled a list of potential risks associated with the use of ATIS Type 1 as an aid for fleets evaluating the implementation of the technology into their operations Aug 13 NACFE Page 38 Tire Pressure Systems Confidence Report DRIVING INNOVATION A Although there is always the possibility that a given risk may occur it is also possible that the risks listed below will not occur at all or occur only with very low frequency In any case fleet management should execute a
51. associated with vehicle downtime fuel consumption and tire wear Historically one of the biggest concerns with sensor based systems has been the reliability of data transmission from the sensors This can be related to sensor durability which has seen significant improvements in the last decade or to fleet practices that may compromise sensor performance Aug 13 NACFE Page 62 Tire Pressure Systems Confidence Report nea Information collected during a yearlong field test FMCSA 2009 reported cases of missing sensor data due to e Sensors which were damaged during tire mounting or demounting e Improper installation or re installation of sensors e Technicians unaware that TPMS was installed on vehicle e Tires are replaced but sensors were not remounted e Sensors replaced to new wheel position but system did not recognize the change or was not re programmed to correctly assign the sensor position e Lost sensors If a fleet plans to use a sensor based system particularly across a large number of vehicles a sensor management strategy is needed which includes e Procedures to identify vehicles and wheel positions where sensors exist e Shop work methods for mounting and changing tires on sensor equipped vehicles e Sensor replacement procedures and processes for sensor inventory management This leads into the final section of this chapter which draws on the experience of sensor based tire pressure systems in li
52. ations via telematics TPMS were retrofitted on most existing trailers beginning in 2007 and is currently specified on all new trailer purchases Recently in 2011 this fleet has decided to purchase TPMS on all new tractors The new tractor TPMS are supplied by a different manufacturer than the trailer systems an action that was necessary as a common system was not available at the time the decisions were made The fleet faced a difficult decision of whether to purchase tractor systems with the sensors inside or outside the tire During preliminary testing there were some instances of ice and snow accumulation on the sensors mounted on the outside of the tire on the valve stem In contrast there were concerns of ease of maintenance and the difficultly of replacement for sensors mounted inside the tire wheel assembly This fleet is purchasing a mixture of both systems and will continue to evaluate their performance over time This fleet is pleased with the implementation of these systems on their vehicles However they have not conducted fuel efficiency testing and did not make specific tire wear data available to NACFE Results from the NACFE payback calculator for this fleet case study are provided in Exhibit 7 2 Aug 13 NACFE Page 59 Tire Pressure Systems Confidence Report tt Exhibit 7 2 NACFE Tire Pressure Payback Calculator Private Fleet with TPMS on Tractors and Trailers NACFE Study Payback Calculator Tire Pressure Systems
53. below the target level In general these systems will alert the driver that re inflation is taking place but they do not report on the actual pressure in the tire ATIS either rely on vehicle compressed air tanks as an inflation medium source or else draw air directly from the NACFE Page 19 Tire Pressure Systems Confidence Report ince surrounding environment via a self contained pump Some ATIS equipment is capable of pressure relief for overinflated tires 4 Central Tire Inflation Systems CTIS The operation of this type of system is similar to ATIS with the difference that the driver can select the target pressure from an in cab display in order to raise or lower the tire inflation level depending on the operating conditions of the vehicle Most systems of this type are intended for off road or military truck applications 5 Passive Pressure Containment Approaches Another category of technologies capable of preventing tire pressure loss attempt to retain air in the tire once it has been inflated These most commonly function by reducing natural air loss through the tire casing However certain products in this category can mitigate the effects of small punctures Use of an inflation medium such as nitrogen that has a lower permeation rate than oxygen and alternative means to providing barriers to air loss through the use of sealants are represented in this category Exhibit 3 1 Classification of Tire Pressure Syste
54. bining electronic or automatic tire pressure systems with specific aftermarket sealants 4 0 Original Equipment Manufacturers Perspectives on Tire Pressure System Integration The NACFE study team interviewed various trailer and tractor builders during the course of the project to gain insights into their experience working with end user fleets and the tire pressure systems suppliers 4 1 Trailer OEMs Several trailer OEMs were interviewed who supply different types of trailers including dry van refrigerated pup trailers tankers flatbeds dumps and other specialty vocations Their comments are summarized here e The procurement of tire pressure systems on newly purchased equipment is growing approximately 40 of all new trailers built have systems e For trailers equipped with tire pressure systems ATIS are more common than TPMS by a ratio of about four to one Responses ranged from 10 40 for new trailers built in 2013 with ATIS and 5 15 with TPMS Aug 13 NACFE Page 48 Tire Pressure Systems Confidence Report nena e Increasingly fleet customers are asking the trailer builders about tire pressure systems One trailer OEM mentioned that they have now hired an internal sales representative for tire pressure systems and most stated that they are getting sales assembly and maintenance training from the system suppliers to better support their customers e n some cases trailer manufacturers are assisting the fleets
55. c tire inflation Private carriers drivers are more tenured and those fleets seem to be choosing tire pressure monitoring systems more frequently as they are generally less expensive to procure and deliver more information via data collection and telematics to the fleet management for action and analysis Exhibit 5 1 Historical Rates of For Hire Truckload Carrier Driver Turnover 2005 2012 ATA For Hire TL Carrier Driver Turnover 2005 2012 Q4 Percent Turnover Large TL Turnover Small TL Turnover 2006 2007 2008 2009 2010 2011 American Trucking Associations ACT Research Co LLC Copyright 2013 ATA 2013 Aug 13 NACFE Page 51 Exhibit 5 2 Historical Rates of Private Carrier Driver Turnover 2005 2012 NPTC Benchmark Survey Private Fleet Driver Turnover 2005 2012 Percent Turnover a a a National Private Truck Council ACT Research Co LLC Copyright 2013 NPTC 2013 Payback Calculations The NACFE interviewers asked the fleets how they calculate the payback for a particular tire pressure system implementation in order to make their decisions The answers were very inconsistent All included both the cost of the hardware and the installation labor cost either as new production or retrofit into their calculations Fleets also commonly acknowledged the benefits of increasing safety and lowering r
56. cil TPMS Tire Pressure Monitoring System Aug 13 NACFE Page 5 Tire Pressure Systems Confidence Report nena List of Exhibits Exhibit 1 1 Summary of Tire Pressure System Adoption Rates from NACFE 2013 Benchmark Study Exhibit 1 2 Summary of Federal Legislation Related to Tire Pressure Systems in Commercial Vehicles Exhibit 3 1 Classification of Tire Pressure System Technologies Exhibit 3 2 External Valve Stem External Wheel Mounted TPMS with Transceiver Repeater Exhibit 3 3 External Valve Stem External Wheel Mounted TPMS direct transmission to in cab unit Exhibit 3 4 Potential Risks Associated with Use of External Valve Stem External Wheel Mounted TPMS Exhibit 3 5 Internal Valve Stem Internal Wheel Mounted Internal Tire Mounted TPMS Exhibit 3 6 Internal Valve Stem Internal Wheel Mounted Internal Tire Mounted TPMS Tractor Trailer Configuration Exhibit 3 7 Potential Risks Associated with Use of Internal Valve Stem Internal Wheel Mounted Internal Tire Casing Mounted TPMS Exhibit 3 8 Configuration of ATIS Type 1 Vehicle Tank Air Source Exhibit 3 9 Potential Risks Associated with Use of ATIS Type 1 Vehicle Tank Air Source Exhibit 3 10 Potential Risks Associated with Use of ATIS Type 2A Direct Atmospheric Air Source Exhibit 5 1 Historical Rates of For Hire Truckload Carrier Driver Turnover 2005 2012 Exhibit 5 2 Historical Rates of Private Carrier Driver Turnover 2005 2012 Exhibit 6 1 NACFE Tire Pressure System T
57. ck installation Aug 13 NACFE Page 82 Tire Pressure Systems Confidence Report ne Appendix B Expanded List of Tire Pressure Systems Suppliers CATEGORY Tire Pressure Monitoring Systems TPMS Sub Category Wheel End Sensors with Transmission Capability Interviewed Product Name Company Name by NACFE Address Email Contact Sensor Type AirBAT PFO Semo PA 800 527 8492 www batrf com Pr a External wheel mounted Continental Tire the Americas LLC x ContiPressureCheck Continental AG 1830 MacMillan Park Drive 704 583 8665 _ wenn Cor Dury Internal tire mounted Fort Mill 29707 online com www transport_de_en DJ Frye conti na com Doran 360HD and Doran Manufacturing 2851 Massachusetts Avenue Jim Samocki Doran 360 SmartLink ULC Qndnnati OH 45224 ee doa as samocki_jim doranmfg com Pee ae Stem mounte IVTM integrated 4 Stephen Hampson Vehide Tire Pressure WABOO Peconic ae 248 270 9253 www wabco auto com stephen hampson wabco External wheel mounted Monitoring i auto com PressurePro feces sureRio AEE 1 800 959 3505 www advantagepressurepro com ee T External valve stem mounted TM Bendix Commercial 901 Qeveland Sreet Jon Intagiata SnarTire Vehide Systems LLC Syria OH 44035 800 247 2725 www bendix com jon intadiata benc coni Internal wheel nounted
58. ction or audit services to fleets on a quarterly or semi annual basis During these inspections trained tire personnel will check inflation pressures examine tires for damage conditions summarize and report results and recommend actions for fleets to improve their tire management practices While these audit programs cannot ensure day to day conformance to fleet tire pressure targets they can provide the fleet with independent feedback about the effectiveness of their operations to control and maintain tire pressure Key elements of a successful manual tire pressure maintenance program include e Clear designation of who is responsible for checking tire pressure e Specifying fleet target pressures for all wheel positions e Documenting the required frequency and procedures for routine tire pressure checks and communicating that information to fleet personnel e Providing suitable gauges to drivers or maintenance technicians e Creating and following a calibration program for tire pressure gauges e Making sure the program is followed consistently 3 2 Dual Tire Pressure Equalizer Systems Even if all tires are properly inflated initially a difference in the pressure between the inner and outer tires of a dual tire assembly can develop during vehicle operations This condition may occur if the tires are subjected to unequal heating or cooling due to environmental effects such as direct sunlight unequal loading between the inner and outer tire
59. ctive manual tire pressure programs normally plan for an inflation check of each tire at least once per week Fleet fueling stations and the maintenance garage are the most common locations for tire pressures to be checked at the fleet terminal The need for fleets to re fuel vehicles every day or every few days makes the fuel island a good location to perform tire checks as well as other vehicle inspections and tire pressure verification can be included in a checklist of duties to be completed while the vehicle is at this station Drivers or other fleet personnel are usually assigned the responsibility of checking tire inflation In practice there is approximately a 50 50 split among fleets in the industry that require drivers to perform tire pressure checks versus those who assign this task to other most often maintenance employees Generally a manual or hand held pressure gauge is used to measure tire inflation pressures Aug 13 NACFE Page 32 Tire Pressure Systems Confidence Report nina For fleets whose vehicles may be away from terminals or service centers for extended periods drivers generally carry the responsibility of maintaining proper tire inflation This inspection can be accomplished by the driver while at truck stop fuel islands or a fleet may contract with truck stops or other service providers to perform routine pressure checks while the vehicle is on the road As a spot check tire manufacturers may offer tire inspe
60. d onto the tire casing Each sensor monitors tire pressure and temperature This data is sent from the sensor to the ECU antenna mounted on the tractor and then transmitted to the in cab display The display will then alert the driver to any tire pressure or temperature event Internal TPMS can be used on tractor trailer or in combination NACFE Page 21 Tire Pressure Systems Confidence Report nena 3 1 1 Non Transmitting Wheel End Sensors Non transmitting wheel end tire pressure monitors use sensors mounted to the end of the valve stem This is the most basic type of TPMS because it does not transmit the tire pressure data The sensor will simply provide a visual indication of the tire pressure requiring the operator to do a walk around of the tractor and trailer in order to see the tire pressure reading This type can be used on tractor trailer or in combination 3 1 2 Transmitting Wheel End Sensors Two distinct advantages of TPMS of this type are that e They obtain a direct measurement of the actual pressure for each individual tire that contains a sensor The pressure condition for each tire is reported to the operator or to fleet maintenance personnel during both normal operating conditions as well as for pressure alerts As will be discussed later ATIS installations will generally connect all tires to a central control unit anda typical ATIS will not report actual pressure for individual tires or indicate which
61. d to ATIS Type 2A As indicated in the earlier discussion of ATIS Type 1 risks there is always the possibility that a given risk may occur However it is also possible that the risks listed below will not occur at all or occur only with very low frequency In any case fleet management should execute a risk analysis and develop at least a basic risk response plan before investing in extensive system installation Risks are divided into the following categories Operations Equipment Damage Contamination and Leakage Electrical not applicable Exhibit 3 10 Potential Risks Associated with Use of ATIS Type 2A Direct Atmospheric Air Source RISK IMPACT Operations interactions between tire pressure systems and fleet operations Steer tires not managed by automatic tire inflation system System hub attached components currently are not optimized for _ mounting on steer axle positions Tires routinely start up underinflated until system catches up May have indeterminate period at vehicle start up during which tires are underinflated while rolling in the absence of leaks Inflate only system may result in frequent condition of tire pressure above target No pressure relief or venting function for tires Depending on extent and duration of over pressure condition impact could be negligible or could result in the increased sensitivity of the tire to road hazards degraded tire wear traction or
62. e and steer tires with some type of air routing system through the axle as preferable to air lines attached external to the axle Note most stakeholders did not have experience with the ATIS Type 2 systems e Sensor systems combined with ATIS Type 1 or Type 2 to report inflation pressure for each individual tire and to re inflate tires when no repair or manual intervention is needed e ATIS Type 1 or Type 2 with inflate deflate capability and which are able to set target pressures linked to load temperature or other operating conditions e Ability to block vehicle motion until tires are properly inflated The total functionality of the first three bullet points above can already be achieved through a disadvantageous practice of purchasing multiple tire pressure systems on each vehicle This is the most expensive and least integrated option It is anticipated that as tire pressure systems become more widespread in the commercial freight industry product or service offers which take the approach of whole vehicle solutions could be more attractive to users than solutions with a comparatively fragmented approach as is more common today As always the balance of functionality price point and system reliability will be crucial for technology adoption Customers should be able to realize a payback for an integrated system within 12 18 months of purchase without need for further upgrade or replacement of components during the subsequent 2 3 years at
63. e due to tire heating making it possible for the system to issue a low pressure alert at the start of driving only to switch off the alert once the warm tire pressure exceeds the warning threshold In contrast TPMS with temperature compensation would indicate that the tire is underinflated even as the pressure in the tire rises in this case From the user point of view a fleet should determine in advance if this tire inflation situation is considered a false positive e g the system gave a warning when pressure was in fact acceptable or if it should be treated as an underinflation condition to be corrected immediately For either of the above example cases as well as for other tire pressure technologies the user must establish the operating guidelines for operators and maintenance personnel especially in response to pressure alerts in order to make effective use of tire pressure systems 1 3 Regulatory Perspectives for Tire Pressure Systems in Commercial Vehicle Applications Legislation Related to Use of Tire Pressure Systems on Heavy Vehicles As of the writing of this report there were no regulatory requirements regarding the use of any tire pressure system on commercial vehicles with GVRW greater than 10 000 pounds However there have been four key pieces of legislation enacted over the past 15 years that may influence the future approach of regulators to the topic of tire pressure systems particularly TPMS in commercial vehicle applicati
64. eaaeaeeeeeens 36 3 3 2 ATIS Type 2 Direct Atmospheric Air Source with Self Contained PUMP ccseesesteeeeeeeees 41 3 4 Central Tire Inflation Systems CTIS cccccccsssseseesssceceessscececssssececseeseceesssececseseceesesseeeeseeseeeessaaeees 45 3 5 Passive Pressure Containment Approaches ccccsescccesssneeceessececeeseeeecesseeeecesseeaecesseeaeceseeeaeeeseeaaeens 45 3 5 1 Nitrogen INflatiON isccescssasscceces coco estsadckeedecachcedacateeedecateeessakcagececacheasokslagedseacsesseancavesasacdeeseseteeseeeanes 45 3 5 2 Tires with Built in Sealant Layer cccecssssececececessesseaeeeeecsseeseseeaeeeeeeeseesesaeseeeeecesseseaaeaeeeeeens 46 3 5 3 ATLELMaKet Seala Nts casecvvsicgadervaodacecsnenedendonadegvesiaadeedinacdecavecadeadenadeassveakdesdushccccoussdeaduraiceeaieenes 47 4 0 Original Equipment Manufacturers Perspectives on Tire Pressure System Integration 48 AD Trailer OEM Siisera E EE E te cadeies E Gece vades tuted Se aneteveercaes E aetees ean tees 48 Al 2 Tractor QEMS ssiesssseaiesss caiedv bees cdo sisic dese ises so hacia eves soak dvs aed RAE AEREE EANES AE ends NERE 49 5 0 Summary of Fleet Perspectives and Experiences with Current Tire Pressure SystemMs ssce0e 49 6 0 Tools Technology Decision Matrix and Payback Calculator sssssscsssssscccsssseccessssceecsssseeeees 53 6 1 Technology Decision Matrix ccseccccccececsssesssaeeececeeseseeaeaeceeecesseseuaeeeeeeeses
65. eation through the casing e Air seepage due to improper bead seating a malfunctioning valve or leaking valve seal e Slow to moderate air leaks primarily due to small punctures e Rapid air loss due to more significant punctures but not including sudden catastrophic air losses The approximate rate of air loss associated with each type of leak is presented in the report based on documented natural air loss rates in tires as well as the reported pressure loss detection capabilities of the various monitoring systems and in the case of automatic inflation technologies the air flow capacity which can be sustained by the system to overcome continuing inflation gas loss It is hoped that future industry discussions will refine these categories of air loss in tires and the air flow rates associated with each leakage type Tire pressure systems should be looked at in light of their capacity to address the different types of air loss in tires For example tire pressure monitoring systems TPMS cannot add air to an underinflated tire but these systems provide the most extensive and flexible reporting of actual tire condition to the user and are able to warn users about all the types of air losses that may be occurring An automatic tire inflation system ATIS can restore air to tires with different systems capable of handling different levels of underinflation but such systems usually do not report the actual inflation pressure in any given tire
66. echnology Decision Matrix Exhibit 6 2 NACFE Tire Pressure Payback Calculator Owner Operator Exhibit 7 1 NACFE Tire Pressure Payback Calculator For Hire Fleet with Trailer ATIS Exhibit 7 2 NACFE Tire Pressure Payback Calculator Private Fleet with TPMS on Tractor and Trailer Aug 13 NACFE Page 6 Tire Pressure Systems Confidence Report nena Executive Summary The North American Council for Freight Efficiency NACFE www nacfe org is a nonprofit organization dedicated to doubling the freight efficiency of North American goods movement NACFE operates as a nonprofit with the objective of providing independent and unbiased research to support the transformation of the transportation industry Information is a critical component of decision making and NACFE is proving to help the industry with real world data for fleets and manufacturers to take action to improve their operations and products This specific study highlights successes achieved by innovative fleets through the use of tire pressure technologies supplied by leading manufacturers and provides a platform for those fleets to share their experiences in order to encourage quicker adoption of tire pressure systems across the transport industry For the purposes of this study tire pressure systems refer to on vehicle and or in tire products and methods to assess and manage proper tire inflation on commercial trucks On close examination this industry was seen to be extre
67. economics for tire pressure system adoption Exhibit 6 2 shows a calculation output from the payback calculator Users input their specific data such as the number of tractors and trailers in the fleet the number that will have TPS equipped and acquisition and installation cost of the system into the yellow boxes Default values are provided and sources shown as noted below the calculator Two of the boxes provide drop down menus for users to input the effectiveness of their current tire pressure practices and the ability of the Tire Pressure System to detect problems Then the tool calculates the quantifiable benefits from the system with respect to savings of reduced roadside breakdowns extended tire wear and improved fuel economy for tractor and or trailers equipped with these devices Exhibit 6 2 presents example results for an owner operator end user with one tractor and a single trailer providing a payback in less than 18 months Aug 13 NACFE Page 54 Tire Pressure Systems Confidence Report Eve d Exhibit 6 2 NACFE Tire Pressure Payback Calculator Owner Operator NACFE Study Payback Calculator Tire Pressure Systems Tractors Trailers Notes Number of Tractors Fleet Input Number of Trailers Fleet Input Miles per year 100 000 Fleet Input amp Calculated Effectiveness of Fleet s tire pressure practices Fleet Estimate Vehicle average underinflation Calculated Cost of Tire Pressure System NACFE Est See Source 1 I
68. ed practice Potential Risks Related to External Valve Stem External Wheel Mounted TPMS Field or lab testing of the different commercial systems was outside the scope of the NACFE study Existing publicly available studies of TPMS that compare the performance of different systems indicate that currently available systems function largely as designed by their manufacturers FMCSA 2007 FMCSA 2009 NHTSA 2010 However different types of systems may present different risks due to their specific components or configuration or due to the way fleet maintenance and operations functions must interact with the system For these reasons the NACFE team compiled a list of potential risks associated with the use of TPMS as an aid for fleets evaluating the implementation of this technology into their operations Although there is always the possibility that a given risk may occur it is also possible that the risks listed below will not occur at all or will occur only with very low frequency In any case fleet management should execute a risk analysis and develop at least a basic risk response plan before investing in an extensive system installation Risks are divided into the following categories Operations Equipment Damage Electrical and Leakage Exhibit 3 4 Potential Risks Associated with Use of External Valve Stem External Wheel Mounted TPMS rRisk o ma Operations interactions between tire pressure systems and fleet operations A flee
69. ed with permission of Stereo LP nside Tire U to Fill Tire Transmitting Antenna iving Antennas Ee a 2 5 below Target Pressure 5 below Target Pressure y pe Temperature Compensation of Reported Pressure ow Pressure Alert 1 Factory Setting Nie AAAS zizes S gt 4 313 9 5 5 2 1 2 a 2 birip ajajalsls lal 8 BIBISIFIE Sisisisiet Ss BMF Idol alla Hi leige SSe la 3 j S S 13 e 3is Dia alple lelg a a o miD lt m J gt ao Bio o 2 v 3 5 le a zi gt gt A Rize eilz 2 pa lale gt FE PAPAE nB o Q o fw 3 sjaje 9 T a ary A HEIE 3 m 3 zx h Temperature Alert Level User Programmable Pressure Alert Level n Cab Displa EM and Retrofit Y 3 f 3 2 9 S a Tractor Truck Fitment Trailer Fitment Hardware Installation Time for Tractor Truck i and Hook Feature Standard Warran 1 ojI z 3 3 x ae RE T 3 iy 2 5 a F 5 g c g fa o z z 4 a a amp A e a g a Flashing lights on sensors indicate low Tire hoses with fill ports connect external wheel or hub mounted sensors to valve stems Specific sensor design for steer application Optional Gate Reader can collect and transmit data from specified yard locations Optional Tractor Interface Module TIM can interface to in cab PeopleNet displays to provide alerts to driver and to transmit data to network server Aug 13 NACFE Page 69 Tire Pressure Systems Co
70. ensor This option may work best for small fleets Tire Hoses Tire hoses are used with some systems to connect the wheel end mounted sensor to the tire valve stem Most systems that use hoses also offer a quick fill port so the hose does not need to be removed from the tire valve stem in order to add air to the tire Overview of Functionality of External Valve Stem External Wheel Mounted TPMS The following schematics Exhibit 3 2 and Exhibit 3 3 show the basic functionality of an external valve stem external wheel mounted TPMS system As described earlier each sensor is mounted either on the end of the valve stem or on the wheel end itself Each sensor detects the tire pressure and also with some systems tire temperature and then wirelessly transmits this data to the transceiver repeater which will then send the signal to the in cab display or else the sensors simply transmit the signal directly to the in cab display It is important to note that on some of these systems tire temperature data represent the temperature measured at the wheel end and not the internal tire temperature Systems that measure and compensate for internal tire temperature will be discussed in the next section The signal is then received by the in cab display that will allow the operator to monitor the pressure and temperature of each tire position Some of these systems also offer a drop and hook Aug 13 NACFE Page 23 Tire Pressure Systems Confidence
71. eport on the penetration of approximately 60 fuel saving products or practices across ten commercial truck fleets The information was updated in 2012 and released in a second report in March 2013 NACFE 2013 Included in the report was the adoption rate of tire pressure monitoring systems TPMS for tractor and for trailer as well as automatic tire inflation systems ATIS for trailer and the use of nitrogen inflation Dual tire equalizers central tire inflation systems CTIS tires with built in sealant layers aftermarket sealants and garage floor mounted tire pressure sensing mats were not included in the benchmark study The benchmark study reflects equipment that was purchased as part of new vehicle procurement and does not include aftermarket installation of the technology To date ATIS for trailer applications has seen the greatest adoption rate among the fleets included in the survey The 2010 2012 data suggests that adoption of TPMS and ATIS appears to have leveled off but this is likely due to the stabilization of tire inflation practices among the specific fleets included in the benchmark study Exhibit 1 1 Summary of Tire Pressure System Adoption Rates from NACFE 2013 Benchmark Study NACFE Study Fleet Adoption 2003 2004 2005 2006 PLF 2008 OS 2010 2011 0lz ire pressure monitoring trailer Tire pressure inflation traller ire pressure monitoring tractor Nitrogen Fill Aug 13 NACFE Page 11 Tire Pre
72. erage give them the best performance for their tires and vehicles To maintain safety and durability a fleet would never want to use a cold inflation pressure which is lower than the required minimum tire inflation pressure as defined by the manufacturer However a fleet may want to explore how tire pressures fluctuate during a normal day and whether operations can be improved by modifying existing strategies to maintain inflation pressure Along with any existing strategies a fleet may have in place the market today offers a wide range of tire pressure systems which work to overcome one or more of the primary causes of tire underinflation FMCSA 2007 NHTSA 2010 Park 2013 e Natural air loss due to diffusion through the tire casing estimated at up to 2 psi per month at normal tire operating pressures of around 100 psi e Air seepage due to a malfunctioning valve leaking valve seals or improper bead seating up to approximately 2 psi per week to 2 psi per day e Slow to moderate leaks primarily due to small punctures but may also be caused by valve or bead seat irregularities up to the range of about 5 psi per hour e Rapid air loss at rates of approximately 1 5 psi per minute or higher Sudden catastrophic air loss is not included as a condition that can be addressed by tire pressure systems and is outside the scope of this study Different systems are designed to report and or correct for one or more of the conditions above
73. essure at the time of sensor installation Continues to operate 24 7 monitors every 7 seconds Sensors are available to be used with other systems NACFE Page 72 Tire Pressure Systems Confidence Report nae Product Information Company Name Bendix Commercial Vehicle Systems LLC Application Steer Drive and Trailer SmarTire Display The sensor mounted on each wheel checks tire air pressure and temperature inside the tire envelope The wireless receiver reads the pressure and temperature and then transmits the data to the in cab display The in cab display monitors tire pressure and temperature of each tire position in real time Deviation from target pressure is displayed including temperature compensation Trailer tires can also be monitored using a stand alone system and a trailer lamp Standard Tire Sensor images used with permission of Bendix Commerc Vehicle Systems LLC Product Detail Sensor Mounted Position internal wheel mounted Inside Tire Y Sensor Visible on Wheel End o y CS Sensor Removal Necessary to Fill Tire O Transmitting Antenna Integral to sensor Number of Receiving Antennas ee Measurement Type ooo Pressure and Temperature SSS O Temperature Compensation of Reported Pressure SIY o Number of Low Pressure Alert Settings i Moo OE Low Pressure Alert 1 Factory Setting 15 below Target Pressure Low Pressure Alert 2 Factory S
74. etting 20 below Target Pressure O O O O Fast Leak Alert o Immediate Notification for every 3 psi pressure loss High Pressure Alert o eo High Temperature Alert Level O o o oo OSSR O O U OO User Programmable Pressure Alert Lewel CY CESTA O T e Procurement Options ooo OEM and Retrofit S Maximum Number of Wheel Positions 0 S20 S oeut Ena C Hardware Installation Time for Tractor Truck 4 hours 2 technicians 2 hours each Hardware Installation Time for Trailer 2 hous Cd Drop and Hook Feature Standard Warranty o 3years 350 000 miles all components Early warning of tire temperature and pressure inside the tire with internal wheel mounted sensor Only current commerical i i i Trailer only system available using sensors receiver mounted between trailer axles and a lamp display mounted on the front of the trailer Can transmit data from display to third party service provider when connected to tractor equipped with telematics communications Aug 13 NACFE Page 73 Tire Pressure Systems Confidence Report ncRNA Product Information TireVigil TPMS Sees ala TireVigil TPMS Trailer Company Name Product Website stem Type ressure Sensor Type Pressure and Temperature Measurement Type Pressure and Temperature Dp Steer Drive and Trailer Intemal sensor Tractor Tire Sensors send data wirelessly to Omni Sensor Transceivers OST that wirelessly forward
75. f this study an automatic tire inflation system or ATIS will be distinguished from TPMS tire pressure monitoring system and CTIS central tire inflation system by the following features e The ATIS will operate automatically to restore the tire inflation pressure to its target or specified level that is without requiring any manual intervention to initiate re inflation e The system will function to maintain target pressure across a normal or typical range of ambient operating conditions e The system is pre set to one single target pressure or to a single target pressure per control unit this target value being non adjustable by the vehicle operator from inside the cab during vehicle use e Actual tire pressure is typically not reported for the tire wheel assemblies connected to the system The distinction between ATIS and CTIS is considered to be the ability of the CTIS to respond to on demand changes in target pressure which can be achieved with a user interface inside the cab In contrast ATIS are generally designed for single target pressure Further elaboration of the functionality and evaluation of ATIS can be found in SAE Recommended Practice J2848 2 Types of Automatic Tire Inflation Systems ATIS Current ATIS are largely separated into two fundamental types based on air supply which determines whether the systems are considered to be centralized or distributed e The most common type of ATIS is a centralized system in
76. function is entirely mechanical and is installed on each individual tire This tire technology could be implemented on steer drive or trailer positions All ATIS Type 2B products are in prototype or early pre production phase and will therefore not be considered in later sections of this report Details of the operation of ATIS Type 2A and ATIS Type 2B technologies are today relatively strictly guarded under intellectual property and trade secret rights Some fundamentals related to the systems but which may not represent final product configurations are described in the patent literature Renier 1993 Benedict 2012 Richardson 2012 Overview of Functionality of ATIS Type 2 Tire inflation systems of this type should exhibit the following capabilities and are generally applicable to either Type 2A or Type 2B systems The relative novelty of these systems may mean that not all intended functionality has been deployed as of the time of this study e Compensate for the natural tire pressure losses due to air diffusion through the tire body Since this phenomenon is occurring on all tires at the same time the system must be able to supply air to all tires connected to it at this rate e Compensate for other conditions of relatively low leak rates such as air losses between the tire and the wheel in the bead seat zone and at improperly tightened or leaking valve stems or cores As above the system must be able to supply air to all tires connec
77. ght duty vehicles Standardization Since 2007 all new light duty vehicles in the United States have been equipped with TPMS usually installed at the vehicle OEM level In recent years sensors in these systems have begun to reach the end of their normal battery life requiring replacement of the sensor package Although new sensors can usually be obtained at the OEM dealership service center the correct sensor may not be available if the vehicle owner arranges for tire service to be performed by an independent tire shop Because TPMS is governed by the TREAD Act in the light duty segment in certain instances service providers may be held liable if a vehicle is released from their shop with a TPMS that is not operating properly The maturing of light duty TPMS technology has had several impacts on the tire pressure sensor industry First there has been a consolidation in the number of companies supplying sensors to both the OEMs and the aftermarket Second has been the development of universal sensors which are designed to operate with components of any TPMS manufacturer These trends have made it easier for vehicle servicers to support the wide range of TPMS products on the market and to accommodate vehicles that may now be equipped with sensors of mixed brands Deployment of systems with individual tire pressure sensors is much less developed in the heavy duty freight transport industry Generally speaking commercial vehicle TPMS supplie
78. hicle itself All system components are placed in a single centralized location per depot or service center Pressure measurements can be obtained rapidly and automatically for all tires on a vehicle without any manual intervention Although the effects of load on the tire contact area is automatically taken into account it is unclear if currently available pressure sensing mats can compensate for pressure variations from tire heating due to rolling or environmental conditions Users would need to carefully determine the pressure tolerance limits for their specific operations in order to avoid false pressure warnings from the system while also setting sufficiently tight control ranges to ensure that proper tire inflation is maintained Sensor measurements may be affected by normal contaminants such as dust oil dirt and moisture that are frequently present at fleet sites Certain pressure mats or plates may be better suited to a controlled test environment rather than a commercial fleet setting Technology of this type will be most effective in an application where vehicles return to a terminal or central location daily or at least on a frequent basis 3 1 4 Manual Tire Pressure Check Procedures in Fleets An air pressure maintenance program to manually check tire pressures is recommended for all fleets those who do not use tire systems such as TPMS or ATIS as well as for those fleets who have adopted a commercial tire pressure system Effe
79. holders Aug 13 NACFE Page 27 Tire Pressure Systems Confidence Report nena Receiver Transceiver or ECU Antenna A receiver transceiver or ECU antenna is used to transmit both tire pressure and temperature data wirelessly from the sensors to an in cab display In some systems this is also used as the wireless device for a drop and hook feature for trailers In Cab Display The in cab display is used as the interface between the operator and the tire sensors The display enables the operator to monitor the tire pressure and temperature of each tire Most in cab displays continuously monitor the tire pressure and temperature data as transmitted from the wireless sensors This data can be shown on the display in various forms from actual tire pressure readings actual tire temperature readings audible alerts fast leak low pressure and high pressure and visual symbols and flashing light alerts The maximum number of wheel positions that can be monitored by a single display varies from system to system The in cab display is mounted in the instrument panel Trailer Lamp The trailer lamp is mounted to the forward face of the trailer and is visible to the driver through the driver s side mirror The lamp will illuminate when there is a loss of tire pressure Hand Held Programming Receiving Tool Hand held programming tools are optional devices that are offered with some systems They can be used for programming each tire position and
80. ication Simple uncluttered in cab displays focus on alert notification for 3 levels of criticality Details are transmitted to mobile device for driver to access when vehicle is stopped Optional Tire Servicing App to assist fleet maintenance Advises Fleet Management of Tire Problems Not Driver Centric Aug 13 NACFE Page 74 Tire Pressure Systems Confidence Report ncRNA Product Information roduct Name Company Name Product Website wwew valortpms com o ooo stem Type Pressure Sensor Type ea aR or Internal valve stem Measurement Type Pressure and Temperature App Steer Drive and Traller The sensor mounted on each wheel checks tire air pressure and temperature inside the tire envelope relative to a preset target pressure The transceiver then reads the signal and transmits the tire pressure and temperature data to the in cab display The transceiver will wirelessly relay the data collected from the trailer tires to the tractor The in cab display monitors tire pressure and temperature of each tire position in real time Sensor Mounted Position nside Tire Sensor Visible on Wheel End Sensor Removal Necessary to Fill Tire Transmitting Antenna Number of Receiving Antennas Measurement Type emperature Compensation of Reported Pressure Number of Low Pressure Alert Settings Low Pressure Alert 1 Factory Setting Low Pressure Alert 2 Factory Setting ast Leak Alert High Pressure Alert High Temperature Aler
81. icing road chemicals were more common Aug 13 NACFE Page 50 Tire Pressure Systems Confidence Report nena For Hire versus Private Fleets During the course of the analysis of data collected from the fleets it was noticed that for hire trucking firms fleets who were hired to haul freight for others tended to adopt or study to adopt tire inflation systems more often than their private carrier counterparts Private carriers are fleets that manufacture and or distribute their goods using their own transportation equipment This conclusion was clearly not universal but evident Numerous fleets both for hire and private mentioned that their choice of system was often contingent upon their drivers For hire fleets tended to more highly value systems that did not require interaction from the driver automatic tire inflation while the private carriers wanted to better engage the driver in fixing the inflation problem tire pressure monitoring This seems to be due to the fact that there is much shorter tenure of truck drivers in the for hire group than in the private carrier group See Exhibits 5 1 and 5 2 below for driver turnover using the same scale for these two groups For hire truck drivers are less experienced and move from one company to another five times more frequently than drivers employed by private fleets Those buying and operating these fleets therefore seem to tend towards the less driver intensive systems of automati
82. iler Fitment Hardware Installation Time for Trailer TCO a rere limited fre m de nd materi Standard Warranty Aenda amo semaine sane pecific Features Internal traller axle air lines do not pressurize trailer axle tube Circuit board in controller increases driver alert capabilities of system Tire pressure can be manually checked without disconnecting any system components via check ports on each tire hose Aug 13 NACFE Page 77 Tire Pressure Systems Confidence Report nooner Product Name Meritor Tire Inflation Systems by P S I www psi atis com System Type Automatic Tire Inflation Application System Summary Meritor Tire Inflation Systems connects all of the tires on a trailer to a controlled air supply to fill and maintain air pressure level The existing trailer air supply flows to a control box and then to each axle The axles carry air through a rotary union assembly at the spindle end and distributes to each tire as needed If a tire is leaking at a level which cannot be compensated by the system check valves in delivery lines prevent loss of pressure in the remaining tires The indicator light on the front of the trailer will come ON to signal excessive air loss caused by a leaking tire or a loose connection or both Nhat ee r fnm Pait Hop SD ime tne Images used with permission of Pressure Systems International Inc Product Detail Trailer air tank Pressurized axle Y N Mo
83. ilers are characterized by high miles driven delivering goods such as consumer products in dry van or refrigerated trailers bulk materials via tankers freight on flatbeds etc There are approximately 1 8 million of these vehicles in the United States and they represent a majority of the fuel used in ground transport and consequently also consume large quantities of tires The value of appropriate tire pressure is significant and becomes increasingly so with higher fuel and tire prices As fleets are actively pursuing efforts to lower their operating costs manufacturers are responding with technologies that ensure good pressure levels in the tires of Class 8 trucks Fleets are also realizing that their tire pressure maintenance practices which at present primarily consist of having drivers manually check tire pressure at all wheel ends are not sufficient to keep the tires at the appropriate pressure The fleets shared with NACFE that they recognize the benefits of proper tire pressure and are considering the adoption of technologies that can better ensure it Conversations typically centered around three primary benefits Aug 13 NACFE Page 49 Tire Pressure Systems Confidence Report nea 1 Improved safety and fewer roadside breakdowns Very low tire pressure which can result from decreasing air in the tire left unattended can cause a tire rupture and potentially a vehicle accident At a minimum it can create a roadside breakdown
84. in their retrofit actions e Axles are being supplied already drilled and tapped to the trailer assembly facilities to better accommodate integration of the tire pressure systems on the production lines 4 2 Tractor OEMs The NACFE team met with tractor builders over the course of the project and received the following insights e Tire pressure is important on tractors as well as on trailers but tractor builders reiterated the belief that tire pressure is better maintained on tractors than on trailers e One tire pressure monitoring system is production available at three of the OEMs with somewhat limited adoption It was shared that the system s payback even with the higher relative miles driven on the tractor is not yet sufficient to generate significant demand e Other manufacturers products are available on new equipment via new truck upfitters or dealers prior to delivery of the equipment to the purchaser e Multiple tractor OEMs shared that they would be willing to engineer various TPMS into their tractors for a reasonable order volume and a few also shared that they are conducting internal studies in order to offer these systems as regular production This approach could lead to reduced cost for purchasers of tire pressure systems as the components would be integrated in the truck thus avoiding the upfit costs 5 0 Summary of Fleet Perspectives and Experiences with Current Tire Pressure Systems Class 8 over the road tractor tra
85. inflation of their tires For each tire model the tables designate both the maximum load that the tire is capable of supporting and the maximum inflation pressure which is the amount of pressure needed in order for the tire to carry the maximum load The tables also recommend the required minimum inflation pressure for loads that are less than the maximum Generally the required minimum inflation level is set to ensure that the tire will not be operated under low pressure conditions that could compromise the life of the casing A fleet that is running tire loads that are less than the maximum indicated in the load inflation tables therefore has some level of choice of operating pressure The tire must be inflated to at least the required minimum inflation pressure for a given load but can feasibly be inflated to any level up to the maximum inflation pressure The target pressure selected by the fleet depends on the point where the best performance is observed not just for wear but also for braking handling ride comfort stability and fuel consumption Fleets that have been in business for some period of time will usually come to identify a level of tire inflation which offers optimum performance for tire wear fuel consumption and low maintenance and which gives satisfactory vehicle performance for drivers This may represent a single inflation pressure across steer drive and trailer tires or may be a separate inflation pressure for each tire
86. ing hubcap venting capacity Complexity of installation Control Unit or air line damage from flying debris More parts and greater complexity of installation relative to any other tire pressure system excluding CTIS System stops functioning or may try to operate continuously Air line chafing against sharp or metal edges System unable to replenish air to tires or may allow tire leaks Tire hose damaged from contact with wheel stretching or slack allowing hose to extend past wheel System unable to replenish air to tires or may allow tire leaks Air lines pinched or blocked Moist air due to insufficient drying or filtering of air at trailer air tank System unable to replenish air to tires Casing damage or decreased tire life corrosion Ice in system Air flow blocked can increase moisture content of air supply Contaminants in system components oil debris from multiple entry points hubcap vents axle corrosion or aging improperly installed axle venting Degraded system performance deterioration of seals chemical interactions with rubber materials Aug 13 NACFE Page 40 Tire Pressure Systems Confidence Report nena Electrical Corrosion of terminals or Lamp does not function Driver not warned that system is operating connectors for trailer indicator lamp Power loss to controller System unable to replenish air to tires or sy
87. inting Office Stock No 869 036 00025 1 Washington D C June 9 1998 www fhwa dot gov tea21 Technology amp Maintenance Council Recommended Practice RP 235 Guidelines for Tire Inflation Pressure Maintenance American Trucking Associations Arlington VA 2012 The Goodyear Tire amp Rubber Company Radial Truck Tire and Retread Service Manual 2003 Tire Pressure Monitoring Systems For Medium and Heavy Duty Highway Vehicles SAE Surface Vehicle Recommended Practice J2848 1 SAE International April 2010 Tire Pressure Systems Maintenance ATIS Type for Medium and Heavy Duty Highway Vehicles SAE Surface Vehicle Recommended Practice J2848 2 SAE International June 2011 TlreVigil TPMS Product description brochure TireStamp Inc Rochester Hills MI 2013 TREAD Act Transportation Recall Enhancement Accountability and Documentation Public Law 106 414 U S Government Printing Office Washington D C November 1 2000 www gpo gov fdsys pkg PLAW 106publ414 U S Environmental Protection Agency SmartWay 2000 Traverwood Drive Ann Arbor MI 2013 www epa gov smartway partnership Valor Tire Pressure Monitoring System sales brochure Valor 2013 Aug 13 NACFE Page 67 Tire Pressure Systems Confidence Report nea Appendix A Product Summary Sheets for Selected Tire Pressure Technology Categories Product summary sheets were developed for seven TPMS and five ATIS
88. ire pressure systems by category including primary attributes and company contact information is included in Appendix B Five tire pressure technology categories and over 30 products are cited in this table This list is not considered to be all inclusive given the potential for rapid turnover of products in the market As adoption of tire pressure technologies expands in the industry it is expected that creative solutions will continue to be developed with improved performance even better reliability greater functionality overall lower cost and probably greater standardization and will help sustain improvements in the efficiency and reliability of North American commercial freight transport Aug 13 NACFE Page 10 Tire Pressure Systems Confidence Report nea Chapter 1 0 Introduction and Background The North American Council for Freight Efficiency NACFE or the Council was created in 2009 with the objective of supporting the transportation industry in the adoption of technologies that could deliver significant improvements in fuel savings and fleet operations In support of that goal in 2012 the Council embarked on a program to look at existing commercial product offerings for certain selected technologies The Tire Pressure Systems Project represents NACFE s first study report to be released under this new program 1 1 Rationale for Study of Tire Pressure Systems In 2011 the Council published its first benchmark r
89. iven regulator will be controlled to the same target pressure If a different target pressure by axle is desired an additional regulator must be included in the control unit and set to the second target pressure This situation could occur in the case of a trailer lift axle fitted with a different tire size than on the stationary axle positions A flow switch or alternatively a pressure sensor in the control unit is used to signal when the inflation system is operating to rectify an underinflation condition The detection system is wired to an indicator lamp on the front of the trailer which warns the driver that the system is working to inflate one or more tires This is usually the only electrical component of the inflation system Air flow higher than a certain threshold or pressure below a certain threshold will cause the warning lamp to be turned on If a vehicle is starting its operation from cold tire conditions for example after being parked all night the trailer warning light may be on for 10 minutes while tires are warming up and the system is inflating to target pressure Continuous illumination of the warning lamp indicates a tire inflation problem or more rarely a system malfunction that should be investigated The control unit may include components that regulate a pressure relief function for cases where tire pressure is higher than a certain level say 10 psi above the target pressure If the tire pressure increases to the o
90. ld identify the specific tire with the low pressure condition and report the actual inflation pressure of the tire Report tire pressure at any time during normal operation of the vehicle not just during alerts Accommodate use on tractor only trailer only or combined tractor trailer systems including multi trailer vehicle configurations with reporting to a single in cab display or monitor Allow trained and authorized fleet personnel to adjust target pressure or alert levels at the fleet site or in the field Provide indication to driver or other fleet personnel of any system or sensor malfunction with diagnostics to help identify the nature of the malfunction and continue to operate properly for remaining sensors in the event of the loss or damage to an individual sensor Sensors should not affect tire performance or characteristics of the tire wheel assembly such as balance or proper tire wheel interface integrity NACFE Page 25 Tire Pressure Systems Confidence Report nn SS d e Sensors should function under all conditions normally encountered during vehicle operation such as speed ambient temperature and vehicle maneuvers e Optionally the system may measure and report temperature which could be used to determine overheating at a wheel end location e Optionally for systems connecting to the vehicle CAN the system should respect the requirements for vehicle communications described in the SAE J1939 1 recommend
91. leet The TPMS category includes mats or plates containing an array of sensors that pick up and transmit the loading conditions of the tire footprint as the tire rolls over the surface of the mat The mats can be embedded in pavement or placed on the floor of a garage In addition fleet wide manual tire pressure check procedures are included in this category Most of these systems can also signal an overpressure condition With the exception of the floor sensor mats all systems included in this report are direct TPMS that is systems wherein pressure is measured directly and is not derived from other vehicle or tire parameters Dual Tire Pressure Equalizers In these systems a single sensor unit is mounted to the vehicle wheel end monitoring the pressure in both tires of a dual tire assembly with a hose connection to each tire valve stem If pressure levels between the tires do not match either due to temperature warming of one tire position versus the other unequal loading or slow air seepage the system will attempt to bring the inflation pressure of the two tires to the same level No air is added or removed from the dual assembly by the equalizer unit If air loss continues the leaking tire is isolated and a static visual display indicates the progressive loss of pressure Automatic Tire Inflation Systems ATIS These systems monitor tire inflation pressure relative to a pre set target and re inflate tires whenever the detected pressure is
92. leets want to have tire pressure systems on both their tractors and trailers These include owner operators who own both the tractor and the trailer and tend to always keep them connected as well as fleets that operate much the same way In these cases fleets tend to prefer tire pressure monitoring systems that allow for a common system across both tractor and trailer with the same in cab communication displays and common telematics data acquisition The average trailer to tractor ratio for fleets in the Unites States is around 3 1 NACFE Study fleets reported 3 1 1 in 2013 and can range from a low of around 1 3 1 for refrigerated fleets to over 10 1 for specialty business model situations Therefore trailers tend to only be attached to a tractor for weeks or even only days at a time creating a lack of attention to trailer maintenance by many drivers This situation tends to encourage fleets to consider tire pressure inflation systems that will help ensure appropriate tire pressure if trailers are away from terminals or maintenance centers for an extended period of time or simply do not get the regular tire pressure checks that tractor tires often receive For fleets that are data driven and who want to understand the tire pressure details for different tire positions on various equipment types and when driving diverse routes TPMS can be the option where the data available for that analysis can be easily communicated logged and sent to the ap
93. ll be evaluated at a later date The fleet mentioned that they have been following the developments of ATIS Type 2A Aug 13 NACFE Page 56 Tire Pressure Systems Confidence Report ne described in Chapter 3 of this report as a potential cost effective tractor solution Payback results using this fleet s data in the NACFE tire pressure payback calculator are as shown in Exhibit 7 1 below Aug 13 NACFE Page 57 Tire Pressure Systems Confidence Report nn S d Exhibit 7 1 NACFE Tire Pressure Payback Calculator For Hire Fleet with Trailer ATIS NACFE Study Payback Calculator Tire Pressure Systems Tractors Trailers Notes Number of Tractors Fleet Input Number of Trailers Fleet Input Miles per year Fleet Input amp Calculated Effectiveness of Fleet s tire pressure practices Fleet Estimate Vehicle average underinflation Calculated Cost of Tire Pressure System NACFE Est See Source 1 Installation Cost particularly if retrofit Total Installed Cost Calculated Equipment with TPS Fleet Input Total Installed Cost 7 500 000 Calculated Benefits Roadside Breakdowns due to low pressure Tire Related Breakdowns Truck Year From NACFE Fleet Survey Avg cost breakdown including tire cost From NACFE Fleet Survey Effectiveness of TPS to detect Fleet Estimate Benefit from reduced breakdowns 4 000 000 Calculated Tire Wear Improvement in tire life 16 Sources 2 and 3 below Tire cost per mile 0 0
94. m Technologies Aug 13 NACFE Page 20 3 1 Tire Pressure Monitoring Systems TPMS Tire Pressure Systems Confidence Report nea In this study a tire pressure monitoring system or TPMS will be distinguished from an ATIS automatic tire inflation system and a CTIS central tire inflation system by the following features A TPMS monitors pressure and in some cases temperature for each individual tire TPMS can identify underinflated tires by using a device that senses pressure and temperature and in most cases transmits the data and displays it to the operator A TPMS monitors each tire based on a pre set target pressure and issues alerts based on the difference between the target pressure and the actual measured pressure in the tire Types of Tire Pressure Monitoring Systems Current TPM systems are separated into two fundamental types depending on the positioning of the sensors Aug 13 External valve stem mounted External wheel mounted tire pressure monitors External valve stem mounted tire pressure monitors use sensors that are mounted to the end of the valve stem in place of the valve stem cap The sensors monitor the air pressure of the tire and in some systems monitor the wheel end temperature The sensors then transmit the data from the tire to a transceiver repeater and on to an in cab display There are some systems that transmit directly from the sensors to an in cab display External wheel mounted
95. me for Trailer Drop and Hook Feature Standard Warranty Specific Features Only current TPMS product with sensor mounted internal to tire in summit area Location of sensor enables reporting of internal air and tire temperature independent of effects of other wheel end components 2 years parts only OEM would be contractual Possible to have trailer only system with indicator lamp mounted on trailer to alert driver Continues to operate 24 7 unless deactivated if preferred for parked trailer for example Aug 13 NACFE Page 70 SE abot Tire Pressure Systems Confidence Report Rt B Sensor Product Information Doran 360HD Doran 360 SmartLink Company Name Doran Manufacturing LLC System Type Tire Pressure Monitoring The sensor mounted on each valve stem monitors tire air pressure and y i temperature then wirelessly transmits the data through the antenna which forwards the signal to the transceiver trailer or the in cab display The transceiver will wirelessly relay the data collected from the trailer Programming Tool Transceiver tires to the tractor The tire pressure monitoring system display receives this signal and instantly compares the current tire pressure reading with the preset target pressure level The programming tool can be used to program the sensors to each wheel position The in cab display monitors the tire pressure and temperature of each tire
96. mely diverse with many players and a wide range of available products aimed at helping fleets measure and control the inflation pressure of their tires There was also user uncertainty regarding the capabilities of each technology and the ability of the various tire pressure systems to meet the fleet s specific needs In this context the first task of the project team was to identify and categorize the different types of systems currently available in the market The result of this effort is shown in the following chart and each technology is discussed in detail in Chapter 3 Aug 13 NACFE Page 7 Tire Pressure Systems Confidence Report nena Even though the categories shown above are all grouped under the umbrella of tire pressure systems not every technology can address every type of tire inflation problem Nor does every technology provide the same level of information to the user about the pressure condition of a specific tire To help clarify performance capabilities by technology the second task of the team was to identify a hierarchy of tire air losses which could then be used to differentiate between commercial systems and also used to match fleet needs to product type Excluding catastrophic air loss which is judged to be outside the scope of the study the general classes of tire air losses to be considered in the project are described below listed in order of increasing severity e Natural air diffusion or perm
97. ment or control of vehicle performances such as speed or stability e Avoid redundancy of on board display equipment Tire pressure systems need to provide reporting and communications functions that are clear are adaptable for organizations who want to either increase or limit driver responsibility for tire inflation and which have the option to integrate with communications solutions that may already be in use in the fleet On the fleet side there is a need to prepare the groundwork with training programs for operators maintenance technicians and service providers to ensure that tire pressure system signals and alerts are understood and that the fleet has established and communicated routine procedures for responding to system notifications Operations In general tire manufacturers recommend pressure checks on a weekly basis even if tire pressure systems are in use Fleets whose vehicles do not return to a terminal or service location on a daily or weekly basis may have to rely on equipment that monitors or manages inflation pressure remotely On the other hand fleets whose vehicles return to a terminal on a daily basis may have more options for choosing tire pressure systems or combinations of methods for tracking tire pressure Discussions with the NACFE team have indicated that by and large stakeholders have not reduced their frequency of manual pressure checks but have instead relied on improved pressure maintenance to reduce costs
98. mmary The Aeris tire inflation system is designed to automatically inflate tires that are below the target pressure setting The system uses air from the trailer s compressed air tank The air tank will supply pressurized air to the Aeris controller which will supply regulated compressed air to the air lines going to each tire Tire pressure is continuously monitored and adjusted automatically to the target tire pressure An adjustable air pressure regulator is used for setting user desired tire pressure targets Images used with permission of Sternce LP Product Detail Air source railer air tank ressurized axle Y N Pressure range of operation 0 120 psi Option for User to reset Target Pressure Driver Alert of system operation Driver Alert of fast leak Fast Leak Alert Level 4 E ill trigger system operation 5 psi below Target Pressure Difference below Target Pressure that will illuminate trailer larnp Cutoff pressure to isolate ATIS from air tank nflation rate capabili 10 psi in 2 3 min one tire Number of Axle re Positions Monitored nflate only or Inflate Relief functionali nflate ont Manually check pressure without disconnect Y N Operates when parked Y N Manually check tire pressures per tire manufacturers recommendations for Supplier recommended system inspection cycle s Haiena intervals minimum of once per Check regulator pressure on a quarterly cyce Options Trailer OEM and Retrofit ractor Truck Fitment TE Tra
99. n distribution of sealant around the tire circumference In current configurations sealant is present only in the tread area of the tire covering the repairable zone of the tire and also the zone in which most punctures occur Multiple punctures of up to diameter can be sealed with high reliability and the product may be effective in repairing damage from larger obstacles Because sealant has been directly incorporated into the conception of the tire products with built in sealant perform with known and controlled properties They are compatible with normal retread Aug 13 NACFE Page 46 Tire Pressure Systems Confidence Report nena processes and are designed to undergo multiple retreading Sealant is not removed or added during retreading Sealant tires in this category are covered by the same warranty as the equivalent tire model without sealant For long haul applications sealant tires are available in wide base single drive and trailer and in dual trailer fuel efficient models The sealant layer can add 8 10 pounds to total tire weight compared to a non sealant version Built in sealant cannot compensate for natural pressure losses or for leaks or seepage unrelated to tread punctures Sealant tires can reduce emergency downtime expenses by allowing the tire to maintain pressure at or near its original level until repairs can be made However a fleet using sealant tires could potentially run long periods with nails in
100. nal NACFE Technical Advisory Committee Tim Dzojko Air Products Allen Nielsen CR England Mike O Connell Frito Lay Scott Perry Ryder Steve Phillips Werner Enterprises Yves Provencher FPInnovations Mike Roeth NACFE Executive Director Dale Spencer UPS Bruce Stockton Stockton Solutions Aug 13 NACFE Page 2 Tire Pressure Systems Confidence Report nena Table of Contents List Of Terms and ACrONYMSsiesisiedesesdsccesssiseed secs Secesssssedessidsscscssdsvccaesddesdasendedvessdeacessssavicesid vecessdeeteessdcs 5 List f Exhibits sessisccsessiesssisssscdavsscessensass sd vcscessensascecevdecessanssscesucceevanbesseseeecesecceusseasssvasessesbeseasesvonesceenss 6 EXECUTIVE SUIMMALY sissccccssisccccssscccscestececcbacsccsssssvectsasssccssasinesssastaccssssavecssassvesssasduesscaussscssssavesssasascsssseas 7 1 0 Introduction and BackgrounG cccicccicccsssccsccssesscensecvececerscceessvivescessscctecssttodecssssceeassiveoacseseceecsssvooes 11 1 1 Rationale for Study of Tire Pressure SYStOMS cccccsssccssssecssecessecsssseceseeessaeesssaesseseeceesessueessaeesenees 11 1 2 Expected Performance Benefits and Industry Stakes ccccccssccssssecsscecsseeessseessseecseeeessaeesssaeesenees 12 1 3 Regulatory Perspectives for Tire Pressure Systems in Commercial Vehicle Applications 15 1 4 Study Objectives eranan a e a e a E EEEE EEEE REEE 17 2 0 Study Approach sciccscscccscsscccescssssceccsstscsscsecsssssseseces
101. nfidence Report ince Product Information System Summary The ContiPressureCheck system utilizes sensors mounted inside the summit area of the tire to provide accurate temperature and pressure readings The sensor inside a rubber container is glued onto the tire The tire pressure and temperature are sent wirelessly to an ECU antenna mounted on the tractor which then transmits the data to the in cab display Alerts and warnings are displayed inside the cab The system can be used for tractors trailers or in combination Product Detail Sensor Mounted Position i Tire patch Internal tire mounted ___ Inside Tire ooo YE SOS Sensor Visible on Wheel End N S O Sensor Removal Necessary to Fill Tire Transmitting Antenna Number of Receiving Antennas 1 Number of Low Pressure Alert Settings N ressure and Temperature 0 below Target Pressure 8 below Target Pressure i i i i FastleakAlet SSCS High Pressure Alert SCSCSCSSSSSSCCTCCTCTTTCTTTTC S YT High Temperature AlertLevel SSS User Programmable Pressure Alert Level SCS inCabDisplaySSOSCSCSCSSSSSCSCSCSC dCY Procurement Options SSCSSSSSCCCSCSCS Maximum Number of Wheel Positions SCS Tractor Truck Fitment Y Trailer Fitment 3 hours Retrofit including installation of sensors in tires 2 hours Retrofit including installation of sensors in tires Hardware Installation Time for Tractor Truck Hardware Installation Ti
102. nfidence Report nena Page 18 A Technology Decision Matrix was developed to identify the main characteristics and operational features of the various tire pressure system types An ROI or payback calculator was developed for this report that considers the factors of road service call reduction reduced tire replacement cost for normal operations and fuel economy improvements Finally perspectives on new product features and capabilities were summarized from stakeholder interviews Tire Pressure Systems Confidence Report nena Chapter 3 0 Description of Currently Available Tire Pressure Systems for Commercial Vehicles Based on interviews with tire pressure systems suppliers other NACFE conducted fleet surveys and a review of online information sources including industry standards and recommended practices the team organized tire pressure system technologies into the categories shown in Exhibit 3 1 The major categories are Aug 13 Tire Pressure Monitoring Systems TPMS These systems provide a direct measurement of pressure and in some cases temperature The measured pressure is compared to a pre set target pressure determined by the fleet user for a given vehicle wheel position If the tire is underinflated maintenance staff and the driver are alerted by either a static visual display at the wheel end or by the transmission of sensor data to an in cab display or to a computer system that can be accessed by the f
103. nstallation Cost particularly if retrofit Total Installed Cost Calculated Equipment with TPS Fleet Input Total Installed Cost Calculated Benefits Roadside Breakdowns due to low pressure Tire Related Breakdowns Truck Year From NACFE Fleet Survey Avg cost breakdown including tire cost From NACFE Fleet Survey Effectiveness of TPS to detect Fleet Estimate Benefit from reduced breakdowns Calculated Tire Wear Improvement in tire life Sources 2 and 3 below Tire cost per mile Source 5 ATRI 0 042 mile Improved cost per mile Calculated Benefit from tire wear Calculated Fuel Economy Improvement in Fuel Efficiency Sources 2 3 and 4 below Fuel cost per mile Source 5 ATRI 0 590 mile Improved cost per mile Calculated Benefit from fuel economy Calculated Total of all Benefits Calculated Payback in months Calculated Sources 1 An aggregation of NACFE Study interviews ATIS 1 000 TPMS 750 for intial tractor or trailer unit and an additional 475 to add an attaching tractor or trailer to the first TPMS 2 Technology amp Maintenance Council Recommended Practice RP 235 Guidelines for Tire Inflation Pressure Maintenance American Trucking Associations Arlington VA 2012 3 Goodyear Radial Truck Tire and Retread Service Manual 2003 p 40 4 Bridgestone Real Answers Tires and Truck Fuel Economy 2008 p 25 5 American Transportation Research Institute An Analysis of the Operational C
104. oadside breakdowns improved tire wear and lower fuel consumption but did not use all three of these generally in their analyses Roadside breakdowns were the most commonly included justification with tire wear second and fuel economy last Fleets shared that tire wear and fuel economy improvements could be attributed to other actions rather than just the tire pressure system adoption NACFE has created a payback calculator with this report that is described later in this document Other Findings Concerning Technology Selection As stated earlier fleets have a number of choices for systems that will lower their expenses by optimizing tire inflation levels Through analysis of the data supplied by fleets in the Internet survey meetings and discussions at trucking events the following findings emerged e There is a higher adoption of tire pressure systems by fleets that have decided to use wide base tires on their equipment Wide base tires use one wider tire per wheel end rather than the traditional duals The consequence of a tire failure can be more severe in this case as wheel damage may occur with a tire blowout or possibly due to extreme underinflation A few fleets mentioned that they believed it was mandatory to have a tire pressure system with wide base tires although this is not the case currently No tire manufacturer requires the use of tire pressure systems but they may be recommended by a few OEMs Aug 13 NACFE Page 52 Some f
105. ompression that feeds air to the tire In the second case the tire itself provides the pumping action The tire must be rolling for either system type to function ATIS Type 2 products are distributed systems meaning that the system is self contained in the tire or at each wheel end with multiple units on a vehicle These systems are designed to compensate for the natural loss of tire pressure over time due to the diffusion of air through the tire envelope and other slow to moderate leakages Type 2 ATIS typically cannot overcome a developing leak at the same level of air loss that can be compensated by Type 1 ATI systems ATIS Type 2A A small bolt on disk assembly is mounted to the hub of each wheel end Air is drawn into a chamber inside the assembly and is moved through the chamber by an internal roller that compresses the air during rotation of the wheels on the vehicle It is a self contained mechanical pump with no batteries powered by wheel rotation alone If the air pressure in the tire is less than the pre set target of the unit air will move through a tire hose connected from the hub mounted assembly to the tire valve stem A single unit is mounted on each wheel end and can accommodate dual or wide base single tire configurations Units are factory set to a specific target pressure If different pressures are needed for Aug 13 NACFE Page 41 Tire Pressure Systems Confidence Report nena drive tires than for trailer
106. on Matrix This tool identifies the major attributes of the various tire pressure technology types in a single chart End users tire pressure systems manufacturers tractor and trailer builders and others can select specific systems of interest and compare the characteristics of the various technologies A description of this matrix is found in Chapter 6 and the tool will ultimately be available from the NACFE web site This Aug 13 NACFE Page 9 Tire Pressure Systems Confidence Report nena tool is meant to condense the immense amount of information obtained during this study effort into a single matrix that can assist in the choice of various technology types for specific fleet operations 3 Payback Calculator The NACFE calculator uses data from various published sources including the Federal Motor Carrier Safety Administration the Technology and Maintenance Council tire manufacturers fleets the tire pressure systems suppliers tractor and trailer manufacturers and others It calculates a simple payback in terms of roadside breakdowns tire wear and fuel economy cost reductions given the use of the vehicles and data supplied by the fleet Users may evaluate tractor only trailer only and tractor plus trailer fitments It is a balanced and straightforward tool to be used by stakeholders in the industry to show the general economics for tire pressure system adoption The payback calculator tool is described in Chapter 6 and will
107. onents requiring a longer and costlier labor process about twice as much cost as if the device was procured on the original equipment The team concluded that there are some early adopters of tire pressure systems They include but are not limited to e Tankers and in particular those hauling hazardous materials where the gravity of a vehicle accident can be severe e Vehicles with high trailer miles and or low trailer to tractor ratios for instance refrigerated units where the benefits of proper tire inflation are further amplified with the higher miles e Duty cycles with diminishing loads where the diversity of fully loaded and empty trailers cause tire wear problems and where consistent sufficient tire pressure can help System Selection Reliability Universally fleets shared that the number one criteria for tire pressure system selection is reliability The equipment simply must not have downtime as the efficiency of down equipment is zero Factors such as the variation of available system designs from monitoring to inflation sensors inside the tire versus outside vehicle supplied inflation air versus direct atmospheric air supply provides difficult challenges for fleets in selecting the appropriate system for their use There is much improved confidence in the current systems in comparison with earlier versions where problems with sensor reliability and durability and component robustness against harsh environments such as de
108. ons The mandates of these bills and the primary impacts for commercial vehicle pressure systems are summarized in the following table Aug 13 NACFE Page 15 Tire Pressure Systems Confidence Report DRIVING nia Exhibit 1 2 Summary of Federal Legislation Related to Tire Pressure Systems in Commercial Vehicles Legislation Date Enacted Impacts for Commercial Vehicle Applications TEA 21 Directed the U S Department of Transportation to conduct Transportation Equity research on the use of sensors on trucks and tractor trailers to Act for the 21 June 9 1998 monitor and check tire pressures The initial FMCSA study of Century tire underinflation in the transportation industry was funded P L 105 178 as a part of this legislation The study was published in November 2003 TEA 21 1998 Directed the U S Department of Transportation to prepare rulemaking defining the implementation of tire pressure TREAD Act warning systems on vehicles with GVWR of 10 000 pounds or Transportation Nov 1 2000 less excluding motorcycles and vehicles with dual wheel Recall Enhancement configurations on an axle Following the passage of the TREAD Accountability and Act Federal Motor Vehicle Safety Standard FMVSS 138 Tire Documentation Pressure Monitoring Systems mandated TPMS for light duty P L 106 414 vehicles Although the legislation did not require heavy trucks to install tire pressure warning systems regulations for the
109. or of wheel end High Temperature System diagnostics for malfunction 2013 North American Council for Freight Efficiency All rights reserved The contents of this document are provided for informational purposes only and do not constitute an endorsement of any product service service provider manufacturer or manufacturing process Nothing contained herein is intended to constitute legal tax or accounting advice and NACFE assumes no liability for use of the report contents No portion of this report or accompanying materials may be copied reproduced or distributed in any manner without express attribution to the North American Council for Freight Efficiency 6 2 Payback Calculator Fleets manufacturers and others can input data and estimate the payback of certain technologies given the benefits described throughout this report The calculator uses data from various published sources including the Federal Motor Carrier Safety Administration the Technology and Maintenance Council tire manufacturers fleets the tire pressure systems suppliers tractor and trailer manufacturers and others It calculates a simple payback in terms of roadside breakdowns tire wear and fuel economy cost reductions given the use of the vehicles and data supplied by the fleet Users may evaluate tractor only trailer only and tractor plus trailer fitments It is a balanced and straightforward tool to be used by stakeholders in the industry to show the general
110. ored negating the benefits of the TPMS turnover of drivers Technician does not understand system Installing sensors correctly is very important especially when installation or operation or frequent reinstallation is required It is important to make sure the correct turnover of technicians sensor is installed in its original tire location Improper installation of the sensor may push the tire off center and Sensor may cause the sensor band or strap to be sheared off Battery life shorter than expected by Batteries cannot be replaced new sensor must be purchased and fleet installed Sensor general May be damaged during tire mounting demounting Performance of internal sensors may be degraded due to Sensor general contaminants inside the tire envelope such as oil water sealants or other debris Sensor recane mounted Sensitivity or damage due to summit location of sensor resulting g from normal rolling cycle of tire or road shock to tread area Power loss to transceiver repeater May cause the system to be inoperable Loose wires electrical shorts May cause the system to be inoperable FMCSA 2003 NHTSA 2010 FMCSA 2007 SmarTire 2010 Valor 2013 Interviews with Industry Stakeholders 3 1 3 Pressure Sensing Mats Pressure sensing mats or plates have been developed by a small number of suppliers as a means to quickly measure and report the tire inflation condition automatically as a vehicle enters a ga
111. osts of Trucking A 2012 Update September 2012 Tire cost per mile 0 042 Fuel cost per mile 0 59 2013 North American Council for Freight Efficiency All rights reserved The contents of this document are provided for informational purposes only and do not constitute an endorsement of any product service service provider manufacturer or manufacturing process Nothing contained herein is intended to constitute legal tax or accounting advice and NACFE assumes no liability for use of the report contents No portion of this report or accompanying materials may be copied reproduced or distributed in any manner without express attribution to the North American Council for Freight Efficiency Aug 13 NACFE Page 55 Tire Pressure Systems Confidence Report nena 7 0 Fleet Case Studies Two case studies of tire pressure system adoption are presented below The first describes the adoption of automatic tire inflation systems ATIS on trailers by a for hire fleet and the second tire pressure monitoring TPMS for both tractors and trailers by a private carrier These case studies are representative of a number of fleets that were interviewed by the study team and are a consolidation of their experiences They are not actual examples of any one fleet s experiences but are characteristic of real fleet operations and provide helpful information for those considering the purchase and use of tire pressure systems 7 1 Case Study
112. ounding properties and each supplier creates a specific formulation to adapt the product to a particular usage Although different suppliers may recommend different practices for sealant application aftermarket sealants are usually injected before the beads are seated through the valve stem with the valve core removed using a hand pump In some cases sealant can be injected into fully mounted and inflated tires using a pneumatic pump system Manufacturers have generated tables that indicate the amount of sealant or dosage needed depending on the tire size For typical highway tires in sizes such as 11 R22 5 275 80 R22 5 or 295 75 R22 5 the dosage ranges from about 36 50 fluid ounces or approximately 3 5 pounds per tire for the initial dose After injection it is estimated that the sealant spreads to cover the full inner liner of the tire tread and sidewall area within about the first hour of rolling Additional sealant may need to be added during normal use of the tire Aug 13 NACFE Page 47 Tire Pressure Systems Confidence Report nea Aftermarket sealants may offer an additional barrier against natural pressure losses due to air migration through the casing as well as providing an immediate seal around punctures Certain products may not be capable of sealing punctures but provide a barrier layer to air permeation only Products that are designed to seal punctures advertise the ability to reliably treat punctures in the r
113. ounted Internal Wheel Mounted Tire Casing Mounted Tire Pressure Monitors EE Tire Sensor In Cab Display O Transceiver Receiver or ECU Antenna Exhibit 3 6 Internal Valve Stem Internal Wheel Mounted Internal Tire Mounted TPMS Tractor Trailer Configuration Internal Valve Stem Mounted Internal Wheel Mounted Tire Casing Mounted Tire Pressure Monitors Shown with a trailer configuration EE Tire Sensor c In Cab Display Transceiver Receiver or ECW Antenne Aug 13 NACFE Page 29 Tire Pressure Systems Confidence Report nena Tire pressure monitoring systems of this type should exhibit the same capabilities as the external type with the addition of the item below e The tire pressure system should be able to compensate for the effect of temperature and to distinguish between an observed change in tire inflation pressure due to tire heating or cooling or due to an observed pressure change caused by actual loss of inflation gas The internal tire casing mounted tire pressure monitors should also exhibit the following key features in addition to those mentioned earlier FMCSA 2003 e Integration of a sensor transmitter in a single electronic device e Lightweight and small packaging e Ability to withstand high temperature shock and vibration of normal tire operation and deflection cycles e Ability to sense pressure and tire temperature and to monitor these parameters continuously e Ability to permanently
114. products and are included in Appendix A of this report The appearance or lack thereof of an individual commercial product in this Appendix is not an indication of its performance quality functionality or of any endorsement or recommendation by NACFE NACFE does not endorse products or manufacturers Individual products in each category can exhibit equivalent performance An expanded list of tire pressure systems by category including primary attributes and company contact information is included in Appendix B Products are listed in alphabetical order by the product commercial name Product and product features may not be all inclusive PRODUCT CATEGORY Tire Pressure Monitoring Systems TPMS Sub Category Wheel End Sensors with Transmission Capability Aug 13 NACFE Page 68 Tire Pressure Systems Confidence Report TA Product Information Product Name AirBAT RF Company Name _ __ Stemco LP o O Product Website System Type Tire Pressure Monitoring External valve stem Hub Mounted aS amearer Application ss Steer Drive and Trailer Steer mounted sensor Drive or trailer The AirBAT RF tire pressure monitoring system uses the sensors on mounted sensor the wheel ends to continually monitor the pressure in each tire and then sends it wirelessly to the in driver alert system DAS mounted inside the cab Data can also be collected by using the GateReader or the HandBAT RF HANDBAT Rr GATE READER Images us
115. propriate resource for analysis With respect to tractors a number of fleets shared that they would really like to have the option of ATIS onthem Central tire inflation systems are currently available for military and off road use but are not cost competitive for Class 8 over the road trucking An emerging cost effective solution is the ATIS Type 2 equipment for tractors Fleets see several new features emerging that are very helpful in their expense management They shared that these include such items as o Drop and hook feature that allows different tractors and trailers to use a common system when moving from different equipment o Warning lights at the wheel end for instance a green indicator light when pressure is acceptable yellow if it is somewhat low and red if seriously low in addition to in cab reporting o Managed pressure relief of tires by ATIS if an increase in ambient temperature drives up the tire pressure 6 0 Tools Technology Decision Matrix and Payback Calculator Tire Pressure Systems Confidence Report nena NACFE has created two tools for the industry based on what we have learned from this study a technology decision matrix and a payback calculator Both tools are available as a download from the NACFE website 6 1 Technology Decision Matrix This tool identifies the major characteristics of the various Tire Pressure Technology System types in a single chart shown in Exhibit 6 1 End users tire press
116. r tire pressure systems and 2 3rds had added a training program for their maintenance teams on the use of the equipment Factors contributing to a satisfactory operation of tire pressure systems include e The precondition for fleets to match their needs with the specific capabilities of the various tire pressure systems when making purchase decisions e The importance of user readiness in terms of personnel training and preparation of internal operating procedures around new tire pressure systems to ensure successful deployment in the fleet e The need for the functionality of tire pressure systems alerts warnings data reporting to integrate relatively seamlessly into normal day to day fleet operations without requiring significant system oversight or maintenance by the fleet NACFE has put together the following tools and information in the report to help support the development of a good decision making process for the purchase of various tire pressure technologies 1 Risks of Technology Adoption For sensor based TPMS and ATIS NACFE has created a table of potential operational risks associated with the products This should not discourage any user from adopting a particular product but instead is intended to be used in fleet internal discussions of their readiness to accept a new technology High level risks are summarized for the other categories of products These tables are included in Chapter 3 2 Tire Pressure Technology Decisi
117. ractor tires and 38 of all trailer tires inspected were within 5 psi of the target pressure Aug 13 NACFE Page 12 Tire Pressure Systems Confidence Report nena To put this in perspective the Technology amp Maintenance Council of the ATA states that any tire found to be inflated to less than 80 of the fleet target pressure should be considered flat and immediately pulled from service for inspection TMC 2012 For example this would correspond to a condition of 80 psi in a tire operating in a fleet that has set a target pressure of 100 psi The above results of the FMCSA 2003 study indicate that while not typical it was not unusual for an average vehicle to be operating with a tire in a potentially unsafe condition However at the time the FMCSA study was completed neither the use of wide base single tires in place of duals nor the use of any tire pressure monitoring or maintenance systems mounted on the vehicle were common occurrences It would be beneficial to repeat a data collection effort of this type today with the expectation that greater awareness of the importance of proper tire pressure increased regulatory requirements for vehicle maintenance and the wider use of tire pressure monitoring and maintenance equipment has resulted in much better management of tire inflation levels across the industry Basics of Proper Tire Inflation Load Inflation tables provided by all tire manufacturers inform users on the proper
118. rage or service center A matrix of sensors is arranged into a metal plate structure that can be installed into an indoor floor or driveway surface In a typical configuration each sensor records an incremental load on the sensor area as a tire is driven across the plate at low speed By reconstructing the history of sensor loading as the tire passes the system is able to determine the shape and contact area of the tire Aug 13 NACFE Page 31 Tire Pressure Systems Confidence Report nna footprint and the total load being carried by the tire This information is used to calculate the tire inflation pressure The sensor mat is connected to a portable floor display unit that reports pressure for each individual tire on the vehicle including tires mounted in dual configuration Not all system descriptions state whether they are compatible with wide base single tires The display unit includes warning lights that will turn green if all tires are properly inflated or red if a tire needs service The unit may also indicate if there is an unacceptable difference between two tires of a dual assembly even if each individual tire would not trigger a low pressure warning Some systems are configured to record the vehicle license plate or ID number as it passes over the sensor plate and transmit the vehicle and tire information to a fleet management database This type of system does not require any equipment installation or modification on the ve
119. represent internal tire temperature Specific Features Single Green Means Good green light on display unit indicates all tires are within the correct pressure range Optional antenna kit helps prolong sensor life Optional sleep mode setting will continue to monitor even after the ignition is turned off SmartLink system will store up to the 5 most recently received trailers A benefit for a fleet that routinely drop and hook trailers Ability to connect to third party website service provider via RS232 or J1939 1708 CAN bus Aug 13 NACFE Page 71 Aug 13 Product Information Product Name Company Name Advantage Pressure Pro LLC Product Website lwww advantagepressurepro com System Type Tire Pressure Monitoring Pressure Sensor Type Sensor mounted externally to hub with tire hoses connecting to valve stems Measurement Type Pressure and Temperature Application Steer Drive and Trailer System Summary The sensor mounted on each valve stem monitors tire air pressure and temperature then wirelessly transmits the signal to the intelligent repeater trailer or the in cab display The repeater will wirelessly relay the data collected from the trailer tires to the tractor The in cab display monitors tire pressure of each tire position every 7 seconds Product Detail Sensor Mounted Position Inside Tire Sensor Visible on Wheel End Sensor Removal Necessary to Fill Tire Tire Pressure Systems
120. ressure Monitoring System 360 HD and 360 SL User Manual 3673 Revision 1 Doran Manufacturing LLC 2007 Evans Larry John Harris Ed Terrill and James D Maclsaac Jr The Effects of Varying the Levels of Nitrogen in the Inflation Gas of Tires on Laboratory Test Performance National Highway Traffic Safety Administration Report No DOT HS 811 094 March 2009 Federal Motor Carrier Safety Administration Commercial Vehicle Tire Condition Sensors conducted by Booz Allen Hamilton Inc McLean VA November 2003 Federal Motor Carrier Safety Administration Fleet Study of Brake Performance and Tire Pressure Sensors U S Department of Transportation Report No FMCSA PSV 09 001 conducted by Booz Allen Hamilton Inc July 2009 Federal Motor Carrier Safety Administration Tire Pressure Monitoring And Maintenance Systems Performance Report U S Department of Transportation Report No FMCSA PSV 07 001 conducted by Booz Allen Hamilton Inc and Fisher Fleet Tire Consulting January 2007 Flanigan Chris FMCSA Tire Pressure Monitoring Field Operational Test Results presented at Technology amp Maintenance Council Annual Meeting Tampa FL February 2011 Grygier Paul A Samuel Daniel Jr Richard L Hoover and Timothy R Van Buskirk Tire Pressure Monitoring System Tests for Medium and Heavy Trucks and Buses National Highway Traffic Safety Administration Report No DOT HS 811 314 Washington D
121. ressure loss due to diffusion through the tire body Since this phenomenon is occurring on all tires at the same time the system must be able to supply air to all tires connected to it at this rate e Compensating for other conditions of relatively low leak rates such as air losses between the tire and the wheel in the bead seat zone or at improperly tightened or leaking valves stems or cores As above the system must be able to supply air to all tires connected to it simultaneously at this rate e Compensating for moderate leaks from small punctures e Compensating for certain rapid air loss incidents The system cannot compensate for catastrophic air loss e Maintaining the tire pressure difference between two tires in a dual assembly to 5 psi or less e Providing an indication to the driver when the system is functioning to replenish tire air pressure e Providing an indication of system malfunctions to the driver or maintenance personnel e Providing an indication to the driver when system is unable to compensate pressure loss of a tire e Isolating the system from a fast leaking tire or during a tire change out e Isolating the air tank from the tire inflation system to preserve functionality of braking or other systems supported by vehicle air supply e Providing clean moisture free air supply e Preventing contamination of system by oil dust moisture chemicals or other contaminants e Providing a system of axle venting in c
122. rized axle directly to the wheel end This latter configuration allows airflow back to the control unit from each tire in certain ATIS Type 1 products permitting the tire pressure relief or venting functionality Tire hoses Hoses are connected from the hubcap assembly to the tire valve stems for final delivery of air to the tire envelope Check valves are integrated into the hoses or the hubcap to isolate a continuously leaking tire from the rest of the tire inflation system Exhibit 3 8 is a schematic of the primary airflow routes through the main components of an ATIS Type 1 In this example air lines are shown as running through the hollow trailer axles In an alternative system configuration not shown air is pressurized within the axle tube eliminating the secondary tee fitting connections and air lines within each axle Exhibit 3 8 Configuration of ATIS Type 1 Vehicle Tank Air Source Trailer Indicator Lamp Trailer Air Tank Pressure Protection Valve Flow Pressure Sensor Control Unit Tee fitting i Hubcap Assembly Hollow Trailer Axle Air Lines ps ty Tire Hose s for either Dual or Wide Base Single configurations Aug 13 NACFE Page 37 Tire Pressure Systems Confidence Report nena Overview of Functionality of ATIS Type 1 Tire inflation systems of this type should be capable of additional general system requirements are described in SAE J2848 2 e Compensating for the natural tire p
123. roduct was outside the scope of the NACFE Tire Pressure Systems project fleets and OEMs were contacted to screen for market penetration of specific products Because of the size or nature of these organizations some tire pressure systems may be underrepresented or not present at all in their responses Specific tire pressure systems suppliers and products were selected for in depth interviews about product capabilities market presence and maturity and distinctive product features Products selected for this portion of the study were chosen based on several factors level of reported use by fleets and OEMs the extent to which a particular product is characteristic of a category of tire pressure systems and whether the product offers one or more unique features in its configuration functionality or technical approach All products selected for this treatment were required to be commercially available by the end of the first quarter of 2013 Product summary sheets were developed for seven TPMS and five ATIS products and are included in Appendix A of this report The appearance or lack thereof of an individual commercial product in this Appendix is not an indication of its performance quality functionality or of any endorsement or recommendation by NACFE NACFE does not endorse products or manufacturers Individual products in each category can exhibit equivalent performance An expanded list of tire pressure systems by category including primary
124. rs have designed and patented their sensor technologies these proprietary sensors can be used with the individual manufacturer s system only and not across TPMS brands At some point in the future although probably not in the near term it is expected that commercial vehicle sensors and systems will be subject to the same market pressures seen in light duty vehicles and will be driven towards greater component standardization Aug 13 NACFE Page 63 Tire Pressure Systems Confidence Report nena Regarding ATIS there is not a similar experience in light duty vehicles that presently provides insight into potential market driven standardization for this technology 9 0 Study Conclusions Given the exhaustive efforts conducted by the study team the following conclusions are provided Aug 13 The reliability and durability of the available commercial vehicle tire pressure systems is strong As with many new innovations early issues were identified and corrected and the current products are generally believed as acceptable and the companies capable This project did not complete any testing and this conclusion is reached based on previous reporting by FMCSA and NHTSA on tire pressure system performance and from anecdotal comments from the fleet and tractor and trailer manufacturers Adoption of these solutions is increasing The systems are moving from retrofit via aftermarket to available from the tractor and trailer manufacturer
125. s increasing the quality of the installation and decreasing cost with scale Strong options exist for the various truck duty cycles environmental use and fleet business models that deliver the benefits of ensuring proper tire pressure while eliminating or reducing the barriers to their use Creative solutions continue to be developed for improved performance better reliability and lower overall costs The team concludes that the confidence in adopting tire pressure systems should be high given a thorough understanding of each fleet s needs and investigation and testing of systems to meet those needs When completed a fleet should be confident in selecting the best system for their specific needs NACFE Page 64 References American Trucking Associations ACT Research Co LLC 2013 AirBAT RF Tire Pressure Monitoring System Brochure 571 3078 and 571 3083 STEMCO 2013 American Transportation Research Institute An Analysis of the Operational Costs of Trucking A 2012 Update September 2012 Benedict Robert Leon The Goodyear Tire amp Rubber Company Akron OH Self Inflating Tire U S Patent Number 8 113 254 February 14 2012 Bridgestone Firestone North American Tire LLC Real Answers Tires amp Truck Fuel Economy 2008 CODA Development 2008 www selfinflatingtire com Doran Tire Pressure Monitoring System 360 HD and 360 SL sales brochures Doran Manufacturing LLC 2013 Doran Tire P
126. s sesscescsesssecceesd sosseedsceseeeds sossaasssessaecssossavscdessasis 17 3 0 Description of Currently Available Tire Pressure Systems for Commercial Vehicles ssc0000 19 3 1 Tire Pressure Monitoring Systems TPMS ccccsccssssscssscecssecessaeeseseecseeeeseaeesssaesseesecsaeessaeeseaseeaes 21 3 1 1 Non Transmitting Wheel End Sensors cssccccesssececsssnececeeaececseauececseaaeeeeseaaeeesseaaeeeeeeaeeeeeeaaes 22 3 1 2 Transmitting Wheel End Sensors csccccessseceesesnececsesaeeecseaaeeeeesauececeeaaeeeeeesueeeeseaueeeeeeaeeseneaaes 22 3 1 2 1 External Valve Stem Mounted External Wheel Mounted Tire PrESSUFE MONITONS sissies tnni irus eain orae ese neet Go eeeee ee eee eee neds 22 3 1 2 2 Internal Valve Stem Mounted Internal Wheel Mounted Tire Casing Mounted TPMS ies cascervctec3 e oaen a a e a e EEE aR EEEE E EEEE 27 3 1 3 Press re Sensing Mats cissoides aaan eeose aa ascends Cane Ta boc dda i Ar a aa EE nae 31 3 1 4 Manual Tire Pressure Check Procedures in Fleets ccccccccccessssssssceceeecssseseceeeeeeeeeseesseaeeeeeens 32 3 2 Dual Tire Pressure Equalizer SyStOM c ccccssscccesssnecesseeeeseseneeceeseeseceseeeseceseeeaecssseeaecssenaaeessenaaeess 33 3 3 Automatic Tire Inflation Systems ATIS cccccccccssssccecssscececsssceeeesesseceessesececeesseceesesseeeeseseeeeesssaeees 34 3 3 1 ATIS Type 1 Vehicle Tank Air SOUICE ccccsccccccecessssssaecececesessesaeaeeececessesnsaeaeeeeeessees
127. sesauaeseeeessesseseeaeeeeeesseesees 53 0 2 Payback Calculator earran EE DAN O E AE OA O 54 7 0 Fleet Case Studies sisiscscccisssiensiscesssccesssincsiacsdeccesccavccewesvecsevecsncesastensesdecetcsvedseessdsvextcowedesssscavexcceses 56 7 1 Case Study 1 For Hire Fleet Adopts ATIS for Trailer ccccccssccccsssececsssceeeesssseeeesssaeeesssseeeeesseaeens 56 7 2 Case Study 2 Private Carrier Adopts TPMS for Tractor and Trailer ccccessccececesesssssnseeeeeesseesees 59 8 0 Perspectives for Future Tire Pressure SystemMmS sssssssssessesssseesssssesssscesssssesssscesesssesasecesessseseseee 61 Aug 13 NACFE Page 3 Tire Pressure Systems Confidence Report nena Table of Contents continued 9 0 Study CONCIUSIONS oi cciscsscsesissssseidssssseadesssaead scessesioasessidssssseadesss seis csessesisassesidesssseadesssavadscessasieaseesss 64 RETEPENCOSS iis ciseesesesstsssveseescavintesseveneascsvsccesesdeceoseaussibsvensbabsosuasibapadagbossavasabapevsveossauapabapansseosoasepabetes 65 Appendix A Product Summary Sheets for Selected Tire Pressure Technology Categories ccs0000 68 Appendix B Expanded List of Tire Pressure Systems Suppliers ssssscccssssssssssessecceescanssssesseeseesees 83 Appendix C Contributing Systems Suppliers cscsssssecsssssceccsssscsccssssssccanssssccaasssseceussssesaassssseeesees 88 Aug 13 NACFE Page 4 Tire Pressure Systems Confidence Report nna List
128. smission of tire information Transceiver A transceiver is used to transmit data wirelessly from the sensors to an in cab display Not all systems employ transceivers Intelligent Gateway Repeater Many TPMS include an intelligent gateway along with a repeater which are used to accept a signal from the sensor and transfer it to the vehicle network The gateway can be mounted inside or outside of the tractor while the repeater is mounted outside of the trailer The Aug 13 NACFE Page 22 Tire Pressure Systems Confidence Report nena transmission of the signal is not done wirelessly however and will need power from the tractor to the gateway and from the tractor to the trailer for the repeater The transmission distance capability may vary but most suppliers claim a range of 100 feet to 1000 feet Most repeaters can collect and transmit information for up to 16 tires When a gateway is used with a repeater the gateway can read up to 160 tires Gateways and repeaters do not have operator interface capabilities Instead an in cab display is used for sensor monitoring by the operator In Cab Display The in cab display is used as the interface between the operator and the tire sensors The display enables the operator to monitor tire pressure and sometimes temperature of each tire Most displays continuously monitor the tire pressure and temperature data transmitted from the wireless sensors This data is then shown on the display in
129. son hendricksonntl com railer air tan T RAC Trans Technologies Co 5 Bowen Court uite B 800 527 7729 www transtechoom com info transtechoom com Trailer air tan Cartersville GA 30120 e 1500 Avenue Road VIGA Tire Inflation P O Box 1352 ing i Se he Stein ROR Systems Ltd Toronto Ontario 416 512 7275 www vigia ca info vigia ca Truck and or Trailer air tank M5M OA1 Canada Sub Category ATIS Type 2 Atmospheric Air Source external to vehicle Product N c N interviewen Add Email Contact Ai t roauc ame ompany Name by NACFE ress mail Contac ir source type Goodyear Air Goodyear Tire amp Rubber 200 Innovation Way Brian Buckham Maintenance 330 796 2121 www goodyear com Atmospheric air source Technology AMT Company Akron OH 44316 brian_buckham goodyear com A 160 S Linden Ave Suite 130 A Joshua Carter Toa 3 k 494 ap y Halo Tire Inflator Aperia Technologies Inc South San Francisco CA 94080 415 494 9624 www aperiatech com joth aperiatedico Atmospheric air source Aug 13 NACFE Page 85 Tire Pressure Systems Confidence Report in Appendix B Expanded List of Tire Pressure Systems Suppliers CATEGORY Central Tire Inflation Systems ATIS Interviewed Spicer Central Tire Dana Commercial 3939 Technology Drive 15808 121A Avenue Edmonton Alberta 888 338 3587 www tirepressurecontrol com info tireboss com Truck and or Trailer air tank T5V 1B1 Can
130. ssure Systems Confidence Report nena After a review of the study results the NACFE Board of Directors and Technical Advisory Committee approved a more detailed study with specific focus on tire pressure systems to improve the level of information available on existing commercial systems and to identify fleet practices that would increase the success of tire pressure system implementation 1 2 Expected Performance Benefits and Industry Stakes All industry stakeholders including fleets technical trade associations tire pressure systems suppliers original equipment manufacturers tire manufacturers and government administrators agree on the importance of proper tire inflation to ensure safe and reliable fleet operations and to achieve the greatest benefit and longest life from existing fleet assets Benefits of Proper Tire Inflation Correct tire inflation within the design limits of load and speed reduces the risk of unexpected vehicle breakdown and damage and promotes on time freight delivery Maintaining proper tire inflation level contributes to improved fuel efficiency reduced tire wear and longer casing life FMCSA 2003 TMC 2012 Bridgestone 2008 Goodyear 2003 Michelin 2011 Reported impacts of tire underinflation include approximately 5 12 degradation in tire wear for an individual tire which is 10 psi underinflated and 0 5 1 0 increase in fuel consumption degradation in fuel economy for a vehicle running with all
131. stem operating at incorrect level Loose wires electrical shorts Lamp does not function Driver not warned that system is operating Bad indicator lamp bulb or LED Lamp does not function Driver not warned that system is operating Leaks most important Risk category Air leaks at system connectors System will try to run continuously Not able to inflate tire if system fittings leak rate exceeds its capacity to supply air Check valves in tire hoses or System will try to run continuously Not able to isolate tire inflation hubcap malfunction are blocked systems from leaking tire or damaged Leak in tire hoses or at valve Tires can deflate when vehicle is parked system not active no stem due to interaction with tire pressure in trailer air tank hose Onerous procedure to check for Insufficient technician time to successfully isolate leaking system leaks soapy water component solution FMCSA 2003 PressureGuard 2013 P S I 2006 Hendrickson 2012 STEMCO 2012 Interviews with industry stakeholders 3 3 2 ATIS Type 2 Direct Atmospheric Air Source with Self Contained Pump There are two primary strategies for ATIS that use air from the environment surrounding the vehicle ambient or atmospheric air to re inflate the tire with both approaches using the fundamentally similar concept of a built in peristaltic pump In the first case a built in roller in a mechanical unit provides the c
132. t Level User Programmable Pressure Alert Level n Cab Displa rocurement Options Maximum Number of Wheel Positions Tractor Truck Fitment Trailer Fitment Hardware Installation Time for Tractor Truck Hardware Installation Time for Trailer rop and Hook Feature years on sensors Standard Warranty Maximum number of wheel positions supported by a single display unit Each trailer is equipped with its own transceiver Patented sensor design Sensor located inside the tire wheel assembly protected from road damage with internal measurement of temperature Options to transfer historical data 1 from display unit to hand held tool to fleet computer 2 use of CANBUS interface for wireless data transmission to third party telematics service provider 3 wireless transmission from display unit to yard receiver to fleet computer Wireless drop and hook feature enables automatic recognition of the trailer Gives fleet the ability to identify location where trailer was dropped Aug 13 NACFE Page 75 Tire Pressure Systems Confidence Report nena Appendix A Product Summary Sheets for Selected Tire Pressure Technology Categories PRODUCT CATEGORY Automatic Tire Inflation Systems ATIS Sub Category ATIS Type 1 Vehicle Tank Air Source Aug 13 NACFE Page 76 i Tire Pressure Systems Confidence Report TA Product Information Company Name Stemeo TP Measurement Type Pressure SSCS System Su
133. t may not have sufficient resources to devote to any external TPMS if the system requires increased attention or oversight to function properly Maintenance and management attention Driver Operator misinterprets warning light system operation The warnings could be ignored negating the benefits of the TPMS or frequent turnover of drivers Technician does not understand system installation or operation or frequent turnover of technicians Component theft No recorded tire data and the expense of replacement Inaccurate false readings that may affect future operator response False alerts to the system Additional maintenance item Include in preventive maintenance schedule Aug 13 NACFE Page 26 Installing sensors correctly is very important especially when reinstallation is required It is important to make sure the correct sensor is re installed in its original tire location Tire Pressure Systems Confidence Report nena Certain sensor types may be hard to tighten on aluminum wheels Sensor installation due to hand hole size Sensor size or weight Fatigue and vibration on the valve stem causing air leaks Battery life shorter than Batteries cannot be replaced new sensor must be purchased and expected by fleet installed Sensor or tire hose damage from REENE Inaccurate or missing tire pressure information flying debris Tire hose chafing against sharp or metal edges for certain Inaccurate or missing
134. tax or accounting advice and NACFE assumes no liability for use of the report contents No portion of this report or accompanying materials may be copied reproduced or distributed in any manner without express attribution to the North American Council for Freight Efficiency Aug 13 NACFE Page 58 Tire Pressure Systems Confidence Report nena 7 2 Case Study 2 Private Carrier Adopts TPMS for Tractor and Trailer As described in the fleet perspectives section of this report private carriers have significantly lower driver turnover than for hire fleets It is common for private fleets to have drivers with more than 20 years of experience and as a result they are more likely to engage their drivers in the operation and management of their fleets For example driver education programs and efficiency incentives are more common at private carriers than at their for hire counterparts The primary motivation for the adoption of TPMS at this fleet was the reduction of emergency roadside calls and improved safety of operating their equipment This is a data driven organization that decided to adopt TPMS for their trailers six years ago due to its lower acquisition cost and anticipated better payback relative to ATIS plus the opportunity to educate and involve drivers in the efforts to properly maintain tire pressures This fleet placed high value on the ability to collect tire inflation history and the ability for data to be sent to fleet oper
135. ted to it simultaneously at this rate e Compensate for moderate leaks from small punctures e Maintain the tire pressure difference between two tires in a dual assembly to 5 psi or less e Provide clean moisture free air supply e Prevent contamination of system by oil dust moisture chemicals or other contaminants e Not interfere with existing axle venting in case of malfunction or overheating of other wheel end components Aug 13 NACFE Page 42 unit Because of the relatively DRIVING A INNOVATION Isolate a rapidly leaking tire from the system if more than one tire is connected to the same lower airflow rates of ATIS Type 2 a visible or audible indicator that the system is functioning may be optional Focusing on the ATIS Type 2A product category distinctive features relative to ATIS Type 1 include Quick lt 10 minutes per wheel end simple installation using a bracket sized for the wheel type and common shop tools Minimum number of system components Does not depend on trailer air tank pressure condition for proper operation Less loading on vehicle compressed air systems that also support other vehicle functions Self contained system Simpler troubleshooting procedure in event of system leaks Self powered mechanical system Can be easily applied to drive axles as well as trailer axles Lower airflow rates less likely to result in tire over pressure condition Potential Risks Relate
136. tems into fleet operations Data is compiled from technical reports published by academia and government agencies product information on websites and in industry publications and direct interviews with stakeholders representing tire pressure system suppliers original equipment tractor and trailer manufacturers and fleet maintenance and operations managers Testing of tire pressure systems is not included in the scope of the project This report is intended to collect and share information in order to support fleet technology choices as well as to discuss current trends and equipment needs that can serve as inputs for designers of future systems Chapter 2 0 Study Approach The approach taken by the project team during the period of the study is described in the following tasks e Initial literature review to identify and categorize types of systems for controlling tire inflation pressure in heavy duty trucks and trailers e Online research on the commercially available systems in each category These first two steps resulted in the initial identification of 8 categories and approximately 40 potential suppliers of tire pressure systems It became evident that the business of heavy vehicle tire pressure Aug 13 NACFE Page 17 Aug 13 systems is a very dynamic industry with nearly continuous introduction of new products combined with continuous exit of products and or companies from the market Since a study of market share by p
137. tire data to a TireVigil in cab display located in the cab The display sends the tire data off the vehicle via a cellular connection to TireStamp Servers The TireStemp servers send tire information to fleet selected Internet connected device or cell phone Trailer Trailer Tire Sensors Sensors send data wirelessly to Trailer mounted OST s which wirelessly forward tire data to Tractor OSTs that then forward the tire data to the TireVigil in cab display inside the Tractor TireVigil systems are compatible with a variety of sensors available in the market Sensors sold separately oo en araa External Examples of valve Transmitted stem Data sensor images used with permission of Tire Stamp Inc Product Detail Sensor Mounted Position C ONCCCCC SCEXt vrnail valve stem Internal valve stem Inside Tire o Y for Internal valve stem type sensor Sensor Visible on Wheel End 0 Y for External valve stem type sensor Sensor Removal Necessary to Fill Tire Y N depending on sensor type Transmitting Antenna ooo Yooo oO Number of Receiving Antennas o fi perade o e Measurement Type o o oo ooo ooo Pressure and Temperature Cs emperature Compensation of Reported Pressure SSS Number of Low Pressure Alert Settings Multiple leve s thresholds set by fleet Low Pressure Alert 1 Factory Setting ss Warning set by flee Cs Low Pressure Alert 2 Factory Setting Fast Leak Alert
138. tire pressure monitors use sensors that are mounted to the wheel The sensors are mounted with a bracket and then hoses are run from the sensors to the valve stem This subtype is then further broken down based on how the pressure data is displayed to the operator as they may use either an in cab display or may require a visual walk around of the tractor trailer by the operator External TPMS can be used on tractor trailer or in combination Internal valve stem mounted Internal wheel mounted Tire casing mounted tire pressure monitors Internal valve stem mounted tire pressure monitors use sensors that are mounted internally at the base of the valve stem The sensors monitor the air pressure and in some cases temperature Internal wheel mounted tire pressure monitors use sensors that are mounted to the wheel with a band or strap The sensors monitor both the air pressure and the temperature inside the tire envelope Both of the above sensor types are either read by a receiver transceiver or transmit their data to a receiving ECU antenna The signal is then transmitted to the in cab display The in cab display will alert the driver in real time to any tire pressure loss or temperature increase Some of these systems will also report corrected tire pressure derived from the tire s internal temperature at the time Tire casing mounted tire pressure monitors use a sensor mounted in the summit area of the tire The sensor inside a rubber container is glue
139. tires separate models should be ordered for each desired target pressure Conceivably the units can also be used on the steer axle although there are currently certain wheel end packaging challenges associated with the mounting of the disk assembly on this wheel position A potential advantage of this type of system is that it functions fully external to the tire wheel assembly with the hub bracket and the tire valve stem as the only interfaces ATIS Type 2B As of the writing of this report no systems of this type were commercially available for heavy duty truck tire applications ATIS Type 2B is often colloquially referred to as a self inflating tire This terminology is not correct in the strictest sense but is used because the pumping device that inflates the tire is fully contained within the tire itself In this system a regulator sensor is installed inside the tire envelope with an air tube connection to the valve stem The air tube itself may be located inside the tire air chamber or may be built into the bead zone as an enclosed ring around the circumference of the tire Each individual system is preset to a target pressure depending on the tire type and vehicle position When an underinflation condition is detected a modified valve stem opens to allow air from outside the tire into the tube The deformation of the tire during rolling compresses the tube in a pumping motion delivering external air into the tire wheel assembly System
140. tires underinflated by 10 psi Greater fleet productivity and protection of fleet assets can be obtained through effective tire inflation pressure management Historical payback estimates for the implementation of tire pressure systems have ranged from less than 1 year up to about 3 years with annual savings projected at 750 to over 1000 per vehicle per year Extent of Tire Underinflation in Commercial Vehicles In 2003 the Federal Motor Carrier Safety Administration reported the results of a widespread data collection effort to document actual tire pressures on trucks during their normal operations FMCSA 2003 The study collected data from more than 3200 tractors and straight trucks and from 1300 trailers across For Hire TL and LTL operators Private Carriers and Owner Operators Some of the results reported in the study and often cited across the industry are listed below e About 1 out of 5 tractors trucks is operating with 1 or more tires underinflated by at least 20 psi e In addition about 1 in 5 trailers is operating with 1 or more tires underinflated by at least 20 psi e Nearly 3 5 of all tractors trucks operate with 4 or more tires underinflated by at least 20 psi e In addition 3 of all trailers operate with 4 or more tires underinflated by at least 20 psi e Approximately 3 of all trailers and more than 3 of all tractors trucks are operating with at least 1 tire underinflated by 50 psi or more e Only 46 of all t
141. to ATIS a CTIS set up includes an ECU in addition to an air regulating system The vehicle operator has the ability to change the target pressure of the tires from inside the cab on demand in response to changes in road or environmental conditions The ECU controls the signaling to the pneumatic system to inflate or deflate the tires Air is also delivered to maintain a constant target pressure CTIS systems are most often found in off road applications characterized by uneven terrain and costly vehicle equipment including mining logging construction and military operations Potential risks associated with the use of CTIS are categorized into equipment leaks and damage The slip ring seal that is part of the manifold on the end of the axle could become worn over time due to the rotating hub The system may cover up a slow leak that is occurring for example a nail in the tread of the tire Over time undetected slow leaks will potentially cause more damage to the tire Road debris and normal wear may also contribute to damage of the rotary union and the hoses that could inhibit the correct amount of airflow to inflate the tires 3 5 Passive Pressure Containment Approaches Additional tire pressure product categories offer ways to maintain air in the tire without any action to measure report or adjust inflation pressure once a tire has been aired up Nitrogen inflation attempts to reduce natural pressure losses due to diffusion through the casing
142. to wirelessly collect tire data A physical walk around of the vehicle is required for programming each sensor This option may work best for small fleets Overview of Functionality of Internal Valve Stem Internal Wheel Mounted Tire Casing Mounted TPMS The following schematic Exhibit 3 5 shows the basic functionality of an internal wheel mounted tire casing mounted tire pressure monitor As described earlier each sensor is mounted to wheel or to the inside of the tire Each sensor monitors the tire pressure and tire temperature and then either wirelessly transmits this data or a transceiver receiver or ECU antenna which will then send the signal to the in cab display It is important to note that these systems monitor the actual tire temperature and in some systems compensate for tire temperature in the pressure reading The signal is then received by the in cab display that will allow the operator to monitor the pressure and temperature of each tire position There are some systems that offer the option of a hand held tool that allows the operator or maintenance personnel to program reprogram the tire sensors and collect tire data A walk around by the operator of the tractor and trailer is necessary for sensor programming or data collection Aug 13 NACFE Page 28 Tire Pressure Systems Confidence Report nga iNe a Exhibit 3 5 Internal Valve Stem Internal Wheel Mounted Internal Tire Mounted TPMS Internal Valve Stem M
143. uld subsequently become airtight as the outdoor temperature or tire temperature increases Observed leak rates may be in the range of 2 psi per week to 2 psi per day Slow to moderate leaks from valve or bead seat irregularities or small punctures up to an air loss rate of about 5 psi per hour Rapid air loss due to more significant punctures with loss rates of approximately 1 5 psi per minute or higher excluding catastrophic air loss occurrences NACFE Page 35 Tire Pressure Systems Confidence Report nena 3 3 1 ATIS Type 1 Vehicle Tank Air Source System Components The following section describes the components that are commonly found in this type of system For the purpose of discussion the air source will be assumed to be the trailer air tank as is the case for most currently available ATIS Type 1 Control Unit The control unit contains the components that will manage airflow from the trailer air tank to the tires This is primarily accomplished through a pressure regulator inside the control box that is pre set to the target pressure requested by the fleet user for their specific equipment and operating parameters Most suppliers of ATIS Type 1 provide a means for the fleet user to adjust the target pressure setting via a knob on the regulator or other method However field adjustment of the target pressure is discouraged The regulator is designed for one way flow of air to the tires All tires connected to a g
144. ure systems manufacturers tractor and trailer builders and others can use filters to highlight specific systems of interest in order to better compare the attributes of the various technologies This tool is meant to condense the immense amount of Aug 13 NACFE Page 53 Tire Pressure Systems Confidence Report na information obtained during this study effort into a single matrix that can assist in the selection of various technology types for specific fleet duty cycles and business models The complete Decision Matrix can be obtained from the NACFE website Exhibit 6 1 presents only a small extract of the information contained in the full matrix Exhibit 6 1 NACFE Tire Pressure System Technology Decision Matrix small extract of data included here TPMS Extended TPMS Basic communications to TPMS Extended ATIS Type 1 Vehicle ATIS Type 2A NACFE Tire Pressure Project communications to in cab and communications compressed air Atmospheric air Technology Selection Chart in cab display only cell telematic with Temperature source internal axle source self Pressure only systems Pressure Compensation systems contained pump Steer Drive Trailer All Tractor Truck All Trailer Tractor Trailer TYPE 1 Diffusion through Casing TYPE 2 Seepage TYPE 3 Small puncture TYPE 4 Rapid not catastrophic air loss Gauge Pressure by wheel position Temperature Compensated Pressure by wheel position Indicat
145. verpressure set point air is routed back through the control unit to an exhaust port Note that this is a venting function for the tires only and is not the same as the axle vent used to release pressure build up inside the hollow trailer axle in the case of overheating or emergency operation of wheel end components Shut off Valve or Air Tank Protection Valve This component isolates the air tank from the tire inflation system in the event of low tank pressure in order to protect the braking capacity of the vehicle It is located between the air supply tank and the control unit Hubcap Assembly The purpose of the hubcap assembly in an ATIS Type 1 is to link the stationary air supply system with the rotating wheel assembly The rotary union is perhaps the key component of the assembly being the part of the system most susceptible to wear Reliability of the rotary union is critical Aug 13 NACFE Page 36 Tire Pressure Systems Confidence Report ince to the good functioning of the system and most ATIS suppliers have spent considerable research and development effort to achieve optimal performance and durability of this component Air lines Air lines run from the control unit to a delivery system supplying air to the tires This is accomplished in one of two ways 1 air hoses run to connections placed in drilled holes in the axle such that the entire hollow trailer axle is pressurized or 2 air hoses continue through the non pressu
146. w blocked can increase moisture content of air supply Contaminants in system components oil dust debris Tire leak exceeds system capacity to re inflate e g leaks greater than natural loss cannot be compensated Degraded system performance blocked air flow chemical interactions with rubber materials if contaminants enter tire envelope Tire cannot be inflated to target pressure and progressively loses air Air leaks at system connectors fittings System will try to run continuously Not able to inflate tire if system leak rate exceeds its capacity to supply air Check valves in tire hoses malfunction are blocked or damaged System will try to run continuously Not able to isolate tire inflation systems from leaking tire Leak in tire hoses or at valve stem due to interaction with tire hose Tires can deflate when vehicle is parked system not active Peo 1936 Renier 1993 Renier 1993a Olney 1994 Benedict 2012 Interviews with system suppliers CODA 2008 Aug 13 NACFE Page 44 Tire Pressure Systems Confidence Report nena 3 4 Central Tire Inflation Systems CTIS Like ATIS Central Tire Inflation Systems CTIS use air from the vehicle s compressed air system to inflate the tires normally from the vehicle s air brake tank The components used in these systems are sensors manifolds hoses and valves harnesses and the controller display In contrast
147. which components are connected to the vehicle compressed air supply most often the trailer air tank that also supports the braking system of the vehicle Typically a series of air lines will run from the trailer air tank to the wheel Aug 13 NACFE Page 34 end with hoses positioned at the hubcap to route air to the valve stem of each tire The system is compatible with dual or wide base single tire configurations At present deployment of this category of system is usually limited to trailer applications taking advantage of the hollow axle to deliver air It is clear that the drive shaft contained within the housing of the tractor axles prevents this strategy from being used on drive axles A second type of ATIS uses self contained pumps either within individual tires or with one system per wheel end The system is considered to be distributed because there is not a central control for all tires This type of ATIS relies on rotational motion and deformation of the rolling tire to create pressure gradients that in turn cause the system to deliver atmospheric air air surrounding the vehicle directly into the tire Although the study team was able to identify several patented systems and instances of these types of systems in development the availability of commercial or near commercial products in this category is extremely limited Nonetheless because the technical methodology used by these systems represents a fundamentally different
148. which may occur due to axle bending under load or slower air seepage in one tire versus the other Because the two tires are bolted together they are forced to rotate at the same rate independent of their relative inflation pressures This will often result in development of faster wear and or irregular wear of the tire with a lower inflation pressure Most tire manufacturers recommend that tires in a dual assembly be within 5 psi of each other Dual tire pressure equalizer systems are designed to maintain the same inflation pressure between the two tires in a dual assembly Typically a central sensor unit is attached to the outer wheel with tire hoses running from the unit to the valve stems of both tires The unit allows air to flow back and forth between the two tires but does not add or remove air during normal operation For example if the temperature of the outer tire rises faster than that of the inner tire resulting in a higher pressure at the outer tire the equalizer system will slowly transfer air to the inner tire until both tires are operating at the same pressure Conversely if one tire of the dual assembly is leaking the system will transfer air from the non leaking tire in an attempt to balance the pressure between the tires For either slow continuous leaks or for instantaneous air loss in one tire the system will attempt to maintain the same pressure in both tires until the combined pressure drops by a pre set threshold level
149. y maintained tire inflated with standard air is not punctured or deflated the concentration of nitrogen but not the total amount of air will gradually increase and may reach as much as 2 10 higher concentration of nitrogen than found in atmospheric air In addition particularly with highest purity nitrogen 98 and above small quantities of oxygen diffuse back into the tire envelope from the surrounding environment although in smaller concentration than in standard air e Current automatic tire inflation systems use the trailer air tank or air from surrounding environment as an air source and will over time return any initial inflation using high concentration nitrogen to standard air nitrogen concentrations 3 5 2 Tires with Built in Sealant Layer In recent years certain tire lines containing a built in sealant layer have been developed and commercialized for heavy truck applications The sealant layer is built into the tire between the inner liner and casing ply as part of the normal manufacturing process During curing the sealant takes on a gel like consistency that enables it to flow in the finished tire For example if a nail penetrates the tread and the sealant layer the sealant immediately sticks to the nail and surrounds the area around it sealing the leak If the nail is pulled out sealant is pulled into the puncture area and seals the hole Positioning the sealant layer between components of the tire construction maintains eve

Executive Report – Dead Axle (6x2) Tractors

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Executive Report &ndash; Dead Axle (6x2) Tractors

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Executive Report – Dead Axle (6x2) Tractors