What
The cleanest way to design tire pressure monitoring for service visibility is to stop thinking in terms of one global threshold and start thinking in operational segments. A truck does not behave the same way on a loaded outbound run as it does on an empty return, and it behaves differently again while parked overnight in a yard or staging lot. Each segment changes the pressure baseline, the risk of a slow leak going unnoticed, and the kind of evidence your service team needs to act on. Segment first, then configure. The four segments that matter most are the loaded run, the empty return, staging or overnight park, and the driver swap. Loaded runs shift the baseline upward because heat, weight, and friction push readings higher, so a threshold copied from a placard can sit too close to normal operating pressure and fire constantly. Empty returns run lower and cooler, which can mask a genuine loss if the alert was tuned only for loaded conditions. Parked periods are where slow leaks usually reveal themselves, yet many setups simply stop reporting once the engine is off. Driver swaps break continuity when sensors are paired to a specific cab or dongle rather than to the wheel position itself. Once the segments are clear, choose reporting behavior for each one. As a practical design target rather than a fixed industry rule, a direct TPMS sensor should report roughly every five minutes while driving and around once an hour while parked. The parked interval is the one fleets most often skip, and it is also the one that captures overnight pressure decay, which is exactly the evidence a compliance reviewer or service planner wants. If your current setup only transmits during engine-on windows and never logs decay while the vehicle sits, adjusting alert thresholds alone will not recover that missing data. You either need to reconfigure the reporting protocol to enable stationary wake-up intervals or move to longer-battery sensors that log pressure history independently and transmit at ignition. Next, set payload-aware thresholds. Build them from observed loaded and empty baselines in your own fleet, not from a single static recommendation, and write down why each number was chosen. The reason is simple: a loaded trailer on hot asphalt legitimately reads higher than the same truck returning empty, so a shared trigger either cries wolf on the outbound leg or stays quiet on a genuinely low tire at the end of the day. Temperature swings do the same thing, and that is where suppression rules come in. Geofence-aware alert suppression can quiet nuisance events during an empty return inside a depot, and temperature compensation can stop normal heat-driven rise from looking like a fault. The caveat is that suppression hides real loss too, so keep it narrow, time-bound, and logged so you can audit what was silenced and why. Do not let a blanket rule mute a fleet-wide pattern of slow leaks. Integration readiness deserves a hard look before you buy anything. Many older fleet tracking devices reject tire sensor data because they only expect standard J1939 or OBD-II parameters, so a gateway device or an API bridge is usually needed to merge tire and tracking information into one visibility layer. Ask the vendor directly whether their platform ingests non-standard telemetry fields such as tire ID and inflation status independently of engine diagnostics, and whether the data can be displayed beside location and routing. Some Bluetooth tire sensors also require a separate dongle that fails the moment a driver switches trucks mid-shift, which creates silent gaps nobody notices until a tire fails. Mixed configurations need per-vehicle profiles, because a single sensor type generally will not cover steel wheels, aluminum rims, and dual-tire positions without adapter kits or recalibration. Build the compliance trail as you go: continuous pressure history across service cycles, parked decay records, and auditable alert and suppression logs. Then pilot the whole configuration through one loaded, empty, and parked cycle, comparing generated alerts against actual tire inspections before rolling it out fleet-wide.