Tire state determination method and device, vehicle and storage medium

Abstract

The invention provides a tire state determination method and device, a vehicle and a storage medium, and belongs to the technical field of automobiles, and the method comprises the steps that for each tire state sensor of the vehicle, the matching degree of the tire state sensor and each wheel is obtained, and each wheel is provided with the tire state sensor; based on the matching degree of the tire state sensor and each wheel, predicting a candidate wheel corresponding to the tire state sensor, and determining the matching confidence degree of the tire state sensor and the candidate wheel; determining a target wheel corresponding to each tire state sensor based on the confidence degree of matching between each tire state sensor and the corresponding candidate wheel; and determining the tire state information collected by the tire state sensor as the tire state information of the target wheel. By means of the scheme, in the wheel self-positioning process, confidence judgment is added, the wheel self-positioning accuracy is improved, and the situation that due to inaccurate wheel self-positioning, tire state information is inaccurate is prevented.

Description

Technical Field

[0001] The present application belongs to the field of automobile technology, and in particular, relates to a tire state determination method, device, vehicle and storage medium. Background Art

[0002] Tire status includes the pressure, temperature and other status of multiple tires during vehicle driving. Tire status plays a vital role in vehicle safe driving. Therefore, in order to ensure driving safety, a tire status detection system can be configured in the vehicle, through which the tire status of the vehicle is obtained in real time, and the detection results of the tire status are displayed, thereby providing the driver with information such as the tire status of the vehicle in real time, so that the driver can adjust the driving status of the vehicle in time according to the tire status, thereby ensuring driving safety.

[0003] In the related art, the tire status detection system includes a tire status sensor, which sends information such as pressure and temperature of different tires to a receiver in the form of radio frequency signal data, and the receiver processes, transmits and displays the data.

[0004] However, in some special scenarios, the wheels may be replaced or adjusted, so the position of the wheels may change. In order to ensure the correct correspondence between the tire status sensor and the wheel, the wheel needs to be repositioned when determining the tire status. Summary of the invention

[0005] The purpose of the present application is to provide a tire status determination method, device, vehicle and storage medium, aiming to solve the problem of inaccurate determination of traditional tire status information.

[0006] A first aspect of an embodiment of the present application provides a tire state determination method, the method comprising:

[0007] Obtaining the matching degree between the tire state sensor and each wheel; wherein each wheel is equipped with a tire state sensor;

[0008] Based on the matching degree between the tire state sensor and each wheel, predicting the candidate wheel corresponding to the tire state sensor, and determining the confidence level of the matching between the tire state sensor and the candidate wheel;

[0009] Determine the target wheel corresponding to each tire state sensor based on the confidence level of the match between each tire state sensor and the corresponding candidate wheel;

[0010] The tire state information collected by the tire state sensor is determined as the tire state information of the target wheel.

[0011] In some embodiments, obtaining the matching degree between the tire state sensor and each wheel includes:

[0012] Acquire a target time point corresponding to the tire status sensor, where the target time point is a time point when the wheel where the tire status sensor is located rotates to a preset position;

[0013] Based on the time point, collecting position parameters corresponding to a plurality of wheels of the vehicle;

[0014] Determine the mean square error of the position parameters for each wheel;

[0015] Based on the mean square error corresponding to each wheel, the matching degree between the tire state sensor and the wheel is determined, wherein the smaller the mean square error corresponding to the wheel is, the higher the matching degree corresponding to the wheel is.

[0016] In some embodiments, predicting the candidate wheels corresponding to the tire state sensor based on the matching degree between the tire state sensor and each wheel includes:

[0017] Determine the wheel with the smallest mean square error as a candidate wheel for the tire state sensor;

[0018] Accordingly, determining the confidence level of the match between the tire state sensor and the candidate wheel includes:

[0019] Determine the difference between the minimum mean square error and the mean square errors corresponding to the other wheels;

[0020] The confidence level of the match between the tire state sensor and the candidate wheel is determined based on the difference between the minimum mean square error and other mean square errors.

[0021] In some embodiments, before determining the mean square error of the position parameter of each wheel, the method further includes:

[0022] If the number of position parameters of each wheel obtained is greater than a preset number, determining the acquisition time of the position parameters;

[0023] If the collection time of the position parameters times out, the position parameters corresponding to the wheel are collected again.

[0024] In some embodiments, the step of determining the target wheel corresponding to each tire state sensor based on the confidence level of the match between each tire state sensor and the corresponding candidate wheel includes:

[0025] If there are multiple tire state sensors corresponding to the same candidate wheels, respectively obtain the confidence levels of the matches between the multiple tire state sensors and the candidate wheels;

[0026] The candidate wheel is determined to be the target wheel corresponding to the tire state sensor with the highest confidence.

[0027] In some embodiments, before obtaining the matching degree between the tire state sensor and each wheel, the method further includes:

[0028] Recording the target number by a first counter, the target number being the number of radio frequency signals corresponding to each device identifier, the radio frequency signal carrying the device identifier generating the radio frequency signal and tire status information, the first counter being configured to reset the count when positioning is started, the device identifier being the device identifier of the tire status sensor;

[0029] When the radio frequency signal acquisition is completed, the target device identification of the tire status sensor currently available to the vehicle is determined according to the target quantity.

[0030] In some embodiments, determining the target device identification of the tire status sensor currently available to the vehicle according to the target quantity includes:

[0031] If the first target number is greater than the first preset number, determining that the first device identifier is the target device identifier currently matched by the vehicle, the first target number is the number of radio frequency signals carrying the first device identifier, and the first device identifier is the device identifier historically matched by the vehicle;

[0032] If the first target quantity is not greater than the first preset quantity, and there is a second target quantity greater than the second preset quantity, determine that the second device identifier is the target device identifier currently matched by the vehicle, the second target quantity is the number of radio frequency signals carrying the second device identifier, and the second device identifier is a newly added device identifier.

[0033] A second aspect of an embodiment of the present application provides a tire state determination device, the device comprising:

[0034] An acquisition unit, used to acquire the matching degree between the tire state sensor and each wheel; wherein each wheel is equipped with a tire state sensor;

[0035] a prediction unit, configured to predict a candidate wheel corresponding to the tire state sensor based on a matching degree between the tire state sensor and each wheel, and to determine a confidence level of a match between the tire state sensor and the candidate wheel;

[0036] A first determination unit, configured to determine a target wheel corresponding to each tire state sensor based on a confidence level of a match between each tire state sensor and a corresponding candidate wheel;

[0037] The second determining unit is used to determine the tire state information collected by the tire state sensor as the tire state information of the target wheel.

[0038] In some embodiments, the acquisition unit is used to acquire a target time point corresponding to the tire status sensor, the target time point being the time point when the wheel where the tire status sensor is located rotates to a preset position; based on the time point, position parameters corresponding to multiple wheels of the vehicle are collected; the mean square error of the position parameters of each wheel is determined; based on the mean square error corresponding to each wheel, the matching degree between the tire status sensor and the wheel is determined, wherein the smaller the mean square error corresponding to the wheel, the higher the matching degree corresponding to the wheel.

[0039] In some embodiments, the prediction unit is used to determine the wheel with the smallest mean square error as a candidate wheel for the tire state sensor; determine the difference between the minimum mean square error and the mean square errors corresponding to other wheels; and determine the confidence level of the match between the tire state sensor and the candidate wheel based on the difference between the minimum mean square error and the other mean square errors.

[0040] In some embodiments, the apparatus further comprises:

[0041] A third determining unit, configured to determine a collection time of the position parameters if the number of the acquired position parameters of each wheel is greater than a preset number;

[0042] The collecting unit is used to re-collect the position parameters corresponding to the wheel if the collecting time of the position parameters has timed out.

[0043] In some embodiments, the first determination unit is used to obtain the confidence of the matching between the multiple tire state sensors and the candidate wheels respectively if there are multiple tire state sensors corresponding to the same candidate wheels; and determine the candidate wheel as the target wheel corresponding to the tire state sensor with the highest confidence.

[0044] In some embodiments, the apparatus further comprises:

[0045] a counting unit, configured to record a target number through a first counter, wherein the target number is the number of radio frequency signals corresponding to each device identifier, wherein the radio frequency signal carries the device identifier generating the radio frequency signal and tire status information, wherein the first counter is configured to reset the count when positioning is started, and the device identifier is the device identifier of the tire status sensor;

[0046] The fourth determining unit is used to determine the target device identification of the tire status sensor currently available to the vehicle according to the target quantity when the radio frequency signal acquisition is completed.

[0047] In some embodiments, the fourth determination unit is used to determine that the first device identifier is the target device identifier currently matched by the vehicle if the first target quantity is greater than the first preset quantity, the first target quantity is the number of radio frequency signals carrying the first device identifier, and the first device identifier is the device identifier historically matched by the vehicle; if the first target quantity is not greater than the first preset quantity, and there is a second target quantity greater than the second preset quantity, determine that the second device identifier is the target device identifier currently matched by the vehicle, the second target quantity is the number of radio frequency signals carrying the second device identifier, and the second device identifier is a newly added device identifier.

[0048] A third aspect of an embodiment of the present application provides a vehicle, comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor implements the tire state determination method as described above when executing the computer program.

[0049] A fourth aspect of an embodiment of the present application provides a computer-readable storage medium, wherein the computer-readable storage medium stores a computer program, and when the computer program is executed by a processor, the tire state determination method described above is implemented.

[0050] Compared with the prior art, the embodiments of the present invention have the following beneficial effects:

[0051] In an embodiment of the present application, the matching degree between each tire state sensor and each wheel is determined, and the candidate wheel corresponding to the wheel state sensor is predicted by the matching degree. In addition, the confidence level of the matching degree between the tire state sensor and the candidate wheel is introduced. Based on the confidence level of the matching between each wheel state sensor and the corresponding candidate wheel, the target wheel corresponding to each tire state sensor is determined, and then the tire state information of each target wheel is determined. In this way, in the process of wheel self-positioning, the confidence level is increased, the accuracy of wheel self-positioning is improved, and inaccurate tire state information caused by inaccurate wheel self-positioning is prevented, so that users can understand the tire state information of the current vehicle more accurately, thereby ensuring the driving safety of users. BRIEF DESCRIPTION OF THE DRAWINGS

[0052] Figure 1 A schematic diagram of a tire state determination system involved in a tire state determination method provided by an exemplary embodiment is shown;

[0053] Figure 2 A schematic flow chart of a tire state determination method provided by an exemplary embodiment is shown;

[0054] Figure 3 A schematic diagram showing a process flow of a vehicle processing a received radio frequency signal provided by an exemplary embodiment is shown;

[0055] Figure 4 A schematic flow chart of a tire state determination method provided by an exemplary embodiment is shown;

[0056] Figure 5 A schematic flow chart of a tire state determination method provided by an exemplary embodiment is shown;

[0057] Figure 6 A line graph showing position parameters of four wheels corresponding to multiple time points of the same tire state sensor provided by an exemplary embodiment is shown;

[0058] Figure 7 A schematic flow chart of a tire state determination method provided by an exemplary embodiment is shown;

[0059] Figure 8 A schematic flow chart of a tire state determination method provided by an exemplary embodiment is shown;

[0060] Fig. 9 A schematic structural diagram of a tire state determination device provided by an exemplary embodiment is shown;

[0061] Fig.10 It is a schematic diagram of the structure of a vehicle provided by an embodiment of the present invention. DETAILED DESCRIPTION

[0062] In order to make the technical problems, technical solutions and beneficial effects to be solved by the present application more clearly understood, the present application is further described in detail below in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are only used to explain the present application and are not used to limit the present application.

[0063] In addition, the terms "first" and "second" are used for descriptive purposes only and should not be understood as indicating or implying relative importance or implicitly indicating the number of the indicated technical features. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of the features. In the description of this application, the meaning of "plurality" is two or more, unless otherwise clearly and specifically defined.

[0064] Tire status includes the pressure, temperature and other conditions of multiple tires during vehicle driving. Tire status plays a vital role in vehicle safe driving. In order to ensure driving safety, a tire status detection system can be configured in the vehicle, through which the tire status of the vehicle is obtained in real time, and the detection results of the tire status are displayed, thereby providing the driver with information such as the tire status of the vehicle in real time, so that the driver can adjust the driving status of the vehicle in time according to the tire status, thereby ensuring driving safety.

[0065] In some embodiments, the tire status detection system includes a tire status sensor, which sends information such as pressure and temperature of different tires to a receiver in the form of radio frequency signal data, and the receiver processes, transmits and displays the data.

[0066] Generally, the radio frequency signal collected by the tire status sensor does not carry the corresponding wheel, that is, it is impossible to determine which wheel of the vehicle's multiple wheels the tire status sensor collects based on the radio frequency signal collected by the tire status sensor alone. Therefore, it is necessary to perform wheel alignment on the tire status sensor to associate the tire status sensor with the wheel. In addition, in some special scenarios, such as replacing a new wheel or adjusting the wheel after maintenance, the wheel may be replaced or adjusted, so the position of the wheel may change.

[0067] In summary, in order to ensure the correct correspondence between the tire state sensor and the wheel, the wheel needs to be repositioned when determining the tire state.

[0068] In some embodiments, the vehicle performs wheel self-positioning through the relative variation of the number of ABS teeth of multiple wheels. However, when the vehicle is driving in a straight line, the relative variation of the number of ABS teeth of multiple wheels is not large, resulting in a small difference in the number of teeth variation between the wheels, causing positioning errors during the wheel self-positioning process.

[0069] In order to improve the accuracy of wheel self-positioning and ensure the accuracy of tire status, the present application provides a tire status determination method, device, vehicle and storage medium. By determining the matching degree between each tire status sensor and each wheel, the candidate wheel corresponding to the wheel status sensor is predicted by the matching degree, and the confidence of the matching degree between the tire status sensor and the candidate wheel is introduced. Based on the confidence of the matching between each wheel status sensor and the corresponding candidate wheel, the target wheel corresponding to each tire status sensor is determined, and then the tire status information of each target wheel is determined. In this way, in the process of wheel self-positioning, the judgment of confidence is increased, the accuracy of wheel self-positioning is improved, and the inaccurate tire status information caused by inaccurate wheel self-positioning is prevented, so that the user can more accurately understand the tire status information of the current vehicle, ensuring the driving safety of the user.

[0070] Please refer to Figure 1 , which shows a schematic diagram of a tire state determination system involved in a tire state determination method provided by an exemplary embodiment. Figure 1The system includes: a plurality of tire state sensors 10, a plurality of wheel speed sensors 20 and a vehicle controller 30. Each wheel is equipped with at least one tire state sensor 10 and at least one wheel speed sensor 20. The plurality of tire state sensors 10 and the plurality of wheel speed sensors 20 are respectively connected to the vehicle controller 30 for communication.

[0071] Each tire status sensor 10 is used to detect tire status information such as tire pressure and temperature of the corresponding wheel, and record multiple time points when the tire reaches the preset position when the wheel rotates, and send the detected tire status information, multiple time points and the device identification of the tire status sensor 10 to the vehicle controller 30 in the form of a radio frequency signal.

[0072] The vehicle control receives the radio frequency signals sent by multiple tire status sensors 10, and based on the multiple time points carried in the radio frequency signals, sends collection instructions to multiple wheel speed sensors 20. The collection instructions are used to instruct the multiple wheel speed sensors 20 to collect the positioning information of the corresponding wheels. The collection instructions carry multiple time points corresponding to each tire status sensor 10.

[0073] When receiving the acquisition instruction, the wheel speed sensor 20 determines the position information of each wheel at each time point in the acquisition instruction according to the wheel speed, and sends multiple position information of each wheel to the vehicle controller 30.

[0074] The vehicle controller 30 is also used to perform wheel self-positioning based on the position information of each wheel, and obtain the corresponding relationship between each wheel and the tire status sensor 10, so that the vehicle can display the tire status information of each wheel to the user based on the corresponding relationship between the wheel and the sensor.

[0075] The tire status determination method provided by the present application is described below in conjunction with specific embodiments. Figure 2 , which shows a flow chart of a tire state determination method provided by an exemplary embodiment. As an example but not a limitation, the method is applied to a vehicle, which is equipped with the above tire state determination system.

[0076] S201, the vehicle obtains a matching degree between a tire state sensor and each wheel, wherein each wheel is equipped with a tire state sensor.

[0077] The matching degree between the tire state sensor and the wheel indicates the probability that the tire state sensor is a sensor for detecting tire state information of the corresponding wheel.

[0078] The vehicle can determine the position information of each wheel, and determine the matching degree between the wheel and the tire state sensor based on the position information.

[0079] S202: The vehicle predicts a candidate wheel corresponding to the tire state sensor based on the matching degree between the tire state sensor and each wheel, and determines the confidence level of the matching between the tire state sensor and the candidate wheel.

[0080] The matching degree of the tire state sensor with each wheel refers to the probability that the tire state sensor is the tire state sensor configured for a certain wheel. The credibility of the matching of the tire state sensor with the candidate wheel indicates the credibility of the matching of the tire state sensor with the candidate wheel.

[0081] Based on the matching degree between the tire state sensor and each wheel, the vehicle determines the wheel with the highest matching degree with the tire state sensor as the candidate wheel corresponding to the tire state sensor. The vehicle determines the confidence level of the matching between the tire state sensor and the candidate wheel according to the matching degree corresponding to the candidate wheel and the matching degrees corresponding to other wheels.

[0082] S203: The vehicle determines a target wheel corresponding to each tire state sensor based on the confidence level of the match between each tire state sensor and the corresponding candidate wheel.

[0083] In some embodiments, the vehicle sorts the confidence corresponding to each tire state sensor, and determines the target wheel corresponding to each wheel state sensor from high to low according to the sorting. For example, the vehicle is equipped with four tire state sensors, represented by tire state sensor 1, tire state sensor 2, tire state sensor 3, and tire state sensor 4, respectively.

[0084] In some embodiments, tire state sensor 1, tire state sensor 2, tire state sensor 3 and tire state sensor 4 correspond to four different wheels respectively. For example, the target wheel corresponding to tire state sensor 1 is the left front wheel A, the target wheel corresponding to tire state sensor 2 is the left rear wheel B, the target wheel corresponding to tire state sensor 3 is the right front wheel C, and the target wheel corresponding to tire state sensor 4 is the right rear wheel D. If the confidence level of the match between tire state sensor 1 and left front wheel A is greater than the confidence level of the match between tire state sensor 2 and left rear wheel B, the confidence level of the match between tire state sensor 3 and right front wheel C is greater than the confidence level of the match between tire state sensor 4 and right rear wheel D, at this time, the vehicle first determines the left front wheel A as the target wheel of tire state sensor 1, then determines the left rear wheel B as the target wheel of tire state sensor 2, then determines the right front wheel C as the target wheel of tire state sensor 3, and finally determines the right rear wheel D as the target wheel of tire state sensor 4.

[0085] In other embodiments, at least two sensors among the tire state sensor 1, the tire state sensor 2, the tire state sensor 3 and the tire state sensor 4 correspond to the same wheel. For example, the target wheel corresponding to the tire state sensor 1 is the left front wheel A, the target wheel corresponding to the tire state sensor 2 is the left front wheel A, the target wheel corresponding to the tire state sensor 3 is the right front wheel C, and the target wheel corresponding to the tire state sensor 4 is the right rear wheel D. If the confidence level of the match between the tire state sensor 1 and the left front wheel A is greater than the confidence level of the match between the tire state sensor 2 and the left front wheel A, the confidence level of the match between the tire state sensor 3 and the right front wheel C is greater than the confidence level of the match between the tire state sensor 4 and the right rear wheel D, at this time, the vehicle first determines the left front wheel A as the target wheel of the tire state sensor 1, then determines the right front wheel C as the target wheel of the tire state sensor 3, then determines the right rear wheel D as the target wheel of the tire state sensor 4, and finally determines the left rear tire B as the target wheel of the tire state sensor 2.

[0086] In this way, the target wheel corresponding to each tire state sensor is determined in order from high to low confidence, thereby giving priority to determining the correspondence between the tire state sensor with high confidence and the target wheel, preventing the inaccurate correspondence problem of low confidence, and improving the accuracy of determining the correspondence between the tire state sensor and the wheel.

[0087] In some embodiments, the vehicle also detects whether there are any identical candidate wheels corresponding to the multiple tire state sensors. If the candidate wheels corresponding to the multiple tire state sensors are all different, the vehicle determines the candidate wheels corresponding to each tire state sensor as the target wheels of the tire state sensor in turn according to the confidence of the match between each tire state sensor and the candidate wheel. If there are multiple identical candidate wheels corresponding to the tire state sensors, the vehicle determines the candidate wheel as the target wheel of the tire state sensor with the highest confidence in descending order of confidence of the match with the same candidate wheel. Correspondingly, if there are multiple identical candidate wheels corresponding to the tire state sensors, the confidence of the match between the multiple tire state sensors and the candidate wheel is obtained respectively; the candidate wheel is determined as the target wheel corresponding to the tire state sensor with the highest confidence.

[0088] In this implementation, the vehicle first determines whether there are multiple tire status sensors corresponding to the same candidate wheel. When there are multiple tire status sensors corresponding to the same candidate wheel, the vehicle determines the candidate wheel as the target wheel that matches the tire status sensor with high confidence, preventing the candidate wheel from becoming the target wheel of the tire status sensor with low confidence, thereby improving the accuracy of determining the correspondence between the tire status sensor and the target wheel.

[0089] S204: The vehicle determines the tire status information collected by the tire status sensor as the tire status information of the target wheel.

[0090] The tire status information includes tire pressure, temperature, etc. After the vehicle determines the target wheel corresponding to each tire status sensor, the tire status information collected by the tire status sensor is determined as the tire status information of the target wheel.

[0091] In some embodiments, due to the influence of co-channel interference, the RF signal carrying tire status information sent by the tire status sensor received by the vehicle may contain RF signals sent by tire status sensors of other vehicles. In order to reduce the impact of RF signals sent by tire status sensors of other vehicles on the vehicle, the vehicle also filters the received RF signal according to the device identification of the tire status sensor to ensure that the received RF signal is the RF signal generated by the tire status sensor of the vehicle, thereby ensuring the accuracy of the acquired tire status information.

[0092] See also Figure 3 , which shows a process flow of a vehicle processing a received radio frequency signal provided by an exemplary embodiment. Figure 3 After the vehicle is powered on or awakened, the second counter for recording the number of radio frequency signals is cleared, and then the vehicle data processing process is started. When a radio frequency signal is received, the radio frequency signal is parsed to obtain the device identification of the tire status sensor carried by the radio frequency signal, and it is determined whether the device identification is an available device identification for the vehicle. If the device identification is not an available device identification for the tire status sensor for the vehicle, the radio frequency signal is not processed. If the device identification is an available device identification for the tire status sensor for the vehicle, the count of the second counter is increased by one, and then the radio frequency signal is processed to obtain the tire status information of each wheel, and the tire status information is output. The vehicle can display the tire status information in the vehicle's multimedia device, or broadcast the tire status information to the user by audio display, or the vehicle determines whether a warning message needs to be generated based on the tire status information. If the tire status information indicates that the tire pressure or temperature of at least one wheel is abnormal, a warning message is generated and output.

[0093] It should be noted that, in order to ensure the normal operation of the second counter, the second counter can be set to automatically clear to zero every preset time. Figure 3 The vehicle determines whether the continuous counting time of the second counter reaches the preset time. If the continuous counting time does not reach the preset time, the vehicle continues to count. If the continuous counting time reaches the preset time, the count of the second counter is cleared and then counting is performed again. In this way, the second counter is cleared regularly, so that the second counter can be reused.

[0094] In an embodiment of the present application, the matching degree between each tire state sensor and each wheel is determined, and the candidate wheel corresponding to the wheel state sensor is predicted by the matching degree. In addition, the confidence level of the matching degree between the tire state sensor and the candidate wheel is introduced. Based on the confidence level of the matching between each wheel state sensor and the corresponding candidate wheel, the target wheel corresponding to each tire state sensor is determined, and then the tire state information of each target wheel is determined. In this way, in the process of wheel self-positioning, the confidence level is increased, the accuracy of wheel self-positioning is improved, and inaccurate tire state information caused by inaccurate wheel self-positioning is prevented, so that users can understand the tire state information of the current vehicle more accurately, thereby ensuring the driving safety of users.

[0095] When determining the matching degree between the tire condition sensor and the wheel, the vehicle can determine it in a variety of ways. The following describes the method of determining the matching degree between the tire condition sensor and the wheel in combination with the wheel position information. Figure 4 , which shows a flow chart of a tire state determination method provided by an exemplary embodiment. As an example but not a limitation, the method is applied to a vehicle, which is equipped with the above tire state determination system.

[0096] S401, the vehicle obtains a target time point corresponding to the tire status sensor, wherein the target time point is a time point when the wheel where the tire status sensor is located rotates to a preset position.

[0097] In some embodiments, the RF signal generated by the tire status sensor carries the time point corresponding to the RF signal and the position of the wheel rotation at the time point. The time point of the RF signal and the position of the wheel rotation can be stored in the RF signal in the form of a positioning message. The position of the wheel rotation refers to the rotation angle or number of teeth of the wheel relative to the origin.

[0098] It should be noted that the vehicle can determine multiple time points when the wheel rotates to the same preset position from multiple received radio frequency signals. The preset position can be set as needed, and in the embodiment of the present application, the preset position is not specifically limited.

[0099] S402: The vehicle collects position parameters corresponding to a plurality of wheels of the vehicle based on the time point.

[0100] For each wheel, the vehicle collects the corresponding position parameter based on a data collection device such as a sensor corresponding to the position parameter, or further calculates the position parameter through the collected data.

[0101] For example, the position parameter may be the number of teeth of the wheel. The vehicle may collect the wheel speed through the wheel speed sensor of each wheel, and then calculate the number of teeth corresponding to each time point based on the wheel speed to obtain the position parameter corresponding to the wheel.

[0102] S403, the vehicle determines the mean square error of the position parameters of each wheel.

[0103] In this implementation, the vehicle determines the fit of the position parameters of each wheel by the mean square error of the position parameters, wherein the higher the fit, the smaller the mean square error, and the higher the matching degree between the tire state sensor and the wheel. For example, see Table 1, which shows the mean square error corresponding to the number of teeth of four wheels at multiple time points corresponding to a tire state sensor A.

[0104] Table 1

[0105]

[0106]

[0107] See Table 1, which shows the number of teeth and mean square error of the four wheels at time points 1-10 corresponding to the tire state sensor A.

[0108] One thing that needs to be explained is that see Figure 5 Before calculating the degree of fit, the vehicle needs to first count whether the number of position parameters currently received meets the requirements and whether the collected position parameters have timed out. Correspondingly, if the number of position parameters of the wheel does not meet the quantity requirement, the vehicle continues to collect the position parameters corresponding to the wheel. If the number of position parameters obtained for each wheel is greater than the preset number, the vehicle determines the collection time of the position parameters; if the collection time of the position parameters has timed out, the position parameters corresponding to the wheel are collected again. If the collection time of the position parameters has not timed out, the degree of fit of the position parameters is calculated.

[0109] The preset number can be set as needed, and in the embodiment of the present application, the preset number is not specifically limited. For example, the preset number is 100 or 200.

[0110] S404: The vehicle determines the matching degree between the tire state sensor and the wheel based on the mean square error corresponding to each wheel, wherein the smaller the mean square error corresponding to the wheel is, the higher the matching degree corresponding to the wheel is.

[0111] In some embodiments, the vehicle can also determine the mean square error of the position parameter by driving the graph, for example, see Figure 6, which shows a line graph of position parameters of four wheels corresponding to multiple time points of the same tire state sensor provided by an exemplary embodiment. It can be seen from this figure that the flatter the line graph is, the higher the fit of the position parameter is, that is, the higher the matching degree between the tire state sensor and the wheel is.

[0112] S405: The vehicle determines the wheel corresponding to the wheel with the smallest mean square error as a candidate wheel for the tire state sensor.

[0113] The smaller the mean square error, the higher the matching degree between the wheel state sensor and the wheel. Therefore, the wheel corresponding to the wheel with the smallest mean square error is determined as the candidate wheel of the tire state sensor. For example, taking the position parameters in Table 1 as an example, the vehicle determines the left front wheel as the candidate wheel of tire state sensor A.

[0114] S406 , the vehicle determines the difference between the minimum mean square error and the mean square errors corresponding to other wheels.

[0115] Since the mean square error of the position parameters indicates the degree of fit between the wheel and the tire state sensor, the greater the difference between the degrees of fit, the higher the confidence level of the match between the wheel and the tire state sensor. Therefore, in this step, the vehicle determines the difference between the minimum mean square error and the mean square errors corresponding to other wheels. The difference refers to the value corresponding to the absolute value.

[0116] S407: The vehicle determines the confidence level of the match between the tire state sensor and the candidate wheel based on the difference between the minimum mean square error and other mean square errors.

[0117] In some embodiments, the vehicle may determine the difference between the minimum mean square error and other mean square errors as the confidence level of the tire state sensor matching the candidate wheel. That is, the greater the difference between the minimum mean square error and other mean square errors, the higher the confidence level of the tire state sensor matching the candidate wheel.

[0118] S408: The vehicle determines a target wheel corresponding to each tire state sensor based on the confidence level of the match between each tire state sensor and the corresponding candidate wheel.

[0119] The principle of this step is the same as that of step S203 and will not be repeated here.

[0120] S409: The vehicle determines the tire status information collected by the tire status sensor as the tire status information of the target wheel.

[0121] The principle of this step is the same as that of step S204 and will not be repeated here.

[0122] In an embodiment of the present application, the matching degree between each tire state sensor and each wheel is determined, and the candidate wheel corresponding to the wheel state sensor is predicted by the matching degree. In addition, the confidence level of the matching degree between the tire state sensor and the candidate wheel is introduced. Based on the confidence level of the matching between each wheel state sensor and the corresponding candidate wheel, the target wheel corresponding to each tire state sensor is determined, and then the tire state information of each target wheel is determined. In this way, in the process of wheel self-positioning, the confidence level is increased, the accuracy of wheel self-positioning is improved, and inaccurate tire state information caused by inaccurate wheel self-positioning is prevented, so that users can understand the tire state information of the current vehicle more accurately, thereby ensuring the driving safety of users.

[0123] In some embodiments, before the vehicle receives tire status information, it is necessary to first determine the multiple tire status sensors currently available to the vehicle. This process is generally determined by the device identification of the tire status sensor carried in the received radio frequency signal. However, the frequency band used in the transmission of tire status is generally the same. Therefore, in a scenario with multiple vehicles, affected by co-frequency interference and the like, the tire status information received by the vehicle will contain relevant information of other vehicles, resulting in problems such as the tire status of the vehicle not being displayed or being displayed incorrectly, affecting the driving safety of the vehicle.

[0124] In addition, the counter used to record the number of received RF signals generally pre-processes the reception abnormality problem, resulting in the counter variable not being assigned normally when the RF communication is abnormal, causing uncertainty in the statistical quantity, and when the co-channel interference is too large, it leads to abnormal tampering variables and the count being reset, which seriously affects the determination of the vehicle's available tire status sensors.

[0125] The present application also provides a tire status determination method for determining tire status sensors available for a vehicle. Figure 7 , which shows a flow chart of a tire state determination method provided by an exemplary embodiment. As an example but not a limitation, the method is applied to a vehicle, which is equipped with the above tire state determination system.

[0126] S701, the vehicle records the target number through a first counter, where the target number is the number of radio frequency signals corresponding to each device identifier, where the radio frequency signal carries the device identifier and tire status information that generates the radio frequency signal, and the first counter is configured to reset the count when positioning is started.

[0127] The first counter is used to record the number of radio frequency signals corresponding to each device identifier. The first counter is an additional counter. Figure 8In the process of determining the target device identification, the vehicle also records the received radio frequency signals through other counters. After the vehicle starts the positioning function, the vehicle clears the count of the third counter, receives the positioning message, and the third counter records the number of radio frequency signals. The count value of the third counter is used to count the number of positioning messages in the received radio frequency signal. The count value of the third counter is used to determine whether the current positioning function is completed. For example, when the count value of the third counter reaches a preset value, it is determined that the positioning function is completed.

[0128] In some embodiments, the third counter is configured to be reset to zero upon initialization, and reset to zero when the parking time or sleep time of the vehicle reaches a preset time. The preset time can be set as needed, and in the embodiment of the present application, the preset time is not specifically limited. For example, the preset time can be 20 minutes, 25 minutes, or 30 minutes. It should be noted that the preset time corresponding to the parking time and the sleep time can be set to the same time or different time, and in the embodiment of the present application, this is not specifically limited.

[0129] In this implementation, the third counter is set to be reset periodically when the vehicle is parked or in a dormant state to prevent the vehicle from being affected by tire status sensors in other surrounding vehicles when the vehicle is parked or in a dormant state, thereby improving the accuracy of the collected tire status information.

[0130] S702, when the radio frequency signal acquisition is completed, the vehicle determines the target device identification of the tire status sensor currently available to the vehicle according to the target quantity.

[0131] When the RF signal acquisition is completed, the vehicle determines whether each device identifier is available based on the target number. If the device identifier is available, the device identifier is determined as the target device identifier. If the device identifier is not available, it continues to determine whether there are other available device identifiers to replace the device identifier based on the target number of other device identifiers. Accordingly, in some embodiments, if the first target number is greater than the first preset number, the first device identifier is determined to be the target device identifier currently matched by the vehicle, the first target number is the number of RF signals carrying the first device identifier, and the first device identifier is the device identifier that has been matched historically by the vehicle; if the first target number is not greater than the first preset number, and there is a second target number greater than the second preset number, the second device identifier is determined to be the target device identifier currently matched by the vehicle, the second target number is the number of RF signals carrying the second device identifier, and the second device identifier is a newly added device identifier.

[0132] When the first target quantity is not greater than the first preset quantity, and there is no second target quantity greater than the second preset quantity, the vehicle maintains the currently matched target device identifier. The first preset quantity and the second preset quantity can be set as needed. In the embodiment of the present application, the first preset quantity and the second preset quantity are not specifically limited. For example, the first preset quantity is 3, 4, or 5, and the second preset quantity is 8, 9, or 10.

[0133] In this implementation, when judging whether the device identification matched with the vehicle is updated, not only is it judged whether the first target number of the currently matched device identification is less than the first preset number, but it is also determined whether the second target number of the updateable device identification is greater than the second preset number. In this way, when updating the target device identification, the target device identification matched with the vehicle is updated only when the originally matched device identification is unavailable and the number of new device identifications meets the requirements, thereby preventing frequent updates of the target device identification and improving the accuracy of determining the target device identification.

[0134] It should be understood that the size of the serial numbers of the steps in the above embodiments does not mean the order of execution. The execution order of each process should be determined by its function and internal logic, and should not constitute any limitation on the implementation process of the embodiments of the present application.

[0135] See also Fig. 9 , which shows a schematic diagram of the structure of a tire state determination device provided by the present application, and includes various units for executing various steps in the above-mentioned embodiment, see Fig. 9 , the tire state determination device comprises:

[0136] An acquisition unit 901 is used to acquire a matching degree between a tire state sensor and each wheel, wherein each wheel is equipped with a tire state sensor;

[0137] A prediction unit 902, configured to predict a candidate wheel corresponding to the tire state sensor based on the matching degree between the tire state sensor and each wheel, and to determine a confidence level of the matching between the tire state sensor and the candidate wheel;

[0138] A first determining unit 903, configured to determine a target wheel corresponding to each tire state sensor based on a confidence level of a match between each tire state sensor and a corresponding candidate wheel;

[0139] The second determining unit 904 is configured to determine the tire state information collected by the tire state sensor as the tire state information of the target wheel.

[0140] In some embodiments, the acquisition unit 901 is used to acquire a target time point corresponding to the tire status sensor, which is the time point when the wheel where the tire status sensor is located rotates to a preset position; based on the time point, position parameters corresponding to multiple wheels of the vehicle are collected; the mean square error of the position parameters of each wheel is determined; based on the mean square error corresponding to each wheel, the matching degree between the tire status sensor and the wheel is determined, wherein the smaller the mean square error corresponding to the wheel, the higher the matching degree corresponding to the wheel.

[0141] In some embodiments, the prediction unit 902 is used to determine the wheel with the smallest mean square error as a candidate wheel for the tire state sensor; determine the difference between the minimum mean square error and the mean square errors corresponding to other wheels; and determine the confidence level of the match between the tire state sensor and the candidate wheel based on the difference between the minimum mean square error and the other mean square errors.

[0142] In some embodiments, the apparatus further comprises:

[0143] A third determining unit, configured to determine a collection time of the position parameters if the number of the acquired position parameters of each wheel is greater than a preset number;

[0144] The collecting unit is used to re-collect the position parameters corresponding to the wheel if the collecting time of the position parameters has timed out.

[0145] In some embodiments, the first determination unit 903 is used to obtain the confidence of the matching between the multiple tire state sensors and the candidate wheels if there are multiple tire state sensors corresponding to the same candidate wheels; and determine the candidate wheel as the target wheel corresponding to the tire state sensor with the highest confidence.

[0146] In some embodiments, the apparatus further comprises:

[0147] a counting unit, configured to record a target number through a first counter, the target number being the number of radio frequency signals corresponding to each device identifier, the radio frequency signal carrying the device identifier generating the radio frequency signal and tire status information, the first counter being configured to reset the count when positioning is started, the device identifier being the device identifier of the tire status sensor;

[0148] The fourth determining unit is used to determine the target device identification of the tire status sensor currently available to the vehicle according to the target quantity when the radio frequency signal acquisition is completed.

[0149] In some embodiments, the fourth determination unit is used to determine that the first device identifier is the target device identifier currently matched by the vehicle if the first target quantity is greater than the first preset quantity, the first target quantity is the number of radio frequency signals carrying the first device identifier, and the first device identifier is the device identifier that has been historically matched by the vehicle; if the first target quantity is not greater than the first preset quantity, and there is a second target quantity greater than the second preset quantity, determine that the second device identifier is the target device identifier currently matched by the vehicle, the second target quantity is the number of radio frequency signals carrying the second device identifier, and the second device identifier is a newly added device identifier.

[0150] In an embodiment of the present application, the matching degree between each tire state sensor and each wheel is determined, and the candidate wheel corresponding to the wheel state sensor is predicted by the matching degree. In addition, the confidence level of the matching degree between the tire state sensor and the candidate wheel is introduced. Based on the confidence level of the matching between each wheel state sensor and the corresponding candidate wheel, the target wheel corresponding to each tire state sensor is determined, and then the tire state information of each target wheel is determined. In this way, in the process of wheel self-positioning, the confidence level is increased, the accuracy of wheel self-positioning is improved, and inaccurate tire state information caused by inaccurate wheel self-positioning is prevented, so that users can understand the tire state information of the current vehicle more accurately, thereby ensuring the driving safety of users.

[0151] Fig.10 FIG. 1 is a schematic diagram of a vehicle provided by an exemplary embodiment of the present application. Fig.10 As shown, the vehicle 10 of this embodiment includes: a processor 100, a memory 101, and a computer program 102 stored in the memory 101 and executable on the processor 100, such as a tire state determination program. When the processor 100 executes the computer program 102, the steps in the above-mentioned tire state determination method embodiments are implemented, such as Figure 2 Alternatively, when the processor 100 executes the computer program 102, the functions of each unit in the above-mentioned device embodiments are realized, for example Fig. 9 The functions of units 901 to 904 are shown.

[0152] Exemplarily, the computer program 102 may be divided into one or more units, which are stored in the memory 101 and executed by the processor 100 to complete the present application. The one or more units may be a series of computer program instruction segments capable of completing specific functions, and the instruction segments are used to describe the execution process of the computer program 102 in the vehicle 10. For example, the computer program 102 may be divided into a first acquisition unit, a determination unit, and a control unit, and the specific functions of each module are as follows:

[0153] An acquisition unit 901 is used to acquire a matching degree between the tire state sensor and each wheel, wherein each wheel is equipped with a tire state sensor;

[0154] A prediction unit 902, configured to predict a candidate wheel corresponding to the tire state sensor based on the matching degree between the tire state sensor and each wheel, and to determine a confidence level of the matching between the tire state sensor and the candidate wheel;

[0155] A first determining unit 903, configured to determine a target wheel corresponding to each tire state sensor based on a confidence level of a match between each tire state sensor and a corresponding candidate wheel;

[0156] The second determining unit 904 is used to determine the tire state information collected by the tire state sensor as the tire state information of the target wheel.

[0157] The vehicle 10 may be any vehicle having a control function. The vehicle 10 may include, but is not limited to, a processor 100 and a memory 101. Those skilled in the art will appreciate that Fig.10 This is only an example of the vehicle 10 and does not constitute a limitation of the vehicle 10. The vehicle 10 may include more or fewer components than shown in the figure, or a combination of certain components, or different components. For example, the vehicle 10 may also include input and output devices, network access devices, buses, etc.

[0158] The processor 100 may be a central processing unit (CPU), or other general-purpose processors, digital signal processors (DSP), application-specific integrated circuits (ASIC), field-programmable gate arrays (FPGA) or other programmable logic devices, discrete gate or transistor logic devices, discrete hardware components, etc. A general-purpose processor may be a microprocessor or any conventional processor, etc.

[0159] The memory 101 may be an internal storage unit of the vehicle 10, such as a hard disk or memory of the vehicle 10. The memory 101 may also be an external storage device of the vehicle 10, such as a plug-in hard disk, a smart media card (SMC), a secure digital (SD) card, a flash card, etc. equipped on the vehicle 10. Further, the memory 101 may also include both an internal storage unit of the vehicle 10 and an external storage device. The memory 101 is used to store the computer program and other programs and data required by the terminal device. The memory 101 may also be used to temporarily store data that has been output or is to be output.

[0160] The technicians in the relevant field can clearly understand that for the convenience and simplicity of description, only the division of the above-mentioned functional units and modules is used as an example for illustration. In practical applications, the above-mentioned function allocation can be completed by different functional units and modules as needed, that is, the internal structure of the device can be divided into different functional units or modules to complete all or part of the functions described above. The functional units and modules in the embodiment can be integrated in a processing unit, or each unit can exist physically separately, or two or more units can be integrated in one unit. The above-mentioned integrated unit can be implemented in the form of hardware or in the form of software functional units. In addition, the specific names of the functional units and modules are only for the convenience of distinguishing each other, and are not used to limit the scope of protection of this application. The specific working process of the units and modules in the above-mentioned system can refer to the corresponding process in the aforementioned method embodiment, which will not be repeated here.

[0161] In the above embodiments, the description of each embodiment has its own emphasis. For parts that are not described or recorded in detail in a certain embodiment, reference can be made to the relevant descriptions of other embodiments.

[0162] Those of ordinary skill in the art will appreciate that the units and algorithm steps of each example described in conjunction with the embodiments disclosed herein can be implemented in electronic hardware, or a combination of computer software and electronic hardware. Whether these functions are performed in hardware or software depends on the specific application and design constraints of the technical solution. Professional and technical personnel can use different methods to implement the described functions for each specific application, but such implementation should not be considered to be beyond the scope of this application.

[0163] In the embodiments provided in the present application, it should be understood that the disclosed devices / terminal equipment and methods can be implemented in other ways. For example, the device / terminal equipment embodiments described above are only schematic. For example, the division of the modules or units is only a logical function division. There may be other division methods in actual implementation, such as multiple units or components can be combined or integrated into another system, or some features can be ignored or not executed. Another point is that the mutual coupling or direct coupling or communication connection shown or discussed can be through some interfaces, indirect coupling or communication connection of devices or units, which can be electrical, mechanical or other forms.

[0164] The units described as separate components may or may not be physically separated, and the components shown as units may or may not be physical units, that is, they may be located in one place or distributed on multiple network units. Some or all of the units may be selected according to actual needs to achieve the purpose of the solution of this embodiment.

[0165] In addition, each functional unit in each embodiment of the present application may be integrated into one processing unit, or each unit may exist physically separately, or two or more units may be integrated into one unit. The above-mentioned integrated unit may be implemented in the form of hardware or in the form of software functional units.

[0166] If the integrated module / unit is implemented in the form of a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the present application implements all or part of the processes in the above-mentioned embodiment method, and can also be completed by instructing the relevant hardware through a computer program. The computer program can be stored in a computer-readable storage medium, and the computer program can implement the steps of the above-mentioned various method embodiments when executed by the processor. Among them, the computer program includes computer program code, and the computer program code can be in source code form, object code form, executable file or some intermediate form. The computer-readable medium may include: any entity or device capable of carrying the computer program code, recording medium, U disk, mobile hard disk, disk, optical disk, computer memory, read-only memory (ROM, Read-Only Memory), random access memory (RAM, Random Access Memory), electric carrier signal, telecommunication signal and software distribution medium. It should be noted that the content contained in the computer-readable medium can be appropriately increased or decreased according to the requirements of legislation and patent practice in the jurisdiction. For example, in some jurisdictions, according to legislation and patent practice, computer-readable media do not include electric carrier signals and telecommunication signals.

[0167] The embodiments of the present application further provide a computer-readable storage medium, wherein the computer-readable storage medium stores a computer program, and when the computer program is executed by a processor, the steps in the above-mentioned method embodiments are implemented.

[0168] The embodiment of the present application also provides a computer program product. When the computer program product runs on a mobile terminal, the mobile terminal can implement the steps in the above-mentioned method embodiments when executing the computer program product.

[0169] The embodiments described above are only used to illustrate the technical solutions of the present application, rather than to limit them. Although the present application has been described in detail with reference to the aforementioned embodiments, a person skilled in the art should understand that the technical solutions described in the aforementioned embodiments may still be modified, or some of the technical features may be replaced by equivalents. Such modifications or replacements do not deviate the essence of the corresponding technical solutions from the spirit and scope of the technical solutions of the embodiments of the present application, and should all be included in the protection scope of the present application.

Claims

1. A method for determining a tire state, characterized in that: The method comprises: Obtaining the matching degree between the tire state sensor and each wheel; wherein each wheel is equipped with a tire state sensor; Based on the matching degree between the tire state sensor and each wheel, predicting the candidate wheel corresponding to the tire state sensor, and determining the confidence level of the matching between the tire state sensor and the candidate wheel; Determine the target wheel corresponding to each tire state sensor based on the confidence level of the match between each tire state sensor and the corresponding candidate wheel; The tire state information collected by the tire state sensor is determined as the tire state information of the target wheel.

2. The method according to claim 1, characterized in that The obtaining of the matching degree between the tire state sensor and each wheel includes: Acquire a target time point corresponding to the tire status sensor, where the target time point is a time point when the wheel where the tire status sensor is located rotates to a preset position; Based on the time point, collecting position parameters corresponding to a plurality of wheels of the vehicle; Determine the mean square error of the position parameters for each wheel; Based on the mean square error corresponding to each wheel, the matching degree between the tire state sensor and the wheel is determined, wherein the smaller the mean square error corresponding to the wheel is, the higher the matching degree corresponding to the wheel is.

3. The method according to claim 2, characterized in that The predicting, based on the matching degree between the tire state sensor and each wheel, the candidate wheel corresponding to the tire state sensor comprises: Determine the wheel with the smallest mean square error as a candidate wheel for the tire state sensor; Accordingly, determining the confidence level of the match between the tire state sensor and the candidate wheel includes: Determine the difference between the minimum mean square error and the mean square errors corresponding to the other wheels; The confidence level of the match between the tire state sensor and the candidate wheel is determined based on the difference between the minimum mean square error and other mean square errors.

4. The method according to claim 2, characterized in that Before determining the mean square error of the position parameters of each wheel, the method further includes: If the number of position parameters of each wheel obtained is greater than a preset number, determining the acquisition time of the position parameters; If the collection time of the position parameters times out, the position parameters corresponding to the wheel are collected again.

5. The method according to claim 1, characterized in that The step of determining the target wheel corresponding to each tire state sensor based on the confidence level of the match between each tire state sensor and the corresponding candidate wheel comprises: If there are multiple tire state sensors corresponding to the same candidate wheels, respectively obtain the confidence levels of the matches between the multiple tire state sensors and the candidate wheels; The candidate wheel is determined to be the target wheel corresponding to the tire state sensor with the highest confidence.

6. The method according to any one of claims 1 to 5, characterized in that: Before obtaining the matching degree between the tire state sensor and each wheel, the method further includes: Recording the target number by a first counter, the target number being the number of radio frequency signals corresponding to each device identifier, the radio frequency signal carrying the device identifier generating the radio frequency signal and tire status information, the first counter being configured to reset the count when positioning is started, the device identifier being the device identifier of the tire status sensor; When the radio frequency signal acquisition is completed, the target device identification of the tire status sensor currently available to the vehicle is determined according to the target quantity.

7. The method according to claim 6, characterized in that The step of determining the target device identification of the tire status sensor currently available to the vehicle according to the target quantity includes: If the first target number is greater than the first preset number, determining that the first device identifier is the target device identifier currently matched by the vehicle, the first target number is the number of radio frequency signals carrying the first device identifier, and the first device identifier is the device identifier historically matched by the vehicle; If the first target quantity is not greater than the first preset quantity, and there is a second target quantity greater than the second preset quantity, determine that the second device identifier is the target device identifier currently matched by the vehicle, the second target quantity is the number of radio frequency signals carrying the second device identifier, and the second device identifier is a newly added device identifier.

8. A tire state determination device, characterized in that: The device comprises: an acquisition unit, for acquiring, for each tire state sensor of the vehicle, a matching degree between the tire state sensor and each wheel, each wheel being equipped with a tire state sensor; a prediction unit, configured to predict a candidate wheel corresponding to the tire state sensor based on a matching degree between the tire state sensor and each wheel, and to determine a confidence level of a match between the tire state sensor and the candidate wheel; A first determination unit, configured to determine a target wheel corresponding to each tire state sensor based on a confidence level of a match between each tire state sensor and a corresponding candidate wheel; The second determining unit is used to determine the tire state information collected by the tire state sensor as the tire state information of the target wheel.

9. A vehicle, characterized in that: The vehicle includes a memory, a processor, and a computer program stored in the memory and executable on the processor, and the processor implements the tire state determination method according to any one of claims 1 to 7 when executing the computer program.

10. A computer-readable storage medium, characterized in that: The computer-readable storage medium stores a computer program, and when the computer program is executed by a processor, the method for determining a tire state according to any one of claims 1 to 7 is implemented.

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