Vehicle dynamic load self-adaptive tire pressure threshold real-time optimization control system

Abstract

The invention provides a vehicle dynamic load self-adaptive tire pressure threshold real-time optimization control system, which relates to the technical field of vehicle safety control, and comprises a sensing layer used for collecting vehicle dynamic load related parameters, sensing vehicle dynamic load changes through multi-source information fusion, establishing a mathematical model of a tire pressure safety threshold and a dynamic load, and calculating a tire pressure safety threshold value; the tire pressure alarm threshold value is adjusted in real time by adopting a self-adaptive algorithm, the tire pressure threshold value can be dynamically optimized according to the actual working condition of a vehicle, and the accuracy and reliability of tire pressure monitoring are improved while the driving safety is ensured; the problem that a fixed threshold value of a traditional vehicle safety control system is prone to generating false alarm or missing alarm when the vehicle is accelerated, steered or subjected to load change is solved.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of vehicle safety control, and particularly relates to a vehicle dynamic load adaptive tire pressure threshold real-time optimization control system. BACKGROUND

[0002] As the only component of a vehicle in contact with the ground, the tire pressure state directly affects the driving safety, handling and fuel economy of the vehicle. At present, vehicles are generally equipped with a tire pressure monitoring system (TPMS) which monitors the tire pressure and issues a warning when the tire pressure is abnormal, reminding the driver to take appropriate measures.

[0003] However, most existing tire pressure monitoring systems use a fixed tire pressure warning threshold, i.e., a fixed pressure range is preset as a safety interval, and an alarm is triggered when the real-time tire pressure exceeds this range. This fixed threshold method has obvious defects: when the vehicle is in different working conditions (such as acceleration, braking, steering, and load change), the dynamic load borne by the tire will change significantly, at which time the originally set fixed threshold may no longer be applicable, easily leading to false alarms or missed alarms, for example: When the vehicle is driving on a curve, the outer tires will bear greater lateral and vertical loads due to the centrifugal force, at which time the optimal working pressure range of the tire will change. If a fixed threshold is still used, unnecessary alarms (false alarms) may be triggered in normal driving conditions, or timely alarms may not be issued when the actual tire pressure is already in an unsafe state (missed alarms). Similarly, when the vehicle load increases, the vertical load of the tire increases, requiring higher tire pressure to support, and the fixed threshold may not be able to adapt to this change. SUMMARY

[0004] The present application relates to a vehicle dynamic load adaptive tire pressure threshold real-time optimization control system to solve the problem of false alarms or missed alarms of the fixed tire pressure threshold in the prior art under dynamic working conditions of the vehicle.

[0005] The present application provides a vehicle dynamic load adaptive tire pressure threshold real-time optimization control system, specifically comprising: a perception layer, a data processing layer, an execution layer, and an interaction layer; The perception layer is used to collect vehicle dynamic load related parameters, including suspension force information, tire deflection information, vehicle attitude information, real-time tire pressure information, and vehicle motion state information; The data processing layer is connected with the perception layer and is used to fuse the collected parameters, analyze the change of the vehicle dynamic load, and based on a mathematical model of the dynamic load and the tire pressure safety threshold, calculate the dynamic tire pressure threshold in real time through an adaptive algorithm; The execution layer is connected with the data processing layer and is used to adjust the tire pressure alarm threshold according to the calculated dynamic tire pressure threshold, and trigger an alarm when the real-time tire pressure exceeds the adjusted alarm threshold. The interaction layer is connected with the execution layer and the data processing layer, and is used to show system state information and alarm information to a user.

[0006] Further, the perception layer comprises a suspension force perception unit, a tire deflection perception unit, a vehicle posture perception unit, a tire pressure perception unit, and a motion state perception unit. The suspension force perception unit is used to detect longitudinal force, lateral force, and vertical force borne by a vehicle suspension system. The unit can be installed at key force bearing positions of the vehicle suspension, such as suspension swing arms, spring upper seats, and shock absorbers, to indirectly obtain tire load information by detecting the force bearing conditions of the suspension components. The tire deflection perception unit is used to detect the vertical distance change between the tire tread and the ground. The tire deflection is closely related to the vertical load borne by the tire. The greater the deflection, the greater the vertical load borne by the tire. The unit can be installed near the wheel to measure the distance change between the tire tread and the ground in a non-contact manner. The vehicle posture perception unit is used to detect the roll angle, pitch angle, heading angle, longitudinal acceleration, and lateral acceleration of the vehicle. These parameters can reflect the posture changes of the vehicle during driving, such as roll during turning and pitch during acceleration, which are helpful for analyzing the dynamic load distribution of the vehicle. The tire pressure perception unit is used to detect the real-time tire pressure and tire temperature of each tire, providing basic data for tire pressure monitoring. The unit can be integrated in the tire or on the air valve, and the detection data can be transmitted to the system in a wireless manner. The motion state perception unit is used to detect the driving speed, wheel speed, and steering angle of the vehicle. These information are helpful for determining the current driving conditions of the vehicle, such as straight driving, turning, acceleration, and braking.

[0007] Further, the data processing layer comprises a data fusion module, a dynamic load analysis module, a threshold model calculation module, and an adaptive algorithm module. The data fusion module is used to perform time synchronization and space calibration on the multi-source data collected by the perception layer, to eliminate data redundancy and noise. Since the sampling frequency and response time of different sensors may differ, time synchronization is needed to ensure the time consistency of the data. Meanwhile, since the installation positions of different sensors are different, space calibration is needed to unify the spatial coordinate system of the data. The data fusion can use Kalman filtering, particle filtering, and other algorithms to improve the accuracy and reliability of the data. The dynamic load analysis module is configured to calculate the dynamic load distribution of the vehicle under different working conditions based on the fused data, including the vertical load, lateral load and longitudinal load of each tire. The vertical load is mainly related to the vehicle load, acceleration and braking. The lateral load is mainly related to the centrifugal force when the vehicle is turning. The longitudinal load is mainly related to the acceleration and braking of the vehicle. By analyzing the size and distribution of these loads, the actual load condition of the tire can be determined. The threshold model calculation module is configured to establish and update in real time a mathematical relationship model between the tire pressure safety threshold and the dynamic load. The model is established based on the tire mechanics characteristics and a large amount of experimental data, and can reflect the optimal working pressure range of the tire under different load conditions. The general form of the model is Pth = f(Fv, Fh, Fl, v, a), where Pth is the tire pressure safety threshold, Fv is the vertical load, Fh is the lateral load, Fl is the longitudinal load, v is the vehicle speed, and a is the steering angle. With the development of vehicle technology and changes in use conditions, the model can be continuously optimized and updated through machine learning and other methods. The adaptive algorithm module is configured to dynamically adjust the tire pressure safety threshold according to the current working condition and dynamic load change of the vehicle. The module includes a working condition recognition submodule that can recognize the current working condition of the vehicle, such as straight driving, acceleration, braking, turning, climbing and load change. Different adjustment strategies are adopted for different working conditions. For example, in the turning working condition, the centrifugal force is calculated according to the turning radius and driving speed, and the upper limit value of the tire pressure safety threshold is increased based on the size of the centrifugal force. In the case of load increase, the tire pressure safety threshold is increased according to the amplitude of the load increase. In the acceleration or braking working condition, the tire pressure safety threshold is adjusted according to the size of the longitudinal acceleration.

[0008] Further, the execution layer includes a threshold adjustment module, an alarm triggering module and a safety linkage module. The threshold adjustment module is configured to receive the dynamic tire pressure threshold output by the data processing layer and set it as the current effective tire pressure alarm threshold. The module also includes a threshold backup unit for storing a fixed tire pressure threshold. When the system detects an abnormality (such as sensor failure, data transmission interruption, etc.), it can automatically switch to the fixed tire pressure threshold mode to ensure that the basic tire pressure monitoring function is not affected. The alarm triggering module is configured to compare the real-time tire pressure with the dynamic tire pressure threshold and generate an alarm signal when the real-time tire pressure exceeds the threshold range. The strength and type of the alarm signal can be graded according to the degree of tire pressure exceeding the threshold, such as issuing a prompt signal for mild overage and an emergency alarm signal for serious overage. The safety linkage module is used for sending an alarm signal to other safety systems of the vehicle, such as an electronic stability program (ESP), an anti-lock braking system (ABS), etc., to trigger corresponding safety auxiliary measures, for example, when the tire pressure is seriously abnormal, the power distribution and braking force of the vehicle can be adjusted through the ESP system to help the driver maintain the stability of the vehicle.

[0009] Further, the interaction layer comprises an information display unit, an alarm prompt unit and a man-machine interaction unit. The information display unit is used to display real-time tire pressure, current dynamic tire pressure threshold, vehicle working condition and system state, etc. The alarm prompt unit is used to send an alarm prompt to the user through sound, light, electricity, etc. The man-machine interaction unit is used to receive the instructions input by the user, set and adjust the system parameters, and the driver can set the alarm volume, select the type of displayed information, etc.

[0010] The present application provides a vehicle dynamic load adaptive tire pressure threshold real-time optimization control system, which has the following beneficial effects: 1. The dynamic load change of the vehicle is sensed in real time through multi-source information fusion, which can comprehensively and accurately reflect the stress state of the vehicle under different working conditions, providing a reliable basis for dynamic adjustment of the tire pressure threshold; 2. A mathematical model of the tire pressure safety threshold and the dynamic load is established, and the dynamic tire pressure threshold is calculated in real time by combining the adaptive algorithm, which can flexibly adjust the tire pressure alarm threshold according to the actual working condition of the vehicle, effectively avoiding the false alarm or missed alarm problem caused by the traditional fixed threshold; 3. A multi-level alarm mechanism and safety linkage function are set, which can timely remind the driver when the tire pressure is abnormal, and work cooperatively with other safety systems of the vehicle, improving the safety of vehicle driving; 4. The interaction layer can provide rich system information and convenient operation interface to the driver, improving the usability and user experience of the system; 5. The system can automatically switch to the fixed threshold mode when the system is abnormal, ensuring that the basic tire pressure monitoring function is not affected, and improving the reliability and stability of the system. BRIEF DESCRIPTION OF DRAWINGS

[0011] In order to more clearly illustrate the technical scheme of the embodiments of the present application, the drawings of the embodiments will be briefly introduced below.

[0012] The drawings in the following description merely relate to some embodiments of the present application and do not limit the present application.

[0013] In the drawings: Figure 1 The control system diagram of the whole application is shown Figure 2 The control system diagram of the perception layer of the application is shown.

[0014] Figure 3 The control system diagram of the data processing layer of the application is shown.

[0015] Figure 4 The control system diagram of the execution layer of the application is shown.

[0016] Figure 5 The control system diagram of the interaction layer of the application is shown.

[0017] List of reference signs 1, perception layer; 101, suspension force perception unit; 102, tire deflection perception unit; 103, vehicle posture perception unit; 104, tire pressure perception unit; 105, motion state perception unit; 2, data processing layer; 201, data fusion module; 202, dynamic load analysis module; 203, threshold model calculation module; 204, adaptive algorithm module; 3, execution layer; 301, threshold adjustment module; 302, alarm triggering module; 303, safety linkage module; 4, interaction layer; 401, information display unit; 402, alarm prompt unit; 403, human-computer interaction unit. DETAILED DESCRIPTION

[0018] In order to make the objects, technical solutions and advantages of the embodiments of the present application clearer, the technical solutions of the embodiments of the present application will be described clearly and completely below with reference to the drawings of the embodiments of the present application. Obviously, the described embodiments are part of the embodiments of the present application, rather than all the embodiments. Based on the described embodiments of the present application, all other embodiments obtained by those of ordinary skill in the art without any creative effort belong to the scope of protection of the present application.

[0019] Please refer to Figures 1 to 5 Embodiment one: The present application provides a vehicle dynamic load adaptive tire pressure threshold real-time optimization control system, which comprises a perception layer 1, a data processing layer 2, an execution layer 3 and an interaction layer 4, the perception layer 1 is connected with the data processing layer 2, the data processing layer 2 is connected with the execution layer 3, and the interaction layer 4 is connected with the data processing layer 2 and the execution layer 3 respectively.

[0020] The perception layer 1 is used to collect various parameters related to the dynamic load of the vehicle, and provides raw data for the system. The perception layer 1 includes a suspension force perception unit 101, a tire deflection perception unit 102, a vehicle attitude perception unit 103, a tire pressure perception unit 104, and a motion state perception unit 105. The suspension force perception unit 101 is installed at key positions of the vehicle suspension, such as the front suspension lower control arm, the rear suspension spring upper seat, and the shock absorber piston rod, etc. It is used to detect the forces acting on the suspension system in the longitudinal, lateral, and vertical directions. Through the detection of these forces, the load borne by the tires can be indirectly obtained. For example, when the vehicle accelerates, the suspension will be subjected to a forward longitudinal force. By detecting the size of the force, the change in the longitudinal load can be determined. The tire deflection perception unit 102 is installed inside the wheel rim or near the wheels of the vehicle body. It uses a non-contact measurement method (such as laser ranging) to detect the vertical distance change between the tire tread and the ground. The size of the tire deflection is directly proportional to the vertical load borne by the tire. Therefore, by monitoring the change in the deflection, the change in the vertical load can be understood in real time. The vehicle attitude perception unit 103 is installed near the center of mass of the vehicle or at a stable position of the chassis. It is used to detect the attitude parameters of the vehicle, including the roll angle, the pitch angle, the heading angle, and the longitudinal and lateral accelerations. These parameters can reflect the attitude changes of the vehicle during driving, such as the increase in the roll angle caused by the side leaning of the vehicle during turning, and the change in the pitch angle caused by the lifting of the vehicle during acceleration, etc. The tire pressure perception unit 104 is integrated inside each tire or on the valve stem. It is used to detect the air pressure and temperature of the tire in real time, and sends the data to the system through wireless communication. This unit can provide direct pressure data for tire pressure monitoring.

[0021] The motion state perception unit 105 includes a vehicle speed sensor, a wheel speed sensor, and a steering angle sensor, etc. It is used to detect the driving speed of the vehicle, the rotational speed of each wheel, and the steering angle of the steering wheel. These information helps to determine the current driving conditions of the vehicle, such as whether the vehicle is in a turning state and the severity of the turning according to the steering angle and the speed.

[0022] The data processing layer 2 is the core of the system, responsible for processing and analyzing the data collected by the perception layer 1, and calculating the dynamic tire pressure threshold. The data processing layer 2 includes a data fusion module 201, a dynamic load analysis module 202, a threshold model calculation module 203, and an adaptive algorithm module 204. The data fusion module 201 receives data from each sensing unit of the perception layer 1, first synchronizes the data in time, ensures that all data correspond to the vehicle state at the same time, then performs spatial calibration to convert data in different sensor coordinate systems to a unified vehicle coordinate system, and finally, adopts a Kalman filtering algorithm to fuse the data, eliminate noise and outliers, and improve the accuracy and reliability of the data; The dynamic load analysis module 202 calculates the dynamic load distribution of the vehicle based on the fused data. According to the force detected by the suspension force sensing unit 101 and the sinking amount detected by the tire sinking amount sensing unit 102, combined with the structural parameters of the vehicle, the vertical load borne by each tire can be calculated. According to the lateral acceleration detected by the vehicle attitude sensing unit 103 and the vehicle speed and steering angle detected by the motion state sensing unit 105, the lateral load borne by each tire can be calculated. According to the longitudinal acceleration and vehicle speed change, the longitudinal load can be calculated. The threshold model calculation module 203 stores a mathematical relationship model of the tire pressure safety threshold and the dynamic load based on a large amount of experimental data. The model considers the influence of vertical load, lateral load, longitudinal load, vehicle speed and steering angle on the tire pressure safety threshold. The expression of the model is: Pth=f(Fv,Fh,Fl,v,α), where Pth is the tire pressure safety threshold, Fv is the vertical load, Fh is the lateral load, Fl is the longitudinal load, v is the vehicle speed, and α is the steering angle. The model can be continuously optimized and updated according to actual application conditions. The adaptive algorithm module 204 includes a working condition recognition sub-module, which can recognize the current working condition of the vehicle according to the motion state and attitude parameters of the vehicle, such as straight-line driving, acceleration, braking, turning, climbing, etc. For different working conditions, the algorithm adjusts the tire pressure safety threshold using different strategies. For example, in the turning working condition, the centrifugal force is calculated according to the turning radius and vehicle speed. The larger the centrifugal force, the larger the lateral load. At this time, the algorithm will appropriately increase the upper limit of the tire pressure safety threshold to adapt to the force change of the tire during turning and avoid false reporting. In the case of increased load, the vertical load increases, and the algorithm will increase the tire pressure safety threshold to ensure that the tire can bear a larger load.

[0023] The execution layer 3 executes specific control actions according to the dynamic tire pressure threshold calculated by the data processing layer 2. The execution layer 3 includes a threshold adjustment module 301, an alarm triggering module 302 and a safety linkage module 303. The threshold adjustment module 301 receives the dynamic tire pressure threshold output by the data processing layer 2 and sets it as the current effective alarm threshold. The threshold adjustment module 301 is provided with a threshold backup unit that stores a traditional fixed tire pressure threshold. When the system detects sensor failure, data transmission anomaly, or the like, the threshold adjustment module 301 automatically switches to the fixed threshold mode to ensure that the basic tire pressure monitoring function works normally. The alarm triggering module 302 receives real-time tire pressure data sent by the tire pressure sensing unit 104 in real time and compares it with the current effective threshold set by the threshold adjustment module 301. When the real-time tire pressure is higher than the upper threshold or lower than the lower threshold, the alarm triggering module 302 generates a corresponding alarm signal. The alarm signal is divided into multiple levels, such as a first-level alarm signal for slight over-standard and a second-level alarm signal for serious over-standard. The safety linkage module 303 sends the alarm signal generated by the alarm triggering module 302 to other safety systems of the vehicle, such as ESP and ABS. When a second-level alarm signal is received, the safety linkage module 303 requests the ESP system to intervene, such as adjusting the brake pressure of each wheel to prevent the vehicle from sliding and the like. At the same time, the safety linkage module 303 can also send a signal to the engine control unit to appropriately reduce the engine output power to help the vehicle slow down.

[0024] The interaction layer 4 is used to realize information interaction between the system and the user. The interaction layer 4 includes an information display unit 401, an alarm prompting unit 402, and a human-computer interaction unit 403. The information display unit 401 is integrated on the instrument panel and the center control display screen of the vehicle and is used to display the current tire pressure, tire temperature, current dynamic tire pressure threshold, working condition of the vehicle, and running state of the system, and the like of each tire in real time. The information display adopts a combination of intuitive graphics and numbers, such as using different colored indicator lights to represent the tire pressure state (green for normal, yellow for approaching the threshold, and red for over-standard) and using a curve to display the change trend of the tire pressure and the threshold in real time. The alarm prompting unit 402 sends a prompt to the driver in multiple ways when receiving an alarm signal. When receiving a first-level alarm signal, a soft beeping sound is emitted and a yellow alarm icon is displayed on the instrument panel. When receiving a second-level alarm signal, a continuous alarm sound is emitted with a voice prompt (such as “the left front tire pressure is seriously insufficient, please stop and check immediately”), and a red alarm icon on the instrument panel flashes to attract the driver’s attention. The human-computer interaction unit 403 includes control buttons on the steering wheel and a touch interface on the central control screen. The driver can set parameters of the system through these operation interfaces, such as adjusting the alarm volume, selecting the content of information display, turning on or off certain functions, etc. The human-computer interaction unit 403 also supports self-checking and fault diagnosis of the system. The driver can query fault information of the system through the unit.

[0025] The specific use and role of the embodiment are as follows: in the application, when the dynamic load adaptive tire pressure threshold real-time optimization control system works, first, the vehicle dynamic load related parameters are synchronously collected by each functional unit of the perception layer 1, wherein the suspension force perception unit 101 of the perception layer 1 is installed on the suspension lower swing arm, spring upper seat and other key parts, and the longitudinal force, lateral force and vertical force borne by the suspension are obtained in real time, the tire sinking amount perception unit 102 of the perception layer 1 detects the vertical distance change between the tire tread and the ground in a non-contact manner, indirectly reflects the vertical load size of the tire, the vehicle attitude perception unit 103 of the perception layer 1 collects the vehicle roll angle, pitch angle and longitudinal, lateral acceleration, captures the dynamic change of the vehicle attitude, the tire pressure perception unit 104 of the perception layer 1 monitors the real-time tire pressure and tire temperature of each tire, and the motion state perception unit 105 of the perception layer 1 obtains the vehicle speed, wheel speed and steering angle, and all the collected parameters are transmitted to the data processing layer 2 through the data acquisition interface. After receiving the parameters, the data fusion module 201 of the data processing layer 2 synchronizes the multi-source data in time, ensures that the data of different perception units correspond to the same vehicle state at the same time, unifies the data coordinate system through space calibration, and adopts a filtering algorithm to eliminate noise and redundant information, to obtain accurate fusion data. Then, the dynamic load analysis module 202 of the data processing layer 2 calculates the vertical load, lateral load and longitudinal load of each tire based on the fusion data and in combination with the vehicle structure parameters, and determines the current vehicle dynamic load distribution. The threshold model calculation module 203 of the data processing layer 2 calls the preset “tire pressure safety threshold-dynamic load” mathematical model, and the adaptive algorithm module 204 of the data processing layer 2 identifies the current working condition of the vehicle (such as acceleration, braking, turning, load change, etc.) by analyzing the parameters such as vehicle speed, steering angle and acceleration, and dynamically modifies the model parameters according to the characteristics of the working condition, to finally calculate the dynamic tire pressure threshold (Pth) adapted to the current working condition and load. The threshold is transmitted to the execution layer 3 through the data output interface. After receiving the dynamic tire pressure threshold, the threshold adjustment module 301 of the execution layer 3 sets it as the current effective tire pressure alarm threshold, and the fixed tire pressure threshold stored in the threshold backup unit is used as a backup. When the system detects abnormal conditions such as sensor failure and data transmission interruption, it automatically switches to the fixed threshold mode to ensure the basic monitoring function. The alarm triggering module 302 of the execution layer 3 receives the real-time tire pressure data transmitted by the tire pressure perception unit 104 of the perception layer 1 in real time, and compares it with the current effective alarm threshold. If the real-time tire pressure exceeds the threshold range, a graded alarm signal is generated according to the exceeding degree, the safety linkage module 303 of the execution layer 3 sends the alarm signal to the safety systems such as the vehicle ESP and ABS, and triggers the corresponding safety auxiliary measures, such as adjusting the brake pressure and limiting the engine power, to assist in maintaining the stability of vehicle driving.In this process, the interactive layer 4 synchronously operates, the information display unit 401 of the interactive layer 4 displays real-time tire pressure, dynamic threshold, vehicle working condition and system state through the dashboard or central control screen, intuitively presents in the form of combination of graphics and numbers, the alarm prompt unit 402 of the interactive layer 4 sends a reminder to the driver through the way of buzzer sound, voice prompt, light flicker and other ways according to the alarm signal level, the man-machine interaction unit 403 of the interactive layer 4 receives the instruction input by the driver, supports setting alarm volume, display content and other parameters, at the same time provides system self-checking and fault query function, realizes two-way interaction between the driver and the system, finally forms a complete closed loop of “parameter acquisition→data processing→threshold adjustment→alarm linkage→information feedback”, ensures that the tire pressure threshold always adapts to the change of vehicle dynamic load, avoids the false alarm and missed alarm problems of traditional fixed threshold, and guarantees driving safety.

Claims

1. A real-time tire pressure threshold optimization control system for adaptive vehicle dynamic load, characterized in that, include: The perception layer (1) is used to collect parameters related to vehicle dynamic load, including suspension force information, tire sinkage information, vehicle posture information, real-time tire pressure information and vehicle motion status information. The data processing layer (2) is connected to the perception layer (1) and is used to fuse the collected parameters, analyze the changes in vehicle dynamic load, and calculate the dynamic tire pressure threshold in real time through an adaptive algorithm based on the mathematical model of dynamic load and tire pressure safety threshold. The execution layer (3) is connected to the data processing layer (2) and is used to adjust the tire pressure alarm threshold according to the calculated dynamic tire pressure threshold, and to trigger an alarm when the real-time tire pressure exceeds the adjusted alarm threshold. The interaction layer (4) is connected to the execution layer (3) and the data processing layer (2) and is used to display system status information and alarm information to the user.

2. The vehicle dynamic load adaptive tire pressure threshold real-time optimization control system according to claim 1, characterized in that, The perception layer (1) includes: The suspension force sensing unit (101) is used to detect the longitudinal force, lateral force and vertical force on the vehicle suspension system; the tire sinkage sensing unit (102) is used to detect the change in the vertical distance between the tire tread and the ground. The vehicle attitude sensing unit (103) is used to detect the vehicle's roll angle, pitch angle, yaw angle, and longitudinal and lateral acceleration; the tire pressure sensing unit (104) is used to detect the real-time tire pressure and tire temperature of each tire. The motion state sensing unit (105) is used to detect the vehicle's driving speed, wheel speed, and steering angle.

3. The vehicle dynamic load adaptive tire pressure threshold real-time optimization control system according to claim 2, characterized in that, The data processing layer (2) includes: The data fusion module (201) is used to perform time synchronization and spatial calibration on the multi-source data collected by the perception layer (1) to eliminate data redundancy and noise. The dynamic load analysis module (202) is used to calculate the dynamic load distribution of the vehicle under different working conditions based on the fused data, including the vertical load, lateral load and longitudinal load of each tire; The threshold model calculation module (203) is used to establish and update the mathematical relationship model between tire pressure safety threshold and dynamic load in real time; The adaptive algorithm module (204) is used to dynamically adjust the tire pressure safety threshold according to the current operating conditions of the vehicle and the dynamic load changes through a preset algorithm.

4. The vehicle dynamic load adaptive tire pressure threshold real-time optimization control system according to claim 3, characterized in that, The mathematical relationship model established by the threshold model calculation module (203) is: Pth=f(Fv,Fh,Fl,v,α), where Pth is the tire pressure safety threshold, Fv is the vertical load, Fh is the lateral load, Fl is the longitudinal load, v is the vehicle speed, and α is the steering angle.

5. The vehicle dynamic load adaptive tire pressure threshold real-time optimization control system according to claim 4, characterized in that, The adaptive algorithm module (204) includes a working condition recognition submodule, which is used to identify the current working condition of the vehicle, including straight driving, acceleration, braking, turning, climbing and load change working conditions.

6. The vehicle dynamic load adaptive tire pressure threshold real-time optimization control system according to claim 5, characterized in that, When the adaptive algorithm module (204) detects that the vehicle is in a turning condition, it calculates the centrifugal force based on the turning radius and driving speed, and increases the upper limit of the tire pressure safety threshold based on the magnitude of the centrifugal force.

7. A vehicle dynamic load adaptive tire pressure threshold real-time optimization control system according to claim 6, characterized in that, The execution layer (3) includes: The threshold adjustment module (301) is used to receive the dynamic tire pressure threshold output by the data processing layer (2) and set it as the currently valid tire pressure alarm threshold; the alarm trigger module (302) is used to compare the real-time tire pressure with the dynamic tire pressure threshold and generate an alarm signal when the real-time tire pressure exceeds the threshold range. The safety linkage module (303) is used to send alarm signals to other safety systems in the vehicle to trigger corresponding safety assistance measures.

8. A vehicle dynamic load adaptive tire pressure threshold real-time optimization control system according to claim 7, characterized in that, The threshold adjustment module (301) also includes a threshold backup unit for storing fixed tire pressure thresholds, which automatically switches to the fixed tire pressure threshold mode when the system detects an abnormality.

9. A vehicle dynamic load adaptive tire pressure threshold real-time optimization control system according to claim 8, characterized in that, The interaction layer (4) includes: The information display unit (401) is used to display the real-time tire pressure of each tire, the current dynamic tire pressure threshold, vehicle operating conditions and system status; the alarm prompt unit (402) is used to issue alarm prompts to the user through sound, light, electricity and other means. The human-computer interaction unit (403) is used to receive user input instructions and set and adjust system parameters.

10. The control method for real-time optimization of tire pressure threshold for adaptive vehicle dynamic load according to claim 9, characterized in that, Includes the following steps: ① Collect vehicle dynamic load-related parameters, including suspension force information, tire sinkage information, vehicle attitude information, real-time tire pressure information, and vehicle motion status information; ②. The collected parameters are fused and processed to analyze the changes in vehicle dynamic load; ③. Based on a mathematical model of dynamic load and tire pressure safety threshold, the dynamic tire pressure threshold is calculated in real time using an adaptive algorithm; ④. Adjust the tire pressure alarm threshold according to the calculated dynamic tire pressure threshold, and trigger an alarm when the real-time tire pressure exceeds the adjusted alarm threshold; ⑤. Display system status information and alarm information to users.

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