WO2009073945A1

WO2009073945A1 - Tire asset tracking system

Info

Publication number: WO2009073945A1
Application number: PCT/CA2007/002262
Authority: WO
Inventors: Sean Boyle; Scott Feagan; Peggy Joyce Fisher; Neil Andrew Pearson; Kevin Clark Watson
Original assignee: Tirestamp Inc.
Priority date: 2007-12-12
Filing date: 2007-12-12
Publication date: 2009-06-18

Abstract

Systems and methods for tracking tire assets or tire components throughout the lifetime of each component. A temporary location tag (TLT) with a unique identification number is initially associated with each component. Once the component is assembled into a tire wheel assembly, an Assembly Identification Sensor (AIS) with a unique identification number is associated with each tire wheel assembly and the TLTs associated with each component is removed. The tire wheel assembly is then tracked through its unique AIS. Each vehicle is equipped with a monitoring device to communicate with the AIS of each tire wheel assembly installed on the vehicle. The monitoring device can then report to a central station as to the status and wheel position of each tire wheel assembly on each vehicle in a fleet. A database tracks each and every tire wheel assembly through its AIS and each and every component not installed on a tire wheel assembly through its TLT. The wheel position, status, and performance of each tire wheel assembly can also be tracked by way of the monitoring device on each vehicle in the fleet.

Description

TIRE ASSET TRACKING SYSTEM

FIELD OF THE INVENTION

The present invention relates to inventory and asset tracking. More specifically, the present invention relates to methods and systems for tracking tire assets across a fleet of vehicles.

BACKGROUND TO THE INVENTION

Inventory control systems have been developed to enable business to control product and parts inventories and the costs associated with them. Some products that are the same only require that a generic SKU or part number be applied for inventory control and require no further tracking after being purchased or put into service. However there are some types of parts and products that should be tracked long after their purchase and throughout their life. This requires that they have a unique identification number attached that remains with them until they are disposed.

The tire is one such product that should be carefully tracked due to its movement through the distribution channel and its movement on and off vehicles throughout the course of its life. This is especially true for tires in auto and truck fleets that have hundreds and even thousands of tires. Tires are a commercial truck fleet's second largest operating cost behind fuel. Such a significant cost of operation demands that these assets be closely monitored and managed. However, due to the excessive costs and difficulty in applying a unique identification number to a tire, there is currently no patented methodology for providing a unique identification number to a tire and tracking it throughout its life that is used on all tires today.

- Overview of the Tire Problem

The U.S. federal government requires tire manufacturers to provide manufacturing and tire operating information cured into the tire sidewall. However, although this information includes the DOT (Department of Transportation) Code that provides the production facility, week and year of manufacture, it is not unique to individual tires. Some tire manufacturers do cure a serial number on the sidewall for their use. However, this practice is not widespread. As a result to date there is no standard, unique identification method provided by all tire manufacturers due to the cost and time to set up each individual tire with a unique ID cured into the tire.

For decades fleets branded their tires with their company name and a unique number so that they could track their tires and know which tires were theirs to prevent theft and ensure their own casings were returned from their retreaders. This practice has faded from popularity since it is labor intensive, can damage a tire, and increases a fleet's liability if the tire is not properly disposed.

In the 1980s bar codes with unique numbers have been used to uniquely identify tires. However, the characteristics of the tires' rubber compounds make adhesion difficult and carbon black bleeds through and prevents existing reader technology from efficiently and consistently reading these identifiers. Both laser and optical bar code scanners have difficulty discerning three dimensional bar code ridges where the background surface color is solid, e.g., black. Efforts to apply other coloring systems such as white and black bar codes that are capable of blocking carbon black bleed have also been found lacking since they are impossible to read when covered with mud, snow, grease, and other road dirt. They have also met with buyer dissatisfaction as the bar code tags appear as tire blemishes when the tire is moving. Another major drawback to applying surface tagging methods is that the outer surface of tire is exposed to scuffing and abrasion that destroy or tear off the bar code.

In the last twenty years tire manufacturers have attempted to develop a low cost, unique tire asset identifier that attaches to a tire and identifies each individual tire from production through distribution, vehicle installation, while being serviced, retreaded and finally to its demise. To date no one universal method has been invented that provides at a minimum the tire's unique identification that lasts from cradle to grave. The question is, "Why ?"

Tires are petrochemical products. It takes approximately 22 gallons of oil to manufacture one new truck tire. Most of the oil is found in the casing, which is reused in the retread process. The petro-chemical compounds within tires makes them difficult surfaces on which to adhere identification tags such as bar codes and electronic tire tags embedded into rubber patches. Bonding methods to date have been extremely labor and time intensive and the identifiers are expensive as well (in excess of $2.00 per tag).

A tire's manufacturing and operating environment is also quite horrendous. New tires are cured at temperatures that exceed 350° F which inhibits the development of identification tags that can be cured into a tire. Further the insertion of a "foreign" component between the various internal components of a tire runs the risk of separating these components which can cause tire failure. The tag must also remain adhered and operational through the retread process for commercial truck tires during which tires are assaulted with high voltage electrical charges, X-rays, and lasers to determine their casing integrity and then are cured at temperatures exceeding 310° F. To date no electronic tags have been found to withstand this torture.

- Tire Usage

Tires are purchased directly from the manufacturer, through tire dealers and wholesalers, original equipment dealerships, national tire OEM service centers and local tire service establishments. They are shipped through the various distribution channels with a manufacturer's paper label that includes a tire description, the DOT code and the manufacturer's SKU number for each tire product (one can think of this as a tire's part number). A tire service organization removes the existing worn or damaged tire from its wheel and mounts the new tire on the same wheel. The tire wheel assembly is then balanced and installed on the vehicle.

Occasionally a tire fails while in use and causes an emergency roadside delay. Either the driver replaces the damaged tire by installing the "spare" tire and returns the damaged tire to his or her servicing center for repair, if possible, and reinstallation on the vehicle at a later date or the driver requests a roadside service call organization, such as AAA, to send a service truck, with equipment on board that can repair the damaged tire or provide a new tire to replace the damaged one. The driver incurs either a repair charge, if the damaged tire is repairable or a service call and a new tire charge to have a roadside service company make the repair/replacement.

For an individual automobile, the need to manage the vehicle's tires from an asset perspective is minimal as are the costs. However fleets with hundreds of vehicles have thousands of tires whose cost demand that they be treated as assets. For example, a fleet with 5,000 tractors and 10,000 trailers operates over 130,000 tires not including inventory. At an average price of $300 per tire, this represents over $39 M in tire assets. In an over the road operation where trucks may travel in excess of 100,000 miles each year tires will experience multiple retreads and last an average of 4-5 years. They are constantly being rotated and being removed for repair and retreading and installed on vehicles again. As a result tracking tires and being able to account for such a large asset pool is a major undertaking for most fleet operators.

In addition to tracking tires, fleets must be able to service their tires both at scheduled preventive maintenance inspections and on demand when road hazards damage their tires both in their own maintenance facilities as well as on the road.

Long haul carriers report that roadside delays are frequent and recurring operational headaches that must be addressed. When a truck breaks down because of a tire failure, the fleet must locate not only a close service organization to service the vehicle but also one that carries compatible tires in case the tire must be replaced. Roadside repair costs average $250 per service call plus $400 for a new tire in addition to driver and load downtime. Some fleets can incur roadside service costs in excess of $1,500 each time a roadside incident occurs. On average a tractor-trailer combination will have one (1) tire related breakdown per year. So in the example given above, this fleet must budget an additional $7,500,000 for roadside service calls, driver delay time, lost productivity, and new tires purchased at roadside.

As can be easily understood, having the correct tires available and in inventory at the right location and purchased at the fleet's lowest contracted price can equate to significant savings.

In order to manage tire purchases, determine the best tire for the application, monitor tire repairs and retreads, and generally perform good tire maintenance, fleets require a comprehensive tire asset management solution. It must not only account for new tires purchased but also allow the fleet to manage its entire tire inventory, normal service events, repairs and retreads, in addition to the demands of managing enroute tire failures.

It is therefore an object of the present invention to mitigate if not overcome the shortcomings of the prior art. SUMMARY OF THE INVENTION

The present invention provides systems and methods for tracking tire assets or tire components throughout a lifetime of each component. A temporary location tag (TLT) with a unique identification number is initially associated with each component. Once the component is assembled into a tire wheel assembly, an Assembly Identification Sensor (AIS) with a unique identification number is associated with each tire wheel assembly and the TLTs associated with each component is removed. The tire wheel assembly is then tracked through its unique AIS. Each vehicle is equipped with a monitoring device to communicate with the AIS of each tire wheel assembly installed on the vehicle. The monitoring device can then report to a central station as to the status and wheel position of each tire wheel assembly on each vehicle in a fleet. Whenever a tire wheel assembly is disassembled for repair or rebuilding, each component is reassigned a new TLT. Once the tire wheel assembly is reassembled, the AIS previously assigned to it is reassigned and the TLTs assigned to its components are unassigned. A database tracks each and every tire wheel assembly through its AIS and each and every component not installed on a tire wheel assembly through its TLT. The wheel position, status, and performance of each tire wheel assembly can also be tracked by way of the monitoring device on each vehicle in the fleet.

In one aspect of the invention, there is provided a tire asset tracking system for tracking tire assets across a vehicle fleet, the system comprising:

- a plurality of assembly identification sensors (AIS), each AIS having a unique AIS identification number, said AIS being for associating with a tire wheel assembly, said tire wheel assembly being comprised of a plurality of tire wheel assembly components

- a plurality of temporary location tags (TLT), each TLT having a unique TLT identification number, said TLT being for associating with a tire wheel assembly component, said TLT being removed from an association with said component once said component has been used in a tire wheel assembly

- a database for storing unique TLT identification numbers and unique AIS identification numbers, said database also being for storing a location associated with each tire wheel assembly, for storing a virtual part number (VPN) assigned to each tire wheel assembly component, and for storing data relating to each tire wheel assembly

- a plurality of monitoring devices for installation on a vehicle and for communicating with at least one AIS to receive said unique AIS identification number for each AIS installed on said vehicle.

In another aspect of the invention, there is provided a method for tracking tire assets across a fleet of vehicles, the method comprising:

i. assigning a temporary location tag (TLT) having a unique TLT identification number to each tire assembly component and associating said TLT identification number to said component in a database

ii. assigning a unique non-variable virtual part number (VPN) to at least one tire wheel assembly component and associating said VPN to said component, said VPN not changing throughout a life of said component

iii. assigning an assembly identification sensor (AIS) having a unique AIS identification number to each tire wheel assembly and associating each AIS identification number with a specific tire wheel assembly in a database, each tire weel assembly being comprised of a plurality of tire wheel assembly components

iv. for each AIS, communicating a wheel position of said AIS and said unique AIS identification number to a central station, said location of said AIS being stored in said database against said unique AIS identification number.

BRIEF DESCRIPTION OF THE INVENTION

A better understanding of the invention will be obtained by considering the detailed description below, with reference to the following drawings in which:

Fig 1 illustrates a block diagram of a system according to one aspect of the invention

Fig 2 illustrates a flowchart detailing the steps involved in another aspect of the invention Fig 3 illustrates another flowchart detailing the steps involved when a tire wheel assembly malfunctions

Fig 4 shows a further flowchart showing the steps involved when a tire wheel assembly is repaired.

DETAILED DESCRIPTION

Tracking tire assets such as individual tires can be, as mentioned above, quite difficult, especially when one takes into account the operational conditions under which these tires operate. However, matters are greatly simplified if one tracks tires and other components of a tire wheel assembly by tracking the tire wheel assembly instead of the actual tire. As such, instead of determining how long a tire has been on the road, one merely has to track how long a tire wheel assembly has been on the road to determine how long the tire associated with that tire wheel assembly has been on the road. It should be noted that a tire assembly may be defined as having four parts - - a tire, a wheel, a valve stem, and a tire sensor. The tire sensor may be as that disclosed in "A Method Of Calculating Tire Cold Inflation Pressure In A Moving Vehicle And System For Same" filed on 21 September 2007 and having the PCT application number PCT/CA2007/001690 and in "A Universal Tire Pressure Monitoring System And Wireless Receiver" filed 25 May 2005 and published as WO 2005/116603 which are incorporated herein by reference.

A Tire Asset Control System (TACS) may be used to track tire assets throughout a fleet. Such a system would, in essence, be an inventory control system. Inventory control systems (ICS) have been used for decades to record and track items. A typical ICS tracks the ordering of goods from various known suppliers, records their receipt and enters the items into a records based system to track their subsequent removal from inventory. Inventory is defined in terms of a specific location where items are stored. More sophisticated systems, using modern database technologies, can record item movement from one location to the next through the assignment of unique part numbers and tracking these unique part numbers throughout the part life cycle, usually using a bar code or Radio Frequency IDentification (RFID) tag.

Inventory systems traditionally are excellent for tracking individual parts, however, as more complex systems have evolved companies have had to develop ways to track groups of integrated products or parts that were defined by their system characteristics and not their individual component parts. The need to track these integrated systems has become critical to companies as they must ensure the operational status of these systems throughout their entire life-cycle. Throughout this document, the term "Tire/Wheel Assembly" or simply a TWA, will be used to refer to assemblies which consists of distinct components. As can be imagined, it is preferred that each TWA be tracked and, if possible, each component of each TWA should also be trackable. The TWA consists of four distinct parts: a tire, a wheel, a valve stem and a tire sensor. TWAs are tracked as assets as they have value to their owners and are installed as a single assembly on each wheel position of a vehicle.

Ideally, a typical Asset Control System (ACS) tracks an asset, which is composed of assemblies and sub-assemblies, from their individual parts, through installation, operation, maintenance and eventual replacement throughout the life-cycle of the assembly.

Both the ICS and ACS methodologies rely on the fact that each component whether in inventory or part of a larger assembly contains a unique physical identifier that allows the individual part to be tracked using its bar code or RFID tag. However in a mobile environment, in which multiple TWAs are mounted on a vehicle, it may not be able to identify or locate individual parts or TWAs as their installed wheel position is constantly changing due to repairs, removal for worn treads, rotations, etc. and assembly components may require replacement due to enroute failures which require parts be changed by service technicians on the road who are unaware that the assembly is included in ICS and ACS systems and have no access to them.

Thus, a business is challenged to provide TWA visibility and accountability throughout the TWA's life-cycle in a mobile operating environment. A further complication is introduced when any single assembly component, such as the tire, has no physical identification tag (i.e., bar code or RFID).

hi one embodiment of a TACS, the vehicles support location and wheel position tracking capabilities in addition to being able to track each TWA and therefore, the individual assembly sub-component parts when not installed on a vehicle. This allows one to track individual parts or assemblies in inventory and not installed on vehicles, those removed from vehicles for maintenance either at scheduled maintenance times or during enroute service and also to track TWAs or their individual parts that may be sent to outside vendors for repairs or maintenance such as wheel refϊnishing, tire repair or retreading.

Such a TACS would allow for the installation and/or addition of the following items to support the various location tracking requirements described above:

1. A "Temporary Location Tag" (TLT) identifier usually a bar code or RPID tag;

2. An "Assembly Identification Sensor" (AIS) device which is attached to each TWA assembly;

3. A "Tire Data Monitor" (TDM) device (a monitoring device) which is installed on each vehicle that is capable of reading the unique TWA Assembly Identification Sensor (AIS) to identify which TWA assemblies are installed on the vehicle as well as collect TWA operational status information such as tire pressure, temperature, tire type, make, manufacturer and wheel position.

Optionally, the following may also be implemented as part of such a TACS :

A "Telematic Device" (TD) installed on each vehicle for transmitting location and wheel position information along with other TDM generated operational data back to a stored external TACS database; and

Any commercial cellular mobile handset to record field service events.

Of course, such a TACS also requires a database in which all of the data can be stored and tracked.

The Temporary Tire Location Tag (TLT) identifier, usually a bar code or RFID tag, requires special properties in order to adhere to today's tires. It should also have other unique characteristics, such as being able to visually identify the owner of the tire when tires are stored in locations that support the tire assets of multiple fleets.

A unique Assembly Identification Sensor (AIS) is a device attached to each TWA to provide a unique TWA identifier e.g., a serial number for each individual TWA. This is typically a radio frequency transmitter that can be read wirelessly in a mobile environment.

A Tire Data Monitor (TDM) is an electronic device installed on each vehicle to facilitate the collection and management of on-board TWA data for further transmission via the telematic device. One Tire Data Monitor which may be used is that disclosed in the patent application entitled "A Multifunction Tire Pressure Monitoring System and Wireless Receiver" filed on May 25, 2004 with US Serial Number 60/573,840, the text of which is hereby incorporated by reference. Further details regarding this device may be found in the PCT International Application entitled "A Multifunction Tire Pressure Monitoring System And Wireless Receiver" filed on 25 May 2005 and having the PCT application number PCT/CA2005/000792, the text of which is hereby incorporated by reference.

A telematic device (TD) is an electronic device installed on vehicles to effect communications on and off the vehicle whether moving or stationary. Telematic devices typically utilize cellular, satellite, WiFi and WiMAX networks as their communications medium.

In addition to the above devices, TACS would use a computer software application to capture TWA operational data and service events and logic to facilitate the tracking of all TWA and sub-assembly parts without individual tire serial numbers permanently affixed to each tire.

Installation of Temporary Identification Tags

Most tires have no individual part identifier or serial number. In order to track tires when not installed on vehicles, TACS uses a temporary Tire Location Tag (TLT) identifier which is affixed to each tire in order to track their location and unique identifier as they remain in parts inventory prior to becoming a TWA.

A temporary location identification tag (TLT) has the benefit of not being a permanent identifier and as such identification tags can be selected that meet the "temporary" storage requirements needed for a tire as it remains in the TACS parts inventory (PI). Four potential inhibitors to the selection of a unique identifier tag for tires are:

1. the tire chemical composition;

2. the tire operating environment;

3. the high voltage and temperatures used in retread processes, and

4. the high cost of tags.

An examination of these four inhibitors reveals that they can be overcome when the unique identifier tag is installed on a tire that will be located in a temporary storage location until it is integrated with its TWA components and is not expected to stay on the TWA after it is installed on the vehicle.

Chemical Composition

In order to select an identification tag for temporary storage, the system may use another type of identification tagging system that can overcome the physical properties that have inhibited an ID tag application in the manufacturing process. Other potential tagging systems using different adhesion methods and determined that several existing tagging systems meet the temporary storage requirements although they are unusable in the tire's operational environment. Examples of these are: active RPID, passive RFID, laser etching, external patches containing barcodes, etc.

Operating Environment

Since the identification tagging systems need not survive the operating environmental requirements when the component is in use, other potential tagging systems may be used and several existing tagging systems meet the temporary storage requirements that would otherwise have been unusable in the tire's operational environment. As a temporary identification tag, several bar code and RFID temporary tagging systems meet the TLT requirements. Tire-Track's barcode unit with appropriate software and Michelin's eTire system are examples of such systems. Retread Processes

It should also be noted that there are temporary bar code tagging systems that are not affected by high temperature and electric voltage used in the retreading process and that meet temporary storage requirements and TLT requirements.

Cost

By removing the chemical and operating environmental, and retreading constraints, several cost effective tagging systems become prime candidates for application as a TLT. Given the temporary nature of the TLT tag, the low cost (pennies per tag) associated with it also has the benefit of gaining user acceptance. In addition the application of such tagging systems allows for very simple procedures to be developed for their physical application to the tire which facilitate ease of use, user acceptance and ready availability.

An Asset Control System (ACS) may use a Parts Inventory (PI) from which parts are selected for the creation of each Assembly. Thus as parts are purchased, they are entered into the ACS using their manufacturer's Part Number (P/N) and Serial

Number (S/N) if available as well as the storage location of each grouping of parts. A computer application manages this process and allows the user to query the PI to determine that all parts necessary to build an Assembly are in fact in stock prior to the assembly build process.

When a tire is acquired with no unique individual identifier, the PI process requires that a TLT be affixed to the tire and that the TLT unique number is entered into the TACS PI. When a tire is stored in the TACS parts inventory, it is tracked by its TLT number.

Building A TWA

Once all TWA parts are available in the TACS Parts Inventory (PI) the TWA can be built.

The TWA installer records each part associated with each TWA through manual data capture, electronic scanning or a RFID reader to confirm which parts belong to a particular TWA Assembly. Each tire with a physical TLT is also assigned a Virtual Part Number (VPN) by TACS and this VPN becomes the TACS part number used internally that allows TACS to track each tire from cradle to grave even though the tire may be assigned various other TLT tags throughout its life, hi order to ensure that the VPN is unique and facilitates efficient tracking within TACS, one unique tire identifier which may be used with the invention is that disclosed in a patent application entitled TIRE UNIQUE IDENTIFIER (TUID) filed on June 16, 2003 (US Application No.: 60/478,353), the entirety of which is incorporated herein by reference. Refinements to this tire identifier may found in a PCT International Application (PCT Application No. : PCT/CA2004/000894) filed on June 16, 2004. The whole of this document is incorporated by reference herein.

During assembly of the TWA the Installer will also incorporate the Assembly Identification Sensor (AIS) that provides each TWA with a unique identifier. This is typically a radio frequency transmitter that can be read wirelessly in a mobile environment.

Finally the TACS software links the AIS and VPN numbers and stores this data in the TACS database (DB).

Installation of TWAs on Vehicles

Once the TWA is built, it is available for installation on a vehicle. TWAs can be stored in the TACS PI until ready for installation on a vehicle.

The TWA installer records each TWA being installed on a specific vehicle using the TLT to physically link each TWA through manual data capture, electronic scanning or using a RFID reader and identifying the vehicle through its Vehicle Identification Number (VIN) or fleet unit number.

Once the TWA location, Vehicle Identification Number (VIN) or fleet unit number and wheel position (e.g., left front wheel position) information are known, it is entered into TACS and the TLT can be removed from the tire as it will not survive the vehicle's operational environment. Finally TACS links the TWA wheel position and the vehicle identifier information with the VPN and stores this data in the TACS database (DB).

Monitoring TWAs in Operation

Once the TWA is installed on the vehicle it is available to be queried to confirm its location and position. This is achieved through the installation of the Tire Data

Monitor (TDM) on the vehicle. The TDM is capable of reading the unique Assembly Identification Sensor (AIS) to identify the TWA on-board the vehicle and its wheel position as well as collecting other TWA operational data.

The TDM can be connected to a telematic device (TD) also installed on the vehicle that allows the TDM to transmit information from all the TWAs on the vehicle along with other vehicle data through the telematic device wirelessly back to a central station or directly to TACS using the telematic communication capabilities. The TDM can also include communication capabilities directly within it as another option, thus combining what is described above as two devices into one.

The TDM is also capable of receiving information directly from TACS through the telematic interface, to inform the TDM of any changes to vehicle TWAs that TACS becomes aware of and to reconfigure each TDM to be able to receive information from specific TWAs it is made aware of.

The TDM is viewed as both a "listening" device capable of receiving information from a known TWA by the TWA' s unique AIS identifier, which gives it knowledge of the TWA' s existence on the vehicle and a "receiver" that obtains information from TACS to make it "aware" of changes (e.g., the addition and/or removal of TWA) in TWAs on the vehicle while the vehicle may be travelling.

Thus TWA status (location and wheel position on the vehicle) is constantly being tracked by TACS and its database (DB) is constantly updated with this information.

As will be seen below, TACS is capable of receiving location and wheel position information from sources other than the vehicle.

Scheduled TWA Maintenance As is the case with most complex machinery, a TWA will, by its nature, require servicing in order to maintain peak operational status or to address individual subcomponent or part failures throughout the life-cycle of the TWA.

TACS is capable of recording the miles or hours that each TWA has been in operation on a vehicle and can schedule routine inspections and maintenance at defined service intervals. This can be done by tracking the number of hours or mileage of each TWA and generating an event/work order when the hours in use or mileage of a TWA reaches a specific range.

Once a TWA is identified for a scheduled service event the tire maintenance organization generates a work order authorizing the service and directs the vehicle to a service center or sends a service unit to the vehicle.

Upon TWA examination, the service organization determines whether to repair or replace the TWA with a new TWA.

TWA Replacement

If a TWA requires replacement, a new TWA from the TACS PI is sourced and the steps mentioned in the section entitled "Installation of TWAs on vehicles" above are repeated. The old TWA is sent to the Service Inspection Station (SIS) described later in this document.

TWA Assembly Repair

If it is determined that the TWA can be repaired or that no new TWA is required, the service technician will record the servicing activities into TACS. If any new parts from the TACS PI are required the service technician notes the new part numbers and if a tire is replaced, the new TLT identifier is entered into TACS, which generates a new VPN and the VPN is linked to the old TWA using the AIS identifier which completes the linkage of the new TLT tire with the old Assembly.

The TLT can be removed from the tire at this point.

Finally TACS links the TWA wheel position and vehicle VIN identifier or fleet unit number to the VPN and stores this data in its TACS database (DB) which links the VPN to the AIS identifier, which completes the necessary location and wheel position information of the repaired TWA.

Once the TWA servicing is completed the service technician completes the service work order recording labor, parts used and repair or replacement details during the service event and this is captured into TACS.

TACS then updates its database. Should any TWA have been replaced with a new TWA during the scheduled maintenance, TACS informs the Tire Data Monitor onboard the vehicle that a new TWA and new AIS has been installed. The TDM reconfigures its "listening" to now understand and receive data from the new TWA. This is accomplished through communications between TACS, the vehicle's telematic device and the TDM.

TWA Field Failure

As is the case with most complex machinery, from time to time the TWA will fail on the road. When this occurs, the TWA may require emergency breakdown service and this occurrence may shut down the operation of the vehicle.

When a TWA fails on the road (a flat tire), an emergency service event is required. Upon notification, the fleet generates a work order authorizing the nearest or approved service vendor to dispatch a service truck to the incapacitated vehicle, whose location is known to the fleet by means of the vehicle installed telematic device.

Upon arrival at the vehicle location, the service technician examines the TWA and determines whether to replace the TWA with a new TWA (See Emergency TWA Replacement below), to repair the TWA (See Emergency TWA Repair) or replace the tire on the existing TWA with a new tire (See Emergency TWA Replacement below).

Emergency TWA Replacement

If the TWA requires replacement, a new TWA from the TACS PI may be available through the emergency service vendor, in which case the steps mentioned in the section entitled "Installation of TWAs on vehicles" above are repeated, assuming the service technician has access to TACS. If the technician has no access to TACS, the TLT number on the new TWA tire is recorded and sent back to TACS via an electronic service message (a cellular application) by the driver or the servicing technician. The TLT is removed at this point.

TACS updates its database with the receipt of the new tire TLT and TACS advises the on-board TDM that a new TWA and new AIS have been installed. The TDM reconfigures its "listening" to now understand and receive data from the new TWA. This is accomplished through communications between TACS, the vehicle telematic device, and the TDM.

If a new TWA is required and can be provided from an outside source (e.g. the emergency service supplier) with a non-TACS PI TWA and the new TWA is authorized for installation, at the end of the service task the TWA wheel position and installation location is recorded and sent back to TACS via an electronic service message (a cellular application) that the driver or the servicing technician completes.

TACS updates its database with the receipt of the new TWA notification and TACS generates a scheduled service task to have the non-TACS TWA replaced at the next scheduled service interval. No data is captured in this situation for the new TWA as no AIS exists on this TWA.

The old TWA is returned to the Service Inspection Station (SIS) described later in this document under, TACS Setup and Inspection Station Functions.

Emergency TWA Repair

If it is determined by the emergency service technician that the tire can be repaired and that no new TWA is required, the service technician will repair the failed tire and remount it on the same wheel and then install it on the same wheel position. The valve stem may also be replaced at this time.

If the service technician has access to TACS PI parts, these will be used to make the repairs and the service tasks are recorded into TACS including identification of any new PI parts used. This is accomplished by completion of a Road Service Repair Notice that is forwarded to the Service Inspection Station (SIS) desk or through a mobile application resident with the service technician. Emergency TWA Replacement of component

If a tire cannot be repaired and a new tire is installed on the existing wheel, the tire TLT identifier is entered into TACS and TACS generates a new VPN. The VPN is linked to the old TWA using the AIS identifier, which completes the linkage of the new tire to the old TWA.

If the service technician has no access to TACS but has access to TACS PI parts, at the end of the service task an electronic service message (a cellular application) is sent to TACS by the driver or the servicing technician identifying that the TWA was repaired on the road and the TACS PI parts that were used. A Road Service Repair Notice is forwarded from the service organization to the Service Inspection Station (SIS) desk which marries up the tire identification and SKU information from the TLT with the tire VPN.

If the service technician has no access to TACS and no TACS PI parts and is authorized to install new non-TACS PI parts, at the end of the service task, he/she records the TWA wheel position, the tire replacement and service invoice number which are then sent back to TACS via an electronic service message (a cellular application) that the driver or the servicing technician completes. A Road Service Repair Notice or Service Vendor Invoice is forwarded from the service organization to the Service Inspection Station (SIS) desk which marries up the tire identification and SKU information with the tire VPN. TACS updates its database upon receipt of a copy of the Work Order and Service Vendor Invoice in due course. This is accomplished from the Service Inspection Station (SIS) process described later in this document under TACS Setup and Inspection Station Functions.

If the removed tire is no longer serviceable and will not be returned to the Service Inspection Station (SIS), the technician also advises TACS that the tire has been scrapped.

An AIS sensor failure on the road would necessitate a replacement of the complete TWA. Should an AIS sensor fail in the field, TACS generates a scheduled service task to have the TWA replaced at the next scheduled service interval.

TACS Setup and Service Inspection Station (SIS) TACS is also able to track tires sent out for repair and retreading and wheels sent out for refurbishing that are returned to the TACS parts inventory (PI), the disposal and sale of used components, and actions that are taken in response to directions received from the administrative organization. This is what is called the TACS Setup and Service Inspection Station (SIS) function.

The Setup and Service Inspection Station (SIS) function actually spans all TACS Steps described above and ensures that consistent application of TACS processes are implemented and the procedures are adhered to.

TACS Setup

As with any 'system" the control logic and specific fleet business rules are established typically through setting various system parameters. TACS achieves this through the TACS Setup process. TACS, as noted earlier, does not replace existing administrative functions but rather provides a new function for fleet management to facilitate the tracking of tires and TWAs from cradle-to-grave.

TWA Assembly Inspection

When a TWA is removed for service related issues, it is sent to the TACS Service Inspection Station (SIS) for further processing. Processing requires the TWA to be closely inspected which includes its disassembly into its individual parts and may then result in following actions:

- TWA refurbishment (a process of removing sub-components and having some or all of its parts brought up to "new" condition and then reinstalled on the original TWA);

- Some reusable parts may be refurbished (wheels) or retreaded (tires), and then returned to the TACS PI;

- Some reusable parts may be returned to the TACS PI as is;

- Some defective parts will be destroyed;

- Some parts may be sold, having a "used" value, such as tire casings; As noted above, all tires require a temporary Tire Location Tag (TLT) identifier be affixed prior to the installation of the TWA on the vehicle. The TACS SIS technician applies a TLT to any used or retreaded tire and records the new TLT along with the old TWA AIS number which is then used by TACS to link the tire's historical information stored under the original tires' Virtual Part Number (VPN) in TACS to the new TLT identifier. This ensures that the historical data is maintained correctly within TACS.

TACS provides the SIS technician with an application that manages each of the above disassembly actions and updates the TACS PI. The physical movement of tires and parts is managed by the SIS technician.

Should any parts require external refurbishment such as tire retreading or wheel refinishing, a temporary Tire Location Tag (TLT) identifier is attached to the tire and must be returned from the outside supplier with its TLT in order to be accepted into the TACS PI.

Referring to Fig 1, a block diagram of some of the parts of the TACS 10 is illustrated. A database server 20 having a database 30, computer logic 40, and an interface 50 for communicating with other components of the system 10 is illustrated. Within the database 30 are stored the VPN 60 of each tire wheel assembly component as well as the AIS identification 70 associated with the tire wheel assembly in which the component is installed. A TLT identification 80 would be associated with the VPN 60 if the component is not associated with an existing AIS identification 70. Also, information 90 regarding the component associated with the VPN 60 would also be stored in the database. As noted above, this information may include the age of the component, the component's history, and how long the component has been in use. Also stored in the database 30 is information 75 regarding the tire wheel assembly associated with the AIS identification.

As part of the server 20, logic 40 determines what data to store in the database 30, which data to change, and which data to manipulate based on input from the interface 50. As an example, if the logic 40 receives data from the interface 50 that the vehicle on which a specific tire wheel assembly is installed has moved from wheel position A to wheel position B, then the logic 40 searches for the AIS identification for that tire wheel assembly and amends its wheel position information to reflect this change. Similarly, if a particular component is removed from the PI and assembled into a tire wheel assembly, this change is reflected by the logic 40 changing and reassigning the relevant identification data in the database 30.

Also part of the server 20 is the interface 50. The interface 50 receives communications from the Tire Data Monitor (TDM) 65 and the data terminal/cellular application 77. The interface 50 may be configured to send and receive wireless communications. Such an interface 50 may be designed and implemented by a person skilled in the art of wireless communications and/or network interface/communications. While the interface 50 is illustrated as a single block in Fig 1, it may also take the form of multiple modules and/or circuitry to interface between the internal logic of the server and the wireless/wired communications from the TDM and/or the terminal/cellular applications.

As noted above, the Tire Data Monitor (TDM) 65 communicates with the AIS 85 installed on the vehicle on which the monitor 65 is deployed. The AIS 85 sends its unique identification code to the TDM 60 for communication to the server 20. Also as noted above, the TDM 60 may also gather performance and condition data regarding the tire wheel assemblies installed on the TDM's vehicle.

Other tire wheel assembly components which have not yet been assigned to or used in tire wheel assemblies are, as noted above, assigned a TLT 90. The information regarding the component may be entered into a terminal 70 or, as explained above, a cellular communications based application.

Referring to Fig 2, the steps involved in one aspect of the TACS is illustrated. For step 200, a TLT is attached and assigned to a tire wheel assembly component. As noted before, the actual TLT may be temporarily attached to the component while the TLT's unique identification number is associated with the component.

In step 210, a unique VPN (virtual part number) is assigned to the component. Of course, this step is accomplished only within the server. As noted above, the VPN for each component is unchangeable and is unique to that specific component throughout the life of that component. Once a VPN has been assigned to the component (and data regarding the component has been stored in the database), steps 220 and 230 may be executed concurrently or soon after one another. Step 220 is executed once an AIS has been installed on a tire wheel assembly in which the component is used. As can be seen, step 220 is that of assigning the unique identifier associated with the AIS to the specific tire wheel assembly. Clearly, part of this step is associating the VPNs of all the tire wheel assembly's components with the specific unique identification of the AIS. Step 230, on the other hand, instead of assigning another identification number, disassociates the component used in the tire wheel assembly with that component's previous TLT. This ensures that the only assigned identification number to the component's VPN is the AIS identification of the tire wheel assembly which actually uses that component.

Steps 240 and 250 now refer to actions relating to the physical AIS, the TDM and the server. In step 240, once the tire wheel assembly has been installed on a vehicle with a TDM, the TDM will now receive the unique AIS identification number for that installed tire wheel assembly. Step 250 is that of transmitting that unique AIS identification number to the server from the TDM. Of course, the step of transferring the data from the TDM to the interface may take place in a central station which acts as go-between between the interface and the TDM.

Referring to Fig 3, the steps involved in handling a malfunctioning or failed tire wheel assembly are detailed. In step 300, the malfunction or failure occurs, this causes the TDM to receive an indication that a repair or replacement may be required. The indication may come from the AIS or, if the AIS is malfunctioning, the TDM may determine that such an action is required if no messages or transmission from the AIS has been received. When the malfunction has occurred, the TDM then transmits the need for the repair/replacement to the central station (step 310).

Once this transmission has been received, the server may then generate a work order that a specific tire wheel assembly on the relevant vehicle is to be executed (step 320). Based on the location of the vehicle (since the vehicle is being tracked by the server), the work order can be sent to the nearest service station/depot.

When the vehicle reaches the depot, the work order is executed and a determination of the malfunction and its cause is made (Step 330). Of course, a remedy to the malfunction is also prescribed at this stage. The remedies are to either replace or repair the relevant tire wheel assembly. This step is executed in step 340. Repairing the tire wheel assembly should not change the AIS associated with the tire wheel assembly. However, if the tire wheel assembly is replaced, then the relevant AIS is then transmitted to the TDM and the relevant records in the server are updated to reflect the change (step 350).

Referring to Fig 4, the steps executed when a tire wheel assembly is repaired are executed. In step 400, a new TLT is assigned/affixed to each component of the disassembled tire wheel assembly. This also involves assigning the TLTs unique TLT identification number to the VPN for each of the components. In step 410, the components are either replaced or repaired.

Once the relevant components have been repaired or replaced in the still disassembled tire wheel assembly, the assignment of relevant identification numbers is then executed. If the component has worn out and a replacement component is to be installed in the tire wheel assembly, then step 420 is that of assigning a VPN to the new component. If the component is only to be repaired, then the TLT assigned to that component is removed (step 430). Of course, these steps also involve amending/changing the relevant records in the database.

With the tire wheel assembly in good shape again, step 440 is that of reassigning the previous AIS to the reassembled tire wheel assembly (step 440).

Embodiments of the invention may be implemented in any conventional computer programming language. For example, preferred embodiments may be implemented in a procedural programming language (e.g. "C") or an object oriented language (e.g. "C++"). Alternative embodiments of the invention may be implemented as pre- programmed hardware elements, other related components, or as a combination of hardware and software components.

Embodiments can be implemented as a computer program product for use with a computer system. Such implementation may include a series of computer instructions fixed either on a tangible medium, such as a computer readable medium (e.g., a diskette, CD-ROM, ROM, or fixed disk) or transmittable to a computer system, via a modem or other interface device, such as a communications adapter connected to a network over a medium. The medium may be either a tangible medium (e.g., optical or electrical communications lines) or a medium implemented with wireless techniques (e.g., microwave, infrared or other transmission techniques). The series of computer instructions embodies all or part of the functionality previously described herein. Those skilled in the art should appreciate that such computer instructions can be written in a number of programming languages for use with many computer architectures or operating systems. Furthermore, such instructions may be stored in any memory device, such as semiconductor, magnetic, optical or other memory devices, and may be transmitted using any communications technology, such as optical, infrared, microwave, or other transmission technologies. It is expected that such a computer program product may be distributed as a removable medium with accompanying printed or electronic documentation (e.g., shrink wrapped software), preloaded with a computer system (e.g., on system ROM or fixed disk), or distributed from a server over the network (e.g., the Internet or World Wide Web). Of course, some embodiments of the invention may be implemented as a combination of both software (e.g., a computer program product) and hardware. Still other embodiments of the invention may be implemented as entirely hardware, or entirely software (e.g., a computer program product).

A person understanding this invention may now conceive of alternative structures and embodiments or variations of the above all of which are intended to fall within the scope of the invention as defined in the claims that follow.

Claims

CLAIMS:

1. A tire asset tracking system for tracking tire assets across a vehicle fleet, the system comprising:

a plurality of assembly identification sensors (AIS), each AIS having a unique AIS identification number, said AIS being for associating with a tire wheel assembly, said tire wheel assembly being comprised of a plurality of tire wheel assembly components

a plurality of temporary location tags (TLT), each TLT having a unique TLT identification number, said TLT being for associating with a tire wheel assembly component, said TLT being removed from an association with said component once said component has been integrated into a tire wheel assembly

a database for storing unique TLT identification numbers and unique AIS identification numbers, said database also being for storing a vehicle's wheel position associated with each tire wheel assembly, for storing a virtual part number (VPN) assigned to each tire wheel assembly component, and for storing data relating to each tire wheel assembly

a plurality of monitoring devices for installation on a vehicle and for communicating with at least one AIS to receive said unique AIS identification number for each AIS installed on said vehicle.

2. A system according to claim 1 further including a transmitter device for each vehicle for communicating with said monitoring device to receive said unique AIS identifier number for tire wheel assemblies installed on said vehicle and or transmitting said identification numbers to a central station for subsequent storage in said database.

3. A system according to claim 1 wherein each tire wheel assembly component is assigned a new TLT when said tire wheel assembly is disassembled for either repair or rebuilding.

4. A system according to claim 1 wherein said AIS communicates tire wheel assembly performance data to said monitoring device for eventual transmission to said central station, said tire wheel assembly performance data being for eventual storage in said database.

5. A system according to claim 1 wherein each of said AIS comprises an radio frequency transmitter.

6. A method for tracking tire assets across a fleet of vehicles, the method comprising:

a) assigning a temporary location tag (TLT) having a unique TLT identification number to each tire wheel assembly component and associating said TLT identification number to said component in a database

b) assigning a unique non- variable virtual part number (VPN) to at least one tire wheel assembly component and associating said VPN to said component, said VPN not changing throughout a life of said component

c) assigning an assembly identification sensor (AIS) having a unique AIS identification number to each tire wheel assembly and associating each AIS identification number with a specific tire wheel assembly in a database, each wheel tire assembly being comprised of a plurality of tire wheel assembly components

d) for each AIS, communicating a wheel position of said AIS and said unique AIS identification number to a central station, said wheel position of said AIS being stored in said database against said unique AIS identification number.

7. A method according to claim 6 wherein said method further comprises the step of removing an association between a TLT identification number and a tire wheel assembly component from said database once said component has been assembled as part of a tire wheel assembly.

8. A method according to claim 6 wherein said method further comprises the step of:

in the event a tire wheel assembly is disassembled for repair or rebuilding, assigning a new TLT to each tire wheel assembly component and recording such assignment in said database and reassigning said unique AIS identification number to said tire wheel assembly once said tire wheel assembly has been reassembled.

9. A method according to claim 6 wherein each AIS comprises an radio frequency transmitter.

10. A method according to claim 9 wherein at least one vehicle in said fleet is equipped with a wireless transceiver for communicating with a TDM and each AIS on said vehicle and for communicating with said central station.