TPMS for fleets — one receiver, the whole machine

The four fleet scenarios we build for

• Mining and quarry. Haul trucks and articulated haulers. External sensors on the rim, repeaters where the machine blocks the path, and a receiver that reports to the site system. The point is to stop finding a soft tyre by walking the machine.
• Port and yard. RTG cranes, reach stackers, container handlers. Fixed plant, so serial (RS485 / Modbus) into the terminal system is often the shortest route — and CAN where the machine has a controller.
• Bus depots. A depot cannot inspect a thousand buses by hand every morning. Data has to arrive at the depot office by itself, which is why this scenario usually ends with a 4G + GPS uplink rather than a local display.
• Haulage and multi-axle transport. Long chassis attenuate UHF, so the engineering question is repeater planning along the machine, not sensor count. One receiver covers up to 256 wheel positions.

What the specification should pin down

• Wheel positions per receiver: up to 256.
• Sensor-to-receiver interval: 3 seconds or less, configurable.
• Receiver-to-bus period: 10 ms on CAN 2.0B, default 250 kbps.
• Outputs: CAN 2.0B, J1939, RS485, RS232, Modbus RTU, PROFINET, UART.
• Uplink where needed: 4G CAT.1 with GPS positioning.
• Accuracy: pressure ±7 kPa, tyre temperature ±3 °C. Sealing: IP68.

Rolling out across a fleet without stopping it

Retrofit and factory fit are different projects. On a retrofit the receiver goes where there is already space and the harness follows a route the operator accepts; on a factory fit you decide both. Either way, plan the first ten machines as a pilot: agree the alarm thresholds, the escalation path and who reads the data, then roll out.

What we need from you to quote

The vehicle or machine model, the axle and tyre layout, where the data must end up (dash, controller, site system or cloud), and whether it is a retrofit or a factory fit. With those four we answer in writing rather than sending a catalogue.