Method for determining the tire circumference of at least one vehicle wheel

Abstract

The invention relates to a method for determining the tire circumference (U) of at least one vehicle wheel of a vehicle (1). The invention provides that, during a journey of the vehicle (1) at a constant speed (v) of the vehicle (1), a first relative speed (Δv) of the vehicle (1) to a stationary object (4) is determined and stored as a direct value or indirectly via a characteristic value (sF) and this characteristic value (sF) is stored, and simultaneously a wheel characteristic value (nR, A) of the at least one vehicle wheel is determined and stored.The current value of the tire circumference (U) of at least one vehicle wheel of the vehicle (1) is derived from the stored value of the first relative speed (Δv) to the stationary object (4) and the stored value of a first wheel parameter (nR) or from the stored value of the parameter (sF) for the stationary object (4) and the stored value of a second wheel parameter (A).

Description

[0001] The invention relates to a method for determining the tire circumference of at least one vehicle wheel of a vehicle.

[0002] Increasingly, various vehicle functions are being used as driver assistance systems in vehicles to support or relieve the driver in certain driving situations. Such vehicle functions as driver assistance systems are now used in vehicles in a wide variety of forms, for example, as electronic stability programs such as ESP or ESC, emergency braking assistants, lane keeping assistants, overtaking assistants, distance assistants, turning assistants, or parking assistants.

[0003] For many of these vehicle functions, the wheel speed or circumferential speed of the vehicle's wheels is processed, and their value for the respective application requires a high degree of accuracy. Typically, the wheel speed or circumferential speed is calculated as the product of the wheel speed measured at the respective wheel and the respective tire circumference. The tire circumference required for this is usually stored as a constant value in the vehicle's control units available for the respective vehicle function during vehicle production, commissioning, or during service measures.

[0004] However, the actual tire circumference during vehicle operation may deviate from this stored constant value for the tire circumference due to tolerances, wear, conversion to different wheels, or other influencing factors, possibly deviating by more than 10% from this constant value. Likewise, further deviations and errors in the application of the tire circumference may occur when using the vehicle functions due to processing errors and / or transmission errors. Therefore, the values ​​used in various vehicle functions for the wheel speeds or the wheel circumferential speed of the vehicle's wheels are often erroneous and therefore inaccurate, which also has a negative impact on the performance and reliability of the vehicle functions that rely on them.

[0005] In this context, DE 10 2019 125 655 A1 discloses a method for determining at least one circumferential value characterizing the circumference of a wheel of a vehicle. In this method, a wheel rotational speed is detected, and a wheel speed is calculated from this as a function of the rotational speed. Furthermore, a reference speed of the vehicle is determined using a satellite-based navigation system of the vehicle. The circumferential value is determined as a function of the wheel speed and the reference speed, using a dynamic value dependent on these speeds.

[0006] Furthermore, KR 10 1 938 235 B1 describes a method for detecting wheel speed anomalies using an acceleration sensor. This method records the accelerations exerted on a tire, and the resulting calculated speed is compared with the speed value determined by a wheel speed sensor. Based on this comparison, defects or faulty signals from the wheel speed sensor can be detected.

[0007] In addition, DE 10 2016 106 383 A1 discloses a method for determining a wheel condition of a vehicle, in which the relative speed of a vehicle to a stationary surrounding object is used as a reference object for determining tire-specific variables of the vehicle, such as the wheel diameter or the tire circumference.

[0008] Finally, DE 10 2017 204 648 A1 describes a method for determining the tread depth of a tire during operation of a vehicle equipped with the tire. For this purpose, a current dynamic wheel radius of a wheel of the vehicle equipped with the tire and a current dynamic inner radius of the tire are determined. To improve the accuracy of determining the tread depth, a correction value determined in advance for the type of tire is taken into account. This correction value characterizes the relationship between a change in tread depth and a resulting change in the difference between the dynamic wheel radius and the dynamic inner radius.

[0009] The invention is based on the object of providing a method with which the tire circumference of vehicle wheels can be determined in a simple manner with a reliable and precise value.

[0010] This object is achieved according to the invention by a method for determining the tire circumference of at least one vehicle wheel of a vehicle having the features recited in patent claim 1.

[0011] Advantageous further developments of the method according to the invention are part of the further patent claims.

[0012] Furthermore, a control module of a vehicle with at least one sensor system of a vehicle for carrying out the method according to the invention and a vehicle with such a control module are claimed.

[0013] In the method according to the invention, the current or actually existing tire circumference of at least one vehicle wheel of a vehicle is determined with high accuracy using a simple method and can thus be used as a reliable value by those vehicle functions of the vehicle that process the tire circumference directly as an input variable or indirectly require it to derive further parameters.

[0014] For this purpose, at least one of the vehicle's sensor systems, for example a radar system, a laser system, a lidar system, and / or an optical system with a camera, is used to determine, with high accuracy, either directly or indirectly, the absolute relative speed of the vehicle to at least one stationary object located in the vehicle's vicinity and detected by the vehicle's sensor system in suitable driving situations. Since the vehicle's sensor system moves with the vehicle and its position within the vehicle remains fixed, the vehicle's sensor system has the same speed as the vehicle itself.

[0015] In a first measuring interval at a constant vehicle speed and thus also at a constant vehicle speed of the vehicle's sensor system, a first relative speed of the vehicle to at least one object in the vehicle's surroundings is determined directly or indirectly via a parameter containing a measure of the relative speed. The directly measured value of the relative speed or the value of the parameter is stored, for example, in the vehicle's sensor system or in a separate control unit of a vehicle's control module. At the same time, a wheel parameter of at least one vehicle wheel is also determined in the first measuring interval, which can also assume a constant value at a constant vehicle speed.In this case, either the constant wheel speed of the respective vehicle wheel at a constant vehicle speed is determined as the first wheel parameter, for example, using wheel speed sensors designed as Hall sensors on the vehicle wheels, or the number of wheel revolutions of the vehicle wheels is determined as the second wheel parameter. The determined value of the wheel speed of the respective vehicle wheel or the value of the number of wheel revolutions of the respective vehicle wheel is also stored, for example, in the vehicle's sensor system or in a separate control unit of a control module.

[0016] In a second measurement interval with the vehicle's own speed at zero, i.e., when the vehicle is stationary, a second relative speed of the vehicle to the at least one driving environment object detected in the vehicle's surroundings is determined directly or indirectly using a parameter containing a measure of the relative speed. With a second relative speed of zero, the at least one detected driving environment object consequently has the same speed of zero as the vehicle and is therefore classified as a stationary object.The second measuring interval when the vehicle is at a standstill with the vehicle's own speed being zero can follow the first measuring interval with the vehicle's own speed being constant, i.e. the vehicle is coming to a standstill from a previous movement, or the second measuring interval is before the first measuring interval with the vehicle's own speed being constant, i.e. the vehicle has started moving from a standstill.

[0017] If at least one detected driving environment object was also classified as a stationary object, the actual current tire circumference of a respective vehicle wheel of the vehicle is derived from the first relative speed of the vehicle to this detected driving environment object classified as a stationary object, stored in the first measurement interval, or from the parameter stored in the first measurement interval with regard to this detected driving environment object classified as a stationary object. For this purpose, using the wheel parameter stored in the first measurement interval, either the quotient of the stored value of the first relative speed of the vehicle and the stored value of the wheel speed is formed as the first wheel parameter, or the quotient of the stored value of the parameter and the stored value of the number of wheel revolutions is formed as the second wheel parameter.This provides a current and precise value for the tire circumference of each vehicle wheel.

[0018] The determination of the constant movement of the vehicle, or the vehicle's travel at a constant speed, required for the first measurement interval, is preferably carried out using vehicle speed sensors, such as wheel speed sensors and / or vehicle acceleration sensors, which are recorded and evaluated, for example, by the vehicle's brake control unit. For example, a measurement duration of less than 5 seconds and, for example, approximately 2 seconds, is specified for the first measurement interval, during which the vehicle is moved at a constant speed. This allows the temporal phase of uniform vehicle movement required for the first measurement interval to be verified with sufficient certainty.

[0019] The determination of the vehicle's standstill required for the second measurement interval is preferably also carried out using the vehicle's speed sensors, such as wheel speed sensors and / or acceleration sensors, which are recorded and evaluated, for example, by the vehicle's brake control unit. For example, a measurement duration of less than 5 seconds and, for example, approximately 2 seconds is specified for the second measurement interval, during which the vehicle must be stationary. This allows the temporal phase of the vehicle's standstill required for the second measurement interval to be verified with sufficient certainty.

[0020] The direct determination of the relative speed of the vehicle to at least one detected driving environment object in the vehicle's surroundings is carried out in particular by means of a radar system of the vehicle. Alternatively or additionally, the indirect determination of the relative speed of the vehicle to at least one detected driving environment object in the vehicle's surroundings is carried out from the temporal change in the relative distance between the vehicle and the at least one driving environment object detected in the vehicle's surroundings, also by means of a radar system and / or by means of a laser system and / or by means of a lidar system and / or by means of an optical system.Likewise, the relative speed of the vehicle to at least one driving environment object detected in the surroundings of the vehicle can be determined alternatively or additionally by deriving it from the relative acceleration of the vehicle to at least one detected driving environment object measured by means of suitable acceleration sensors of the vehicle.

[0021] In a preferred development of the invention, the current value for the tire circumference of the respective vehicle wheel derived using the method according to the invention is compared with a value for the tire circumference of the respective vehicle wheel stored in the vehicle, in particular a value assumed to be constant, and this value for the tire circumference assumed to be constant is thereby checked for plausibility. Based on this comparison, any constant and systematic errors in the parameters derived from the tire circumference, such as the wheel speeds of the vehicle wheels, can be reliably detected, in particular in the event of a significant deviation between the derived current value for the tire circumference of the respective vehicle wheel and the value for the tire circumference of the respective vehicle wheel stored in the vehicle.

[0022] In particular, if a deviation is detected between the derived current value for the tire circumference of the respective vehicle wheel and the stored value for the tire circumference of the respective vehicle wheel, the derived current value for the tire circumference can be stored as the now valid value of the tire circumference of the respective vehicle wheel, which is then used for all vehicle functions of the vehicle that rely on the tire circumference.

[0023] Furthermore, if a significant deviation is detected between the derived current value for the tire circumference of the respective vehicle wheel and the stored value for the tire circumference of the respective vehicle wheel, for example if a predetermined threshold value for the difference between the derived current value for the tire circumference of the respective vehicle wheel and the stored value for the tire circumference of the respective vehicle wheel is exceeded, certain or all of the vehicle functions that process the tire circumference of the respective vehicle wheel can be deactivated.Such a significant deviation of the derived current value for the tire circumference of the respective vehicle wheel from the stored value for the tire circumference of the respective vehicle wheel is a strong indication of serious malfunctions or impairments to the tires or vehicle wheels of the vehicle, which no longer permit a reliable application of the vehicle functions in a way that meets certain safety requirements.

[0024] In particular, the current values ​​for the wheel speed or the wheel circumferential speed of the respective vehicle wheel are determined from the derived current and precise value for the tire circumference of a respective vehicle wheel and the wheel speed of the respective vehicle wheel. This current precise value of the wheel speed or wheel circumferential speed of the respective vehicle wheel, as the product of the measured wheel speed and the currently precisely determined tire circumference, is processed by the vehicle functions that access this value and is therefore available to them with high accuracy.

[0025] The determination of the tire circumference of at least one vehicle wheel of a vehicle according to the invention can take place at different times. In particular, an initial value for the tire circumference of the vehicle wheels of a vehicle can be precisely determined during production of the vehicle and can be stored and saved in the vehicle without having to resort to manufacturer specifications or other often imprecise standard values ​​for the respective tire circumference. Furthermore, during diagnostic work on the vehicle and / or during maintenance work and / or as part of vehicle inspections in corresponding workshop facilities or service facilities, a current value for the tire circumference can be determined in the manner described and the previously stored value for the tire circumference can be updated.In particular, the tire circumference value can also be updated during the daily operation of the vehicle during at least one journey of the vehicle, for example once during a journey of the vehicle or several times during a journey of the vehicle or at regular intervals during successive journeys of the vehicle.

[0026] The method according to the invention can be carried out by a control module of a vehicle provided for this purpose, which has at least one of the aforementioned sensor systems for acquiring the required data. Furthermore, the control module can also have at least one control unit for processing the data provided by the sensor system, whereby this processing can alternatively also take place in a sensor system designed for this purpose.

[0027] The proposed method advantageously allows systematic defects attributable to incorrect tire circumference values ​​to be detected with high accuracy, and these can also be corrected or compensated for. Furthermore, it can provide precise values ​​for the parameters derived from the tire circumference, such as the wheel speed of the vehicle's wheels or the vehicle's own speed, whose display value is thereby made more precise. It can also be used to detect the occurrence of defects in the vehicle's tires by detecting a drop in tire pressure, or to reliably identify the use of incorrect tires on the vehicle's wheels, for example, if tires that are too small or too large have been improperly mounted on the vehicle's wheels.Likewise, certain vehicle functions, and in particular certain vehicle assistance systems, can be improved in terms of their performance and effectiveness by directly or indirectly relying on the tire circumference value. For example, this can improve the stopping distance control within the context of a distance assistant (Adaptive Cruise Control (ACC)), the accuracy of vehicle dynamics control systems or electronic stability programs such as ABS, ESP, or ESC, or the accuracy of speed control (cruise control) or speed limiters. Finally, fixed tire circumference values ​​based on the tire specifications no longer need to be stored and saved during vehicle assembly, thus avoiding considerable effort.Finally, the precise value of the tire circumference for corresponding vehicle functions can also be used as a second redundant source of information required for these vehicle functions to verify the plausibility of parameters determined elsewhere.

[0028] In the following, an embodiment of the invention is described with reference to the drawing with the Fig. 1 and Fig. 2 explained.

[0029] Showing: Fig. 1 a schematic representation of the time sequence diagram of a first embodiment of the method according to the invention Fig. 2 a schematic representation of a second embodiment of the method according to the invention.

[0030] The exemplary embodiments explained below are preferred exemplary embodiments of the invention. In the exemplary embodiments, the described components each represent individual, independently considered features of the invention, which also further develop the invention independently of one another and are thus also to be considered as components of the invention, either individually or in a combination other than that shown. Furthermore, the described exemplary embodiments can also be supplemented by further features of the invention already described.

[0031] In the figures, functionally identical elements are provided with the same reference numerals

[0032] According to one exemplary embodiment, the vehicle 1 has a radar system 3 arranged in the front area 2 of the vehicle 1, with which the relative speed to the driving environment objects 4 detected by the radar system 3 can be determined directly and precisely, and also the distance of the vehicle 1 to the driving environment objects 4 detected by the radar system 3 can be determined. For this purpose, the radar system 3 emits high-frequency electromagnetic waves as radar radiation 5 by means of integrated radar antennas, the reflections of which from the environment of the vehicle 1 and in particular from the driving environment objects 4 located in the environment of the vehicle 1 are received and evaluated.

[0033] In the Fig. 1 with a direct determination of the relative speed Δv to the driving environment objects 4 detected by the radar system 3, various temporally successive method steps of the method according to the invention are shown by way of example for such a vehicle 1 with a radar system 3 arranged in the front area 2 of the vehicle 1. Here, the course of the vehicle's own speed v of the vehicle 1 is shown in successive time intervals 6, 7, 8, 9, 10 over time t, wherein the vehicle's own speed v of the vehicle 1 naturally corresponds to the relative speed Δv of the vehicle 1 with respect to stationary objects 4 as driving environment objects 4.

[0034] Between the time t0 and the time t1, the vehicle 1 is traveling at a non-constant speed v in the time interval 6, so that this time interval 6 is characterized by a non-uniform movement sequence.

[0035] Between time t1 and time t2, vehicle 1 is traveling at a constant speed v in time interval 7 without acceleration, so that this time interval 7 is characterized by a uniform motion sequence. This uniform motion sequence of vehicle 1 at a constant speed v is detected via the wheel speed signals of the vehicle's wheels and simultaneously by the radar system 3 of vehicle 1.At a specific measuring time tM1 during the time interval 7 used as the first measuring interval, and thus during the uniform movement of the vehicle 1 at a constant speed v, the radar system 3 of the vehicle 1 stores the current values ​​of the signals for the wheel speeds nR of the vehicle wheels of the vehicle 1, provided for example by the brake control unit of the vehicle 1, as the first wheel parameter, and the tire circumferences on the vehicle wheels of the vehicle 1, present as constant values ​​in the vehicle 1, as a snapshot. At the same time, at the measuring time tM1, the ID of the driving environment objects 4 located in the vicinity of the vehicle 1 and detected by the radar system 3 and the value of the relative speed Δv directly measured by the radar system 3 of the vehicle 1 with respect to these driving environment objects 4 are also stored.The own speed v of the vehicle 1 at the measurement time tM1 therefore corresponds with high accuracy to the magnitude of the directly measured relative speed Δv to a stationary object 4 located in the vicinity of the vehicle 1 as a driving environment object 4. However, at the measurement time tM1 it is not yet possible to clearly determine and therefore certain which of the driving environment objects 4 detected by the radar system 3 of the vehicle 1 are actually stationary objects 4.

[0036] Following the time interval 7 used as the first measurement interval, the vehicle 1 is traveling at a non-constant speed v between the time t2 and the time t3 in the time interval 8, again analogous to the time interval 6, so that this time interval 8 is also characterized by a non-uniform movement sequence.

[0037] Between time t3 and time t4, vehicle 1 is in a decelerating journey with a non-constant and decreasing speed v in time interval 9, which, for example, leads to a stopping phase until vehicle 1 comes to a standstill.

[0038] From time t4, vehicle 1 is at a standstill with a constant speed v = 0 in the time interval 10. This standstill of vehicle 1 with a constant speed v = 0 is detected via the wheel speed signals of the vehicle wheels of vehicle 1 and simultaneously by the radar system 3 of vehicle 1.

[0039] After the vehicle 1 has come to a standstill, the stationary objects 4 are now determined from the driving environment objects 4 detected by the radar system 3 of the vehicle 1 in the time interval 7 used as the first measurement interval. The prerequisite for this is that these driving environment objects 4 in the surroundings of the vehicle 1 have been continuously detected by the radar system 3 of the vehicle 1 in the subsequent time intervals 8, 9 since their detection in the time interval 7 used as the first measurement interval. If this is not the case for certain driving environment objects 4, these driving environment objects 4 are no longer considered.

[0040] At a specific measurement time tM3 during the time interval 10 used as the second measurement interval, and thus while the vehicle 1 is stationary at a constant speed v = 0, the radar system 3 of the vehicle 1 stores the current values ​​of the ID of the driving environment objects 4 that are still in the vicinity of the vehicle 1 and the value of the relative speed Δv measured by the radar system 3 of the vehicle 1 with respect to these driving environment objects 4. Since the vehicle 1's own speed v at measurement time tM3 when the vehicle 1 is stationary is v = 0, the relative speed Δv with respect to stationary objects 4 must also be Δv = 0. If this is not the case for certain driving environment objects 4, these driving environment objects 4 are no longer taken into account and are therefore not classified as stationary objects 4.If no driving environment object 4 could be identified as a stationary object 4, the tire circumference U cannot be determined either. The measurement at measurement time tM1 during the time interval 7 used as the first measurement interval cannot therefore be conclusively evaluated.

[0041] If, on the other hand, at least one driving environment object 4 could be classified as a stationary object 4, one of the driving environment objects 4 classified as a stationary object 4 is selected for further processing. For this purpose, the actual current tire circumference U of a respective wheel of the vehicle 1 is determined from the values ​​for the relative speed Δv to the selected stationary object 4 and the wheel speed nR measured at the measurement time tM1 during the time interval 7 used as the first measurement interval as follows: actual current tire circumference U = magnitude of the relative speed Δv with respect to the selected stationary object 4 divided by the wheel speed nR or U = Δv / nR.

[0042] This actual current tire circumference U of a respective wheel of vehicle 1 is then compared with the value present in vehicle 1, for example, when vehicle 1 was assembled based on the tire type and stored in vehicle 1. If these two values ​​differ, the determined actual current tire circumference U can now be stored in vehicle 1 and thus replace the previous (incorrect) value. At the same time, this can be used to detect and diagnose faults and defects that have occurred in the vehicle wheels or tires. The highly accurate value for the tire circumference U can be used accordingly by the vehicle functions that process this value.In particular, this allows a very precise value to be derived for the wheel speed vR of the vehicle wheels of vehicle 1, which is the product of the wheel speed nR and the tire circumference U: Wheel speed vR = Wheel speed nR * Tire circumference U.

[0043] According to the Fig.2 explains a method for indirectly determining the relative speed Δv of the vehicle 1 with respect to stationary objects 4 and thus for determining the tire circumference U of the vehicle wheels of the vehicle 1. For this purpose, a sensor system 3 is provided in the front area 2 of the vehicle 1, for example a radar system or a lidar system or a laser system or an optical system with a video camera. This sensor system 3 moves with the vehicle 1 and has a fixed position in the vehicle 1, so that the sensor system 3 has the same intrinsic speed v as the vehicle 1 itself. During the time interval 7 used as the first measuring interval and thus during a uniform and rectilinear movement of the vehicle 1, the vehicle 1 travels in a straight line parallel to the stationary object 4 or in a straight line towards the stationary object 4.At a first measurement time tM1 in the measurement interval 7, the sensor system 3 detects the stationary object 4 at the angle α1 and at a distance s1. At a second measurement time tM2 in the measurement interval 7, the sensor system 3 detects the stationary object 4 at the angle α2 and at a distance s2. Using these values ​​determined from the relative movement of the vehicle 1 to the stationary object 4, the distance sF traveled by the vehicle 1 can be determined as a characteristic and as an indirect measure of the relative speed Δv of the vehicle 1 with respect to the stationary object 4 using trigonometric functions.Given knowledge of the values ​​recorded by suitable sensors as a second wheel characteristic for the number A of wheel revolutions of the vehicle wheels of vehicle 1 between the first measurement time tM1 in measurement interval 7 and the second measurement time tM2 in measurement interval 7, the respective tire circumference U of the vehicle wheels of vehicle 1 is determined from the distance sF traveled by vehicle 1 and the corresponding number A of the respective wheel revolutions as follows: U = sF / A.

[0044] The determination as to whether a driving environment object 4 detected by the sensor system 3 is also a stationary object 4 and can be classified as such can also be made in this exemplary embodiment analogously to the procedure described above in a second time interval 10 at an own speed v of the vehicle 1 of zero.

Claims

[1] Method for determining the tyre circumference (U) of at least one vehicle wheel of a vehicle (1), wherein, during the travel of the vehicle (1) at a constant speed (v) of the vehicle (1), in a first measuring interval (7), a first relative speed (Δv) of the vehicle (1) to at least one driving environment object (4) detected in the surroundings of the vehicle (1) is determined by directly measuring the relative speed (Δv) to the respective driving environment object (4) or is determined indirectly via a characteristic variable (sF) for the respective driving environment object (4), and the measured value of the first relative speed (Δv) or the value of the characteristic variable (sF) is stored, and at the same time a wheel characteristic variable (nR, A) of at least one vehicle wheel is determined and stored, wherein, in a second measuring interval (10) following the first measuring interval (7) with an intrinsic speed (v) of the vehicle (1) of zero or in a second measuring interval (10) preceding the first measuring interval (7) with an intrinsic speed (v) of the vehicle (1), a second relative speed (Δv) of the vehicle (1) to the at least one driving environment object (4) detected in the surroundings of the vehicle (1) is determined by directly measuring the relative speed (Δv) or is determined indirectly via the characteristic variable (sF), and if the second relative speed (Δv) of the vehicle (1) to a driving environment object (4) detected in the surroundings of the vehicle (1) has the value zero, this driving environment object (4) is classified as a stationary object (4), and wherein the current value of the tire circumference (U) of the at least one vehicle wheel of the vehicle (1) in the case of a detected driving environment object (4) classified as a stationary object (4) is derived from the stored value of the first relative speed (Δv) to this stationary object (4) and the stored value of a first wheel characteristic (nR) or is derived from the stored value of the characteristic (sF) for this stationary object (4) and the stored value of a second wheel characteristic (A). [2] Method according to claim 1, characterized bythat in a direct measurement of the first relative speed (Δv) in the first measuring interval (7), the current value of the tire circumference (U) of a respective vehicle wheel is determined from the quotient of the first relative speed (Δv) of the vehicle (1) to the detected driving environment object (4) classified as a stationary object (4) and the wheel speed (nR) stored in the first measuring interval (7) as the stored value of the first wheel characteristic of the respective vehicle wheel. [3] Method according to claim 1, characterized bythat in an indirect measurement of the first relative speed (Δv) in the first measuring interval (7), the current value of the tire circumference (U) of a respective vehicle wheel is determined from the quotient of the parameter (sF) for this detected driving environment object (4) classified as a stationary object (4) and the number (A) of wheel revolutions stored in the first measuring interval (7) as the stored value of the second wheel parameter of the respective vehicle wheel. [4] Method according to one of claims 1 to 3, characterized bythat the relative speed (Δv) of the vehicle (1) to the at least one driving environment object (4) detected in the surroundings of the vehicle (1) is determined by means of a radar system and / or by means of a laser system and / or by means of a lidar system and / or by means of an optical system as the sensor system (3) or that the relative speed (Δv) of the vehicle (1) to the at least one driving environment object (4) detected in the surroundings of the vehicle (1) is determined from the relative acceleration of the vehicle (1) to the at least one driving environment object (4) detected in the surroundings of the vehicle (1), measured by means of an acceleration sensor of the vehicle (1). [5] Method according to one of claims 1 to 4, characterized bythat the current value of the tire circumference (U) of the respective vehicle wheel is compared with a value for the tire circumference (U) of the respective vehicle wheel stored in the vehicle (1), and that if the current value of the tire circumference (U) of the respective vehicle wheel deviates from the stored value for the tire circumference (U) of the respective vehicle wheel, the current value for the tire circumference (U) is stored as the new value of the tire circumference of the respective vehicle wheel and / or at least one vehicle function processing the tire circumference (U) of the respective vehicle wheel is deactivated. [6] Method according to one of claims 1 to 5, characterized by that the current value of the wheel speed (vR) of the respective vehicle wheel is determined from the current value of the tire circumference (U) of a respective vehicle wheel and the wheel speed (nR) of the respective vehicle wheel. [7] Method according to one of claims 1 to 6 for determining the tire circumference (U) of at least one vehicle wheel of a vehicle (1) immediately following the production of the vehicle (1) and / or during diagnostic work or service work on the vehicle (1) and / or during operation of the vehicle (1). [8] Control module of a vehicle (1) with at least one sensor system (3) of a vehicle (1) configured to carry out a method according to one of claims 1 to 7. [9] Vehicle (1) with a control module according to claim 8.

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