Tire pressure display method and vehicle

Abstract

The invention discloses a tire pressure display method and a vehicle, and belongs to the technical field of vehicles. Comprising the steps of determining a current driving condition of a target vehicle based on a steering wheel angle of the target vehicle; and on the basis of the current driving working condition, the tire pressure and the wheel speed of the multiple wheels of the target vehicle and the working state of the target auxiliary function of the target vehicle, the positions of the multiple wheels are updated, and the tire pressure of the multiple wheels is displayed according to the updated wheel positions. According to the method and the device, the position of each wheel is updated based on the tire pressure and the wheel speed of each wheel and the working state of the target auxiliary function when the target vehicle is in different driving working conditions, so that the position of each wheel can be automatically updated in the driving process; therefore, the positions of all the wheels can be accurately positioned even if the tires are replaced, then it is guaranteed that the tire pressure of all the wheels can be displayed at the correct positions subsequently, and accurate tire pressure display is provided for a user.

Description

Technical Field

[0001] The present application relates to the field of vehicle technology, and in particular to a tire pressure display method and a vehicle. Background Art

[0002] The vehicle's instrument panel displays the tire pressure of each tire, allowing users to determine the operating status of each tire. Each wheel of the vehicle is equipped with an independent tire pressure sensor, which measures the tire pressure of the corresponding wheel. Furthermore, each wheel is associated with its wheel position, so when the tire pressure is displayed on the instrument panel, the tire pressure detected by the tire pressure sensor of each wheel is displayed according to its corresponding wheel position.

[0003] However, after a wheel is replaced, the binding relationship between each wheel and its position will change, which will cause the corresponding relationship between the tire pressure sensor and the wheel position to become confused, resulting in the tire pressure displayed on the instrument panel not matching the actual position of the wheel. For example, after swapping the left front wheel with the right rear wheel, the binding relationship between the left front wheel and the right rear wheel and their wheel position will change, but the binding relationship will not actually be updated. In addition, because the tire pressure sensor of the left front wheel and the tire pressure sensor of the right rear wheel are also swapped, the tire pressure detected by the tire pressure sensor on the right rear wheel will still be recognized as the tire pressure of the left front wheel, and the tire pressure detected by the tire pressure sensor on the left front wheel will still be recognized as the tire pressure of the right rear wheel, resulting in confusion in the tire pressure display positions. Summary of the Invention

[0004] This application provides a tire pressure display method, device, vehicle, and storage medium that automatically update the position of each wheel during driving. This allows accurate positioning of each wheel even after tire replacement, ensuring that subsequent tire pressure readings are displayed in the correct position, providing users with accurate tire pressure information. The technical solution includes the following.

[0005] In a first aspect, a tire pressure display method is provided, the method comprising:

[0006] Determining a current driving condition of the target vehicle based on a steering wheel angle of the target vehicle;

[0007] Based on the current driving condition, the tire pressure and wheel speed of the multiple wheels of the target vehicle and the working status of the target auxiliary function of the target vehicle, the positions of the multiple wheels are updated to display the tire pressure of the multiple wheels according to the updated wheel positions.

[0008] In this application, the steering wheel angle of the target vehicle, the tire pressure and wheel speed of multiple wheels, and the working status of the target auxiliary function in the target vehicle are first obtained. Then, based on the steering wheel angle, the current driving condition of the target vehicle is determined, such as whether the target vehicle is in a straight-ahead condition or a turning condition. Subsequently, based on the current driving condition, the tire pressure, wheel speed and working status of the target auxiliary function of multiple wheels, the positions of the multiple wheels are updated. In this way, the position of each wheel is automatically updated based on the tire pressure, wheel speed and working status of the target auxiliary function when the target vehicle is in different driving conditions. This makes it possible to automatically update the position of each wheel during driving, so that even if the tire is replaced, the position of each wheel can be accurately located, ensuring that the position of each wheel can be updated in a timely manner, and then ensuring that the tire pressure of each wheel can be displayed in the correct position, providing the user with an accurate tire pressure display.

[0009] Optionally, the current driving condition includes a straight driving condition or a turning condition, the operating state includes an on state or an off state, and updating the positions of the multiple wheels based on the current driving condition, the tire pressures and wheel speeds of the multiple wheels of the target vehicle, and the operating state of the target auxiliary function of the target vehicle includes:

[0010] When the current driving condition is a straight-ahead condition, if the working state of the target assist function is on, updating the positions of the multiple wheels based on the wheel speeds and tire pressures of the multiple wheels;

[0011] When the current driving condition is a turning condition, if the working state of the target assist function is off, the positions of the multiple wheels are updated based on the wheel speeds and tire pressures of the multiple wheels.

[0012] Optionally, the target assist function includes a traction control function or an anti-lock braking function. When the current driving condition is a straight-ahead condition, if the working state of the target assist function is on, updating the positions of the multiple wheels based on the wheel speeds and tire pressures of the multiple wheels includes:

[0013] When the current driving condition is a straight-ahead condition, if the tire pressures of the multiple wheels are all within a standard tire pressure range and the traction control function or the anti-lock braking function is in an on state, obtaining diverging road identification information, the diverging road identification information being used to indicate whether the target vehicle is on a diverging road surface;

[0014] The positions of the plurality of wheels are updated based on the split road identification information and the wheel speeds of the plurality of wheels.

[0015] In the above method, since the friction of wheels on roads with different adhesion coefficients is different, the wheel speed changes when the vehicle is driving or braking will be more obvious. In this case, based on the split road sign information and the wheel speeds of multiple wheels, the positions of the multiple wheels can be updated more accurately.

[0016] Optionally, updating the positions of the multiple wheels based on the split road identification information and the wheel speeds of the multiple wheels includes:

[0017] When the traction control function is in an on state, the two wheels with the highest wheel speeds among the multiple wheels are determined as wheels on the drive shaft of the target vehicle; if the diverging road indicator information indicates that the target vehicle is currently on a diverging road surface, the wheels with the highest wheel speed among the multiple wheels are further determined as wheels on the lower side of the drive shaft;

[0018] When the working state of the anti-lock braking function is on, if the diverging road identification information indicates that the target vehicle is not currently on a diverging road surface, the two wheels with the smallest wheel speeds among the multiple wheels are determined as wheels on the front axle of the target vehicle; if the diverging road identification information indicates that the target vehicle is currently on a diverging road surface, the multiple wheels are respectively determined as the front wheel of the low-attachment side, the rear wheel of the low-attachment side, the front wheel of the high-attachment side, and the rear wheel of the high-attachment side in order of the wheel speeds of the multiple wheels from small to large.

[0019] Optionally, the method further includes:

[0020] When the current driving condition is a straight-ahead condition, if a tire pressure drop rate of one of the multiple wheels exceeds a preset change rate threshold, obtaining a yaw angular velocity and a yaw direction of the target vehicle;

[0021] Positions of the plurality of wheels are updated based on the yaw angular velocity and the yaw direction.

[0022] In the above method, if the tire pressure of one wheel of the target vehicle drops rapidly, the body of the target vehicle may swing, resulting in a certain absolute value and yaw direction of the yaw angular velocity. In this case, by obtaining the absolute value and direction of the yaw angular velocity, the positions of the multiple wheels can be accurately updated accordingly.

[0023] Optionally, updating the positions of the multiple wheels based on the absolute value of the yaw angular velocity and the yaw direction includes:

[0024] When the target vehicle is in a driving state, if the yaw direction is counterclockwise and the absolute value of the yaw angular velocity is greater than a preset angular velocity threshold, determining a wheel among the multiple wheels whose tire pressure drop rate exceeds a preset change rate threshold as a left wheel on the drive shaft;

[0025] If the yaw direction is clockwise and the absolute value of the yaw angular velocity is greater than the preset angular velocity threshold, determining the wheel whose tire pressure drop rate exceeds the preset change rate threshold among the multiple wheels as the right wheel on the drive shaft;

[0026] If the yaw direction is counterclockwise and the absolute value of the yaw angular velocity is less than or equal to the preset angular velocity threshold, determining the wheel among the multiple wheels whose tire pressure drop rate exceeds the preset change rate threshold as the left wheel on the non-drive axle;

[0027] If the yaw direction is clockwise and the absolute value of the yaw angular velocity is less than or equal to the preset angular velocity threshold, the wheel whose tire pressure drop rate exceeds the preset change rate threshold among the multiple wheels is determined to be the right wheel on the non-drive axle.

[0028] Optionally, updating the positions of the multiple wheels based on the yaw angular velocity and the yaw direction includes:

[0029] When the target vehicle is in a braking state, if the yaw direction is counterclockwise and the absolute value of the yaw angular velocity is greater than a preset angular velocity threshold, determining a wheel among the multiple wheels whose tire pressure drop rate exceeds a preset change rate threshold as the right front wheel;

[0030] If the yaw direction is clockwise and the absolute value of the yaw angular velocity is greater than the preset angular velocity threshold, determining the wheel whose tire pressure drop rate exceeds the preset change rate threshold among the multiple wheels as the left front wheel;

[0031] If the yaw direction is counterclockwise and the absolute value of the yaw angular velocity is less than or equal to the preset angular velocity threshold, determining the wheel whose tire pressure drop rate exceeds the preset change rate threshold among the multiple wheels as the right rear wheel;

[0032] If the yaw direction is clockwise and the absolute value of the yaw angular velocity is less than or equal to the preset angular velocity threshold, the wheel whose tire pressure drop rate exceeds the preset change rate threshold among the multiple wheels is determined to be the left rear wheel.

[0033] Optionally, when the current driving condition is a turning condition, if the working state of the target assist function is off, updating the positions of the multiple wheels based on the wheel speeds and tire pressures of the multiple wheels includes:

[0034] When the current driving condition is a turning condition, if the operating state of the target assist function is off and the tire pressures of the multiple wheels are within a standard tire pressure range, determining a mean square difference of the wheel speeds of the multiple wheels based on the wheel speeds of the multiple wheels;

[0035] When the mean square error is less than or equal to a preset variance threshold, the positions of the multiple wheels are updated based on the wheel speeds of the multiple wheels.

[0036] In the above approach, when the target vehicle is turning, if the target assist function is not enabled and the mean square deviation of the wheel speeds of the multiple wheels is less than or equal to the preset variance threshold, it indicates normal driving, thus indicating that the target vehicle's driving state is relatively stable. When the target vehicle is turning, the wheel speeds of the multiple wheels exhibit a certain regularity. In this case, when the target vehicle's driving state is stable, the positions of the multiple wheels can be accurately updated based on the wheel speeds of the multiple wheels.

[0037] Optionally, when the mean square error is less than or equal to a preset variance threshold, updating the positions of the multiple wheels based on the wheel speeds of the multiple wheels includes:

[0038] When the mean square error is less than or equal to the preset variance threshold, if the target vehicle is turning left, determining the multiple wheels as the right front wheel, right rear wheel, left front wheel, and left rear wheel of the target vehicle in descending order of wheel speeds;

[0039] If the target vehicle is turning right, the multiple wheels are determined as the left front wheel, left rear wheel, right front wheel, and right rear wheel of the target vehicle in descending order of the wheel speeds of the multiple wheels.

[0040] In a second aspect, a tire pressure display device is provided, the device comprising:

[0041] a determination module, configured to determine a current driving condition of the target vehicle based on a steering wheel angle of the target vehicle;

[0042] The first update module is used to update the positions of the multiple wheels based on the current driving conditions, the tire pressure and wheel speed of the multiple wheels of the target vehicle and the working status of the target auxiliary function of the target vehicle, so as to display the tire pressure of the multiple wheels according to the updated wheel positions.

[0043] Optionally, the current driving condition includes a straight driving condition or a turning condition, the working state includes an on state or a off state, and the first updating module is configured to:

[0044] When the current driving condition is a straight-ahead condition, if the working state of the target assist function is on, updating the positions of the multiple wheels based on the wheel speeds and tire pressures of the multiple wheels;

[0045] When the current driving condition is a turning condition, if the working state of the target assist function is off, the positions of the multiple wheels are updated based on the wheel speeds and tire pressures of the multiple wheels.

[0046] Optionally, the target assistance function includes a traction control function or an anti-lock braking function, and the first updating module is configured to:

[0047] When the current driving condition is a straight-ahead condition, if the tire pressures of the multiple wheels are all within a standard tire pressure range and the traction control function or the anti-lock braking function is in an on state, obtaining diverging road identification information, the diverging road identification information being used to indicate whether the target vehicle is on a diverging road surface;

[0048] The positions of the plurality of wheels are updated based on the split road identification information and the wheel speeds of the plurality of wheels.

[0049] Optionally, the first update module is used to:

[0050] When the traction control function is in an on state, the two wheels with the highest wheel speeds among the multiple wheels are determined as wheels on the drive shaft of the target vehicle; if the diverging road indicator information indicates that the target vehicle is currently on a diverging road surface, the wheels with the highest wheel speed among the multiple wheels are further determined as wheels on the lower side of the drive shaft;

[0051] When the working state of the anti-lock braking function is on, if the diverging road identification information indicates that the target vehicle is not currently on a diverging road surface, the two wheels with the smallest wheel speeds among the multiple wheels are determined as wheels on the front axle of the target vehicle; if the diverging road identification information indicates that the target vehicle is currently on a diverging road surface, the multiple wheels are respectively determined as the front wheel of the low-attachment side, the rear wheel of the low-attachment side, the front wheel of the high-attachment side, and the rear wheel of the high-attachment side in order of the wheel speeds of the multiple wheels from small to large.

[0052] Optionally, the device further comprises:

[0053] an acquisition module, configured to acquire the yaw angular velocity and yaw direction of the target vehicle if a tire pressure drop rate of one of the plurality of wheels exceeds a preset change rate threshold when the current driving condition is a straight-ahead condition;

[0054] A second updating module is configured to update positions of the multiple wheels based on the yaw angular velocity and the yaw direction.

[0055] Optionally, the second update module is used to:

[0056] When the target vehicle is in a driving state, if the yaw direction is counterclockwise and the absolute value of the yaw angular velocity is greater than a preset angular velocity threshold, determining a wheel among the multiple wheels whose tire pressure drop rate exceeds a preset change rate threshold as a left wheel on the drive shaft;

[0057] If the yaw direction is clockwise and the absolute value of the yaw angular velocity is greater than the preset angular velocity threshold, determining the wheel whose tire pressure drop rate exceeds the preset change rate threshold among the multiple wheels as the right wheel on the drive shaft;

[0058] If the yaw direction is counterclockwise and the absolute value of the yaw angular velocity is less than or equal to the preset angular velocity threshold, determining the wheel among the multiple wheels whose tire pressure drop rate exceeds the preset change rate threshold as the left wheel on the non-drive axle;

[0059] If the yaw direction is clockwise and the absolute value of the yaw angular velocity is less than or equal to the preset angular velocity threshold, the wheel whose tire pressure drop rate exceeds the preset change rate threshold among the multiple wheels is determined to be the right wheel on the non-drive axle.

[0060] Optionally, the second update module is used to:

[0061] When the target vehicle is in a braking state, if the yaw direction is counterclockwise and the absolute value of the yaw angular velocity is greater than a preset angular velocity threshold, determining a wheel among the multiple wheels whose tire pressure drop rate exceeds a preset change rate threshold as the right front wheel;

[0062] If the yaw direction is clockwise and the absolute value of the yaw angular velocity is greater than the preset angular velocity threshold, determining the wheel whose tire pressure drop rate exceeds the preset change rate threshold among the multiple wheels as the left front wheel;

[0063] If the yaw direction is counterclockwise and the absolute value of the yaw angular velocity is less than or equal to the preset angular velocity threshold, determining the wheel whose tire pressure drop rate exceeds the preset change rate threshold among the multiple wheels as the right rear wheel;

[0064] If the yaw direction is clockwise and the absolute value of the yaw angular velocity is less than or equal to the preset angular velocity threshold, the wheel whose tire pressure drop rate exceeds the preset change rate threshold among the multiple wheels is determined to be the left rear wheel.

[0065] Optionally, the first update module is used to:

[0066] When the current driving condition is a turning condition, if the operating state of the target assist function is off and the tire pressures of the multiple wheels are within a standard tire pressure range, determining a mean square difference of the wheel speeds of the multiple wheels based on the wheel speeds of the multiple wheels;

[0067] When the mean square error is less than or equal to a preset variance threshold, the positions of the multiple wheels are updated based on the wheel speeds of the multiple wheels.

[0068] Optionally, the first update module is used to:

[0069] When the mean square error is less than or equal to the preset variance threshold, if the target vehicle is turning left, determining the multiple wheels as the right front wheel, right rear wheel, left front wheel, and left rear wheel of the target vehicle in descending order of wheel speeds;

[0070] If the target vehicle is turning right, the multiple wheels are determined as the left front wheel, left rear wheel, right front wheel, and right rear wheel of the target vehicle in descending order of the wheel speeds of the multiple wheels.

[0071] In a third aspect, a vehicle is provided, comprising:

[0072] a memory for storing executable program code;

[0073] The processor is used to call and run the executable program code from the memory, so that the vehicle executes the above-mentioned tire pressure display method.

[0074] In a fourth aspect, a computer-readable storage medium is provided, wherein the computer-readable storage medium stores a computer program, and when the computer program is executed by a processor, the above-mentioned tire pressure display method is implemented.

[0075] In a fifth aspect, a computer program product comprising instructions is provided, which, when executed on a computer, enables the computer to execute the steps of the above-mentioned tire pressure display method.

[0076] It can be understood that the beneficial effects of the second, third, fourth and fifth aspects mentioned above can be found in the relevant description of the first aspect mentioned above, and will not be repeated here. BRIEF DESCRIPTION OF THE DRAWINGS

[0077] In order to more clearly illustrate the technical solutions in the embodiments of the present application, the following briefly introduces the drawings required for use in the description of the embodiments. Obviously, the drawings described below are only some embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without any creative work.

[0078] Figure 1 This is a schematic diagram of a tire pressure display method provided in an embodiment of the present application;

[0079] Figure 2 This is a flow chart of a tire pressure display method provided by an embodiment of the present application;

[0080] Figure 3 This is a structural diagram of a tire pressure display device provided in an embodiment of the present application;

[0081] Figure 4 It is a structural schematic diagram of a vehicle provided in an embodiment of the present application. DETAILED DESCRIPTION

[0082] In order to make the objectives, technical solutions and advantages of this application clearer, the implementation methods of this application will be further described in detail below with reference to the accompanying drawings.

[0083] It should be understood that the “multiple” mentioned in this application refers to two or more. In the description of this application, unless otherwise specified, “ / ” means or, for example, A / B can mean A or B; “and / or” in this article is merely a description of the association relationship of associated objects, indicating that there can be three relationships, for example, A and / or B can mean: A exists alone, A and B exist at the same time, and B exists alone. In addition, in order to facilitate the clear description of the technical solution of this application, words such as “first” and “second” are used to distinguish between identical or similar items with basically the same functions and effects. Those skilled in the art can understand that words such as “first” and “second” do not limit the quantity and execution order, and words such as “first” and “second” do not necessarily limit them to be different.

[0084] Before describing the tire pressure display method provided in the embodiment of the present application, the application scenario of the embodiment of the present application is first described.

[0085] The accuracy of the correspondence between each wheel and the wheel position is crucial. If the correspondence between each wheel and the wheel position is inaccurate, the vehicle's braking, tire pressure display and other functions will be affected.

[0086] In some cases, tires will wear to varying degrees due to factors such as the vehicle's drive mode, suspension system characteristics, and driving habits. Generally speaking, the drive wheels will wear more severely than the driven wheels. In addition, the front wheels will wear differently from the rear wheels due to their steering function. For example, in some off-road scenarios, vehicles often drive on extreme roads, which will accelerate tire wear. When uneven tire wear is found, such as partial wear or unilateral wear, in order to extend the tire's service life and make the tire wear more even, the wheels can be swapped. For example, swap the front and rear wheels, or cross-swap the left and right wheels, so that the tires can bear different forces at different positions, thereby balancing the degree of wear.

[0087] However, after a tire rotation, the relationship between the tire and wheel positions remains unchanged. For example, after swapping the left front wheel with the right rear wheel, the vehicle will still maintain the same relationship as before the swap. This will cause the tire pressure display to be misplaced, thus failing to provide users with more accurate tire pressure information.

[0088] In other cases, the wheels of a vehicle may be installed randomly when it leaves the factory. Therefore, the correspondence between the various wheels and the wheel positions is unclear when the vehicle leaves the factory. This has a great impact on the use of many functions in the vehicle, which is not conducive to the user experience and may even lead to some unsafe situations.

[0089] To this end, an embodiment of the present application provides a tire pressure display method, which can automatically update the position of each wheel during driving, so that even if the tire is replaced, the position of each wheel can be accurately located, thereby ensuring that the tire pressure of each subsequent wheel can be displayed in the correct position, providing the user with accurate tire pressure display.

[0090] The following describes the solution provided by the embodiments of the present application in conjunction with the drawings of the present application.

[0091] For example, Figure 1 This is a scenario diagram of a tire pressure display method provided in an embodiment of the present application.

[0092] For example, Figure 1 (a) shows a schematic diagram of the first scenario of the tire pressure display method, see Figure 1 (a) in the figure, the tire pressure display method can be applied to a scenario where the vehicle is traveling straight ahead, that is, when the vehicle 101 is traveling straight ahead, the tire pressure display method provided in the embodiment of the present application can be applied to update the wheel position of the vehicle 101, thereby achieving accurate correspondence between each wheel and each wheel position.

[0093] Specifically, when the vehicle 101 is traveling straight, the tire pressure and wheel speed of each wheel of the vehicle 101 and the working status of some auxiliary functions can be obtained, and then the position of each wheel can be updated based on the tire pressure and wheel speed of each wheel and the working status of some auxiliary functions.

[0094] For example, Figure 1 (b) shows a schematic diagram of the second scenario of the tire pressure display method, see Figure 1 (b) in the figure, the tire pressure display method can be applied to a scenario where the vehicle is turning. That is, when the vehicle 101 is turning, the tire pressure display method provided in the embodiment of the present application can be applied to update the wheel position of the vehicle 101, thereby achieving accurate correspondence between each wheel and each wheel position.

[0095] Specifically, when the vehicle 101 is turning, the tire pressure and wheel speed of each wheel of the vehicle 101 and the working status of some auxiliary functions can be obtained, and then the position of each wheel can be updated based on the tire pressure and wheel speed of each wheel and the working status of some auxiliary functions.

[0096] The tire pressure display method provided in the embodiment of the present application is explained in detail below.

[0097] Figure 2 This is a flow chart of a tire pressure display method provided by an embodiment of the present application. This method can be applied to a vehicle controller, such as a vehicle ECU (Electronic Control Unit). Figure 2 , the method includes the following steps.

[0098] Step 201: Determine the current driving condition of the target vehicle based on the steering wheel angle of the target vehicle.

[0099] The current driving condition is used to indicate the driving state of the target vehicle on the road. In the embodiment of the present application, the current driving condition can include a straight driving condition and a turning condition. When the current driving condition is a straight driving condition, it indicates that the target vehicle is maintaining a straight driving direction. When the current driving condition is a turning condition, it indicates that the target vehicle is turning to change the driving direction.

[0100] When the target vehicle is traveling in a straight line, the steering wheel angle of the vehicle remains essentially constant or fluctuates within a small range, whereas when the vehicle is turning, the steering wheel angle varies to a certain extent. In this case, the current driving condition of the target vehicle can be accurately determined based on the steering wheel angle.

[0101] In one possible approach, a steering wheel angle sensor may be installed under the steering wheel column of the target vehicle. The steering wheel angle sensor may detect the angle of the steering wheel rotation, thereby detecting the steering wheel angle. The ECU then acquires the steering wheel angle detected by the steering wheel angle sensor.

[0102] In some embodiments, the steering wheel angle may be the steering wheel angle of the target vehicle at multiple consecutive moments. Since a vehicle takes a certain amount of time to travel straight or turn, in order to avoid judgment errors, the current driving condition of the target vehicle is determined by the steering wheel angles at multiple consecutive moments.

[0103] It should be understood that the multiple consecutive moments include the current moment, that is, the multiple consecutive moments refer to the current moment and multiple moments before the current moment.

[0104] In one possible manner, the operation of step 201 may be: when the steering wheel angle is less than or equal to a preset angle threshold, determining that the current driving condition of the target vehicle is a straight-ahead condition; when the steering wheel angle is greater than the preset angle threshold, determining that the current driving condition of the target vehicle is a turning condition.

[0105] The preset turning angle threshold may be set in advance, and the preset turning angle threshold may be set to be relatively small.

[0106] When the steering wheel angle is less than or equal to the preset angle threshold, it means that the steering wheel angle is small, that is, the steering wheel angle of the target vehicle at multiple consecutive moments is small, which means that the steering wheel angle of the target vehicle at multiple consecutive moments changes very little or basically does not move, and it can be determined that the current driving condition of the target vehicle is a straight-ahead condition.

[0107] When the steering wheel angle is greater than the preset angle threshold, it means that the steering wheel angle is large, that is, the steering wheel angle of the target vehicle is large at multiple consecutive moments, which means that the steering wheel angle of the target vehicle changes greatly at multiple consecutive moments, and it can be determined that the current driving condition of the target vehicle is a turning condition.

[0108] In some embodiments, the yaw rate and lateral acceleration of the target vehicle may also be acquired.

[0109] In another possible manner, the operation of step 201 may be: determining the current driving condition of the target vehicle based on the steering wheel angle, yaw angular velocity, and lateral acceleration.

[0110] Since the target vehicle has a certain yaw angular velocity and lateral acceleration when turning, and both are smaller when driving straight, the current driving condition of the target vehicle can be comprehensively judged based on this and the steering wheel angle to determine a more accurate current driving condition.

[0111] In addition, it should be understood that the yaw rate may be the yaw rate at a plurality of consecutive moments, and the lateral acceleration may be the lateral acceleration at a plurality of consecutive moments.

[0112] Specifically, based on the steering wheel angle, yaw angular velocity and lateral acceleration, the operation of determining the current driving condition of the target vehicle can be: when the steering wheel angle is less than or equal to a preset angle threshold, the absolute value of the yaw angular velocity is less than or equal to the target angular velocity threshold, and the lateral acceleration is less than or equal to the target acceleration threshold, the current driving condition is determined to be a straight-ahead condition; when the steering wheel angle is greater than the preset angle threshold, the absolute value of the yaw angular velocity is greater than the target angular velocity threshold, and the lateral acceleration is greater than the target acceleration threshold, the current driving condition is determined to be a turning condition.

[0113] Both the target angular velocity threshold and the target acceleration threshold can be preset and can be set to be relatively small.

[0114] When the steering wheel angle is less than or equal to a preset angle threshold, the absolute value of the yaw angular velocity is less than or equal to a target angular velocity threshold, and the lateral acceleration is less than or equal to a target acceleration threshold, it indicates that the steering wheel angle is small, the absolute value of the yaw angular velocity is small, and the lateral acceleration is small. In other words, the steering wheel angle, yaw angular velocity, and lateral acceleration of the target vehicle at multiple consecutive moments are all small, which indicates that the target vehicle maintains straight driving for a period of time. Therefore, it can be determined that the current driving condition of the target vehicle is a straight driving condition.

[0115] When the steering wheel angle is greater than a preset angle threshold, the absolute value of the yaw angular velocity is greater than a target angular velocity threshold, and the lateral acceleration is greater than a target acceleration threshold, it indicates that the steering wheel angle is large, the absolute value of the yaw angular velocity is large, and the lateral acceleration is large. In other words, the steering wheel angle, yaw angular velocity, and lateral acceleration of the target vehicle are all large at multiple consecutive moments, which indicates that the target vehicle is turning during this period. Therefore, it can be determined that the current driving condition of the target vehicle is a turning condition.

[0116] Step 202: Based on the current driving conditions, the tire pressure and wheel speed of multiple wheels of the target vehicle and the working status of the target auxiliary function of the target vehicle, the positions of the multiple wheels are updated to display the tire pressure of the multiple wheels according to the updated wheel positions.

[0117] The target assistance function refers to the assisted driving function provided in the target vehicle. In the embodiment of the present application, the target assistance function may be an assisted driving function related to improving vehicle stability, such as the target assistance function is TCS (Traction Control System), ABS (Anti-lock Braking System) or VDC (Vehicle Dynamics Control).

[0118] The operating state of the target assist function can include an on state or an off state. When the target assist function is in the on state, it indicates that the target assist function is on, and when the target assist function is in the off state, it indicates that the target assist function is off. In addition, when the target vehicle is driving unstably, the target assist function can be turned on to assist the target vehicle in driving, and when the target vehicle is driving stably, the target assist function can be turned off.

[0119] Therefore, during the target vehicle's driving, the operating status of the target assist function can reflect the target vehicle's driving state, such as whether it is stable or unstable. Furthermore, wheel position updates are primarily based on differences in wheel speeds. However, the speeds of the wheels vary depending on the target vehicle's driving stability. Therefore, in the embodiments of the present application, accurate updates of the positions of multiple wheels can be achieved by referencing the operating status of the target assist function when updating wheel positions.

[0120] An independent tire pressure sensor is arranged in each wheel of the target vehicle. Each tire pressure sensor can detect the tire pressure of the corresponding wheel. The ECU can obtain the tire pressure of each wheel by obtaining the detected tire pressure.

[0121] In addition, each wheel is provided with a wheel speed sensor, which can detect the wheel speed of the wheel. The ECU can obtain the wheel speed of each wheel by acquiring the detected wheel speed.

[0122] In some cases, the ECU can analyze and judge received special signals (such as vehicle speed and wheel speed) based on preset judgment logic. It will evaluate whether the current vehicle state and driving environment meet the conditions for turning on or off the assisted driving function. If the conditions are met, the ECU will issue a control command to activate the corresponding assisted driving function. In this case, the ECU can control the operating status of the target assistance function, thereby directly understanding the operating status of the target assistance function.

[0123] In this case, by comprehensively considering the current driving condition of the target vehicle, the tire pressure and wheel speed of each wheel, and the working status of the target auxiliary function, the driving status of the target vehicle can be accurately reflected, and the positions of the multiple wheels can be automatically updated accurately, so that even if the tires are replaced later, the position of each wheel can be accurately located, thereby ensuring that the tire pressure of each wheel can be displayed in the correct position, providing the user with accurate tire pressure display.

[0124] Specifically, the operation of step 202 can be implemented in the following two possible situations.

[0125] In a first possible scenario, when the current driving condition is a straight-ahead condition, if the target assist function is in an on state, the positions of the multiple wheels are updated based on the wheel speeds and tire pressures of the multiple wheels.

[0126] When the target vehicle is in a straight-ahead condition, the wheel speeds of the wheels are generally the same, so the wheel speed difference is very small. However, the update of the wheel position mainly relies on the wheel speed difference. Therefore, under normal straight-ahead conditions, it may not be possible to distinguish the wheels based on the wheel speed.

[0127] However, when the target vehicle is driving unstably, the wheel speed of each wheel may change, and corresponding wheel speed differences may occur. When the vehicle is driving unstably, some auxiliary driving functions of the vehicle may be turned on to ensure the stability of the vehicle's driving. Therefore, when the target vehicle is in a straight-ahead condition, if the working state of the target auxiliary function is turned on, it means that there are differences in the wheel speeds of each wheel of the target vehicle, and the positions of the multiple wheels can be updated.

[0128] One possible approach is to obtain separation road identification information when the current driving condition is a straight-ahead condition, if the tire pressures of multiple wheels are within the standard tire pressure range and the traction control function TCS or the anti-lock braking function ABS is in the on state; and update the positions of the multiple wheels based on the separation road identification information and the wheel speeds of the multiple wheels.

[0129] The standard tire pressure range refers to the range within which the tire pressure of the target vehicle is normal.

[0130] Separate road identification information is used to indicate whether the target vehicle is on a separate road surface. A separate road surface refers to a road surface with different road adhesion coefficients. For example, if there is water on the road, the target vehicle can be determined to be on a separate road surface if one wheel is on the water-logged road surface and the other wheel is on a normal road surface. Separate road identification information can be provided by the target assistance function. The separate road identification information can include a separate road flag bit, which can be 0 or 1. When the separate road flag bit is 0, it indicates that the target vehicle is not on a separate road surface. When the separate road flag bit is 1, it indicates that the target vehicle is on a separate road surface.

[0131] Because wheels have different friction on roads with different adhesion coefficients, the wheel speed changes will be more obvious when the vehicle is driving or braking. In this case, based on the split road sign information and the wheel speeds of multiple wheels, the positions of the multiple wheels can be updated more accurately.

[0132] The operation of updating the positions of the multiple wheels based on the split road identification information and the wheel speeds of the multiple wheels can be implemented in the following two situations.

[0133] In the first case, when the TCS is in the on state, the two wheels with the highest speed among the multiple wheels are determined as the wheels on the drive shaft of the target vehicle; if the diverging road identification information indicates that the target vehicle is currently on a diverging road surface, the wheels with the highest speed among the multiple wheels are also determined as the wheels on the low-side of the drive shaft.

[0134] Since the primary function of TCS is to prevent the drive wheels from losing grip due to excessive traction when starting, accelerating, or turning, thereby effectively preventing drive wheel slip, when TCS is enabled, it indicates that the target vehicle may be at risk of drive wheel slip. When a drive wheel slips, the drive wheel rotates at high speed, resulting in a high wheel speed. In this case, the two wheels with the highest wheel speeds among the multiple wheels can be determined to be wheels on the drive shaft, that is, the drive wheels.

[0135] In addition, on a separated road surface, the wheel adhesion on both sides of the target vehicle is different. On the low-adhesion side, the wheel adhesion is lower and is more likely to slip, so the wheel speed on the low-adhesion side is higher.

[0136] In this case, based on the above determination of the two drive wheels, if the target vehicle is on a separated road surface, it can also be determined that the wheel with the highest wheel speed is the wheel on the low-addition side of the drive shaft, and the wheel on the other drive shaft is the wheel on the high-addition side.

[0137] Optionally, if the diverging road identification information indicates that the target vehicle is not on a diverging road surface, only the two wheels with the largest wheel speeds among the multiple wheels are determined as the wheels on the drive shaft of the target vehicle, and the left and right positions are not updated. The update can be performed after the target vehicle is on a diverging road surface, or after other conditions are met. The details will be explained in subsequent steps.

[0138] It should be noted that when TCS and ABS are turned on and the diverging road sign information indicates that the target vehicle is on a diverging road surface, the low-side and high-side of the target vehicle can be directly identified, and the left and right wheel positions can be achieved accordingly.

[0139] In the second case, when the ABS is in the on state, if the diverging road identification information indicates that the target vehicle is not currently on a diverging road surface, the two wheels with the smallest wheel speeds among the multiple wheels are determined as wheels on the front axle of the target vehicle; if the diverging road identification information indicates that the target vehicle is currently on a diverging road surface, the multiple wheels are respectively determined as the front wheel on the low-addition side, the rear wheel on the low-addition side, the front wheel on the high-addition side, and the rear wheel on the high-addition side in order of their wheel speeds from small to large.

[0140] The primary function of ABS is to prevent the wheels from completely locking during emergency braking, allowing them to maintain a certain degree of rolling motion and avoid loss of control and loss of steering due to wheel locking. Furthermore, during braking, more braking force is generally allocated to the front wheels, fully relying on the front wheels' adhesion to achieve braking. Therefore, the front wheels generally have a lower speed during braking.

[0141] In this case, when the target vehicle is not on a separated road surface, the two wheels with the smallest wheel speeds among the multiple wheels can be determined as the wheels on the front axle of the target vehicle, that is, as the two front wheels of the target vehicle.

[0142] However, if the diverging road surface indicator indicates that the target vehicle is currently on a diverging road surface, it can be determined that the wheels on both sides of the target vehicle are on roads with different adhesion levels. For roads with low adhesion, the wheel friction on that road surface is low, while for roads with high adhesion, the wheel friction on that road surface is high. When the vehicle brakes, if the same braking pressure is applied to both wheels on the same axis, the friction on the low-adhesion side is low. Therefore, the friction on that side reaches zero quickly after the braking force is applied, making the low-adhesion wheel more likely to lock. This means that in this case, the wheel speed on the low-adhesion side is lower, while the wheel on the high-adhesion side, due to its greater friction, will continue to roll, resulting in a higher wheel speed.

[0143] Based on the above principle, when the target vehicle is on a separated road surface, it can be determined that the wheel speed on the low-coupling side is the slowest, followed by the wheel speed on the front axle. Based on this principle, the order of the wheel speeds of the multiple wheels can be determined from slowest to fastest: front wheel on the low-coupling side, rear wheel on the low-coupling side, front wheel on the high-coupling side, and rear wheel on the high-coupling side. In this case, the multiple wheels can be determined, in order of their speeds from slowest to fastest, as the front wheel on the low-coupling side, rear wheel on the low-coupling side, front wheel on the high-coupling side, and rear wheel on the high-coupling side.

[0144] In this way, when the ABS is turned on, a more accurate wheel position can be determined according to the indication of the separation road identification information, and the position of each wheel can be located.

[0145] The first and second cases above illustrate the wheel position update strategy when the tire pressure of each wheel is normal. In some embodiments, the tire pressure of some wheels may be abnormal. When the tire pressure is abnormal, driving conditions such as wheel speed may also change, which can provide a strong basis for wheel position update. The following describes the wheel position update strategy when the tire pressure of a wheel is abnormal.

[0146] When the current driving condition of the target vehicle is a straight-ahead condition, if the tire pressure drop rate of one of the multiple wheels exceeds a preset rate-of-change threshold, the yaw angular velocity and yaw direction of the target vehicle are obtained; and based on the yaw angular velocity and yaw direction, the positions of the multiple wheels are updated.

[0147] The yaw direction may include counterclockwise and clockwise. It should be understood that the yaw direction is the rotation direction centered on the front of the vehicle, that is, whether the front of the vehicle swings clockwise or counterclockwise.

[0148] The preset rate of change threshold can be set in advance, and the preset rate of change threshold can be set relatively large. When the tire pressure drop rate of a wheel exceeds the preset rate of change threshold, it indicates that the tire pressure drop rate of this wheel is relatively large, and thus it can be determined that the tire pressure of this wheel is dropping rapidly.

[0149] When the tire pressure of one wheel of the target vehicle drops rapidly, the vehicle body may swing, resulting in a certain yaw angular velocity and yaw direction. In this case, the positions of the multiple wheels can be accurately updated based on this.

[0150] The operation of updating the positions of the multiple wheels based on the yaw angular velocity and the yaw direction can be implemented in the following two situations.

[0151] In the first case, when the target vehicle is in a driving state, if the yaw direction is counterclockwise and the absolute value of the yaw angular velocity is greater than a preset angular velocity threshold, the wheel among the multiple wheels whose tire pressure drop rate exceeds the preset change rate threshold is determined to be the left wheel on the driving shaft; if the yaw direction is clockwise and the absolute value of the yaw angular velocity is greater than the preset angular velocity threshold, the wheel among the multiple wheels whose tire pressure drop rate exceeds the preset change rate threshold is determined to be the right wheel on the driving shaft; if the yaw direction is counterclockwise and the absolute value of the yaw angular velocity is less than or equal to the preset angular velocity threshold, the wheel among the multiple wheels whose tire pressure drop rate exceeds the preset change rate threshold is determined to be the left wheel on the non-driving shaft; if the yaw direction is clockwise and the absolute value of the yaw angular velocity is less than or equal to the preset angular velocity threshold, the wheel among the multiple wheels whose tire pressure drop rate exceeds the preset change rate threshold is determined to be the right wheel on the non-driving shaft.

[0152] When the target vehicle is in the driving state, the target vehicle is traveling forward. If the tire pressure of one wheel drops, the rolling radius of the wheel will become smaller, and the friction with the ground will increase, thereby generating a torque that causes the target vehicle to deflect to that side.

[0153] Based on this, when the tire pressure of the left wheel drops rapidly, the rolling radius of the left wheel will decrease. Therefore, when traveling the same distance, the left wheel will need to rotate more times than normal, so the target vehicle will tend to deviate to the left, that is, the target vehicle will yaw counterclockwise. When the tire pressure of the right wheel drops rapidly, the rolling radius of the right wheel will decrease. Therefore, when traveling the same distance, the right wheel will need to rotate more times than normal, so the target vehicle will tend to deviate to the right, that is, the target vehicle will yaw clockwise.

[0154] Drive wheels are responsible for transmitting power to propel the vehicle forward. When tire pressure drops on a drive wheel, the force and torque generated by these wheels change significantly, resulting in a higher yaw velocity of the target vehicle. However, when tire pressure drops on non-drive wheels, these forces and torque do not change significantly, so their yaw velocity is relatively low. Furthermore, when tire pressure drops below a certain level, the yaw tendency accelerates, causing the yaw velocity to increase continuously. If the absolute value of this yaw velocity exceeds a preset threshold, the target vehicle's yaw velocity is significantly high, confirming that the wheel experiencing the pressure drop is a drive wheel.

[0155] In this case, if the yaw direction is counterclockwise and the absolute value of the yaw angular velocity is greater than the preset angular velocity threshold, it means that a leftward deflection occurred after the tire pressure dropped rapidly. Therefore, it can be determined that the tire pressure dropped on the left wheel, and the tire pressure dropped on the left drive wheel. Therefore, the wheel among the multiple wheels whose tire pressure drop rate exceeds the preset change rate threshold can be determined as the left wheel on the drive shaft.

[0156] If the yaw direction is clockwise and the absolute value of the yaw angular velocity is greater than the preset angular velocity threshold, it means that a rightward deflection occurred after the tire pressure dropped rapidly. Therefore, it can be determined that the tire pressure dropped on the right wheel, and the tire pressure dropped on the right drive wheel. Therefore, the wheel among the multiple wheels whose tire pressure drop rate exceeds the preset change rate threshold can be determined as the right wheel on the drive shaft.

[0157] If the yaw direction is counterclockwise and the absolute value of the yaw angular velocity is less than or equal to the preset angular velocity threshold, it means that a leftward deflection occurred after the tire pressure dropped rapidly, so it can be determined that the tire pressure drop occurred on the left wheel. If there is no large angular swing after the tire pressure drop, it can be determined that the tire pressure drop occurred on the left non-driven wheel. Therefore, the wheel whose tire pressure drop rate exceeds the preset change rate threshold among the multiple wheels can be determined as the left wheel on the non-driven axle.

[0158] If the yaw direction is clockwise and the absolute value of the yaw angular velocity is less than or equal to the preset angular velocity threshold, it means that a rightward deflection occurred after the tire pressure dropped rapidly, so it can be determined that the tire pressure drop occurred on the right wheel. If there is no large angular swing after the tire pressure drop, it can be determined that the tire pressure drop occurred on the right non-driven wheel. Therefore, the wheel whose tire pressure drop rate exceeds the preset change rate threshold among the multiple wheels can be determined as the right wheel on the non-driven axle.

[0159] In the second case, when the target vehicle is in a braking state, if the yaw direction is counterclockwise and the absolute value of the yaw angular velocity is greater than a preset angular velocity threshold, the wheel among the multiple wheels whose tire pressure drop rate exceeds the preset change rate threshold is determined to be the right front wheel; if the yaw direction is clockwise and the absolute value of the yaw angular velocity is greater than the preset angular velocity threshold, the wheel among the multiple wheels whose tire pressure drop rate exceeds the preset change rate threshold is determined to be the left front wheel; if the yaw direction is counterclockwise and the absolute value of the yaw angular velocity is less than or equal to the preset angular velocity threshold, the wheel among the multiple wheels whose tire pressure drop rate exceeds the preset change rate threshold is determined to be the right rear wheel; if the yaw direction is clockwise and the absolute value of the yaw angular velocity is less than or equal to the preset angular velocity threshold, the wheel among the multiple wheels whose tire pressure drop rate exceeds the preset change rate threshold is determined to be the left rear wheel.

[0160] When the target vehicle is braking, the load on the front wheels increases, and the braking force is primarily concentrated on the front wheels. A rapid drop in tire pressure on one side of the front wheels increases the contact area between that wheel and the ground, increasing friction. This wheel's speed is higher than that of the other wheel, generating a yaw moment that deflects the wheel away from that side.

[0161] Based on this, when the tire pressure of the left wheel drops rapidly, the contact area between the left wheel and the ground increases, and the friction force also increases. Then, when the same braking force is applied, the wheel speed of the left wheel is greater than that of the right wheel, which means that a greater braking force is required for braking. Therefore, the target vehicle will tend to deviate to the right, which means that the target vehicle will yaw clockwise. When the tire pressure of the right wheel drops rapidly, the contact area between the right wheel and the ground increases, and the friction force also increases. Then, when the same braking force is applied, the wheel speed of the right wheel is greater than that of the left wheel, which means that a greater braking force is required for braking. Therefore, the target vehicle will tend to deviate to the left, which means that the target vehicle will yaw counterclockwise.

[0162] For the target vehicle's front wheels, braking causes the vehicle's center of gravity to shift forward. When a front tire rapidly drops, its rolling radius decreases. The greater the drop in tire pressure, the more pronounced the change in rolling radius, the faster the increase in friction with the road, and the resulting greater yaw moment, which in turn increases the yaw angular velocity. For the rear wheels, even with a drop in tire pressure, the yaw moment generated by them remains relatively unchanged because they bear no mass.

[0163] In this case, if the yaw direction is counterclockwise and the absolute value of the yaw angular velocity is greater than a preset angular velocity threshold, it indicates that the tire has deviated to the right after a rapid drop in tire pressure. Therefore, it can be determined that the tire pressure drop occurred on the right wheel, specifically the right front wheel. Therefore, the wheel whose tire pressure drop rate exceeds the preset change rate threshold can be determined to be the right front wheel.

[0164] If the yaw direction is clockwise and the absolute value of the yaw angular velocity is greater than a preset angular velocity threshold, it indicates that the tire has deviated to the left after a rapid drop in tire pressure. Therefore, it can be determined that the tire pressure drop occurred on the left wheel, specifically the left front wheel. Therefore, the wheel whose tire pressure drop rate exceeds the preset rate of change threshold can be determined to be the left front wheel.

[0165] If the yaw direction is counterclockwise and the absolute value of the yaw angular velocity is less than or equal to a preset angular velocity threshold, it indicates that a rightward deflection occurred after a rapid drop in tire pressure. Therefore, it can be determined that the tire pressure drop occurred on the right wheel. If there is no significant angular oscillation after the tire pressure drop, it can be determined that the tire pressure drop occurred on the right rear wheel. Therefore, the wheel whose tire pressure drop rate exceeds the preset change rate threshold can be determined to be the right rear wheel.

[0166] If the yaw direction is clockwise and the absolute value of the yaw angular velocity is less than or equal to a preset angular velocity threshold, it indicates that a leftward deflection occurred after a rapid drop in tire pressure. Therefore, it can be determined that the tire pressure drop occurred on the left wheel. If there is no significant angular oscillation after the tire pressure drop, it can be determined that the tire pressure drop occurred on the left rear wheel. Therefore, the wheel whose tire pressure drop rate exceeds the preset change rate threshold can be determined to be the left rear wheel.

[0167] The first possible scenario above illustrates the strategy for updating wheel positions while the target vehicle is in a straight-line condition. It should also be noted that during the same power-up cycle, if the target vehicle has not experienced a turn, the wheel position update strategy described in the first possible scenario can be applied. If the target vehicle has experienced a turn before moving straight, the wheel position update for the turn condition will prevail.

[0168] In a second possible situation, when the current driving condition is a turning condition, if the working state of the target assist function is off, the positions of the multiple wheels are updated based on the wheel speeds and tire pressures of the multiple wheels.

[0169] When the target vehicle is in a turning condition, the wheel speed of the inner wheels of the vehicle is generally lower than the wheel speed of the outer wheels of the vehicle. Therefore, there is a certain wheel speed difference under the turning condition. In this case, the positions of the multiple wheels can be updated under the turning condition.

[0170] However, when the target vehicle is unstable, the wheel speeds of each wheel may vary, disrupting the normal wheel speed pattern during cornering. However, during unstable driving, certain driver assistance features may be enabled, while during normal driving, these features are disabled. Therefore, when the target vehicle is turning, if the target driver assistance features are disabled, the positions of the multiple wheels can be updated.

[0171] Specifically, when the current driving condition is a turning condition, if the working state of the target assistance function is off and the tire pressure of the multiple wheels is within the standard tire pressure range, the mean square deviation of the wheel speeds of the multiple wheels is determined based on the wheel speeds of the multiple wheels; when the mean square deviation is less than or equal to the preset variance threshold, the positions of the multiple wheels are updated based on the wheel speeds of the multiple wheels.

[0172] The preset variance threshold can be set in advance and can be set to be relatively small.

[0173] When the mean square error is less than or equal to the preset variance threshold, it indicates that the mean square error of the wheel speeds of the multiple wheels is small, that is, the difference between the wheel speeds of the multiple wheels and the average wheel speed of the multiple wheels is small, which also indicates that the difference between the wheel speeds of the multiple wheels is small, and there is no sudden increase in wheel speed, thereby indicating that the target vehicle is driving normally.

[0174] When the target vehicle is turning, if the target assist function is disabled and the mean square deviation of the wheel speeds of the multiple wheels is less than or equal to the preset variance threshold, it indicates normal driving, thus indicating that the target vehicle's driving state is relatively stable. When the target vehicle is turning, the wheel speeds of the multiple wheels exhibit a certain regularity. In this case, when the target vehicle's driving state is stable, the positions of the multiple wheels can be accurately updated based on the wheel speeds of the multiple wheels.

[0175] Optionally, when the mean square error is greater than or equal to a preset variance threshold and / or the tire pressure of the multiple wheels is not within the standard tire pressure range and / or the working state of the target assistance function is on, the positions of the multiple wheels of the target vehicle are not updated.

[0176] When the mean square error is greater than or equal to the preset variance threshold, it indicates that the difference between the wheel speeds of the multiple wheels and the average wheel speed of the multiple wheels is large, which means that the difference between the wheel speeds of the multiple wheels is large, and there is a sudden increase in wheel speed, which indicates that the target vehicle may be traveling on a bumpy road or the driving state of the target vehicle is unstable, which will break the regularity between the wheel speeds of each wheel of the target vehicle during the turning process, resulting in certain errors when updating the wheel position in this case. Therefore, the position of each wheel cannot be accurately located in this case.

[0177] When the tire pressures of the multiple wheels are not within the standard tire pressure range, it indicates that the tire pressures of the multiple wheels are abnormal. Since the wheel speeds will also be abnormal when the tire pressures are abnormal, this will disrupt the regularity between the wheel speeds of the target vehicle during the turning process. Therefore, in this case, the position of each wheel cannot be accurately located.

[0178] When the target assist function is on, it indicates that the driving state of the target vehicle is unstable and requires the assisted driving function to help maintain vehicle stability. In this case, the wheel speeds will also be abnormal, thereby disrupting the regularity between the wheel speeds of the target vehicle during the turning process. Therefore, in this case, it is impossible to accurately locate the position of each wheel.

[0179] It should be understood that when any one of the above situations or the above three situations occur simultaneously, the positions of the wheels of the target vehicle may not be updated.

[0180] Optionally, the wheel speeds of the multiple wheels at multiple consecutive moments are converted into the speed of the center of mass of the target vehicle to obtain multiple center of mass speeds; the mean square error between the multiple center of mass speeds is calculated; when the mean square error between the multiple center of mass speeds is greater than or equal to the target variance threshold, even if the working state of the target assistance function is off, the position of each wheel of the target vehicle is not updated.

[0181] The center of mass speed is used to represent the overall speed of the target vehicle. If the speed of the target vehicle at multiple times varies greatly, it means that the driving state of the target vehicle at this time is unstable. In this case, even if the target assist function is not turned on, there will be a certain error in updating the position of each wheel. Therefore, in this case, the position of each wheel will not be updated.

[0182] Optionally, when the mean square error between the multiple center-of-mass vehicle speeds is less than the target variance threshold, if the working state of the target assistance function is off, the position of each wheel is updated based on the wheel speeds of the multiple wheels.

[0183] If the speed difference of the target vehicle at multiple times is small, it means that the driving state of the target vehicle at this time is stable. On this basis, if the target assistance function is not turned on, there is a certain regularity between the wheel speeds of each wheel at this time. Therefore, in this case, the position of each wheel can be updated.

[0184] The operation of determining the mean square difference of the wheel speeds of the multiple wheels based on the wheel speeds of the multiple wheels may be: determining the mean square difference of the wheel speeds of the multiple wheels based on the wheel speeds of the multiple wheels by the following formula (1).

[0185]

[0186] Where σ is the mean square error, n is the number of wheels, and x i is the wheel speed of the i-th wheel among the multiple wheels, and μ is the average wheel speed of the multiple wheels.

[0187] Among them, when the mean square error is less than or equal to a preset variance threshold, the operation of updating the positions of the multiple wheels based on the wheel speeds of the multiple wheels may be: when the mean square error is less than or equal to the preset variance threshold, if the target vehicle is turning left, then the multiple wheels are respectively determined as the right front wheel, right rear wheel, left front wheel, and left rear wheel of the target vehicle in descending order of the wheel speeds of the multiple wheels; if the target vehicle is turning right, then the multiple wheels are respectively determined as the left front wheel, left rear wheel, right front wheel, and right rear wheel of the target vehicle in descending order of the wheel speeds of the multiple wheels.

[0188] When the target vehicle turns, the outer wheels travel a longer distance and the inner wheels travel a shorter distance. According to the knowledge of circular motion, in the same amount of time, the longer the distance traveled, the greater the speed, so the wheel speed of the outer wheels is higher than that of the inner wheels.

[0189] Secondly, when the target vehicle is turning, the front wheels are responsible for both steering and providing driving force, so the wheel speed changes relatively greatly.

[0190] In this case, when the target vehicle turns left, the right wheel speed is greater than the left wheel speed, followed by the front wheel speed being greater than the rear wheel speed. Therefore, the wheel speed relationship may be: right front wheel > right rear wheel > left front wheel > left rear wheel. Thus, the multiple wheels can be identified as the right front wheel, right rear wheel, left front wheel, and left rear wheel of the target vehicle, respectively, in descending order of their wheel speeds.

[0191] When the target vehicle turns right, the left wheel speed is greater than the right wheel speed, followed by the front wheel speed being greater than the rear wheel speed. Therefore, the wheel speeds may be in the following order: left front wheel > left rear wheel > right front wheel > right rear wheel. Thus, the multiple wheels may be identified as the left front wheel, left rear wheel, right front wheel, and right rear wheel of the target vehicle, respectively, in descending order of their wheel speeds.

[0192] It is worth noting that after the positions of the multiple wheels are determined under the current turning condition, the positions of the multiple wheels updated under the last same-side turning condition within the same power-on cycle can be obtained. When the positions of the multiple wheels determined under the current turning condition are consistent with the positions of the multiple wheels updated under the same-side turning condition, the positions of the multiple wheels are updated again; when the positions of the multiple wheels determined under the current turning condition are inconsistent with the positions of the multiple wheels updated under the same-side turning condition, the positions of the multiple wheels updated under the last opposite-side turning condition within the same power-on cycle are obtained; when there is a wheel position among the positions of the multiple wheels determined under the current turning condition and the positions of the multiple wheels updated under the same-side turning condition that is consistent with the positions of the multiple wheels updated under the opposite-side turning condition, the positions of the multiple wheels updated under the opposite-side turning condition are updated to the positions of the multiple wheels under the current turning condition.

[0193] If the positions of the multiple wheels determined under the current turning condition are consistent with the positions of the multiple wheels updated under the same-side turning condition, the positions of the multiple wheels determined under the current turning condition are correct, and the positions of the multiple wheels can be updated. If the positions of the multiple wheels determined under the current turning condition are inconsistent with the positions of the multiple wheels updated under the same-side turning condition, it indicates that the positions of the multiple wheels determined under the current turning condition may be incorrect. Therefore, the positions can be compared with the wheel positions determined under the opposite-side turning condition, and the consistent results of the determinations under the turning conditions on both sides are ultimately used. This can improve the accuracy of the updates of the positions of the multiple wheels.

[0194] It should be noted that, if the positions of the multiple wheels determined under the current turning condition are inconsistent with the positions of the multiple wheels updated under the same-side turning condition, if there is no opposite-side turning condition within the same power-on cycle, the current turning condition will not be updated.

[0195] The above steps 201 and 202 illustrate the strategy for updating the positions of the multiple wheels of the target vehicle during driving. Further, after the positions of the multiple wheels are updated, the tire pressure of each wheel can be displayed based on the updated positions of the multiple wheels.

[0196] The tire pressure sensor of each wheel can detect the tire pressure of the corresponding wheel. When the ECU receives the tire pressure of each wheel detected by the tire pressure sensor, it can display the tire pressure of each wheel according to the position of the wheel after the update.

[0197] For example, the wheel identifiers of each wheel are 01, 02, 03, and 04. Among them, wheel 01 is the left front wheel of the target vehicle, wheel 02 is the left rear wheel of the target vehicle, wheel 03 is the right front wheel of the target vehicle, and wheel 04 is the right rear wheel of the target vehicle. The tire pressure of wheel 01 detected by the tire pressure sensor is 2.1, the tire pressure of wheel 02 detected by the tire pressure sensor is 2.2, the tire pressure of wheel 03 detected by the tire pressure sensor is 2.2, and the tire pressure of wheel 04 detected by the tire pressure sensor is 2.1. Then, when displaying the tire pressure, the tire pressure of the left front wheel can be displayed as 2.1, the tire pressure of the left rear wheel can be displayed as 2.2, the tire pressure of the right front wheel can be displayed as 2.2, and the tire pressure of the right rear wheel can be displayed as 2.1.

[0198] In this way, by updating the wheel position during driving, the tire pressure of each wheel can be displayed in the correct position after the subsequent tire pressure sensor detects the tire pressure, thereby providing users with more accurate tire pressure information.

[0199] In an embodiment of the present application, the ECU first obtains the target vehicle's steering wheel angle, the tire pressures and speeds of multiple wheels, and the operating status of the target assist function. It then determines the target vehicle's current driving condition based on the steering wheel angle, such as whether the target vehicle is in a straight-ahead or turning state. Subsequently, the positions of the multiple wheels are updated based on the current driving condition, the tire pressures and speeds of the multiple wheels, and the operating status of the target assist function. This automatically updates the position of each wheel based on the tire pressures, speeds, and operating status of the target assist function under different driving conditions. This allows for automatic updates of each wheel's position during driving, allowing accurate positioning of each wheel even after tire changes. This ensures that the position of each wheel is updated promptly, ensuring that subsequent tire pressure readings are displayed in the correct position, providing the user with accurate tire pressure information.

[0200] Figure 3 This is a schematic diagram of the structure of a tire pressure display device provided by an embodiment of the present application. The tire pressure display device can be implemented as part or all of a vehicle by software, hardware, or a combination of both. The vehicle can be as follows Figure 4 Vehicle shown. Figure 3 The device includes: a first acquisition module 301, a determination module 302 and a first update module 302.

[0201] A determination module 301 is configured to determine a current driving condition of a target vehicle based on a steering wheel angle of the target vehicle;

[0202] The first update module 302 is used to update the positions of the multiple wheels based on the current driving conditions, the tire pressure and wheel speed of the multiple wheels of the target vehicle, and the working status of the target auxiliary function of the target vehicle, so as to display the tire pressure of the multiple wheels according to the updated wheel positions.

[0203] Optionally, the current driving condition includes a straight driving condition or a turning condition, and the working state includes an open state or a closed state. The first updating module 302 is configured to:

[0204] When the current driving condition is a straight-ahead condition, if the target assist function is in an on state, the positions of the multiple wheels are updated based on the wheel speeds and tire pressures of the multiple wheels;

[0205] When the current driving condition is a turning condition, if the working state of the target assist function is off, the positions of the multiple wheels are updated based on the wheel speeds and tire pressures of the multiple wheels.

[0206] Optionally, the target assistance function includes a traction control function or an anti-lock braking function, and the first updating module 302 is configured to:

[0207] When the current driving condition is a straight-ahead condition, if the tire pressures of the multiple wheels are all within a standard tire pressure range and the TCS or the ABS is in an on state, obtaining diverging road identification information, the diverging road identification information being used to indicate whether the target vehicle is on a diverging road surface;

[0208] Based on the split road identification information and the wheel speeds of the multiple wheels, the positions of the multiple wheels are updated.

[0209] Optionally, the first updating module 302 is configured to:

[0210] When the TCS is in an on state, the two wheels with the highest wheel speeds among the multiple wheels are determined as wheels on the drive shaft of the target vehicle; if the diverging road indicator information indicates that the target vehicle is currently on a diverging road surface, the wheels with the highest wheel speed among the multiple wheels are also determined as wheels on the lower side of the drive shaft;

[0211] When the ABS is in an on state, if the diverging road identification information indicates that the target vehicle is not currently on a diverging road surface, the two wheels with the smallest wheel speeds among the multiple wheels are determined as wheels on the front axle of the target vehicle; if the diverging road identification information indicates that the target vehicle is currently on a diverging road surface, the multiple wheels are respectively determined as the front wheel on the low-attachment side, the rear wheel on the low-attachment side, the front wheel on the high-attachment side, and the rear wheel on the high-attachment side in order of their wheel speeds from small to large.

[0212] Optionally, the device further comprises:

[0213] an acquisition module, configured to acquire the yaw angular velocity and yaw direction of the target vehicle if a tire pressure drop rate of one of the multiple wheels exceeds a preset change rate threshold when the current driving condition is a straight-ahead condition;

[0214] The second updating module is configured to update the positions of the multiple wheels based on the yaw angular velocity and the yaw direction.

[0215] Optionally, the second update module is used to:

[0216] When the target vehicle is in a driving state, if the yaw direction is counterclockwise and the absolute value of the yaw angular velocity is greater than a preset angular velocity threshold, determining the wheel among the multiple wheels whose tire pressure drop rate exceeds the preset change rate threshold as the left wheel on the drive shaft;

[0217] If the yaw direction is clockwise and the absolute value of the yaw angular velocity is greater than a preset angular velocity threshold, determining the wheel among the multiple wheels whose tire pressure drop rate exceeds the preset change rate threshold as the right wheel on the drive shaft;

[0218] If the yaw direction is counterclockwise and the absolute value of the yaw angular velocity is less than or equal to a preset angular velocity threshold, determining the wheel among the multiple wheels whose tire pressure drop rate exceeds the preset change rate threshold as the left wheel on the non-drive axle;

[0219] If the yaw direction is clockwise and the absolute value of the yaw angular velocity is less than or equal to a preset angular velocity threshold, the wheel whose tire pressure drop rate exceeds the preset change rate threshold among the multiple wheels is determined to be the right wheel on the non-drive axle.

[0220] Optionally, the second update module is used to:

[0221] When the target vehicle is in a braking state, if the yaw direction is counterclockwise and the absolute value of the yaw angular velocity is greater than a preset angular velocity threshold, determining the wheel among the multiple wheels whose tire pressure drop rate exceeds the preset change rate threshold as the right front wheel;

[0222] If the yaw direction is clockwise and the absolute value of the yaw angular velocity is greater than a preset angular velocity threshold, determining the wheel among the multiple wheels whose tire pressure drop rate exceeds a preset change rate threshold as the left front wheel;

[0223] If the yaw direction is counterclockwise and the absolute value of the yaw angular velocity is less than or equal to a preset angular velocity threshold, determining the wheel among the multiple wheels whose tire pressure drop rate exceeds a preset change rate threshold as the right rear wheel;

[0224] If the yaw direction is clockwise and the absolute value of the yaw angular velocity is less than or equal to a preset angular velocity threshold, the wheel whose tire pressure drop rate exceeds the preset change rate threshold among the multiple wheels is determined to be the left rear wheel.

[0225] Optionally, the first updating module 302 is configured to:

[0226] When the current driving condition is a turning condition, if the operating state of the target assist function is off and the tire pressures of the multiple wheels are within a standard tire pressure range, determining a mean square difference of the wheel speeds of the multiple wheels based on the wheel speeds of the multiple wheels;

[0227] When the mean square error is less than or equal to a preset variance threshold, the positions of the multiple wheels are updated based on the wheel speeds of the multiple wheels.

[0228] Optionally, the first updating module 302 is configured to:

[0229] When the mean square error is less than or equal to the preset variance threshold, if the target vehicle is turning left, the multiple wheels are respectively determined as the right front wheel, the right rear wheel, the left front wheel, and the left rear wheel of the target vehicle in descending order of the wheel speeds of the multiple wheels;

[0230] If the target vehicle is turning right, the multiple wheels are respectively determined as the left front wheel, left rear wheel, right front wheel, and right rear wheel of the target vehicle in descending order of the wheel speeds of the multiple wheels.

[0231] In an embodiment of the present application, the steering wheel angle of the target vehicle, the tire pressure and wheel speed of multiple wheels, and the operating status of the target auxiliary function in the target vehicle are first obtained. Then, based on the steering wheel angle, the current driving condition of the target vehicle is determined, such as whether the target vehicle is in a straight-ahead condition or a turning condition. Subsequently, based on the current driving condition, the tire pressure, wheel speed of multiple wheels, and the operating status of the target auxiliary function, the positions of the multiple wheels are updated. In this way, the position of each wheel is automatically updated based on the tire pressure, wheel speed, and the operating status of the target auxiliary function when the target vehicle is in different driving conditions. This allows the automatic update of the position of each wheel during driving, so that even if the tire is replaced, the position of each wheel can be accurately located, ensuring that the position of each wheel can be updated in a timely manner, and then ensuring that the tire pressure of each wheel can be displayed in the correct position, providing the user with an accurate tire pressure display.

[0232] It should be noted that: when the tire pressure display device provided in the above embodiment updates the wheel position, it only uses the division of the above functional modules as an example. In actual applications, the above functions can be assigned to different functional modules as needed, that is, the internal structure of the device can be divided into different functional modules to complete all or part of the functions described above.

[0233] The functional units and modules in the above embodiments may be integrated into a single processing unit, or each unit may exist physically separately, or two or more units may be integrated into a single unit. The above integrated units may be implemented in the form of hardware or software functional units. In addition, the specific names of the functional units and modules are only for the purpose of distinguishing them from each other and are not intended to limit the scope of protection of the embodiments of this application.

[0234] The tire pressure display device and tire pressure display method provided in the above embodiments belong to the same concept. The specific working process of the units and modules in the above embodiments and the technical effects brought about can be found in the method embodiment part and will not be repeated here.

[0235] Figure 4 It is a structural schematic diagram of a vehicle provided in an embodiment of the present application.

[0236] For example, Figure 4 As shown, the vehicle 400 includes: a memory 41 and a processor 40, wherein the memory 41 stores an executable program code 42, and the processor 40 is used to call and execute the executable program code 42 to perform the above-mentioned tire pressure display method.

[0237] This embodiment can divide the vehicle into functional modules based on the above-described method example. For example, each functional module can be mapped to a specific function, or two or more functions can be integrated into a single processing module. The integrated module can be implemented in hardware. It should be noted that the module division in this embodiment is illustrative and represents only one logical functional division. In actual implementation, other division methods may be used.

[0238] In the case of dividing each functional module into corresponding functional modules, the vehicle may include: a first acquisition module, a determination module, and a first update module. It should be noted that all relevant contents of each step involved in the above method embodiment can be referred to the functional description of the corresponding functional module and will not be repeated here.

[0239] The vehicle provided in this embodiment is used to execute the above-mentioned tire pressure display method, and thus can achieve the same effect as the above-mentioned implementation method.

[0240] When an integrated unit is used, the vehicle may include a processing module and a storage module. The processing module may be used to control and manage the vehicle's movements, while the storage module may be used to support the vehicle in executing corresponding program codes and data.

[0241] The processing module may be a processor or controller that implements or executes the various exemplary logic blocks, modules, and circuits described in conjunction with the disclosure of this application. The processor may also be a combination that implements computing functions, such as a combination of one or more microprocessors, a combination of a digital signal processing system (DSP) and a microprocessor, and the storage module may be a memory.

[0242] This embodiment also provides a computer-readable storage medium, which stores computer program code. When the computer program code runs on a computer, the computer executes the above-mentioned related method steps to implement the above-mentioned tire pressure display method in the above-mentioned embodiment.

[0243] This embodiment further provides a computer program product. When the computer program product is run on a computer, the computer is caused to execute the above-mentioned related steps to implement the above-mentioned tire pressure display method in the above-mentioned embodiment.

[0244] Among them, the vehicle, computer-readable storage medium, computer program product or chip provided in this embodiment are all used to execute the method provided above. Therefore, the beneficial effects that can be achieved can refer to the beneficial effects in the method provided above and will not be repeated here.

[0245] Through the description of the above implementation methods, technical personnel in the relevant field can understand that for the convenience and brevity of description, only the division of the above-mentioned functional modules is used as an example. In actual applications, the above-mentioned functions can be distributed and completed by different functional modules as needed, that is, the internal structure of the device can be divided into different functional modules to complete all or part of the functions described above.

[0246] In the embodiments provided in this application, it should be understood that the disclosed devices and methods can be implemented in other ways. For example, the device embodiments described above are schematic. For example, the division of modules or units is only a logical function division. There may be other division methods in actual implementation. For example, multiple units or components can be combined or integrated into another device, 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.

[0247] The above content is merely a specific embodiment of the present application, but the scope of protection of the present application is not limited thereto. Any changes or substitutions that can be easily conceived by a person skilled in the art within the technical scope disclosed in this application should be included in the scope of protection of the present application. Therefore, the scope of protection of the present application should be based on the scope of protection of the claims.

Claims

1. A tire pressure display method, characterized in that: The method comprises: Determining a current driving condition of the target vehicle based on a steering wheel angle of the target vehicle; Based on the current driving condition, the tire pressure and wheel speed of the multiple wheels of the target vehicle and the working status of the target auxiliary function of the target vehicle, the positions of the multiple wheels are updated to display the tire pressure of the multiple wheels according to the updated wheel positions.

2. The method according to claim 1, wherein The current driving condition includes a straight driving condition or a turning condition, the operating state includes an on state or an off state, and updating the positions of the multiple wheels based on the current driving condition, the tire pressures and wheel speeds of the multiple wheels of the target vehicle, and the operating state of the target auxiliary function of the target vehicle includes: When the current driving condition is a straight-ahead condition, if the working state of the target assist function is on, updating the positions of the multiple wheels based on the wheel speeds and tire pressures of the multiple wheels; When the current driving condition is a turning condition, if the working state of the target assist function is off, the positions of the multiple wheels are updated based on the wheel speeds and tire pressures of the multiple wheels.

3. The method according to claim 2, wherein The target assist function includes a traction control function or an anti-lock braking function. When the current driving condition is a straight-ahead condition, if the working state of the target assist function is on, the positions of the multiple wheels are updated based on the wheel speeds and tire pressures of the multiple wheels, including: When the current driving condition is a straight-ahead condition, if the tire pressures of the multiple wheels are all within a standard tire pressure range and the traction control function or the anti-lock braking function is in an on state, obtaining diverging road identification information, the diverging road identification information being used to indicate whether the target vehicle is on a diverging road surface; The positions of the plurality of wheels are updated based on the split road identification information and the wheel speeds of the plurality of wheels.

4. The method according to claim 3, wherein The updating of the positions of the plurality of wheels based on the split road identification information and the wheel speeds of the plurality of wheels includes: When the traction control function is in an on state, the two wheels with the highest wheel speeds among the multiple wheels are determined as wheels on the drive shaft of the target vehicle; if the diverging road indicator information indicates that the target vehicle is currently on a diverging road surface, the wheels with the highest wheel speed among the multiple wheels are further determined as wheels on the lower side of the drive shaft; When the working state of the anti-lock braking function is on, if the diverging road identification information indicates that the target vehicle is not currently on a diverging road surface, the two wheels with the smallest wheel speeds among the multiple wheels are determined as wheels on the front axle of the target vehicle; if the diverging road identification information indicates that the target vehicle is currently on a diverging road surface, the multiple wheels are respectively determined as the front wheel of the low-attachment side, the rear wheel of the low-attachment side, the front wheel of the high-attachment side, and the rear wheel of the high-attachment side in order of the wheel speeds of the multiple wheels from small to large.

5. The method according to claim 2, wherein The method further comprises: When the current driving condition is a straight-ahead condition, if a tire pressure drop rate of one of the multiple wheels exceeds a preset change rate threshold, obtaining a yaw angular velocity and a yaw direction of the target vehicle; Positions of the plurality of wheels are updated based on the yaw angular velocity and the yaw direction.

6. The method according to claim 5, wherein The updating of the positions of the plurality of wheels based on the yaw angular velocity and the yaw direction includes: When the target vehicle is in a driving state, if the yaw direction is counterclockwise and the absolute value of the yaw angular velocity is greater than a preset angular velocity threshold, determining a wheel among the multiple wheels whose tire pressure drop rate exceeds a preset change rate threshold as a left wheel on the drive shaft; If the yaw direction is clockwise and the absolute value of the yaw angular velocity is greater than the preset angular velocity threshold, determining the wheel whose tire pressure drop rate exceeds the preset change rate threshold among the multiple wheels as the right wheel on the drive shaft; If the yaw direction is counterclockwise and the absolute value of the yaw angular velocity is less than or equal to the preset angular velocity threshold, determining the wheel among the multiple wheels whose tire pressure drop rate exceeds the preset change rate threshold as the left wheel on the non-drive axle; If the yaw direction is clockwise and the absolute value of the yaw angular velocity is less than or equal to the preset angular velocity threshold, the wheel whose tire pressure drop rate exceeds the preset change rate threshold among the multiple wheels is determined to be the right wheel on the non-drive axle.

7. The method according to claim 5, wherein The updating of the positions of the plurality of wheels based on the yaw angular velocity and the yaw direction includes: When the target vehicle is in a braking state, if the yaw direction is counterclockwise and the absolute value of the yaw angular velocity is greater than a preset angular velocity threshold, determining a wheel among the multiple wheels whose tire pressure drop rate exceeds a preset change rate threshold as the right front wheel; If the yaw direction is clockwise and the absolute value of the yaw angular velocity is greater than the preset angular velocity threshold, determining the wheel whose tire pressure drop rate exceeds the preset change rate threshold among the multiple wheels as the left front wheel; If the yaw direction is counterclockwise and the absolute value of the yaw angular velocity is less than or equal to the preset angular velocity threshold, determining the wheel whose tire pressure drop rate exceeds the preset change rate threshold among the multiple wheels as the right rear wheel; If the yaw direction is clockwise and the absolute value of the yaw angular velocity is less than or equal to the preset angular velocity threshold, the wheel whose tire pressure drop rate exceeds the preset change rate threshold among the multiple wheels is determined to be the left rear wheel.

8. The method according to claim 2, wherein When the current driving condition is a turning condition, if the working state of the target assist function is off, updating the positions of the multiple wheels based on the wheel speeds and tire pressures of the multiple wheels includes: When the current driving condition is a turning condition, if the operating state of the target assist function is off and the tire pressures of the multiple wheels are within a standard tire pressure range, determining a mean square difference of the wheel speeds of the multiple wheels based on the wheel speeds of the multiple wheels; When the mean square error is less than or equal to a preset variance threshold, the positions of the multiple wheels are updated based on the wheel speeds of the multiple wheels.

9. The method according to claim 8, wherein When the mean square error is less than or equal to a preset variance threshold, updating the positions of the multiple wheels based on the wheel speeds of the multiple wheels includes: When the mean square error is less than or equal to the preset variance threshold, if the target vehicle is turning left, determining the multiple wheels as the right front wheel, right rear wheel, left front wheel, and left rear wheel of the target vehicle in descending order of wheel speeds; If the target vehicle is turning right, the multiple wheels are determined as the left front wheel, left rear wheel, right front wheel, and right rear wheel of the target vehicle in descending order of the wheel speeds of the multiple wheels.

10. A vehicle, characterized in that: The vehicle comprises: a memory for storing executable program code; A processor is configured to call and run the executable program code from the memory, so that the vehicle executes the method according to any one of claims 1 to 9.

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