Light new energy commercial vehicle tire pressure abnormality monitoring system and method

Abstract

The application discloses a light new energy commercial vehicle tire pressure abnormality monitoring system and method. The system comprises: a tire pressure acquisition unit for acquiring a tire state signal and sending the processed tire state signal; the tire pressure acquisition unit is also used for actively sending a unique identification code of the tire pressure acquisition unit when detecting a sudden change in tire pressure; a tire pressure receiving unit for receiving the processed tire state signal and judging whether the tire state reaches an alarm threshold; if the alarm threshold is reached, an alarm information is generated, and the alarm information and tire state information are sent through a chassis CAN bus; the tire pressure receiving unit is also used for associating the unique identification code with a selected tire position through the man-machine interaction unit when receiving the unique identification code; and storing a set cold state standard pressure value as an alarm reference threshold; a gateway unit connected with the chassis CAN bus and a vehicle body CAN bus, used for forwarding the alarm information and tire state information from the chassis CAN bus to the vehicle body CAN bus; a man-machine interaction unit connected with the vehicle body CAN bus, used for selecting a tire position, setting a cold state standard pressure value, receiving and displaying tire state information, and performing an alarm action according to the received alarm information. The application realizes accurate monitoring and convenient maintenance of multiple tire pressures of a commercial vehicle.

Description

Technical Field

[0001] This invention belongs to the field of vehicle safety monitoring technology, specifically relating to a tire pressure abnormality monitoring system and method for light-duty new energy commercial vehicles. Background Technology

[0002] Commercial vehicles, including buses, trucks, and semi-trailer tractors, are the core carriers of road freight. Their safety and operational efficiency directly impact public safety and economic performance. Statistics show that tire failures, particularly blowouts and underinflated tires, account for a significant proportion of major traffic accidents involving commercial vehicles. Abnormal tire pressure is a major contributing factor to tire overheating, structural fatigue, reduced grip, and blowouts. For multi-axle, multi-tire commercial vehicle fleets, manual inspections are difficult to perform in real-time and accurately; therefore, tire pressure monitoring systems have become a key technology for proactive safety measures. Maintaining proper tire pressure also helps reduce energy consumption and tire wear, thereby saving costs and reducing carbon emissions for operating companies.

[0003] Currently, the commonly used technical solution in the field of tire pressure monitoring for commercial vehicles is to use built-in or external valve stem tire pressure sensors. When the vehicle is traveling at high speed or encountering bumps, the metal valve stem root is prone to metal fatigue due to continuous shaking and centrifugal force, leading to breakage or leakage. Furthermore, external sensors are directly exposed, posing a risk of being unscrewed and stolen. Existing systems also suffer from cumbersome sensor ID matching operations, inconvenient after-sales maintenance, and a single alarm threshold, making differentiated calibration impossible. Additionally, to accommodate multi-axle, multi-tire scenarios such as tractor trucks or trailers, existing solutions often employ a separate design for the tire pressure receiver and controller, including a master receiver and a slave receiver, resulting in a complex system structure and excessive cost.

[0004] Therefore, this invention proposes a tire pressure monitoring system and control method suitable for light-duty new energy commercial vehicles, aiming to simplify the system structure, improve application flexibility, and make operation easier. Summary of the Invention

[0005] The technical problem to be solved by this invention is: how to solve the problems of cumbersome sensor and wheel position matching operation, single alarm threshold setting, and complex system structure in existing commercial vehicle tire pressure monitoring systems.

[0006] To solve the above-mentioned technical problems, the present invention provides a tire pressure abnormality monitoring system for light-duty new energy commercial vehicles, comprising: The tire pressure acquisition unit is used to acquire tire status signals, process the tire status signals and then send them out; the tire pressure acquisition unit is also used to actively send out the unique identification code of the tire pressure acquisition unit when a sudden change in tire pressure is detected. The tire pressure receiving unit is used to receive the processed tire status signal and determine whether the tire status has reached the alarm threshold. If the alarm threshold is reached, an alarm message is generated and the alarm message and tire status information are sent through the chassis CAN bus. The tire pressure receiving unit is also used to associate the unique identification code with the tire position selected through the human-machine interaction unit when the unique identification code is received, and to store the set cold standard air pressure value as the alarm reference threshold. The gateway unit connects the chassis CAN bus and the body CAN bus, and is used to forward the alarm information and tire status information from the chassis CAN bus to the body CAN bus. The human-machine interface unit is connected to the vehicle's CAN bus and is used to select tire position, set cold standard tire pressure value, receive and display tire status information, and execute alarm actions based on the received alarm information.

[0007] The aforementioned tire pressure abnormality monitoring system for light new energy commercial vehicles includes a tire pressure acquisition unit consisting of multiple tire pressure sensors. Each tire pressure sensor is installed on each tire to collect tire status signals in real time. The tire status signals include tire pressure, temperature, acceleration, and battery voltage signals.

[0008] In the aforementioned tire pressure abnormality monitoring system for light new energy commercial vehicles, the tire pressure receiving unit is installed in the area between the front and rear axles of the vehicle chassis, so that all tire pressure sensors are within the effective signal coverage range of the tire pressure receiving unit.

[0009] In the aforementioned tire pressure abnormality monitoring system for light new energy commercial vehicles, the tire pressure acquisition unit and the tire pressure receiving unit are connected via radio frequency wireless communication; the tire pressure receiving unit, the gateway unit, and the human-machine interaction unit are connected via CAN bus communication.

[0010] The aforementioned tire pressure abnormality monitoring system for light new energy commercial vehicles includes a human-machine interface unit comprising a central control screen and an instrument panel. The central control screen is used to display tire pressure values, temperature values, and alarm information, while the instrument panel is used to execute alarm actions.

[0011] In the aforementioned tire pressure abnormality monitoring system for light new energy commercial vehicles, the human-machine interaction unit is used to receive the selection of the tire position to be learned, and the tire pressure receiving unit is used to associate the received unique identification code with the selected tire position after receiving the selected tire position.

[0012] In the aforementioned tire pressure abnormality monitoring system for light new energy commercial vehicles, the human-machine interaction unit is used to receive cold standard air pressure values ​​input for different tire positions, and the tire pressure receiving unit is used to store the cold standard air pressure values ​​corresponding to different tire positions as alarm reference thresholds for each tire position.

[0013] This invention also provides a method for monitoring abnormal tire pressure in light-duty new energy commercial vehicles, applied to the tire pressure abnormality monitoring system for light-duty new energy commercial vehicles described in any of the preceding claims, characterized in that it includes: The system acquires tire status signals through the tire pressure acquisition unit and sends out the processed tire status signals. The system receives the tire status signal through the tire pressure receiving unit and determines whether the tire status has reached the alarm threshold. When the alarm threshold is reached, the system generates alarm information through the tire pressure receiving unit and sends the alarm information and tire status information through the chassis CAN bus. The system forwards the alarm information and the tire status information from the chassis CAN bus to the body CAN bus through the gateway unit; The system receives and displays the tire status information from the vehicle's CAN bus through the human-machine interface unit, and executes alarm actions based on the received alarm information.

[0014] The aforementioned method for monitoring abnormal tire pressure in light-duty new energy commercial vehicles also includes a sensor ID self-learning step: The system receives commands through the human-computer interaction unit and enters the tire pressure learning mode. The human-computer interaction unit obtains the tire position to be learned and sends a learning request containing the tire position to the tire pressure receiving unit through the gateway unit. After receiving a learning request, the tire pressure receiving unit enters a learning state; it deflates the tire to be learned, and after the corresponding tire pressure acquisition unit detects a sudden change in air pressure, it actively sends the unique identification code of the tire pressure acquisition unit. The tire pressure receiving unit receives the unique identification code and forwards it to the human-machine interaction unit through the gateway unit; The human-computer interaction unit verifies the unique identification code and the tire position corresponding to the learning request. If they match, the binding is successful; otherwise, the matching fails.

[0015] The aforementioned method for monitoring abnormal tire pressure in light-duty new energy commercial vehicles also includes a cold-state tire pressure calibration step: When the vehicle is stationary and the tires are cold, the cold standard tire pressure value is received through the human-machine interface unit. The gateway unit sends a calibration command, including the cold standard tire pressure value, to the tire pressure receiving unit. The tire pressure receiving unit receives the calibration command and stores the cold standard air pressure value as the alarm reference threshold for the corresponding tire. The system then uses the alarm baseline threshold as a benchmark to determine any abnormalities in the tire condition.

[0016] The beneficial effects achieved by this invention are as follows: The tire pressure anomaly monitoring system for light-duty new energy commercial vehicles of this invention collects tire signals through the tire pressure acquisition unit and sends a unique identification code when a sudden change in tire pressure is detected. The tire pressure receiving unit judges and generates alarm information, and automatically binds the received unique identification code with the selected tire position. This solves the problem of having to re-identify the wheel positions of each sensor after replacing sensors or rotating tires, improving maintenance efficiency and matching accuracy. The system also supports cold-state pressure calibration, using the cold-state standard pressure value as a benchmark, and sets different alarm thresholds according to axle position and operating conditions, avoiding false alarms caused by temperature, load changes, or driving-induced temperature rise. The gateway unit is responsible for cross-network segment data forwarding, and the human-machine interaction unit is responsible for tire pressure display and alarm execution. A complete closed loop is formed from data acquisition to alarm, ensuring the real-time performance and accuracy of tire pressure monitoring.

[0017] The system is equipped with a tire pressure sensor for each tire, forming a tire pressure monitoring system. A human-machine interface unit displays tire pressure and issues alarms. The system is simple in structure, low in cost, and flexible in application. The gateway unit enables cross-domain data forwarding between the chassis CAN bus and the body CAN bus, solving the communication isolation problem between the body domain and the chassis domain. Attached Figure Description

[0018] Figure 1 This is a schematic diagram of the overall system structure in Example 1; Figure 2 This is a flowchart of the sensor ID self-learning process in this invention; Figure 3 This is a schematic diagram of the tire pressure status display interface of the human-computer interaction unit of the present invention. Detailed Implementation

[0019] To make the objectives, technical solutions, and advantages of the embodiments of this application clearer, the technical solutions of the embodiments of this invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some, not all, of the embodiments of this application. All other embodiments obtained by those skilled in the art based on the embodiments of this invention without creative effort are within the scope of protection of this application.

[0020] Example 1

[0021] This embodiment provides a tire pressure abnormality monitoring system for light-duty new energy commercial vehicles, including: The tire pressure acquisition unit is used to acquire tire status signals, process the tire status signals and then send them out; the tire pressure acquisition unit is also used to actively send out the unique identification code of the tire pressure acquisition unit when a sudden change in tire pressure is detected. The tire pressure receiving unit is used to receive the tire status signal and determine whether the tire status has reached the alarm threshold. If the alarm threshold is reached, an alarm message is generated and the alarm message and tire status information are sent through the chassis CAN bus. The tire pressure receiving unit is also used to associate the unique identification code with the tire position selected through the human-machine interaction unit when the unique identification code is received, and to store the set cold standard air pressure value as the alarm reference threshold. The gateway unit is connected between the chassis CAN bus and the body CAN bus, and is used to forward the alarm information and tire status information from the chassis CAN bus to the body CAN bus. The human-machine interface unit is connected to the vehicle's CAN bus and is used to select tire position, set cold standard tire pressure value, receive and display tire status signals, and execute alarm actions based on the received alarm information.

[0022] This embodiment uses a light-duty new energy vehicle as an example, which is a two-axle, six-wheeled vehicle. The following is in conjunction with the attached... Figure 1 The implementation methods of each unit are explained in detail.

[0023] The tire pressure acquisition unit is a tire pressure sensor. Each tire pressure sensor is installed on the rim of each tire to collect tire status signals in real time. The tire status signals include tire pressure, temperature, acceleration, and battery voltage signals.

[0024] In this example, there are six tire pressure sensors, each integrating a highly integrated tire pressure monitoring chip. This chip is configured to measure tire pressure, temperature, radial acceleration, and battery voltage, and has the capability to convert these measured signals into digital signals. Each tire pressure sensor has a globally unique identification code. When an operator deflates a tire, causing a rapid drop in pressure within a short period, the sensor automatically detects the pressure change and actively sends a signal containing its unique identification code.

[0025] The tire pressure receiving unit is a tire pressure receiver installed on the vehicle chassis. Depending on the vehicle's wheelbase, number of tires, and signal reception reliability, the tire pressure receiver is installed in different positions. To ensure balanced signal coverage for the six tires, a single tire pressure receiver can be used, installed in the middle of the two axles of the vehicle chassis. It receives tire status signals from each tire pressure sensor and determines whether the pressure or temperature value of each tire is within a safe threshold based on preset alarm thresholds. Furthermore, the tire pressure receiver has ID self-learning capabilities and cold-state pressure calibration capabilities: In self-learning mode, the operator selects the tire position to be learned via the central control screen, and the tire pressure receiver associates the subsequently received unique identification code with that tire position, completing the automatic binding of the sensor ID and tire position; in calibration mode, the operator inputs a cold-state standard air pressure value via the central control screen, and the tire pressure receiver stores this pressure value as the corresponding tire's alarm baseline threshold, supporting the setting of different alarm thresholds for tires in different axle positions and under different operating conditions.

[0026] The gateway unit is a central gateway controller, serving as the vehicle data interaction hub, used to coordinate and manage communication between the chassis CAN bus and the body CAN bus. The gateway unit can be located below the passenger-side dashboard in the driver's cab, forwarding data from the tire pressure receiver from the chassis CAN bus to the body CAN bus.

[0027] The human-machine interface unit is a cockpit domain controller, which includes a cockpit host, instrument cluster, and central control screen. The cockpit host is the core computing and control unit of the intelligent cockpit system, responsible for processing, integrating, and coordinating various in-vehicle infotainment and control functions. It receives data forwarded by the gateway unit and drives the central control screen to display tire pressure and temperature values, and drives the instrument cluster to illuminate alarm indicator lights and sound alarms. The central control screen also provides a tire pressure learning interface and a tire pressure calibration interface. Operators can select the tire position to be learned through the learning interface to trigger the self-learning process, and input the cold standard tire pressure value through the calibration interface to complete the calibration setting.

[0028] The tire pressure acquisition unit and the tire pressure receiving unit communicate wirelessly via radio frequency in the 315MHz or 433MHz band. The tire pressure receiving unit, the gateway unit, and the human-machine interface unit can communicate via wired CAN shielded twisted pair cable. The tire pressure receiving unit and the gateway unit belong to the chassis CAN network, while the gateway unit and the human-machine interface unit belong to the body CAN network.

[0029] Furthermore, for precise positioning, the system employs a tire position coding system, assigning a unique identifier to each tire pressure sensor and mapping it to the physical wheel position. An example of the coding is as follows: 0x00 represents the left front wheel, 0x01 represents the right front wheel, 0x10 represents the left rear outer tire, 0x11 represents the left rear inner tire, 0x12 represents the right rear inner tire, and 0x13 represents the right rear outer tire. Through this coding system, when processing data from a specific tire pressure sensor, the system can clearly determine the corresponding specific tire position.

[0030] In the example above, the specific workflow is as follows: When the vehicle is switched from OFF to ON, the tire pressure receiver is activated and sends a trigger signal, controlling each tire pressure sensor to transmit tire pressure information according to a preset trigger mode and transmission frequency. Each tire pressure sensor packages information such as tire pressure, temperature, its own ID, and battery voltage, and transmits it via a 433MHz radio frequency. After receiving the data, the tire pressure receiver determines whether the tire pressure and temperature information have reached a preset alarm threshold. Subsequently, the tire pressure receiver sends the determination result and tire status data to the central gateway controller via the chassis CAN bus. After receiving the data, the central gateway controller forwards it to the body CAN network where the cockpit domain controller is located. The cockpit domain controller receives data from the body CAN network. If the tire pressure and temperature have not reached the alarm threshold, it only controls the central control screen to display the pressure and temperature values. If the alarm threshold is reached, an alarm action is executed, including: controlling the central control screen to display alarm text or warning icon next to the corresponding tire icon, and simultaneously controlling the instrument panel to illuminate the tire pressure warning indicator light and emit an audible alarm.

[0031] When the sensor ID needs to be relearned, the tire pressure learning interface is accessed through the central control screen, and the tire position to be learned is selected; the selected tire is deflated, and the corresponding tire pressure sensor actively sends its unique identification code after detecting the sudden change in air pressure; the tire pressure receiver receives the unique identification code and binds it to the selected tire position, and the corresponding tire icon on the central control screen changes color to indicate the learning status and result.

[0032] When cold-state tire pressure calibration is required, the operator accesses the tire pressure calibration interface via the central control screen, selects the tire position to be calibrated, and enters the cold-state standard tire pressure value. The tire pressure receiver receives the calibration command and stores the pressure value as an alarm baseline threshold. For different axle positions or different operating conditions, the operator can set different cold-state standard tire pressure values. The tire pressure receiver stores the alarm baseline threshold corresponding to each tire position. During subsequent monitoring, the corresponding threshold is called based on the axle position and operating condition of each tire to determine anomalies, thereby achieving differentiated calibration and avoiding false alarms or missed alarms caused by differences in axle position or operating conditions.

[0033] In an extended implementation, the gateway unit can also communicate with the T-Box vehicle networking unit. The T-Box unit receives tire pressure alarm information and tire status information forwarded by the gateway unit and uploads this information to a cloud server via mobile communication networks such as 4G / 5G. Fleet managers can then view the tire pressure, temperature, and abnormal alarm information of each vehicle in real time via a remote terminal connected to the cloud server, enabling centralized remote monitoring of the tire pressure status of multiple vehicles.

[0034] It should be noted that the above description uses only light-duty new energy commercial vehicles with two axles and six tires as examples and does not constitute a limitation on the scope of protection of this application. In other embodiments, the technical solutions provided by this application can also be applied to vehicles with other numbers of tires or vehicle types, such as two-axle four-tire vehicles, three-axle and above multi-axle commercial vehicles, etc. Only the number of tire pressure sensors, the installation position of tire pressure receivers, and the tire position coding rules need to be adaptively adjusted according to the actual number of tires and the vehicle wheelbase, while the system architecture and working principle remain unchanged. All non-substantial modifications within the scope of the concept of this application should fall within the scope of protection of this application.

[0035] Example 2

[0036] This embodiment provides a method for monitoring abnormal tire pressure in light-duty new energy commercial vehicles, applicable to the tire pressure monitoring system for light-duty new energy commercial vehicles described in any of the foregoing embodiments. It includes the following steps: The system acquires tire status signals through the tire pressure acquisition unit and sends out the processed tire status signals. The system receives the tire status signal through the tire pressure receiving unit and determines whether the tire status has reached the alarm threshold. When the alarm threshold is reached, the system generates alarm information through the tire pressure receiving unit and sends the alarm information and tire status information through the chassis CAN bus. The system forwards the alarm information and the tire status information from the chassis CAN bus to the body CAN bus through the gateway unit; The system receives and displays the tire status information from the vehicle's CAN bus through the human-machine interface unit, and executes alarm actions based on the received alarm information.

[0037] Example 3

[0038] As attached Figure 2 As shown, this embodiment provides a sensor ID self-learning method, applied to the vehicle tire pressure anomaly monitoring system described in any of the foregoing embodiments, for binding the unique identification code of each tire pressure sensor to the physical location of the tire. The method includes: S11: Receives operation through the human-machine interaction unit and enters tire pressure learning mode; S12: Obtain the tire position to be learned. The human-machine interaction unit sends a learning request containing the tire position to the tire pressure receiving unit through the gateway unit. S13: After receiving the learning request, the tire pressure receiving unit enters the learning state; it deflates the tire to be learned, and after the corresponding tire pressure acquisition unit detects the sudden change in air pressure, it sends the unique identification code corresponding to the selected tire. S14: The tire pressure receiving unit receives the unique identification code and forwards the unique identification code to the human-machine interaction unit through the gateway unit; S15: The human-computer interaction unit verifies the unique identification code and the tire position corresponding to the learning request. If they match, the binding is successful; otherwise, the matching fails.

[0039] Using the sensor ID self-learning method described above, operators only need to select the tire position in the human-machine interaction unit and deflate the corresponding tire to trigger the tire pressure sensor to actively send a unique identification code and complete the binding. The entire process does not require triggering tools or manual input of sensor identification codes, making the operation simple and reducing maintenance difficulty and costs.

[0040] As attached Figure 3 The diagram shows the display interface of the human-computer interaction unit's central control screen when displaying tire pressure status. The display interface can simultaneously present the operation entry points for tire pressure learning mode and tire pressure calibration mode. In tire pressure learning mode, the icons corresponding to each tire position are indicated by different colors to represent the learning status: for example, yellow indicates learning in progress, green indicates successful matching, and red indicates matching failure. The display of tire position icons and tire pressure status allows operators to intuitively confirm the current status of each tire and the learning or calibration results.

[0041] Example 4

[0042] This embodiment provides a cold-state tire pressure calibration method, applied to the vehicle tire pressure anomaly monitoring system described in any of the foregoing embodiments, including the following steps: S21: When the vehicle is stationary and the tires are cold, the cold standard air pressure value is received through the human-machine interaction unit. S22: Send a calibration command, including the cold standard tire pressure value, to the tire pressure receiving unit through the gateway unit; S23: The tire pressure receiving unit receives the calibration command and stores the cold standard air pressure value as the alarm reference threshold for the corresponding tire; S24: The system will then use the alarm baseline threshold as a benchmark to determine the abnormality of the tire condition.

[0043] The above-described cold-state tire pressure calibration method enables the standard tire pressure value under cold conditions to be used as the alarm benchmark, avoiding false alarms or missed alarms caused by tire pressure fluctuations due to changes in ambient temperature, tire load, or tire temperature rise, thus improving the accuracy and reliability of the alarm.

[0044] Those skilled in the art will understand that embodiments of this application can be provided as methods, systems, or computer program products. Therefore, this application can take the form of a completely hardware embodiment, a completely software embodiment, or an embodiment combining software and hardware aspects. Furthermore, this application can take the form of a computer program product embodied on one or more computer-usable storage media (including but not limited to disk storage, CD-ROM, optical storage, etc.) containing computer-usable program code.

[0045] This application is described with reference to flowchart illustrations and / or block diagrams of methods, apparatus (systems), and computer program products according to embodiments of this application. It will be understood that each block of the flowchart illustrations and / or block diagrams, and combinations of blocks in the flowchart illustrations and / or block diagrams, can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general-purpose computer, special-purpose computer, embedded processor, or other programmable data processing apparatus to produce a machine, such that the instructions, which execute via the processor of the computer or other programmable data processing apparatus, generate instructions for implementing the flowchart... Figure 1 One or more processes and / or boxes Figure 1 A device that provides the functions specified in one or more boxes.

[0046] These computer program instructions may also be stored in a computer-readable storage medium that can direct a computer or other programmable data processing device to function in a particular manner, such that the instructions stored in the computer-readable storage medium produce an article of manufacture including instruction means, which are implemented in a process Figure 1 One or more processes and / or boxes Figure 1 The function specified in one or more boxes.

[0047] These computer program instructions may also be loaded onto a computer or other programmable data processing equipment to cause a series of operational steps to be performed on the computer or other programmable equipment to produce a computer-implemented process, thereby providing instructions that execute on the computer or other programmable equipment for implementing the process. Figure 1 One or more processes and / or boxes Figure 1 The steps of the function specified in one or more boxes.

[0048] The embodiments of the present invention have been described above with reference to the accompanying drawings. However, the present invention is not limited to the specific embodiments described above. The specific embodiments described above are merely illustrative and not restrictive. Those skilled in the art can make many other forms under the guidance of the present invention without departing from the spirit and scope of the claims. All of these forms are within the protection scope of the present invention.

[0049] The foregoing has shown and described the basic principles, main features, and advantages of the present invention. Those skilled in the art should understand that the present invention is not limited to the above embodiments. The embodiments and descriptions in the specification are merely illustrative of the principles of the invention. Various changes and modifications can be made to the invention without departing from its spirit and scope, and all such changes and modifications fall within the scope of the present invention as claimed. The scope of protection of this invention is defined by the appended claims and their equivalents.

Claims

1. A tire pressure abnormality monitoring system for light-duty new energy commercial vehicles, characterized in that, include: The tire pressure acquisition unit is used to acquire tire status signals and process and then transmit the tire status signals. The tire pressure acquisition unit is also used to actively send its unique identification code when a sudden change in tire pressure is detected. The tire pressure receiving unit is used to receive the processed tire status signal and determine whether the tire status has reached the alarm threshold. If the alarm threshold is reached, an alarm message is generated and the alarm message and tire status information are sent through the chassis CAN bus. The tire pressure receiving unit is also used to associate the unique identification code with the tire position selected through the human-machine interaction unit when the unique identification code is received, and to store the set cold standard air pressure value as the alarm reference threshold. The gateway unit connects the chassis CAN bus and the body CAN bus, and is used to forward the alarm information and tire status information from the chassis CAN bus to the body CAN bus. The human-machine interface unit is connected to the vehicle's CAN bus and is used to select tire position, set cold standard tire pressure value, receive and display tire status information, and execute alarm actions based on the received alarm information.

2. The tire pressure abnormality monitoring system for light new energy commercial vehicles according to claim 1, characterized in that, The tire pressure acquisition unit consists of multiple tire pressure sensors, each of which is installed on each tire to collect tire status signals in real time. The tire status signals include tire pressure, temperature, acceleration, and battery voltage signals.

3. The tire pressure abnormality monitoring system for light-duty new energy commercial vehicles according to claim 2, characterized in that, The tire pressure receiving unit is installed in the area between the front and rear axles of the vehicle chassis, so that all tire pressure sensors are within the effective signal coverage range of the tire pressure receiving unit.

4. The tire pressure abnormality monitoring system for light-duty new energy commercial vehicles according to claim 1, characterized in that, The tire pressure acquisition unit and the tire pressure receiving unit are connected via radio frequency wireless communication; the tire pressure receiving unit, the gateway unit, and the human-machine interaction unit are connected via CAN bus communication.

5. The tire pressure abnormality monitoring system for light new energy commercial vehicles according to claim 1, characterized in that, The human-machine interaction unit includes a central control screen and an instrument panel. The central control screen is used to display tire pressure values, temperature values, and alarm information, while the instrument panel is used to execute alarm actions.

6. The tire pressure abnormality monitoring system for light new energy commercial vehicles according to claim 1, characterized in that, The human-computer interaction unit is used to receive the selection of the tire position to be learned, and the tire pressure receiving unit is used to associate the received unique identification code with the selected tire position after receiving the selected tire position.

7. The tire pressure abnormality monitoring system for light new energy commercial vehicles according to claim 1, characterized in that, The human-machine interaction unit is used to receive cold standard air pressure values ​​input for different tire positions, and the tire pressure receiving unit is used to store the cold standard air pressure values ​​corresponding to different tire positions as alarm reference thresholds for each tire position.

8. A method for monitoring abnormal tire pressure in a light-duty new energy commercial vehicle, applied to the tire pressure abnormality monitoring system for light-duty new energy commercial vehicles as described in any one of claims 1 to 7, characterized in that, include: The system acquires tire status signals through the tire pressure acquisition unit and sends out the processed tire status signals. The system receives the tire status signal through the tire pressure receiving unit and determines whether the tire status has reached the alarm threshold. When the alarm threshold is reached, the system generates alarm information through the tire pressure receiving unit and sends the alarm information and tire status information through the chassis CAN bus. The system forwards the alarm information and the tire status information from the chassis CAN bus to the body CAN bus through the gateway unit; The system receives and displays the tire status information from the vehicle's CAN bus through the human-machine interface unit, and executes alarm actions based on the received alarm information.

9. The method for monitoring abnormal tire pressure in light-duty new energy commercial vehicles according to claim 8, characterized in that, It also includes a sensor ID self-learning step: The system receives commands through the human-computer interaction unit and enters the tire pressure learning mode. The human-computer interaction unit obtains the tire position to be learned and sends a learning request containing the tire position to the tire pressure receiving unit through the gateway unit. The tire pressure receiving unit enters the learning state after receiving a learning request; When the tire to be learned is deflated, the tire pressure acquisition unit detects the sudden change in air pressure and actively sends the unique identification code of the tire pressure acquisition unit. The tire pressure receiving unit receives the unique identification code and forwards it to the human-machine interaction unit through the gateway unit; The human-computer interaction unit verifies the unique identification code and the tire position corresponding to the learning request. If they match, the binding is successful; otherwise, the matching fails.

10. The method for monitoring abnormal tire pressure in light-duty new energy commercial vehicles according to claim 8, characterized in that, It also includes cold pressure calibration steps: When the vehicle is stationary and the tires are cold, the cold standard tire pressure value is received through the human-machine interface unit. The gateway unit sends a calibration command, including the cold standard tire pressure value, to the tire pressure receiving unit. The tire pressure receiving unit receives the calibration command and stores the cold standard air pressure value as the alarm reference threshold for the corresponding tire. The system then uses the alarm baseline threshold as a benchmark to determine any abnormalities in the tire condition.

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