Patent Description:
In vehicles today, in particular heavy-duty vehicles such as semi-trailer vehicles or trucks for cargo transport, one or more central electronic control units, ECUs, may be implemented on-board the vehicle in order to read and collect sensor readings from various different types of wireless wheel sensors on-board the vehicle. In some cases, tire sensors may be located in or on the tires or rims on the wheels of the vehicle. The sensor data transmitted from these tire sensors may comprise, for example, tire pressure, tire temperature, tire deformation, the identity of the sensor, etc. These types of systems are conventionally referred to as Tire Pressure Monitoring Systems, TPMS, or Tire Health Systems, THS. TPMS/THS systems also normally employ Radio Frequency, RF, transmissions operating on specifically dedicated frequencies for transmitting its sensor data the on-board ECU or external sensor data receivers. In additional to such TPMS/THS systems, each tire and/or rim of a wheel may also have one or more integrated or mounted Radio Frequency Identification, RFID, sensors, i.e. RFID tags, for enabling identification of the specific tire and/or specific rim of a wheel. RFID also employs RF transmissions.

After assembly of the wheels on the vehicle at an assembly line, or re-mounting of the wheels due to tire rotation or similar in a tire fitting centre/workshop, the TPMS/THS system may need to be informed about exactly in which wheel location on the vehicle each tire sensor is located. This is order for the TPMS/THS system to have information about where on the chassis of the vehicle each specific tire sensor is located. One way to determine tire sensor positions on a vehicle is to manually register each tire sensor's position and input this into the central TPMS/THS system. Normally, this manual procedure is performed by selecting a wheel at a specific wheel location and then to hit the tire at the selected wheel location with a mallet or hammer in order to create a small pressure variation inside the tire of the wheel. The small pressure variation will then be sensed by and activate the tire sensor of the wheel in the specific wheel location. The tire sensor will then transmit a Radio Frequency, RF, signal with its identity embedded or modulated in the RF signal. The RF signal may thus be received by the central TPMS/THS system in the ECU. However, due to the human factor, this manual procedure is prone to errors. Another way to activate the tire sensor of the wheel in the specific wheel location is to generate a Low-Frequency, LF, magnetic field in proximity to the tire sensor. In response to receiving the LF magnetic field, the tire sensor may be activated and begin to transmit the RF signal comprising its identity. However, a disadvantage with this method is that some assembly lines may be restricted to maximum allowed power limits when using LF magnetic fields, which may limit its application. Additionally, LF magnetic field activation may also be difficult due to the fact that some tire sensors may have limited sensitivity to LF magnetic fields. A third way in which the tire sensor may be activated and its location determined is to use auto-location as described in the <CIT>. This method, however, requires signals from other sensors, such as, e.g. speed sensors of an on-board Automatic Brake System, ABS, system, accelerometers providing rotational directions, etc., or having additional range extenders placed on each side of the chassis in order to locate from which side or from which wheel the RF signal of the tire sensor was sent. Besides requiring additional hardware, this method also requires active driving on roads and reaching specific speeds for a certain period of time before all necessary sensor readings may be obtained. Hence, it will be difficult to determine the locations of all tire sensors at an assembly line of a factory, an automotive workshop or tire fitment centre that mounts or installs wheels on the vehicle. Hence, there is a need to improve the way locations of a tire sensor on a chassis of a vehicle may be determined.

<CIT> describes a practical tire managing system capable of unitarily managing tire state information and tire intrinsic information.

<CIT> describes a method of managing data between an RFID marker carried by a tyre and a sensor carried by a rim.

<CIT> describes an RFID enabled tire control system and method.

It is an object of embodiments herein to provide a systems and method therein, along with computer program product and carrier, for enabling a determination of a location of a tire sensor on a chassis of a vehicle that seeks to mitigate, alleviate, or eliminate all or at least some of the above-discussed drawbacks of presently known solutions.

According to a first aspect of the invention, the object is achieved by a method for enabling a determination of a location of a tire sensor on a chassis of a vehicle. The method comprises obtaining an identity of a Radio Frequency Identification,.

RFID, tag located on the rim, or in the tire, of the wheel. The method also comprises obtaining an identity of a tire sensor mounted on the rim, or inside the tire, of the wheel, as the tire sensor is activated. The method further comprises establishing an association between the identity of the RFID tag and the identity of the tire sensor. The method further comprises obtaining a chassis identity based the identity of the RFID tag, and the establishing an association between the identity of the RFID tag and the chassis identity. Furthermore, the method comprises determining the location of the tire sensor on the chassis of the vehicle based on the established association between the identity of the RFID tag, the identity of the tire sensor and the associated chassis identity.

By establishing an association between the identities of an RFID tag and the tire sensor of a wheel, the identity of a tire sensor mounted in the wheel may subsequently be determined indirectly by only reading the RFID tag of the wheel. This may, for example, be advantageous in cases where wheels are first assembled on their respective tire axles on the vehicle at a tire assembly station, and later moves forward along an assembly line towards a tire diagnostic station. At the tire diagnostic station, dedicated tire RFID readers may be configured to read each of the RFID tags of the tires/rims of the vehicle and determine their location on the chassis of the vehicle axle by axle while the vehicle is still moving on the assembly line. Since the axles of the vehicle will pass the RFID readers at different times and at low speeds, the axle locations of each of the RFID tags may easily be determined. Hence, by reading and locating the logistical RFID tags inside the tires/rims of the vehicle, the location of the tire sensors on the chassis of the vehicle for the vehicle may be determined using the established association. Thus, an improved way of determining locations of tire sensors on a chassis of a vehicle is enabled.

As described in the advantageous example above, similar diagnostics stations utilizing the established associations between identities of an RFID tag and the tire sensor of a wheel may also be implemented at, e.g. tire assembly lines, tire fitting stations/centres or workshops, for a more efficient determination of the locations of tire sensors on a chassis of a vehicle. Also, if a chassis identity is associated with the identity of the RFID tag, it may indicate or be used to obtain information indicating the exact wheel location where the wheel is to be mounted on that particular chassis, e.g. in case the tire or rim of the wheel is tailored to a specific axle and position on that axle of a vehicle, such as, e.g. right or left, inner or outer position for a twin wheel configuration, etc. This may be particularly advantageous in case of having fitted wheels, with tire sensor mounted inside, being tailored for a specific vehicle chassis ID and/or a specific position on a chassis delivered to an assembly line for assembly on the vehicle.

According to some embodiments, the identity of the RFID tag is obtained prior to the identity of a tire sensor. This may in some cases be preferable since the reading of the RFID tag and its identity is usually simpler and easier than activating the tire sensor in order to obtain the reading of the tire sensor and its identity. In this case, there may also be an RFID tag on record already associated with the wheel and/or location on a chassis of a vehicle to which a subsequently obtained identity of a tire sensor may be easily associated with. In some embodiments, the tire sensor may be activated by a Radio Frequency, RF, signal or by inflating the tire on the rim. Here, the RF signal may, for example, be a Low-Frequency magnetic field generated in the proximity of the tire sensor. Optionally, the activation may be caused by achieving a delta pressure, i.e. detection of a pressure difference in the tire by the tire sensor. The obtaining of the identity of the tire sensor may, according to some embodiments, comprise receiving an RF signal comprising the identity of the tire sensor from the tire sensor.

According to some embodiments, the method may further comprise providing instructions, to an operator or an automated tire fitting system, indicating a location on the chassis of the vehicle at which the wheel is to be assembled based on the determined location of the tire sensor on the chassis of the vehicle. This means that the obtained chassis identity may be used in order to automate the assembly of wheels on a vehicle, but also to avoid human error causing a wheel to be assembled in the wrong wheel location on chassis.

According to a second aspect of the invention, the object is achieved by a system for enabling a determination of a location of a tire sensor on a chassis of a vehicle. The system comprise a processing circuitry configured to obtain an identity of a RFID tag located on the rim, or in the tire, of the wheel. The processing circuitry is also configured to obtain an identity of a tire sensor mounted on the rim, or inside the tire, of the wheel, as the tire sensor is activated. The processing circuitry is further configured to establish an association between the identity of the RFID tag and the identity of the tire sensor. The processing circuitry is further configured to obtain a chassis identity based on the identity of the RFID tag, establish an association between the identity of the RFID tag and the chassis identity, and determine a location of the tire sensor on the chassis of the vehicle based on the established association between the identity of the RFID tag, the identity of the tire sensor and the associated chassis identity.

According to some embodiments, the processing circuitry may further be configured to obtain the identity of the RFID tag via an RFID scanner prior to obtaining the identity of a tire sensor. In some embodiments, the tire sensor may be activated by a RF signal or by inflating the tire on the rim. Further, in some embodiments, the processing circuitry may be further configured to obtain the identity of the tire sensor from a receiver configured to receive an RF signal comprising the identity of the tire sensor from the tire sensor.

According to some embodiments, the processing circuitry may further be configured to provide instructions, to an operator or an automated tire fitting system, indicating a location on the chassis of the vehicle at which the wheel is to be assembled based on the determined location of the tire sensor on the chassis of the vehicle. In some embodiments, the system may be located in a tire fitment center/station.

According to a third aspect of the invention, the object is achieved by a computer program comprising instructions which, when executed in a processing circuitry, cause the processing circuitry to carry out the methods described above. According to a fourth aspect of the embodiments herein, the object is achieved by a carrier containing any of the computer program products described above, wherein the carrier is one of an electronic signal, optical signal, radio signal, or computer-readable storage medium.

<FIG> illustrates an example of a vehicle <NUM>. In this case, the vehicle <NUM> is exemplified as a heavy-duty vehicle combination for cargo transport, i.e. a truck/towing vehicle <NUM> configured to tow a trailer unit <NUM> in a known manner, e.g. by a fifth wheel connection. The vehicle <NUM> comprises wheels <NUM>, <NUM>, and <NUM>. It should be noted that with the term heavy-duty vehicle herein is meant a vehicle designed for the handling and transport of heavier objects or large quantities of cargo. The term heavy-duty vehicle may, however, also refer to a vehicle designed for use in construction, mining operations, or similar, such as, a working or construction machine. It should also be noted that even though the embodiments herein for enabling a determination of a location of a tire sensor on a chassis of a vehicle are described mainly with respect to a heavy-duty vehicle, such as, the heavy-duty vehicle combination <NUM>, <NUM> in <FIG>, the embodiments herein should not be considered restricted to this particular type of vehicle but may also be used in other types of vehicles, such as, passenger cars, commercial vehicles, busses, etc..

<FIG> illustrates a first top-side view of the vehicle <NUM> and wheel positions A-L thereon. In this example, the wheel position A is the front left wheel position of the truck or towing vehicle <NUM> of the vehicle <NUM>, while the wheel position L is the front right wheel position of the truck or towing vehicle <NUM> of the vehicle <NUM>. Furthermore, the wheel positions of the trailer unit <NUM> ranges around the trailer unit <NUM> from the wheel position B for the front left wheel of the trailer unit <NUM> to the wheel position K of the front right wheel of the trailer unit <NUM>. In some cases, certain wheel positions may comprise a set of twin wheels as illustrated for the wheel positions C, D, I, and J. In this case, the outermost wheel position of the set of twin wheels is referred to as C, D, I, and J, respectively, while the innermost wheel position of the set of twin wheels is referred to as C', D', I', and J'. It should also be noted that the notation of the wheel positions is merely made for sake of illustrative purposes to provide a clear and concise references to different wheel positions; in other words, this notation should not be construed as limiting to the embodiments herein.

<FIG> illustrates a second top-side view of the vehicle <NUM> having wheels <NUM>, <NUM>, <NUM>, <NUM>, <NUM>, <NUM> comprising tire sensors <NUM>, <NUM>, <NUM>, <NUM>, <NUM>, <NUM> at each wheel position A-L on the vehicle <NUM> as described above in <FIG>. The vehicle <NUM> further comprise an electronic control unit, ECU <NUM>. In this example, the wheel <NUM> at the wheel position A of the truck or towing vehicle <NUM> of the vehicle <NUM> comprise at least one tire sensor <NUM>, while the wheel <NUM> at the wheel position L of the truck or towing vehicle <NUM> of the vehicle <NUM> comprise at least one tire sensor <NUM>. Similarly, each wheel 120a, 120b, 120c at the two front left wheel positions B, C, C' of the trailer unit <NUM> of the vehicle <NUM> comprise each at least one tire sensor 121a, 121b, 121c, respectively. Also, each wheel 130a, 130b, 130c, 130d at the three back left wheel positions D, D', E, F of the trailer unit <NUM> of the vehicle <NUM> comprise each at least one tire sensor 131a, 131b, 131c, 131d, respectively. Furthermore, each wheel 140a, 140b, 140c, 140d at the three back right wheel positions I, I', H, G of the trailer unit <NUM> of the vehicle <NUM> comprise each at least one tire sensor 141a, 141b, 141c. Lastly, each wheel 150a, 150b, 150c at the two front right wheel positions K, J, J' of the trailer unit <NUM> of the vehicle <NUM> comprise each at least one tire sensor 151a, 151b, 151c. The ECU <NUM> and each of the one or more tire sensors <NUM>, <NUM>, <NUM>, <NUM>, <NUM>, <NUM> on the vehicle <NUM> may be part of an on-board Tire Pressure Monitor System/Tire Health System, TPMS/THS. In other words, the one or more tire sensors <NUM>, <NUM>, <NUM>, <NUM>, <NUM>, <NUM> on the vehicle <NUM> may be TPMS/THS sensors, and the ECU <NUM> may be a TPMS/THS sensor reader. The one or more tire sensors <NUM>, <NUM>, <NUM>, <NUM>, <NUM>, <NUM> on the vehicle <NUM> may also be referred to as TPMS/THS transponders. Furthermore, each tire and/or rim of each of the wheels <NUM>, <NUM>, <NUM>, <NUM>, <NUM>, <NUM> may also have one or more integrated or mounted Radio Frequency Identification, RFID, sensor, i.e. RFID tag. The RFID tags (not shown) enable identification of the specific tire and/or specific rim of each of the wheels <NUM>, <NUM>, <NUM>, <NUM>, <NUM>, <NUM> using radio frequency transmissions.

<FIG> shows a schematic illustration of a system <NUM> for enabling a determination of a location A-L of a tire sensor <NUM> on a chassis of a vehicle <NUM> according to some embodiments. It should be noted that, although not shown in <FIG>, known conventional features of the system <NUM>, such as, for example, a power source, e.g. a battery or main connection, may be assumed to be comprised in the system <NUM>.

The system <NUM> may comprise, or be arranged to be connected to and configured to communicate with, an RFID scanner <NUM>. The RFID scanner <NUM> may be configured to scan for RFID tags, such as, the RFID tag <NUM> in the tire <NUM>. The RFID scanner <NUM> may comprise an antenna 401a for transmitting an RFID signal towards the RFID tag <NUM>. The RFID signal may, for example, be an RFID interrogation signal and/or a generated electromagnetic field configured to trigger a RFID response from the RFID tag <NUM>. Hence, as the RFID tag <NUM> receives the RFID signal 401b from the RFID scanner <NUM>, the RFID tag <NUM> will respond with a RFID response signal 401c comprising the identity of the RFID tag. In other words, the RFID scanner <NUM> may receive a RFID response signal from the RFID tag <NUM> in response to the RFID tag <NUM> receiving its transmitted RFID signal 401b.

Also, the system <NUM> may comprise, or be arranged to be connected to and configured to communicate with, a tire sensor receiver <NUM> configured to receive or read tire sensor signals transmitted from the tire sensor <NUM>. For example, the tire sensor receiver <NUM> may be a TPMS/THS system receiver configured to receive or read signal from TPMS/THS sensors <NUM>, <NUM>, <NUM>, <NUM>, <NUM>, <NUM> in the tires of the wheels <NUM>, <NUM>, <NUM>, <NUM>, <NUM>, <NUM> in the vehicle <NUM>. The tire sensor receiver <NUM> may comprise an antenna 402a for receiving the tire sensor signals 402b, 402c from the tire sensor <NUM>.

Here, according to some embodiments, the tire sensor signal 402b may be triggered by a Radio Frequency, RF, signal from a RF actuator <NUM> according to a first scenario A shown in <FIG>. The RF actuator <NUM> may comprise an antenna 701a configured to generate a low-frequency magnetic field or RF signal 701b causing the tire sensor <NUM> to be activated and transmit the tire sensor signal 402b. Optionally, in some embodiments, the tire sensor signal 402c may be triggered by an air pressure device <NUM> arranged to inflate the tire <NUM> on the rim <NUM> of the wheel <NUM> according to a second scenario B shown in <FIG>. The air pressure device <NUM> may comprise an air guidance arrangement 702a for guiding pressurized air into the tire <NUM> via an air inlet valve <NUM> of the wheel <NUM> and thus inflate the tire <NUM>. The pressure difference, i.e. delta pressure, will be sensed by the tire sensor <NUM> causing the tire sensor <NUM> to be activated and transmit the tire sensor signal 402c. Here, it should be noted that the RF actuator <NUM> and/or the air pressure device <NUM> may form part of the system <NUM> or the automated tire fitting system <NUM> described below. Optionally, the LF actuator <NUM> and/or the air pressure device <NUM> may also be stand-alone devices operated separately by an operator of the system <NUM>.

According to some embodiments, the system <NUM> may also comprise, or be arranged to be connected to and communicate with, a display <NUM> and/or an automated tire fitting system <NUM>. The display <NUM>, or display interface, may be used by the system <NUM> to communicate with an operator of the system <NUM>. The automated tire fitting system <NUM> may be arranged to automatically fit and inflate a tire <NUM> on a rim <NUM> of the wheel <NUM>. Additionally, the system <NUM> may also comprise, or be arranged to be connected to and configured to communicate with, a database server or cloud service <NUM> in a connected or remote network <NUM> for digital information storage.

The system <NUM> further comprise a processing circuitry <NUM> and a memory <NUM>. It should also be noted that some or all of the functionality described in the embodiments herein as being performed by the system <NUM> may be provided by the processing circuitry <NUM> executing instructions stored on a computer-readable medium, such as, the memory <NUM> shown in <FIG>. For example, the processing circuitry <NUM> may be configured to communicate with the RFID scanner <NUM> and obtain information indicating the identity and location of the RFID tag <NUM> in the tire <NUM>. The processing circuitry <NUM> may further be arranged to communicate with the display <NUM> and/or automated tire fitting system <NUM>. Furthermore, the processing circuitry <NUM> may further comprise additional components, such as, for example, an obtaining module <NUM>, an establishing module <NUM>, a determining module <NUM>, and a providing module <NUM>, each responsible for providing its functionality to support the embodiments described herein.

The system <NUM> or processing circuitry <NUM> is configured to, or may comprise the obtaining module <NUM> configured to, obtain an identity of a RFID tag <NUM> located on the rim <NUM>, or in the tire <NUM>, of the wheel <NUM>. Also, the system <NUM> or processing circuitry <NUM> is configured to, or may comprise the obtaining module <NUM> configured to, obtain an identity of a tire sensor <NUM> mounted on the rim <NUM>, or inside the tire <NUM>, of the wheel <NUM>, as the tire sensor <NUM> is activated. Further, the system <NUM> or processing circuitry <NUM> is configured to, or may comprise the establishing module <NUM> configured to, establish an association between the identity of the RFID tag <NUM> and the identity of the tire sensor <NUM>. In some embodiments, the system <NUM> or processing circuitry <NUM> may be configured to, or may comprise the determining module <NUM> configured to, determine the location A-L of the tire sensor <NUM> on the chassis of the vehicle <NUM> based on the established association between the identity of the RFID tag <NUM> and the identity of the tire sensor <NUM>.

According to some embodiments, the system <NUM> or processing circuitry <NUM> may be configured to, or may comprise the obtaining module <NUM> configured to, obtain the identity of the RFID tag <NUM> via an RFID scanner <NUM> prior to obtaining the identity of a tire sensor <NUM>. In some embodiments, the tire sensor <NUM> may be activated by a RF signal or by inflating the tire <NUM> on the rim <NUM>. Also, in some embodiments, the system <NUM> or processing circuitry <NUM> may be configured to, or may comprise the obtaining module <NUM> configured to, obtain the identity of the tire sensor <NUM> from a tire sensor receiver <NUM> configured to receive an RF signal comprising the identity of the tire sensor <NUM> from the tire sensor <NUM>.

Further, in some embodiments, the system <NUM> or processing circuitry <NUM> may be configured to, or may comprise the obtaining module <NUM> configured to, obtain a chassis identity based on the identity of the RFID tag <NUM>. In this case, the system <NUM> or processing circuitry <NUM> may also be configured to, or may comprise the establishing module <NUM> configured to, establish an association between the identity of the RFID tag <NUM> and the chassis identity. Here, the system <NUM> or processing circuitry <NUM> may further be configured to, or may comprise the determining module <NUM> configured to, determine a location A-L of the tire sensor <NUM> on the chassis of the vehicle <NUM> based on the obtained chassis identity. Further, according to some embodiments, the system <NUM> or processing circuitry <NUM> may be configured to, or may comprise the providing module <NUM> configured to, provide instructions, to an operator via a display <NUM> or an automated tire fitting system <NUM>, indicating a location A-L on the chassis of the vehicle <NUM> at which the wheel <NUM> is to be fitted based on the determined location A-L of the tire sensor <NUM> on the chassis of the vehicle <NUM>. Additionally, in some embodiments, the system <NUM> may be located in a tire fitting center/station. In some embodiments, the system <NUM> may also be configured to communicate with a TPMS/THS system in the ECU <NUM> on-board the vehicle <NUM>, e.g. via a radio transmission <NUM> between the antennas <NUM> and <NUM> as shown in <FIG>. In this case, the system <NUM> or processing circuitry <NUM> may be configured to, or may comprise the providing module <NUM> configured to, provide information indicating the determined location A-L of the tire sensor <NUM> on a chassis of a vehicle <NUM> to the TPMS/THS system in the ECU <NUM> on-board the vehicle <NUM>.

Furthermore, the embodiments for enabling a determination of a location of a tire sensor <NUM> on a chassis of a vehicle <NUM> described above may be at least partly implemented through one or more processors, such as, the processing circuitry <NUM> in the system <NUM> depicted in <FIG>, together with computer program code for performing the functions and actions of the embodiments herein. The program code mentioned above may also be provided as a computer program product, for instance in the form of a data carrier carrying computer program code or code means for performing the embodiments herein when being loaded into the processing circuitry <NUM> in the system <NUM>. The data carrier, or computer readable medium, may be one of an electronic signal, optical signal, radio signal or computer-readable storage medium. The computer program code may e.g. be provided as pure program code in the system <NUM> or on a server and downloaded to the system <NUM>. Thus, it should be noted that the system <NUM> may in some embodiments be implemented as computer programs stored in memory <NUM> in <FIG>, e.g. the computer readable storage unit/module, for execution by processors or processing modules, e.g. the processing circuitry <NUM> in the system <NUM> in <FIG>.

Those skilled in the art will also appreciate that the processing circuitry <NUM> and the memory <NUM> described above may refer to a combination of analog and digital circuits, and/or one or more processors configured with software and/or firmware, e.g. stored in a computer readable storage unit/module, that when executed by the one or more processors such as the processing circuitry <NUM> perform as described above. One or more of these processors, as well as the other digital hardware, may be included in a single application-specific integrated circuit (ASIC), or several processors and various digital hardware may be distributed among several separate components, whether individually packaged or assembled into a system-on-a-chip (SoC).

Examples of embodiments of a method for enabling a determination of a location A-L of a tire sensor <NUM> on a chassis of a vehicle <NUM>, will now be described with reference to the flowchart depicted in <FIG> is an illustrated example of actions, steps or operations which may be performed a system <NUM> described above with reference to <FIG>. The method may comprise the following actions, steps or operations.

Action <NUM>. The system <NUM> obtains an identity of an RFID tag <NUM> located on the rim <NUM>, or in the tire <NUM>, of the wheel <NUM>. This may, for example, be performed by using the RFID scanner <NUM> shown in <FIG>. In some embodiments, the identity of the RFID tag <NUM> may be obtained prior to the identity of a tire sensor <NUM>. This means that the identity of the RFID tag <NUM> may be obtained by the system <NUM> according to Action <NUM> before the system obtains the identity of a tire sensor <NUM> according to Action <NUM> described below. According to some embodiments, the system <NUM> may also obtain a chassis identity based the identity of the RFID tag <NUM>. In some cases, a vehicle chassis identity may be linked to a particular RFID tag <NUM>. For example, in case the wheel <NUM> is tailored to a specific axle and position on that axle, such as, e.g. right or left side, inner or outer position in a twin wheel configuration, etc. In some case, the vehicle chassis identity may be retrieved from an information database server or via a cloud service.

Action <NUM>. Preferably, but not necessarily, after the system <NUM> obtains the identity of the RFID tag <NUM> in Action <NUM>, the system <NUM> obtains an identity of a tire sensor <NUM> mounted on the rim <NUM>, or inside the tire <NUM>, of the wheel <NUM>, as the tire sensor <NUM> is activated. Here, the tire sensor <NUM> may, for example, be activated using one of the scenarios A or B described above with reference to <FIG>. Thus, according to some embodiments, the tire sensor <NUM> may be activated by an RF signal or by inflating the tire <NUM> on the rim <NUM>. In some embodiments, the system <NUM> may receive an RF signal comprising the identity of the tire sensor <NUM> from the tire sensor <NUM>. This may, for example, be performed by using the tire sensor receiver <NUM> shown in <FIG>.

Action <NUM>. After, or upon, obtaining the identity of the tire sensor <NUM> in Action <NUM>, the system <NUM> establishes an association between the identity of the RFID tag <NUM> and the identity of the tire sensor <NUM>. This means, for example, that the system <NUM> may pair and store the identity of the RFID tag <NUM> and the identity of a tire sensor <NUM> together in a computer-readable storage medium, such as, e.g. the memory <NUM> or the database server or cloud service <NUM> in a connected or remote network <NUM>. Hence, the identity of the RFID tag <NUM> will be digitally linked to the identity of a tire sensor <NUM>. This also means that by identifying either one of the RFID tag <NUM> or the tire sensor <NUM>, the other one is inherently or indirectly identified as well. If a chassis identity was additionally obtained, the system <NUM> may according to some embodiments further establish an association between the identity of the RFID tag <NUM> and the chassis identity. This means that the obtained chassis identity may also be linked or paired with the RFID tag <NUM> in the computer-readable storage medium, such as, e.g. the memory <NUM> or the database server <NUM> located in an external network <NUM>.

Action <NUM>. Optionally, after an association has been established in accordance with Action <NUM>, the system <NUM> may determine the location A-L of the tire sensor <NUM> on the chassis of the vehicle <NUM> based on the established association between the identity of the RFID tag <NUM> and the identity of the tire sensor <NUM>. This means that, for example, as the wheel <NUM> has been assembled on the chassis of the vehicle <NUM>, the established association between the identity of the RFID tag <NUM> and the identity of the tire sensor <NUM> may be used to determine the location A-L of the tire sensor <NUM> on the chassis of the vehicle <NUM> simply by obtaining the identity of the RFID tag <NUM>. This is exemplified in <FIG>.

In <FIG>, the system <NUM> obtains the identity of the RFID tag <NUM> as the vehicle <NUM> passes by or is actively scanned by the RFID scanner <NUM>. In this process, the system <NUM> may automatically determine the wheel location A of the RFID tag <NUM> on the chassis of the vehicle <NUM> based on the setup or use of the RFID scanner <NUM>. Consequently, via the established association between the identity of the RFID tag <NUM> and the identity of the tire sensor <NUM>, the system <NUM> is able to determine the identity of the tire sensor <NUM>. Inherently, the wheel location A of the tire sensor <NUM> on the chassis of the vehicle <NUM> may be determined since the RFID tag <NUM> and the tire sensor <NUM> are located in the same wheel <NUM>. This also means that the system <NUM> is able to provide information indicating the determined location A-L of the tire sensor <NUM> on a chassis of a vehicle <NUM> to the TPMS/THS system in the ECU <NUM> on-board the vehicle <NUM>. As shown in <FIG>, this may, for example, be performed via a radio transmission <NUM> from an antennas <NUM> of the system <NUM> to an antenna <NUM> of the TPMS/THS system in the ECU <NUM> on-board the vehicle <NUM>. Optionally, a wired connection to between the system <NUM> and the TPMS/THS system in the ECU <NUM> on-board the vehicle <NUM> may be used.

In case a chassis identity is associated with the RFID tag <NUM>, the system <NUM> may further determine a location A-L of the tire sensor <NUM> on the chassis of the vehicle <NUM> based on the associated chassis identity. This means that by obtaining the identity of the RFID tag <NUM>, the system <NUM> may also obtain information associated with the RFID tag <NUM> indicating a vehicle chassis identity. The vehicle chassis identity may in turn provide information regarding the exact location A-L on the chassis of the vehicle <NUM> in which the wheel <NUM> is to be assembled on that particular chassis. This information enables the system <NUM> to, for example, automate the assembly of the wheel <NUM> on the vehicle <NUM>, but may also enable human error causing the wheel <NUM> to be assembled on a faulty/wrong location on the chassis of the vehicle <NUM> to avoided.

Action <NUM>. According to another option, the system <NUM> may also provide instructions, to an operator via a display <NUM> or an automated tire fitting system <NUM>, indicating a location A-L on the chassis of the vehicle <NUM> at which the wheel <NUM> is to be assembled based on the determined location A-L of the tire sensor <NUM> on the chassis of the vehicle <NUM>. This means that the system <NUM> may use the determined information in order to automate the tire assembly of the wheel <NUM> on the vehicle <NUM>, e.g. via the automatic tire fitting system <NUM>. It also means that the system <NUM> may use the determined information in order to avoid human error in the tire assembly, e.g. by indicating to an operator of the system <NUM> at which location the wheel <NUM> should be assembled.

Claim 1:
A method for enabling a determination of a location (A-L) of a tire sensor (<NUM>) on a chassis of a vehicle (<NUM>), wherein the method comprises:
obtaining (<NUM>) an identity of an Radio Frequency Identification, RFID, tag (<NUM>) located on the rim (<NUM>), or in the tire (<NUM>), of the wheel (<NUM>);
obtaining (<NUM>) an identity of a tire sensor (<NUM>) mounted on the rim (<NUM>), or inside the tire (<NUM>), of the wheel (<NUM>), as the tire sensor (<NUM>) is activated; and
establishing (<NUM>) an association between the identity of the RFID tag (<NUM>) and the identity of the tire sensor (<NUM>);
the method being characterized in that
the obtaining (<NUM>) further comprises obtaining a chassis identity based the identity of the RFID tag (<NUM>), and the establishing (<NUM>) further comprise establishing an association between the identity of the RFID tag (<NUM>) and the chassis identity, and by
determining (<NUM>) the location (A-L) of the tire sensor (<NUM>) on the chassis of the vehicle (<NUM>) based on the established association between the identity of the RFID tag (<NUM>), the identity of the tire sensor (<NUM>) and the associated chassis identity.