Accelerator pedal stuck fault detection method, device, electronic equipment, storage medium and vehicle

Abstract

The present disclosure relates to a detection method, device, electronic device, storage medium and vehicle for a throttle pedal stuck fault, belonging to the field of vehicle fault detection, the method comprising: when the throttle depth of the throttle pedal is greater than a preset depth value, calculating the change amplitude of the throttle depth according to a preset unit time length; when the calculated change amplitude within any of the unit time lengths is less than a preset change amplitude threshold, determining whether the throttle pedal has a stuck fault according to the change of the braking depth of the brake pedal within a first preset time length and / or the change of the braking depth of the brake pedal followed by the vehicle speed within a second preset time length. It is possible to accurately determine whether the throttle pedal has a stuck fault when the throttle pedal voltage signal is normal, thereby avoiding safety issues caused by the throttle pedal stuck fault.

Description

Technical Field

[0001] The present disclosure relates to the field of vehicle fault detection, and in particular, to a method, device, electronic device, storage medium and vehicle for detecting a throttle pedal stuck fault. Background Art

[0002] Due to mechanical reasons, the accelerator pedal may not be able to automatically return to zero position, causing the accelerator opening to be stuck in a fixed position. When the driver does not step on the accelerator pedal, the vehicle will accelerate with the driver's required torque calculated by the accelerator opening. However, in related technologies, fault detection for the accelerator pedal is often determined by detecting whether the electrical signal of the accelerator pedal is abnormal. When the accelerator pedal is stuck due to mechanical failure, the voltage value of the accelerator pedal is within a reasonable range. The fault will not be reported by relying solely on the judgment of the voltage signal, and thus it is impossible to handle such a fault, which will cause the driver to panic and cause an accident. Summary of the invention

[0003] In order to be able to promptly determine whether a vehicle's accelerator pedal has a stuck fault when a voltage signal is normal, the present disclosure provides a method, device, electronic device, storage medium and vehicle for detecting an accelerator pedal stuck fault.

[0004] In order to achieve the above-mentioned object, the present disclosure provides, in a first aspect, a method for detecting an accelerator pedal stuck fault, the method comprising:

[0005] When the throttle depth of the throttle pedal is greater than a preset depth value, calculating the variation amplitude of the throttle depth according to a preset unit time length;

[0006] When the calculated change amplitude within any of the unit time lengths is less than the preset change amplitude threshold, determine whether the accelerator pedal has a sticking fault based on the change of the braking depth of the brake pedal within a first preset time length and / or the change of the braking depth of the brake pedal followed by the vehicle speed within a second preset time length.

[0007] Optionally, determining whether the accelerator pedal has a stuck fault according to a change in the braking depth of the brake pedal within a first preset time period includes:

[0008] If the braking depth changes from greater than the first depth threshold to less than the second depth threshold and then changes to greater than the first depth threshold within the first preset time period, it is determined that the accelerator pedal has a stuck fault;

[0009] The first depth threshold is greater than the second depth threshold.

[0010] Optionally, determining whether the accelerator pedal has a stuck fault according to the change of the vehicle speed following the braking depth of the brake pedal within a second preset time period includes:

[0011] After the duration that the braking depth is greater than the third depth threshold exceeds a second preset duration, if the vehicle speed is greater than a first vehicle speed threshold, it is determined that the accelerator pedal has a stuck fault, and the second preset duration is less than or equal to the first preset duration, and the second preset duration is a pre-calibrated duration required to brake the vehicle to a stop for a vehicle with no accelerator pedal stuck fault.

[0012] Optionally, the change amplitude threshold is determined based on a minimum change amplitude value of the throttle depth of the accelerator pedal when the driver steps on the accelerator pedal steadily.

[0013] Optionally, the unit duration is determined in the following manner:

[0014] Count the time intervals during which the driver steps on the accelerator pedal without a sticking fault during driving;

[0015] The unit duration is set according to the time interval.

[0016] Optionally, calculating the variation of the throttle depth according to a preset unit time includes:

[0017] Acquiring a voltage signal detected by a position sensor of the accelerator pedal at a preset frequency within the unit time, wherein the magnitude of the voltage signal represents the magnitude of the throttle depth of the accelerator pedal;

[0018] The variation range of the throttle depth is determined according to the maximum voltage signal and the minimum voltage signal acquired within the unit time.

[0019] A second aspect of the present disclosure provides a device for detecting a throttle pedal stuck fault, the device comprising:

[0020] a calculation module, configured to calculate the variation range of the throttle depth according to a preset unit time length when the throttle depth of the throttle pedal is greater than a preset depth value;

[0021] A determination module is used to determine whether the accelerator pedal has a stuck fault based on changes in the braking depth of the brake pedal within a first preset time period and / or changes in the braking depth of the brake pedal followed by the vehicle speed within a second preset time period when the calculated change amplitude within any of the unit time periods is less than a preset change amplitude threshold.

[0022] A third aspect of the present disclosure is a non-temporary computer-readable storage medium having a computer program stored thereon, wherein the program, when executed by a processor, implements the steps of any one of the methods described in the first aspect of the present disclosure.

[0023] A fourth aspect of the present disclosure provides an electronic device, including:

[0024] a memory having a computer program stored thereon;

[0025] A processor is used to execute the computer program in the memory to implement the steps of any method described in the first aspect of the present disclosure.

[0026] A fifth aspect of the present disclosure provides a vehicle, comprising the electronic device as described in the fourth aspect of the present disclosure.

[0027] The above technical scheme, by detecting the variation of the throttle depth of the accelerator pedal within a unit time length, can indicate that the accelerator pedal may have a stuck fault when the variation is less than a preset variation threshold. Furthermore, by detecting the variation of the braking depth of the brake pedal within a first preset time length and / or the vehicle speed following the variation of the braking depth of the brake pedal within a second preset time length, it can be determined whether the driver has taken actions to deal with the accelerator pedal stuck fault or whether the vehicle has a braking abnormality caused by the accelerator pedal stuck, thereby achieving the effect of accurately determining whether the accelerator pedal has a stuck fault in combination with the accelerator pedal and the brake pedal.

[0028] Other features and advantages of the present disclosure will be described in detail in the following detailed description. BRIEF DESCRIPTION OF THE DRAWINGS

[0029] The accompanying drawings are used to provide a further understanding of the present disclosure and constitute a part of the specification. Together with the following specific embodiments, they are used to explain the present disclosure but do not constitute a limitation of the present disclosure. In the accompanying drawings:

[0030] Figure 1 is a flow chart showing a method for detecting an accelerator pedal stuck fault according to an exemplary embodiment;

[0031] Figure 2 is another flow chart of a method for detecting an accelerator pedal stuck fault according to an exemplary embodiment;

[0032] Figure 3 is a block diagram of a device for detecting an accelerator pedal stuck fault according to an exemplary embodiment;

[0033] Figure 4 is a block diagram of an electronic device according to an exemplary embodiment;

[0034] Figure 5 is a block diagram of a vehicle according to an exemplary embodiment. DETAILED DESCRIPTION

[0035] The specific implementation of the present disclosure is described in detail below in conjunction with the accompanying drawings. It should be understood that the specific implementation described herein is only used to illustrate and explain the present disclosure, and is not used to limit the present disclosure.

[0036] Figure 1 is a flow chart of a method for detecting a throttle pedal stuck fault according to an exemplary embodiment. The execution subject of the method may be an electronic device with information processing capability provided on the vehicle, such as a vehicle controller, an electronic control unit, etc. Figure 1 As shown, the method includes:

[0037] S101. When the throttle depth of the throttle pedal is greater than a preset depth value, calculating a variation range of the throttle depth according to a preset unit time length.

[0038] S102. When the calculated change amplitude within any of the unit time lengths is less than a preset change amplitude threshold, determine whether the accelerator pedal has a stuck fault based on changes in the braking depth of the brake pedal within a first preset time length and / or changes in the braking depth of the brake pedal following the vehicle speed within a second preset time length.

[0039] Among them, steps S101 and S102 can be executed only when the vehicle is in motion and in the forward gear. For example, steps S101 and S102 can be executed when the vehicle is in the D gear and is not idling, and the vehicle speed is greater than 3 km / s.

[0040] Since the method of the embodiment of the present disclosure is used to detect the throttle pedal stuck fault, it must be performed when the throttle pedal has a certain depth. The preset depth value is greater than 0%, for example, it can be any value between 0% and 10%. It should be understood that even if the throttle pedal is stuck at a depth less than 10%, it will not cause serious impact on vehicle control. It should be understood by those skilled in the art that the throttle depth and the brake depth can be determined based on the voltage signal detected by the position sensor of the throttle pedal and the voltage signal detected by the position sensor of the brake pedal. For example, the detection of the change amplitude of the throttle depth of the throttle pedal can be: the voltage signal detected by the position sensor of the throttle pedal is obtained at a preset frequency within the unit time length, the magnitude of the voltage signal represents the magnitude of the throttle depth of the throttle pedal, and the change amplitude of the throttle depth is determined according to the maximum voltage signal and the minimum voltage signal obtained within the unit time length. The change amplitude can be, for example, the difference between the maximum voltage signal and the minimum voltage signal, or the ratio of the difference between the maximum voltage signal and the minimum voltage signal and the unit time length, and the present disclosure does not limit this.

[0041] By adopting the above technical scheme, by detecting the variation range of the throttle depth of the accelerator pedal within a unit time length, it can be indicated that the accelerator pedal may have a stuck fault when the variation range is less than a preset variation range threshold. Furthermore, by detecting the variation of the braking depth of the brake pedal within a first preset time length and / or the vehicle speed following the variation of the braking depth of the brake pedal within a second preset time length, it can be determined whether the driver has taken actions to deal with the stuck accelerator pedal fault with respect to the brake pedal or whether the vehicle has a braking abnormality caused by the stuck accelerator pedal, thereby achieving the effect of accurately determining whether the accelerator pedal has a stuck fault in combination with the accelerator pedal and the brake pedal.

[0042] Specifically, the above-mentioned unit time length can be pre-set, for example, 0.1 second or 0.3 second, and the change amplitude threshold can be, for example, 0.5%. The change amplitude within the unit time length is less than the preset change amplitude threshold, that is, the change amplitude of the accelerator pedal depth within 0.3 seconds is less than 0.5%.

[0043] Considering that when the driver steps on the accelerator pedal without stuck, the change range of the throttle depth within a short time period may also be very small, if the unit time period is set too small, this situation will not be filtered out, which may cause the vehicle to frequently execute step S102 for subsequent accelerator pedal stuck judgment. If the unit time period is set too long, the driver will have a greater probability of stepping on the accelerator pedal in the unit time period, resulting in an increase in the change range of the accelerator depth of the accelerator pedal, which may lead to missed detection of the stuck accelerator pedal. Therefore, in a possible implementation, the unit time period can be determined by the following method: counting the time intervals of the driver stepping on the accelerator pedal without stuck fault during driving; setting the unit time period according to the time interval. For example, in a simulated driving environment, the time intervals of the driver stepping on the accelerator pedal without stuck fault during driving are counted, and one time interval represents the time length between the driver stepping on the accelerator pedal twice before and after, and then based on the collected time intervals, the average time interval, the shortest time interval and other data between the driver stepping on the accelerator pedal twice before and after can be determined. Furthermore, the shortest time interval can be set as the unit time length, or the average time interval can be set as the unit time length, or the median of all collected time intervals can be set as the unit time length. In this way, the rationality of the unit time length can be ensured, and the accuracy of detecting the stuck fault of the accelerator pedal can be improved.

[0044] In addition, in order to avoid misjudgment caused by setting the change amplitude threshold too high, in some optional implementations, the change amplitude threshold can be determined based on the minimum change amplitude value of the throttle depth of the accelerator pedal when the driver steadily steps on the accelerator pedal.

[0045] Among them, when the driver steps on the accelerator pedal steadily, the minimum change amplitude value of the braking depth of the accelerator pedal can be determined based on a large amount of data collected by the vehicle. It should be understood that when the accelerator pedal is stepped on steadily by humans, the depth of the accelerator pedal may change by a certain amplitude due to vehicle bumps and other reasons (the change amplitude value at this time is greater than or equal to the minimum change amplitude value), and when the accelerator pedal has a stuck fault, the depth change amplitude of the accelerator pedal will obviously be smaller than the amplitude when it is stepped on manually (the change amplitude value at this time is smaller than the minimum change amplitude value).

[0046] Therefore, by adopting this solution, it is possible to more accurately distinguish whether the accelerator pedal is stabilized artificially or the throttle depth change amplitude is less than the change amplitude threshold due to the accelerator pedal stuck fault, thereby effectively avoiding misjudgment.

[0047] Furthermore, in order to avoid the change amplitude threshold being set too low so as to make it difficult to trigger the execution of the method, the change amplitude threshold may be slightly smaller than the minimum change amplitude value of the throttle depth when the driver steadily steps on the accelerator pedal, for example, it may be 90% of the minimum change amplitude value.

[0048] It is worth mentioning that through big data research on drivers' driving behavior, it was found that if the accelerator pedal is stuck in a certain position, the driver will recognize the abnormality that the vehicle does not decelerate but accelerates when he releases the throttle (i.e. releases the accelerator pedal). The driver will step on the brake pedal to brake. When the speed drops, the driver will try to release the accelerator pedal to observe whether the vehicle will continue to accelerate. If the vehicle is still accelerating, the driver will step on the brake pedal again to stop the vehicle.

[0049] Based on the above research findings, in some optional embodiments, determining whether the accelerator pedal has a stuck fault according to the change of the braking depth of the brake pedal within a first preset time period includes:

[0050] If the braking depth changes from greater than the first depth threshold to less than the second depth threshold and then changes to greater than the first depth threshold within the first preset time period, it is determined that the accelerator pedal has a stuck fault;

[0051] Wherein, the first depth threshold is greater than the second depth threshold, and when the braking depth is equal to the second depth threshold, the braking force provided by the braking mechanism may be equal to the driving force provided by the driving mechanism when the accelerator depth is zero. For example, the first depth threshold may be 15%, and the second depth threshold may be 10%. At this time, the vehicle driver first steps on the brake pedal to a depth higher than 15%, and then releases the brake pedal to reduce the pedal depth to less than 10% after the vehicle slows down. The driver finds that when the brake pedal depth is less than 10%, the vehicle still has a high driving force, and the accelerator pedal may have a stuck fault, so the driver steps on the brake pedal again to a depth higher than 15% to further reduce the vehicle speed.

[0052] By adopting this solution, when the depth variation of the accelerator pedal is very small, it is possible to timely determine whether the vehicle's accelerator pedal has a stuck fault based on the change in the brake pedal depth, and accurately determine whether the accelerator pedal has a fault based on the driver's behavior.

[0053] In some other optional embodiments, determining whether the accelerator pedal has a stuck fault according to the change of the vehicle speed following the braking depth of the brake pedal within a second preset time period includes:

[0054] After the duration that the braking depth is greater than the third depth threshold exceeds a second preset duration, if the vehicle speed is greater than a first vehicle speed threshold, it is determined that the accelerator pedal has a stuck fault, and the second preset duration is less than or equal to the first preset duration, and the second preset duration is a pre-calibrated duration required to brake the vehicle to a stop for a vehicle with no accelerator pedal stuck fault.

[0055] Among them, the third depth threshold can be greater than the second depth threshold, for example, it can be 16% or 20%, as long as the braking force provided by the braking mechanism is greater than the driving force provided by the engine when the accelerator pedal depth is zero when the brake pedal is at the braking depth. Specifically, the second preset time length can be calibrated according to the vehicle speed when the braking depth of the vehicle without a stuck fault is equal to the third depth threshold. For example, when the vehicle is tested at the factory, it is found that when the vehicle speed is 80km / s and the accelerator depth is zero, if the braking depth is equal to the third depth threshold, it takes 60 seconds to stop the vehicle, then the second preset time length can be calibrated to 60 seconds. Or, regardless of the vehicle speed, the test finds that when the braking depth is equal to the third depth threshold and the accelerator depth is zero, the vehicle can be stopped after 120 seconds of braking, then the second preset time length can be calibrated to 120 seconds.

[0056] By adopting this solution, by detecting the change of the braking depth of the brake pedal following the vehicle speed, when the braking depth exceeds the preset threshold and the braking duration exceeds the preset threshold, but the change of the vehicle speed does not meet the expectation, it is determined that the driving force of the vehicle is greater than the driving force under normal circumstances, and then it is accurately determined that the vehicle has a throttle sticking fault, thereby avoiding the safety problems caused by the throttle sticking fault.

[0057] In some optional embodiments, the method further comprises:

[0058] When it is determined that the accelerator pedal has a stuck fault, the output torque is limited to control the vehicle to enter a limp home mode.

[0059] Furthermore, a fault light corresponding to the accelerator pedal fault may be displayed on the instrument panel, or a voice prompting device may be used to play a voice prompting the user that the vehicle has an accelerator pedal stuck fault to prompt the driver.

[0060] By adopting this solution, when it is determined that the vehicle has a throttle pedal stuck fault, the output torque of the vehicle is limited, thereby avoiding accidents caused by uncontrollable vehicle speed due to throttle pedal sticking, and improving the safety performance of the entire vehicle.

[0061] Based on the same inventive concept, Figure 2is another flow chart of a method for detecting a stuck accelerator pedal fault according to an exemplary embodiment, which can determine whether the accelerator pedal has a stuck fault by combining the change of the braking depth of the brake pedal within a first preset time period and the change of the vehicle speed following the braking depth of the brake pedal within a second preset time period, thereby further improving the accuracy of the stuck fault detection, such as Figure 2 As shown, the method comprises the steps of:

[0062] S201. Determine whether the vehicle is in a driving gear and the vehicle speed is greater than 3 km / s.

[0063] When it is determined that the vehicle is in the driving gear and the vehicle speed is greater than 3 km / s, step S202 is executed.

[0064] S202: Determine whether the throttle depth of the throttle pedal is greater than 10%, and whether the throttle depth variation within a unit time is less than 0.5%.

[0065] When it is determined that the throttle depth is greater than 10%, and the throttle depth variation within the gear duration is less than 0.5%, step S203 and step S204 are executed.

[0066] S203: Determine whether the braking depth of the brake pedal changes from greater than 15% to less than 10% within 120 seconds, and then changes to greater than 15% after being less than 10%.

[0067] When it is determined that the braking depth of the brake pedal changes from greater than 15% to less than 10% within 120 seconds, and then changes to greater than 15% after being less than 10%, step S205 and step S207 are executed; otherwise, step S206 is executed.

[0068] S204: Determine whether the vehicle speed is reduced to zero if the braking depth of the brake pedal remains greater than 15% within 120 seconds.

[0069] When it is determined that the braking depth of the brake pedal remains greater than 15% within 120 seconds and the vehicle speed has not dropped to zero, step S205 and step S207 are executed; otherwise, step S206 is executed.

[0070] S205: The vehicle's accelerator pedal is stuck.

[0071] S206: There is no stuck fault in the accelerator pedal of the vehicle.

[0072] S207: Limit output torque to control the vehicle to enter a limp home mode.

[0073] By adopting the above-mentioned method steps, by detecting the variation range of the throttle depth of the accelerator pedal within a unit time length, it can be indicated that the accelerator pedal may have a stuck fault when the variation range is less than a preset variation range threshold. Furthermore, by detecting the variation of the braking depth of the brake pedal within a first preset time length and the vehicle speed following the variation of the braking depth of the brake pedal within a second preset time length, it can be determined whether the driver has taken actions to deal with the accelerator pedal stuck fault and whether the vehicle has a braking abnormality caused by the accelerator pedal stuck, thereby achieving the effect of accurately determining whether the accelerator pedal has a stuck fault in combination with the accelerator pedal and the brake pedal.

[0074] Figure 3 is a block diagram of a detection device 30 for accelerator pedal stuck fault according to an exemplary embodiment. The device can be arranged on a measuring device as a vehicle controller or a part of a vehicle controller, such as Figure 3 As shown, the device 30 comprises:

[0075] A calculation module 31, configured to calculate a variation range of the throttle depth according to a preset unit time length when the throttle depth of the throttle pedal is greater than a preset depth value;

[0076] The determination module 32 is used to determine whether the accelerator pedal has a stuck fault according to the change of the braking depth of the brake pedal within a first preset time length and / or the change of the braking depth of the brake pedal following the vehicle speed within a second preset time length when the calculated change amplitude within any of the unit time lengths is less than a preset change amplitude threshold.

[0077] Optionally, the determination module 32 includes:

[0078] A first determination submodule is configured to determine that the accelerator pedal has a stuck fault if the braking depth changes from greater than a first depth threshold to less than a second depth threshold and then changes to greater than the first depth threshold within the first preset time period;

[0079] The first depth threshold is greater than the second depth threshold.

[0080] Optionally, the determination module 32 further includes:

[0081] The second determination submodule is used to determine that the accelerator pedal has a stuck fault if the vehicle speed is greater than a first vehicle speed threshold after the duration during which the braking depth is greater than a third depth threshold exceeds a second preset duration, and the second preset duration is less than or equal to the first preset duration, and the second preset duration is a pre-calibrated duration required to brake and stop the vehicle for a vehicle without a stuck accelerator pedal.

[0082] Optionally, the change amplitude threshold is determined based on a minimum change amplitude value of the throttle depth of the accelerator pedal when the driver steps on the accelerator pedal steadily.

[0083] Optionally, the device 30 further includes:

[0084] The limiting module is used for limiting the output torque to control the vehicle to enter a limp home mode when it is determined that the accelerator pedal has a stuck fault.

[0085] Regarding the device in the above embodiment, the specific manner in which each module performs operations has been described in detail in the embodiment of the method, and will not be elaborated here.

[0086] Figure 4 FIG. 4 is a block diagram of an electronic device 400 according to an exemplary embodiment. Figure 4 As shown, the electronic device 400 may include: a processor 401 and a memory 402. The electronic device 400 may also include one or more of a multimedia component 403, an input / output (I / O) interface 404, and a communication component 405.

[0087] The processor 401 is used to control the overall operation of the electronic device 400 to complete all or part of the steps in the above-mentioned method for detecting the accelerator pedal stuck fault. The memory 402 is used to store various types of data to support the operation of the electronic device 400, and these data may include, for example, instructions for any application or method used to operate on the electronic device 400, and application-related data, such as contact data, sent and received messages, pictures, audio, video, etc. The memory 402 can be implemented by any type of volatile or non-volatile storage device or a combination thereof, such as static random access memory (Static Random Access Memory, referred to as SRAM), electrically erasable programmable read-only memory (Electrically Erasable Programmable Read-Only Memory, referred to as EEPROM), erasable programmable read-only memory (Erasable Programmable Read-Only Memory, referred to as EPROM), programmable read-only memory (Programmable Read-Only Memory, referred to as PROM), read-only memory (Read-Only Memory, referred to as ROM), magnetic memory, flash memory, disk or optical disk. The multimedia component 403 may include a screen and an audio component. The screen may be, for example, a touch screen, and the audio component is used to output and / or input audio signals. For example, the audio component may include a microphone for receiving external audio signals. The received audio signal may be further stored in the memory 402 or sent through the communication component 405. The audio component also includes at least one speaker for outputting audio signals. The I / O interface 404 provides an interface between the processor 401 and other interface modules, and the other interface modules may be keyboards, mice, buttons, etc. These buttons may be virtual buttons or physical buttons. The communication component 405 is used for wired or wireless communication between the electronic device 400 and other devices. Wireless communication, such as Wi-Fi, Bluetooth, Near Field Communication (NFC), 2G, 3G, 4G, NB-IOT, eMTC, or other 5G, etc., or a combination of one or more of them, is not limited here. Therefore, the corresponding communication component 405 may include: Wi-Fi module, Bluetooth module, NFC module, etc.

[0088] In an exemplary embodiment, the electronic device 400 can be implemented by one or more application specific integrated circuits (ASIC), digital signal processors (DSP), digital signal processing devices (DSPD), programmable logic devices (PLD), field programmable gate arrays (FPGA), controllers, microcontrollers, microprocessors or other electronic components to execute the above-mentioned accelerator pedal stuck fault detection method.

[0089] In another exemplary embodiment, a computer-readable storage medium including program instructions is also provided, and when the program instructions are executed by a processor, the steps of the above-mentioned method for detecting a stuck accelerator pedal fault are implemented. For example, the computer-readable storage medium may be the above-mentioned memory 402 including program instructions, and the above-mentioned program instructions may be executed by the processor 401 of the electronic device 400 to complete the above-mentioned method for detecting a stuck accelerator pedal fault.

[0090] In another exemplary embodiment, a computer program product is also provided. The computer program product includes a computer program executable by a programmable device, and the computer program has a code portion for executing the above-mentioned accelerator pedal sticking fault detection method when executed by the programmable device.

[0091] Figure 5 is a block diagram of a vehicle 50 according to an exemplary embodiment. Figure 5 As shown, the vehicle includes Figure 4 The electronic device 400 shown is used to execute the above-mentioned accelerator pedal stuck fault detection method. Those skilled in the art should know that in the specific implementation, the vehicle 50 also includes other components, Figure 5 Only parts related to the embodiments of the present disclosure are shown, and other necessary vehicle components are not shown one by one.

[0092] The preferred embodiments of the present disclosure are described in detail above in conjunction with the accompanying drawings; however, the present disclosure is not limited to the specific details in the above embodiments. Within the technical concept of the present disclosure, a variety of simple modifications can be made to the technical solution of the present disclosure, and these simple modifications all fall within the protection scope of the present disclosure.

[0093] It should also be noted that the various specific technical features described in the above specific embodiments can be combined in any suitable manner without contradiction. In order to avoid unnecessary repetition, the present disclosure will not further describe various possible combinations.

[0094] In addition, various embodiments of the present disclosure may be arbitrarily combined, and as long as they do not violate the concept of the present disclosure, they should also be regarded as the contents disclosed by the present disclosure.

Claims

1. A method for detecting a throttle pedal stuck fault, characterized in that: The method comprises: When the throttle depth of the throttle pedal is greater than a preset depth value, calculating the variation amplitude of the throttle depth according to a preset unit time length; In the case where the calculated change amplitude within any of the unit time lengths is less than a preset change amplitude threshold, determining whether the accelerator pedal has a stuck fault according to the change of the braking depth of the brake pedal within a first preset time length and the change of the vehicle speed following the braking depth of the brake pedal within a second preset time length; Determining whether the accelerator pedal has a stuck fault according to a change in the braking depth of the brake pedal within a first preset time period includes: If the braking depth changes from greater than the first depth threshold to less than the second depth threshold and then changes to greater than the first depth threshold within the first preset time period, it is determined that the accelerator pedal has a stuck fault; The first depth threshold is greater than the second depth threshold.

2. The method according to claim 1, characterized in that Determining whether the accelerator pedal has a stuck fault according to a change in the vehicle speed following the braking depth of the brake pedal within a second preset time period includes: After the duration that the braking depth is greater than the third depth threshold exceeds a second preset duration, if the vehicle speed is greater than a first vehicle speed threshold, it is determined that the accelerator pedal has a stuck fault, and the second preset duration is less than or equal to the first preset duration, and the second preset duration is a pre-calibrated duration required to brake the vehicle to a stop for a vehicle with no accelerator pedal stuck fault.

3. The method according to claim 1 or 2, characterized in that: The change amplitude threshold is determined according to a minimum change amplitude value of the throttle depth of the accelerator pedal when the driver steps on the accelerator pedal steadily.

4. The method according to claim 1 or 2, characterized in that: The unit duration is determined as follows: Count the time intervals during which the driver steps on the accelerator pedal without a sticking fault during driving; The unit duration is set according to the time interval.

5. The method according to claim 1 or 2, characterized in that: The step of calculating the variation of the throttle depth according to a preset unit time length includes: Acquiring a voltage signal detected by a position sensor of the accelerator pedal at a preset frequency within the unit time, wherein the magnitude of the voltage signal represents the magnitude of the throttle depth of the accelerator pedal; The variation range of the throttle depth is determined according to the maximum voltage signal and the minimum voltage signal acquired within the unit time.

6. A device for detecting a throttle pedal stuck fault, characterized in that: The device comprises: a calculation module, configured to calculate the variation range of the throttle depth according to a preset unit time length when the throttle depth of the throttle pedal is greater than a preset depth value; a determination module, configured to determine whether the accelerator pedal has a stuck fault according to a change in a braking depth of the brake pedal within a first preset time length and a change in a vehicle speed following the braking depth of the brake pedal within a second preset time length, when the calculated change amplitude within any of the unit time lengths is less than a preset change amplitude threshold; The determining module comprises: A first determination submodule is configured to determine that the accelerator pedal has a stuck fault if the braking depth changes from greater than a first depth threshold to less than a second depth threshold and then changes to greater than the first depth threshold within the first preset time period; The first depth threshold is greater than the second depth threshold.

7. A non-transitory computer-readable storage medium having a computer program stored thereon, characterized in that: When the program is executed by a processor, the steps of the method described in any one of claims 1 to 5 are implemented.

8. An electronic device, characterized in that: include: a memory having a computer program stored thereon; A processor, configured to execute the computer program in the memory to implement the steps of the method according to any one of claims 1 to 5.

9. A vehicle, characterized in that: The vehicle comprises the electronic device as claimed in claim 8.

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