Throttle alarm triggering method and vehicle

Abstract

The invention discloses a triggering method of a throttle valve alarm and a vehicle, and belongs to the technical field of vehicles. According to the technical scheme, under the condition that the throttle valve of the engine is clamped, the clamping stagnation type of the throttle valve is determined, and the air inlet temperature of the engine is obtained. And determining a target time length based on the intake air temperature, wherein the target time length is used for limiting the continuous working time length of a driving motor of the throttle valve when the throttle valve cannot move. Whether the throttle valve alarm is triggered or not is determined based on the target duration, the clamping stagnation type and the accumulated duration that the throttle valve cannot move, the triggering time of the throttle valve alarm is delayed as far as possible, the vehicle power is kept, meanwhile, time is provided for eliminating throttle valve clamping stagnation, and the triggering opportunity of the throttle valve is more reasonable.

Description

Technical Field

[0001] The present application relates to the field of vehicle technology, and more specifically, to a method for triggering a throttle alarm and a vehicle in the field of vehicle technology. Background Art

[0002] The throttle is an important component of the engine. By adjusting the opening of the throttle, the engine's air intake can be controlled. Once the throttle is stuck, the actual throttle opening will not be able to follow the target opening, the air intake cannot be controlled, and the vehicle will experience an unexpected increase or decrease in torque.

[0003] In the related art, once the throttle gets stuck, the throttle alarm is triggered, the throttle drive motor is cut off, and the vehicle loses power and enters a limp state.

[0004] However, directly triggering the throttle alarm does not take into account the impact of ambient temperature on the throttle drive motor, nor does it leave time for the drive motor to eliminate the throttle stuck. Therefore, how to reasonably trigger the throttle alarm is a hot topic of research. Summary of the invention

[0005] The embodiment of the present application provides a method for triggering a throttle alarm and a vehicle, which can trigger the throttle alarm more reasonably. The technical solution is as follows: In one aspect, a method for triggering a throttle alarm is provided, the method comprising: In the case where a throttle of an engine is stuck, determining a sticking type of the throttle and acquiring an intake air temperature of the engine, wherein the sticking type includes continuous sticking and intermittent sticking; Based on the intake air temperature, determining a target duration of the throttle valve, wherein the target duration is negatively correlated with the intake air temperature, and the target duration is the longest continuous working duration of the driving motor of the throttle valve when the throttle valve cannot move; Based on the target duration, the type of the sticking, and the accumulated duration of time during which the throttle valve cannot move, it is determined whether to trigger a throttle alarm, wherein the throttle alarm is used to indicate that the throttle valve is stuck.

[0006] In a possible implementation manner, when a throttle valve of an engine is stuck, determining a sticking type of the throttle valve and acquiring an intake air temperature of the engine includes: In the case where a throttle of the engine is stuck, determining a position change of the throttle; determining a stuck type of the throttle valve based on a position change of the throttle valve; The intake air temperature of the engine is obtained.

[0007] In a possible implementation manner, determining the throttle stuck type based on the throttle position change includes: When the position change of the throttle valve indicates that the throttle valve has not moved, determining that the type of the throttle valve stuck is continuous stuck; When the position change of the throttle valve indicates that the throttle valve moves intermittently, it is determined that the sticking type of the throttle valve is intermittent sticking.

[0008] In a possible implementation manner, determining the target duration of the throttle valve based on the intake air temperature includes: The target duration is obtained by querying a first relationship table using the intake air temperature, wherein the first relationship table stores a plurality of candidate intake air temperatures and candidate durations corresponding to the respective candidate intake air temperatures; Alternatively, the intake air temperature is substituted into first relationship data to obtain the target duration, wherein the first relationship data is used to represent the corresponding relationship between the intake air temperature and the duration; Alternatively, the target duration is determined based on the intake air temperature and the jam type.

[0009] In a possible implementation manner, determining the target duration based on the intake air temperature and the jam type includes: When the jam type is continuous jam, the intake air temperature is substituted into the second relationship data corresponding to the continuous jam to obtain the target duration, and the second relationship data is obtained by fitting when the throttle valve is continuously jammed; when the jam type is intermittent jam, the intake air temperature is substituted into the third relationship data corresponding to the intermittent jam to obtain the target duration, and the second relationship data and the third relationship data are both used to represent the corresponding relationship between the intake air temperature and the duration, and the third relationship data is obtained by fitting when the throttle valve is intermittently jammed; Alternatively, the intake temperature and the jam type are input into a duration determination model, and features of the intake temperature and the jam type are extracted through the duration determination model to obtain duration prediction features; and the duration prediction features are mapped through the duration determination model to obtain the target duration.

[0010] In a possible implementation manner, determining whether to trigger a throttle alarm based on the target duration, the jam type, and the accumulated duration of the throttle being unable to move includes: When the jam type is continuous jam, comparing the accumulated duration with the target duration; when the accumulated duration is greater than or equal to the target duration, determining to trigger the throttle alarm; when the accumulated duration is less than the target duration, determining not to trigger the throttle alarm; When the jam type is intermittent jamming, the accumulated duration is compared with the target duration; when the accumulated duration is greater than or equal to the target duration, the count value of the target counter is increased by one and the accumulated duration during which the throttle cannot move is reset; when the count value of the target counter is greater than or equal to a count value threshold, it is determined that the throttle alarm is triggered; when the count value of the target counter is less than the count value threshold, it is determined that the throttle alarm is not triggered.

[0011] In a possible implementation, the method for determining the count value threshold includes: The intake air temperature is used to query in a second relationship table to obtain the count value threshold, wherein the second relationship table stores a plurality of candidate intake air temperatures and the count value threshold corresponding to each candidate intake air temperature; Alternatively, the intake air temperature is substituted into fourth relationship data to obtain the count value threshold, wherein the fourth relationship data is used to represent the corresponding relationship between the intake air temperature and the count value threshold; Alternatively, the count value threshold is determined based on the intake air temperature and the sticking type.

[0012] In a possible implementation, the method further includes: When the accumulated time duration during which the throttle valve cannot move is less than the target time duration and the throttle valve sticking is eliminated, the accumulated time duration during which the throttle valve cannot move is reduced according to a preset gradient, where the preset gradient is associated with the intake air temperature.

[0013] In a possible implementation, the method further includes: Obtaining a duty cycle of the throttle; determining that the throttle is stuck when the duty cycle is greater than or equal to a duty cycle threshold; and determining that the throttle is not stuck when the duty cycle is less than the duty cycle threshold; Alternatively, throttle parameters of the throttle and driving parameters of the vehicle are obtained, wherein the throttle parameters are used to indicate the driving state and position validity of the throttle, and the driving parameters are used to indicate the driving state of the vehicle; when the throttle parameters and the driving parameters meet preset enabling conditions, the steps of determining the sticking type of the throttle and obtaining the intake temperature of the engine are performed when the throttle of the engine is stuck.

[0014] In one aspect, a throttle alarm triggering device is provided, the device comprising: A type temperature determination module, used for determining the type of throttle stuck and obtaining the intake temperature of the engine when the throttle of the engine is stuck, wherein the type of throttle stuck includes continuous sticking and intermittent sticking; a target duration determination module, configured to determine a target duration of the throttle valve based on the intake air temperature, wherein the target duration is negatively correlated with the intake air temperature, and the target duration is the longest continuous working duration of the driving motor of the throttle valve when the throttle valve cannot move; The alarm triggering determination module is used to determine whether to trigger a throttle alarm based on the target duration, the jam type, and the accumulated duration that the throttle cannot move, wherein the throttle alarm is used to indicate that the throttle is jammed.

[0015] In a possible implementation, the type temperature determination module is used to determine the position change of the throttle when the throttle of the engine is stuck; determine the type of throttle sticking based on the throttle position change; and obtain the intake temperature of the engine.

[0016] In a possible implementation, the type temperature determination module is used to determine that the throttle stuck type is continuous when the throttle position change indicates that the throttle has not moved; and to determine that the throttle stuck type is intermittent when the throttle position change indicates that the throttle has moved intermittently.

[0017] In a possible implementation, the target duration determination module is used to use the intake temperature to query in a first relationship table to obtain the target duration, wherein the first relationship table stores multiple candidate intake temperatures and candidate durations corresponding to each candidate intake temperature; or, substitute the intake temperature into first relationship data to obtain the target duration, wherein the first relationship data is used to represent the correspondence between the intake temperature and the duration; or, determine the target duration based on the intake temperature and the jam type.

[0018] In a possible implementation manner, the target duration determination module is used to substitute the intake temperature into second relationship data corresponding to the continuous sticking to obtain the target duration when the sticking type is continuous sticking, and the second relationship data is obtained by fitting when the throttle is continuously stuck; when the sticking type is intermittent sticking, substitute the intake temperature into third relationship data corresponding to the intermittent sticking to obtain the target duration, and both the second relationship data and the third relationship data are used to represent the corresponding relationship between the intake temperature and the duration, and the third relationship data is obtained by fitting when the throttle is intermittently stuck; or, input the intake temperature and the sticking type into a duration determination model, extract features of the intake temperature and the sticking type through the duration determination model, and obtain duration prediction features; and map the duration prediction features through the duration determination model to obtain the target duration.

[0019] In one possible implementation, the alarm trigger determination module is used to compare the cumulative duration with the target duration when the jam type is continuous jam; determine that the throttle alarm is triggered when the cumulative duration is greater than or equal to the target duration; determine that the throttle alarm is not triggered when the cumulative duration is less than the target duration; compare the cumulative duration with the target duration when the jam type is intermittent jam; add one to the count value of the target counter and reset the cumulative time that the throttle cannot move when the cumulative time is greater than or equal to the target time; determine that the throttle alarm is triggered when the count value of the target counter is greater than or equal to a count value threshold; and determine that the throttle alarm is not triggered when the count value of the target counter is less than the count value threshold.

[0020] In a possible implementation, the device further includes: A threshold determination module is used to use the intake air temperature to query in a second relationship table to obtain the count value threshold, wherein the second relationship table stores multiple candidate intake air temperatures and the count value thresholds corresponding to each candidate intake air temperature; or, substitute the intake air temperature into fourth relationship data to obtain the count value threshold, wherein the fourth relationship data is used to represent the corresponding relationship between the intake air temperature and the count value threshold; or, determine the count value threshold based on the intake air temperature and the jam type.

[0021] In a possible implementation, the device further includes: The cumulative duration updating module is used to reduce the cumulative duration of the throttle being unable to move according to a preset gradient when the cumulative duration of the throttle being unable to move is less than the target duration and the throttle sticking is eliminated, wherein the preset gradient is associated with the intake air temperature.

[0022] In a possible implementation, the device further includes: a stuck judgment module, used for obtaining the duty cycle of the throttle valve; determining that the throttle valve is stuck when the duty cycle is greater than or equal to a duty cycle threshold; and determining that the throttle valve is not stuck when the duty cycle is less than the duty cycle threshold; Alternatively, it also includes an enabling condition judgment module, which is used to obtain throttle parameters of the throttle and driving parameters of the vehicle, wherein the throttle parameters are used to indicate the driving state and position validity of the throttle, and the driving parameters are used to indicate the driving state of the vehicle; when the throttle parameters and the driving parameters meet the preset enabling conditions, the step of determining the sticking type of the throttle and obtaining the intake temperature of the engine is executed when the throttle of the engine is stuck.

[0023] On the one hand, a vehicle is provided, comprising one or more processors and one or more memories, wherein at least one program code is stored in the one or more memories, and the program code is loaded and executed by the one or more processors to implement the operations performed by the triggering method of the throttle alarm.

[0024] On the one hand, a computer-readable storage medium is provided, wherein at least one program code is stored in the computer-readable storage medium, and the program code is loaded and executed by a processor to implement the operations performed by the throttle alarm triggering method.

[0025] Through the technical solution provided by the embodiment of the present application, when the throttle of the engine is stuck, the type of throttle sticking is determined and the intake temperature of the engine is obtained. The target duration is determined based on the intake temperature, and the target duration is used to limit the continuous working time of the throttle drive motor when the throttle cannot move. Whether to trigger the throttle alarm is determined based on the target duration, the type of sticking, and the cumulative duration of the throttle being unable to move, and the triggering time of the throttle alarm is delayed as much as possible, while maintaining the power of the vehicle and leaving time to eliminate the throttle sticking, so that the triggering timing of the throttle is more reasonable. BRIEF DESCRIPTION OF THE DRAWINGS

[0026] Figure 1 It is a schematic diagram of an implementation environment of a throttle alarm triggering method provided in an embodiment of the present application; Figure 2is a flow chart of a method for triggering a throttle alarm provided in an embodiment of the present application; Figure 3 is a flow chart of another method for triggering a throttle alarm provided in an embodiment of the present application; Figure 4 is a flow chart of another method for triggering a throttle alarm provided in an embodiment of the present application; Figure 5 It is a structural schematic diagram of a triggering device for a throttle alarm provided in an embodiment of the present application; Figure 6 It is a structural schematic diagram of a vehicle provided in an embodiment of the present application. DETAILED DESCRIPTION

[0027] The technical solution in the present application will be described clearly and in detail below in conjunction with the accompanying drawings. In the description of the embodiments of the present application, unless otherwise specified, " / " means or, for example, A / B can mean A or B: "and / or" in the text is only 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 the description of the embodiments of the present application, "multiple" means two or more than two.

[0028] In the following, the terms "first" and "second" are used for descriptive purposes only and are not to be understood as suggesting or implying relative importance or implicitly indicating the number of technical features reflected. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of the features.

[0029] In order to illustrate the technical solution provided by the embodiments of the present application, some terms involved in the embodiments of the present application are first introduced.

[0030] Throttle: The throttle is located between the air filter and the engine block. It controls the amount of air entering the engine by adjusting the opening. When the driver steps on the accelerator pedal, the throttle opening increases, the air flow increases, the engine intake increases, the oil and gas burn more completely, and the power is stronger; conversely, the throttle opening decreases, the air flow decreases, and the engine intake also decreases.

[0031] Throttle drive motor: The main function of the throttle drive motor is to control the opening of the throttle, thereby adjusting the engine's intake volume, achieving precise control of the engine, and enabling the engine to achieve optimized performance under different operating conditions.

[0032] Throttle stuck: The throttle opening cannot be adjusted or adjusts slowly.

[0033] Limp state: When a vehicle is in limp state, it is usually an emergency operation mode adopted by the vehicle's electronic control system to avoid more serious damage or to ensure basic driving functions after detecting certain faults. For example, if some engine sensors fail, such as the air flow sensor, the engine control unit may make the engine work with a simplified and limited operating parameters according to the preset program. At this time, the vehicle may experience reduced power, limited speed, and unsmooth gear shifting.

[0034] The implementation environment of the embodiment of the present application is introduced below. Figure 1 The implementation environment of the throttle alarm triggering method provided in the embodiment of the present application includes an engine control unit 101, a throttle position sensor 102 and a throttle drive motor 103.

[0035] The engine control unit (ECU) 101 is used to control the engine of the vehicle. The throttle is an important component of the engine, and the control here also includes controlling the opening of the throttle. The throttle position sensor 102 can be used to determine the position of the throttle, that is, to determine the opening of the throttle. The drive motor 103 is used to adjust the opening of the throttle. The engine control unit 101 is connected to the throttle position sensor 102 and the drive motor 103. The engine control unit 101 can obtain the position of the throttle from the throttle position sensor 102, and can also send control instructions to the drive motor 103 to control the drive motor 103.

[0036] After introducing the implementation environment of the embodiment of the present application, the application scenario of the technical solution provided by the embodiment of the present application is introduced below. The technical solution provided by the embodiment of the present application can be applied to various vehicles with engines. After adopting the technical solution provided by the embodiment of the present application, when the throttle is stuck, it can be combined with the type of sticking and the intake temperature to determine whether to trigger the throttle alarm, thereby improving the rationality of the throttle alarm triggering.

[0037] After introducing the implementation environment and application scenarios of the embodiments of the present application, the technical solutions provided by the embodiments of the present application are introduced below. Figure 2 Taking the execution subject as an engine control unit as an example, the method includes the following steps.

[0038] 201. When a throttle valve of an engine is stuck, an engine control unit determines a sticking type of the throttle valve and obtains an intake air temperature of the engine. The sticking type includes continuous sticking and intermittent sticking.

[0039] Among them, the engine's intake temperature is the temperature of the air entering the engine, which is usually measured by a temperature sensor at the engine's intake manifold. The intake temperature can be used to represent the ambient temperature of the external environment. Continuous sticking means that the throttle cannot move at all, that is, the throttle opening always remains at a fixed value; intermittent sticking means that the throttle can move indirectly, that is, the throttle opening can change intermittently, but the change cannot keep up with the target opening that needs to be achieved. In the case of throttle sticking, the subsequent steps can be regarded as the process of diagnosing the throttle fault.

[0040] 202. The engine control unit determines a target duration of the throttle based on the intake air temperature. The target duration is negatively correlated with the intake air temperature. The target duration is the longest continuous working duration of the drive motor of the throttle when the throttle cannot move.

[0041] Among them, the target duration is negatively correlated with the intake temperature, which means that the higher the intake temperature, the shorter the target duration; the lower the intake temperature, the longer the target duration. This is because when the throttle is stuck, the throttle drive motor will continue to work to try to adjust the throttle opening to the target opening, but the throttle stuck causes the drive motor to only convert electrical energy into thermal energy, so the temperature of the drive motor will continue to rise. At the same time, the ambient temperature will also affect the temperature of the drive motor. The lower the ambient temperature, the slower the temperature rise of the drive motor; the higher the ambient temperature, the faster the temperature rise of the drive motor. Therefore, under the premise of ensuring the safety of the drive motor (no ablation), the lower the intake temperature, the longer the drive motor can drive the stuck throttle, so the corresponding target duration is longer. Correspondingly, the higher the intake temperature, the shorter the drive motor can only drive the stuck throttle in a shorter time, so the corresponding target duration is shorter. In addition, when the throttle valve is stuck, the throttle valve is not necessarily completely unable to move. The sticking also includes the inability to move into place. Therefore, the throttle valve being stuck does not mean that the throttle valve is unable to move.

[0042] 203. The engine control unit determines whether to trigger a throttle alarm based on the target duration, the jam type, and the accumulated duration that the throttle cannot move, where the throttle alarm is used to indicate that the throttle is jammed.

[0043] Among them, the vehicle will experience power loss after the throttle alarm is triggered. The target duration, jam type and cumulative duration of immobility can be used to determine whether to trigger the throttle alarm, thereby triggering the throttle alarm more reasonably while ensuring the safety of the drive motor, delaying the triggering time of the throttle alarm as much as possible, maintaining vehicle power while also leaving time to eliminate throttle jams.

[0044] Through the technical solution provided by the embodiment of the present application, when the throttle of the engine is stuck, the type of throttle sticking is determined and the intake temperature of the engine is obtained. The target duration is determined based on the intake temperature, and the target duration is used to limit the continuous working time of the throttle drive motor when the throttle cannot move. Whether to trigger the throttle alarm is determined based on the target duration, the type of sticking, and the cumulative duration of the throttle being unable to move, and the triggering time of the throttle alarm is postponed as much as possible, while maintaining the power of the vehicle, it also leaves time to eliminate the throttle sticking, and the triggering timing of the throttle is more reasonable. In addition, the above judgment method can also improve the robustness of throttle fault diagnosis.

[0045] It should be noted that the above steps 201-203 are a simple description of the method for triggering the throttle alarm provided in the embodiment of the present application. The method for triggering the throttle alarm provided in the embodiment of the present application will be described in more detail below with reference to some examples. Figure 3 Taking the execution subject as an engine control unit as an example, the method includes the following steps.

[0046] 301. The engine control unit determines whether the throttle valve of the engine is stuck.

[0047] Among them, the throttle valve is stuck, which means that the throttle valve cannot move as required, that is, the throttle valve opening cannot be adjusted to the target opening, and the target opening is the opening that the throttle valve needs to be adjusted to. The throttle valve can control the air intake of the engine. The throttle valve is stuck, which will cause the engine's air intake to be unable to be adjusted or unable to be adjusted as required, making the engine's output torque too large or too small, affecting both the driving experience and driving safety. In the case of throttle valve stuck, the subsequent steps can be regarded as the process of diagnosing the throttle valve fault.

[0048] In a possible implementation, the engine control unit acquires the duty cycle of the throttle valve. When the duty cycle is greater than or equal to a duty cycle threshold, the engine control unit determines that the throttle valve is stuck. When the duty cycle is less than the duty cycle threshold, the engine control unit determines that the throttle valve is not stuck.

[0049] The engine control unit controls the size of the drive motor's rotation angle by adjusting the duty cycle of the pulse width modulation signal, thereby controlling the throttle opening. The torque output by the drive motor is proportional to the duty cycle of the pulse width modulation signal. When the duty cycle is constant, the output torque of the drive motor is balanced with the resistance torque of the return spring, and the throttle opening remains unchanged; when the duty cycle increases, the drive torque of the drive motor overcomes the resistance torque of the return spring, and the throttle opening increases; conversely, when the duty cycle decreases, the output torque of the drive motor and the throttle opening also decrease. In the case of a stuck throttle, the duty cycle of the pulse width modulation signal will continue to increase in the hope that the drive motor will adjust the throttle opening to the target opening. Therefore, the duty cycle of the throttle can be used to determine whether the throttle is stuck. That is, if the duty cycle is greater than or equal to the duty cycle threshold, it means that the duty cycle is too large, so it is determined that the throttle is stuck; if the duty cycle is less than the duty cycle threshold, it means that the duty cycle is still within the normal range, so it is determined that the throttle is not stuck. The duty cycle threshold is set by the technician according to the actual situation, and the embodiments of the present application do not limit this.

[0050] In this implementation, the duty cycle of the throttle is used to determine whether the throttle is stuck, and the efficiency of the sticking judgment is high.

[0051] Another implementation of the above step 301 is described below.

[0052] In a possible implementation, the engine control unit acquires the opening of the throttle valve. When the opening changes to a target opening within a preset time, the engine control unit determines that the throttle valve is not stuck. When the opening does not change to the target opening within a preset time, the engine control unit determines that the throttle valve is stuck.

[0053] Among them, the target opening is the opening that the throttle needs to be adjusted to, and the target opening is determined based on the vehicle's engine demand torque. If the throttle opening changes to the target opening within the preset time, it means that the throttle opening can be adjusted following the target opening, and the throttle is not stuck. If the throttle opening does not change to the target opening within the preset time, it means that the throttle opening cannot be adjusted following the target opening, and the throttle is stuck. The preset time is set by the technician according to the actual situation, and the embodiments of the present application do not limit this.

[0054] In this implementation manner, whether the throttle valve is stuck is determined by determining whether the throttle valve opening can be changed to a target opening within a preset time period, and the accuracy of the sticking judgment is relatively high.

[0055] Of course, in addition to the above two implementations, the engine control unit can also determine whether the throttle is stuck in other ways.

[0056] Optionally, after step 301, the engine control unit executes the following step 302 or 303 according to actual conditions.

[0057] 302. When the throttle valve of the engine is not stuck, the engine control unit controls the throttle valve based on the target opening.

[0058] In a possible implementation, when the throttle of the engine is not stuck, the engine control unit adjusts the throttle opening based on a deviation between the throttle opening and the target opening to adjust the throttle opening to the target opening.

[0059] 303. When a throttle valve of an engine is stuck, an engine control unit determines a sticking type of the throttle valve and obtains an intake air temperature of the engine. The sticking type includes continuous sticking and intermittent sticking.

[0060] Among them, the engine intake temperature is the temperature of the air entering the engine, which is usually measured by the temperature sensor at the engine intake manifold. The intake temperature can be used to represent the ambient temperature of the external environment. Continuous sticking means that the throttle cannot move at all, that is, the throttle opening always remains at a fixed value. Intermittent sticking means that the throttle can move indirectly, that is, the throttle opening can change intermittently, but the change cannot keep up with the target opening that needs to be achieved.

[0061] In a possible implementation, when a throttle of the engine is stuck, the engine control unit determines a position change of the throttle. The engine control unit determines the type of the throttle stuck based on the position change of the throttle. The engine control unit obtains the intake air temperature of the engine.

[0062] Among them, the change of throttle position is used to describe the change of throttle opening. In the case of throttle stuck, the throttle position (opening) may not change at all, or there may be intermittent changes. The throttle position change can be used to determine the type of throttle stuck. Different treatment methods can be used for different types of stuck, thereby improving the accuracy of triggering the throttle alarm.

[0063] In this embodiment, when the throttle is stuck, the position change of the throttle is used to determine the sticking type of the throttle, and the determination efficiency of the sticking type is relatively high.

[0064] In order to explain the above implementation more clearly, the above implementation is explained in several parts below.

[0065] Part 1: When a throttle valve of an engine is stuck, an engine control unit determines a position change of the throttle valve.

[0066] In a possible implementation, when a throttle of the engine is stuck, the engine control unit acquires multiple positions of the throttle, and determines a position change of the throttle based on the multiple positions.

[0067] Among them, one position corresponds to one collection moment. In the embodiment of the present application, the position of the throttle is also the opening of the throttle.

[0068] For example, when the throttle of the engine is stuck, the engine control unit obtains multiple positions of the throttle through the throttle position sensor. Based on the multiple positions, the engine control unit determines the movement of the throttle, and the movement is used to indicate the position change.

[0069] The movement conditions include no movement and intermittent movement. If no movement occurs, the multiple positions obtained are the same, or the difference between the multiple positions is very small. If intermittent movement occurs, the multiple positions obtained are the same and different, reflecting that the throttle can move sometimes and cannot move sometimes.

[0070] In the second part, the engine control unit determines the sticking type of the throttle valve based on the position change of the throttle valve.

[0071] In a possible implementation, when the position change of the throttle valve indicates that the throttle valve has not moved, the engine control unit determines that the throttle valve is stuck as continuous stuck. When the position change of the throttle valve indicates that the throttle valve moves intermittently, the engine control unit determines that the throttle valve is stuck as intermittent stuck.

[0072] Among them, the throttle valve does not move, which means that the position (opening) of the throttle valve has remained unchanged, and the throttle valve is stuck in a certain position. In this case, in the process of determining the cumulative duration of the throttle valve being unable to move, time is accumulated. The throttle valve has intermittent movement, which means that the position (opening) of the throttle valve changes and does not change at other times, and the throttle valve is stuck in multiple positions. In this case, in the process of determining the cumulative duration of the throttle valve being unable to move, time is accumulated only when the throttle valve position does not change, and is not accumulated when the throttle valve position changes.

[0073] Part 3: The engine control unit obtains the intake air temperature of the engine.

[0074] In a possible implementation, the engine control unit obtains the intake air temperature via a temperature sensor at the intake manifold.

[0075] Optionally, before step 303, the engine control unit can also perform the following steps.

[0076] In a possible implementation, the engine control unit obtains a throttle parameter of the throttle and a driving parameter of the vehicle, wherein the throttle parameter is used to indicate the driving state and position validity of the throttle, and the driving parameter is used to indicate the driving state of the vehicle. If the throttle parameter and the driving parameter meet the preset enabling conditions, the engine control unit executes the above step 303, otherwise, the above step 303 is not executed.

[0077] The driving state of the throttle is used to indicate whether there is a position (opening) adjustment instruction for the throttle. The position validity is used to indicate whether the position (opening) collected by the throttle position sensor is valid. In the case of a malfunction of the throttle position sensor, the collected position will seriously deviate from the normal situation, and it can be judged that the position validity is invalid. The driving parameter is used to indicate whether the vehicle is in a limp state. In the embodiment of the present application, the preset enabling conditions include the driving state of the throttle indicating that there is a position adjustment instruction for the throttle, the position validity is valid, and the vehicle is not in a limp state.

[0078] 304. The engine control unit determines a target duration of the throttle based on the intake air temperature. The target duration is negatively correlated with the intake air temperature. The target duration is the longest continuous working duration of the drive motor of the throttle when the throttle cannot move.

[0079] Among them, the target duration is negatively correlated with the intake temperature, which means that the higher the intake temperature, the shorter the target duration. The lower the intake temperature, the longer the target duration. This is because when the throttle is stuck, the throttle drive motor will continue to work to try to adjust the throttle opening to the target opening, but the throttle stuck causes the drive motor to only convert electrical energy into thermal energy, so the temperature of the drive motor will continue to rise. At the same time, the ambient temperature will also affect the temperature of the drive motor. The lower the ambient temperature, the slower the temperature rise of the drive motor. The higher the ambient temperature, the faster the temperature rise of the drive motor. Therefore, under the premise of ensuring the safety of the drive motor (no ablation), the lower the intake temperature, the longer the drive motor can drive the stuck throttle, so the corresponding target duration is longer. Correspondingly, the higher the intake temperature, the shorter the drive motor can only drive the stuck throttle in a shorter time, so the corresponding target duration is shorter. In addition, when the throttle valve is stuck, the throttle valve is not necessarily completely unable to move. The sticking also includes the inability to move into place. Therefore, the throttle valve being stuck does not mean that the throttle valve is unable to move.

[0080] In a possible implementation, the engine control unit uses the intake air temperature to query in a first relationship table to obtain the target duration, and the first relationship table stores a plurality of candidate intake air temperatures and candidate durations corresponding to the respective candidate intake air temperatures.

[0081] Among them, the multiple candidate intake temperatures stored in the first relationship table and the candidate time lengths corresponding to each candidate intake temperature are calibrated by technicians according to actual conditions, and the embodiments of the present application do not limit this.

[0082] In this implementation manner, the target duration can be obtained by querying the first relationship table using the acquired intake air temperature, and the determination efficiency of the target duration is relatively high.

[0083] For example, the engine control unit uses the intake air temperature to query the first relationship table to determine whether there is a target intake air temperature that is the same as the intake air temperature among the multiple candidate intake air temperatures stored in the first relationship table. In the case that the target intake air temperature exists in the first relationship table, the engine control unit determines the candidate duration corresponding to the target intake air temperature as the target duration. In the case that the target intake air temperature exists in the first relationship table, the engine control unit determines the first candidate intake air temperature and the second candidate intake air temperature from the first relationship table. The first candidate intake air temperature and the second candidate intake air temperature are the candidate intake air temperatures closest to the intake air temperature in the first relationship table. The first candidate intake air temperature is less than the intake air temperature, and the second intake air temperature is greater than the intake air temperature. The engine control unit determines the average of the candidate duration corresponding to the first candidate intake air temperature and the candidate duration corresponding to the second candidate intake air temperature as the target duration. This method is also a method of interpolating the candidate durations.

[0084] Through the method described in the above example, no matter whether the intake air temperature exists in the first relationship table, the corresponding target duration can be obtained.

[0085] Another implementation of the above step 304 is described below.

[0086] In a possible implementation manner, the engine control unit substitutes the intake air temperature into first relationship data to obtain the target duration, where the first relationship data is used to represent the corresponding relationship between the intake air temperature and the duration.

[0087] The first relationship data is a function, and after the intake air temperature is input into the first relationship data, the corresponding target duration can be directly obtained. In some embodiments, the first relationship data is obtained by fitting a plurality of sample intake air temperatures and the sample durations corresponding to the respective sample intake air temperatures.

[0088] In this implementation, the target duration can be directly obtained by substituting the intake air temperature into the first relationship data, and the determination efficiency of the target duration is relatively high.

[0089] Another implementation of the above step 304 is described below.

[0090] In a possible implementation manner, the engine control unit determines the target duration based on the intake air temperature and the jam type.

[0091] The above implementation is described below through two examples.

[0092] Example 1: When the jam type is continuous jam, the engine control unit substitutes the intake air temperature into the second relationship data corresponding to the continuous jam to obtain the target duration, and the second relationship data is obtained by fitting when the throttle is continuously jammed. When the jam type is intermittent jam, the engine control unit substitutes the intake air temperature into the third relationship data corresponding to the intermittent jam to obtain the target duration, and the second relationship data and the third relationship data are both used to represent the corresponding relationship between the intake air temperature and the duration, and the third relationship data is obtained by fitting when the throttle is intermittently jammed.

[0093] The second relationship data and the third relationship data are both functions, and the difference from the first relationship data is that the sample data used in the fitting of the second relationship data and the third relationship data distinguish the stuck types.

[0094] In this implementation manner, the target duration corresponding to the jam type can be directly obtained by using the second relationship data and the third relationship data, and the accuracy of the target duration is relatively high.

[0095] Example 2: The engine control unit inputs the intake air temperature and the jam type into the duration determination model, extracts features of the intake air temperature and the jam type through the duration determination model, and obtains duration prediction features. The engine control unit maps the duration prediction features through the duration determination model to obtain the target duration.

[0096] The duration determination model is a regression model that can map the intake temperature and the jam type to the target duration. In the process of training the duration determination model, a plurality of first sample data and the annotated durations corresponding to each first sample data are used, and one first sample data includes a sample intake temperature and a sample jam type.

[0097] In this implementation, the duration determination model can be used to map the intake temperature and the jam type to the target duration, making full use of the generalization capability of the duration determination model, and the accuracy of the target duration is high.

[0098] For example, the engine control unit inputs the intake air temperature and the jam type into the duration determination model, extracts features of the intake air temperature and the jam type through the duration determination model, and obtains duration prediction features. The engine control unit fully connects and normalizes the duration prediction features through the duration determination model to obtain the target duration.

[0099] It should be noted that the above-mentioned embodiments are all executed when the acquired intake air temperature is valid. When the acquired intake air temperature is invalid, the engine control unit determines the preset time as the target time, and the preset time is the time corresponding to the theoretical maximum ambient temperature.

[0100] The theoretical maximum ambient temperature and the corresponding duration are set by technicians according to actual conditions, and are not limited in the present application. In the event that the temperature sensor for obtaining the intake air temperature fails, the obtained intake air temperature is invalid.

[0101] 305. The engine control unit determines whether to trigger a throttle alarm based on the target duration, the jam type, and the accumulated duration that the throttle cannot move. The throttle alarm is used to indicate that the throttle is jammed.

[0102] Among them, the vehicle will experience power loss after the throttle alarm is triggered. The target duration, jam type and cumulative duration of immobility can be used to determine whether to trigger the throttle alarm, thereby triggering the throttle alarm more reasonably while ensuring the safety of the drive motor, delaying the triggering time of the throttle alarm as much as possible, maintaining vehicle power while also leaving time to eliminate throttle jams.

[0103] In a possible implementation, when the jam type is continuous jam, the engine control unit compares the cumulative duration with the target duration. When the cumulative duration is greater than or equal to the target duration, the engine control unit determines to trigger the throttle alarm. When the cumulative duration is less than the target duration, the engine control unit determines not to trigger the throttle alarm. When the jam type is intermittent jam, the engine control unit compares the cumulative duration with the target duration. When the cumulative duration is greater than or equal to the target duration, the engine control unit adds one to the count value of the target counter and resets the cumulative duration that the throttle cannot move. When the count value of the target counter is greater than or equal to the count value threshold, the engine control unit determines to trigger the throttle alarm. When the count value of the target counter is less than the count value threshold, the engine control unit determines not to trigger the throttle alarm.

[0104] Among them, in the case where the jam type is continuous jam, if the accumulated time is greater than or equal to the target time, it means that the throttle drive motor has been unable to rotate for a long time, the temperature of the drive motor may be high, and there is a risk of burning out, so the throttle alarm is directly triggered to stop driving the drive motor. If the accumulated time is less than the target time, it means that although the throttle drive motor is unable to rotate for a period of time, the temperature is still within the normal range and the risk of burning out is low, so the throttle alarm is not triggered, so that the drive motor can continue to drive the throttle as long as possible, expecting to eliminate the throttle jam while retaining the power output of the vehicle. In the case where the jam type is intermittent jam, since the drive motor is in a situation where it can rotate for a while and cannot rotate for a while, that is, the drive motor actually has the opportunity to dissipate heat, if the accumulated time is greater than or equal to the target time, it means that the throttle drive motor has been unable to rotate for a long time. At this time, the count value of the target counter is added by one to accumulate the count value, and the throttle alarm is triggered again when the count value accumulates to the count value threshold, so that the drive motor stops working. When the count value does not accumulate to the count value threshold, the throttle alarm is temporarily not triggered, so that the drive motor can continue to drive the throttle for as long as possible, in the hope of eliminating the throttle stuck while retaining the power output of the vehicle. The count value threshold is set by the technician according to the actual situation, and the embodiment of the application does not limit this.

[0105] In this implementation, corresponding throttle alarm triggering judgments are performed for different sticking types, so that the throttle alarm triggering judgments match the sticking types, with higher accuracy.

[0106] In order to explain the above embodiment more clearly, the method for determining the count value threshold in the above embodiment is explained below.

[0107] In a possible implementation, the engine control unit uses the intake air temperature to query in a second relationship table to obtain the count value threshold, and the second relationship table stores multiple candidate intake air temperatures and candidate count value thresholds corresponding to each candidate intake air temperature.

[0108] Among them, the multiple candidate intake temperatures stored in the second relationship table and the candidate count value thresholds corresponding to each candidate intake temperature are calibrated by technicians according to actual conditions, and the embodiments of the present application do not limit this.

[0109] In this implementation, the count value threshold can be obtained by querying the second relationship table using the acquired intake air temperature, and the count value threshold is determined with high efficiency.

[0110] For example, the engine control unit uses the intake air temperature to query the second relationship table to determine whether there is a target intake air temperature that is the same as the intake air temperature among the multiple candidate intake air temperatures stored in the second relationship table. In the case that the target intake air temperature exists in the second relationship table, the engine control unit determines the candidate count value threshold corresponding to the target intake air temperature as the count value threshold. In the case that the target intake air temperature exists in the second relationship table, the engine control unit determines the first candidate intake air temperature and the second candidate intake air temperature from the second relationship table. The first candidate intake air temperature and the second candidate intake air temperature are the candidate intake air temperatures closest to the intake air temperature in the second relationship table. The first candidate intake air temperature is less than the intake air temperature, and the second intake air temperature is greater than the intake air temperature. The engine control unit determines the average value of the candidate count value threshold corresponding to the first candidate intake air temperature and the candidate count value threshold corresponding to the second candidate intake air temperature as the count value threshold. This method is also a method of interpolating the candidate count value thresholds.

[0111] Through the method described in the above example, no matter whether the intake air temperature exists in the second relationship table, the corresponding count value threshold can be obtained.

[0112] Another method for determining the count value threshold is described below.

[0113] In a possible implementation manner, the engine control unit substitutes the intake air temperature into fourth relationship data to obtain the count value threshold, and the fourth relationship data is used to represent the corresponding relationship between the intake air temperature and the count value threshold.

[0114] The fourth relationship data is a function, and after the intake air temperature is input into the fourth relationship data, the corresponding count value threshold can be directly obtained. In some embodiments, the fourth relationship data is obtained by fitting based on multiple sample intake air temperatures and the sample count value thresholds corresponding to each sample intake air temperature.

[0115] In this implementation, the count value threshold can be directly obtained by substituting the intake air temperature into the fourth relationship data, and the count value threshold is determined with high efficiency.

[0116] Another method for determining the count value threshold is described below.

[0117] In a possible implementation manner, the engine control unit determines the count value threshold based on the intake air temperature and the jam type.

[0118] The above implementation is described below through two examples.

[0119] Example 1: When the jam type is continuous jam, the engine control unit substitutes the intake air temperature into the fifth relationship data corresponding to the continuous jam to obtain the count value threshold, and the fifth relationship data is obtained by fitting when the throttle valve is continuously jammed. When the jam type is intermittent jam, the engine control unit substitutes the intake air temperature into the sixth relationship data corresponding to the intermittent jam to obtain the count value threshold, and the fifth relationship data and the sixth relationship data are both used to represent the corresponding relationship between the intake air temperature and the duration, and the sixth relationship data is obtained by fitting when the throttle valve is intermittently jammed.

[0120] The fifth relationship data and the sixth relationship data are both functions, and the difference from the fourth relationship data is that the sample data used in the fitting of the fifth relationship data and the sixth relationship data distinguish the stuck types.

[0121] In this implementation manner, the count value threshold corresponding to the jamming type can be directly obtained by using the fifth relationship data and the sixth relationship data, and the count value threshold has a high accuracy.

[0122] Example 2: The engine control unit inputs the intake air temperature and the jam type into a count value threshold determination model, extracts features of the intake air temperature and the jam type through the count value threshold determination model, and obtains a count value threshold determination feature. The engine control unit maps the count value threshold determination feature through the count value threshold determination model to obtain the count value threshold.

[0123] The counting value threshold determination model is a regression model, which can map the intake temperature and the jam type to the counting value threshold. In the process of training the counting value threshold determination model, a plurality of second sample data and the labeled counting value thresholds corresponding to each second sample data are used, and one second sample data includes a sample intake temperature and a sample jam type.

[0124] In this implementation, the counting value threshold determination model can be used to map the intake temperature and the jam type to the counting value threshold, and the generalization ability of the counting value threshold determination model is fully utilized, and the counting value threshold has a high accuracy.

[0125] For example, the engine control unit inputs the intake air temperature and the jam type into the count value threshold determination model, extracts features of the intake air temperature and the jam type through the count value threshold determination model, and obtains the count value threshold determination feature. The engine control unit fully connects and normalizes the count value threshold determination feature through the count value threshold determination model to obtain the count value threshold.

[0126] It should be noted that the above-mentioned embodiments are all executed when the acquired intake air temperature is valid. When the acquired intake air temperature is invalid, the engine control unit determines the pre-designed numerical threshold as the count value threshold, and the pre-designed numerical threshold is the count value threshold corresponding to the theoretical maximum ambient temperature.

[0127] The theoretical maximum ambient temperature and the corresponding count value threshold are set by technicians according to actual conditions, and the present application embodiment does not limit this. In the event that the temperature sensor for obtaining the intake air temperature fails, the obtained intake air temperature is invalid.

[0128] In addition, the engine control unit may also perform the following steps when determining the accumulated time.

[0129] In one possible implementation, when the accumulated time duration that the throttle cannot move is less than the target time duration and the throttle sticking is eliminated, the engine control unit reduces the accumulated time duration that the throttle cannot move according to a preset gradient, and the preset gradient is associated with the intake air temperature.

[0130] In order to explain the above embodiment more clearly, the method for determining the preset gradient in the above embodiment is explained below.

[0131] In a possible implementation, the engine control unit uses the intake air temperature to query in a third relationship table to obtain the preset gradient, and the third relationship table stores a plurality of candidate intake air temperatures and candidate gradients corresponding to the respective candidate intake air temperatures.

[0132] Among them, the multiple candidate intake temperatures stored in the third relationship table and the candidate gradients corresponding to each candidate intake temperature are calibrated by technicians according to actual conditions, and the embodiments of the present application do not limit this.

[0133] In this implementation, the preset gradient can be obtained by querying the third relationship table using the acquired intake air temperature, and the preset gradient is determined with high efficiency.

[0134] For example, the engine control unit uses the intake air temperature to query the third relationship table to determine whether there is a target intake air temperature that is the same as the intake air temperature among the multiple candidate intake air temperatures stored in the third relationship table. In the case that the target intake air temperature exists in the third relationship table, the engine control unit determines the candidate gradient corresponding to the target intake air temperature as the preset gradient. In the case that the target intake air temperature exists in the third relationship table, the engine control unit determines the first candidate intake air temperature and the second candidate intake air temperature from the third relationship table. The first candidate intake air temperature and the second candidate intake air temperature are the candidate intake air temperatures closest to the intake air temperature in the third relationship table. The first candidate intake air temperature is less than the intake air temperature, and the second intake air temperature is greater than the intake air temperature. The engine control unit determines the average value of the candidate gradient corresponding to the first candidate intake air temperature and the candidate gradient corresponding to the second candidate intake air temperature as the preset gradient. This method is also a method of interpolating the candidate gradients.

[0135] Through the method described in the above example, no matter whether the intake air temperature exists in the third relationship table, the corresponding preset gradient can be obtained.

[0136] Another method for determining the preset gradient is described below.

[0137] In a possible implementation manner, the engine control unit substitutes the intake air temperature into seventh relationship data to obtain the preset gradient, and the seventh relationship data is used to represent the corresponding relationship between the intake air temperature and the preset gradient.

[0138] The seventh relationship data is a function, and after the intake air temperature is input into the seventh relationship data, the corresponding preset gradient can be directly obtained. In some embodiments, the seventh relationship data is obtained by fitting based on multiple sample intake air temperatures and the sample gradients corresponding to each sample intake air temperature.

[0139] In this implementation, the preset gradient can be directly obtained by substituting the intake air temperature into the seventh relationship data, and the determination efficiency of the preset gradient is relatively high.

[0140] Another method for determining the preset gradient is described below.

[0141] In a possible implementation manner, the engine control unit determines the preset gradient based on the intake air temperature and the jam type.

[0142] The above implementation is described below through two examples.

[0143] Example 1: When the jam type is continuous jam, the engine control unit substitutes the intake air temperature into the eighth relationship data corresponding to the continuous jam to obtain the preset gradient, and the eighth relationship data is obtained by fitting when the throttle valve is continuously jammed. When the jam type is intermittent jam, the engine control unit substitutes the intake air temperature into the ninth relationship data corresponding to the intermittent jam to obtain the preset gradient, and both the eighth relationship data and the ninth relationship data are used to represent the corresponding relationship between the intake air temperature and the duration, and the ninth relationship data is obtained by fitting when the throttle valve is intermittently jammed.

[0144] The eighth and ninth relationship data are both functions, and the difference from the seventh relationship data is that the eighth and ninth relationship data use sample data to distinguish stuck types when fitting.

[0145] In this implementation manner, the preset gradient corresponding to the stuck type can be directly obtained by using the eighth relationship data and the ninth relationship data, and the preset gradient has a high accuracy.

[0146] Example 2: The engine control unit inputs the intake air temperature and the jam type into a preset gradient determination model, extracts features of the intake air temperature and the jam type through the preset gradient determination model, and obtains a preset gradient determination feature. The engine control unit maps the preset gradient determination feature through the preset gradient determination model to obtain the preset gradient.

[0147] The preset gradient determination model is a regression model that can map the intake air temperature and the jam type to a preset gradient. In the process of training the preset gradient determination model, a plurality of third sample data and the labeled gradients corresponding to each third sample data are used, and one third sample data includes a sample intake air temperature and a sample jam type.

[0148] In this implementation manner, the preset gradient determination model can be used to map the intake temperature and the jam type to the preset gradient, and the generalization ability of the preset gradient determination model is fully utilized, and the accuracy of the preset gradient is high.

[0149] For example, the engine control unit inputs the intake air temperature and the jam type into a preset gradient determination model, extracts features of the intake air temperature and the jam type through the preset gradient determination model, and obtains a preset gradient determination feature. The engine control unit fully connects and normalizes the preset gradient determination feature through the preset gradient determination model to obtain the preset gradient.

[0150] It should be noted that the above-mentioned embodiments are all executed when the acquired intake air temperature is valid. When the acquired intake air temperature is invalid, the engine control unit determines the target gradient as the gradient, which is the gradient corresponding to the theoretical maximum ambient temperature.

[0151] The theoretical maximum ambient temperature and the corresponding gradient are set by technicians according to actual conditions, and the embodiments of the present application do not limit this. In the event that the temperature sensor for obtaining the intake air temperature fails, the obtained intake air temperature is invalid.

[0152] 306. When it is determined that the throttle alarm is triggered, the engine control unit triggers the throttle alarm.

[0153] The following will be combined Figure 4 The contents of the above steps 301-306 illustrate the technical solution provided in the embodiment of the present application.

[0154] See also Figure 4 , in the case of throttle stuck, determine the type of stuck. In the case of continuous stuck, determine the target duration. When the cumulative duration of the throttle unable to move reaches the target duration, that is, the throttle is stuck continuously and the duration of continuous stuck reaches the target duration, trigger the throttle alarm. In the case that the cumulative duration of the throttle unable to move does not reach the target duration, the throttle stuck is eliminated, and the cumulative duration is reduced according to the preset gradient. In the case of intermittent stuck, determine the target duration. In the case that the cumulative duration of the throttle unable to move reaches the target duration, that is, the throttle is stuck intermittently and the duration of continuous stuck of intermittent stuck reaches the target duration, the count value of the counter is increased by one, and the cumulative duration is reset. The count value of the counter reaches the count value threshold, triggering the throttle alarm. In the case that the cumulative duration of the throttle unable to move does not reach the target duration, the throttle stuck is eliminated, and the cumulative duration is reduced according to the preset gradient.

[0155] All the above optional technical solutions can be arbitrarily combined to form optional embodiments of the present application, which will not be described one by one here.

[0156] Through the technical solution provided by the embodiment of the present application, when the throttle of the engine is stuck, the type of throttle sticking is determined and the intake temperature of the engine is obtained. The target duration is determined based on the intake temperature, and the target duration is used to limit the continuous working time of the throttle drive motor when the throttle cannot move. Whether to trigger the throttle alarm is determined based on the target duration, the type of sticking, and the cumulative duration of the throttle being unable to move, and the triggering time of the throttle alarm is postponed as much as possible, while maintaining the power of the vehicle, it also leaves time to eliminate the throttle sticking, and the triggering timing of the throttle is more reasonable. In addition, the above judgment method can also improve the robustness of throttle fault diagnosis.

[0157] Figure 5 is a schematic diagram of the structure of a throttle alarm triggering device provided in an embodiment of the present application, see Figure 5 The device includes: a type temperature determination module 501, a target duration determination module 502 and an alarm trigger determination module 503.

[0158] The type temperature determination module 501 is used to determine the type of throttle sticking and obtain the intake temperature of the engine when the throttle of the engine is stuck. The sticking type includes continuous sticking and intermittent sticking.

[0159] The target duration determination module 502 is used to determine the target duration of the throttle based on the intake air temperature. The target duration is negatively correlated with the intake air temperature. The target duration is the longest continuous working duration of the driving motor of the throttle when the throttle cannot move.

[0160] The alarm triggering determination module 503 is used to determine whether to trigger a throttle alarm based on the target duration, the jam type and the accumulated duration of the throttle being unable to move, wherein the throttle alarm is used to indicate that the throttle is jammed.

[0161] In a possible implementation, the type temperature determination module 501 is used to determine the position change of the throttle when the throttle of the engine is stuck. Based on the position change of the throttle, the type of the throttle stuck is determined. The intake temperature of the engine is obtained.

[0162] In a possible implementation, the type temperature determination module 501 is used to determine that the throttle valve is stuck as continuous if the throttle valve position change indicates that the throttle valve has not moved. If the throttle valve position change indicates that the throttle valve has intermittent movement, determine that the throttle valve is stuck as intermittent.

[0163] In a possible implementation, the target duration determination module 502 is used to query the first relationship table using the intake air temperature to obtain the target duration, wherein the first relationship table stores a plurality of candidate intake air temperatures and candidate durations corresponding to each candidate intake air temperature. Alternatively, the intake air temperature is substituted into the first relationship data to obtain the target duration, wherein the first relationship data is used to represent the corresponding relationship between the intake air temperature and the duration. Alternatively, the target duration is determined based on the intake air temperature and the jam type.

[0164] In a possible implementation, the target duration determination module 502 is used to substitute the intake air temperature into the second relationship data corresponding to the continuous jamming to obtain the target duration when the jamming type is continuous jamming, and the second relationship data is obtained by fitting when the throttle is continuously jamming. When the jamming type is intermittent jamming, the intake air temperature is substituted into the third relationship data corresponding to the intermittent jamming to obtain the target duration, and the second relationship data and the third relationship data are both used to represent the corresponding relationship between the intake air temperature and the duration, and the third relationship data is obtained by fitting when the throttle is intermittently jamming. Alternatively, the intake air temperature and the jamming type are input into the duration determination model, and the intake air temperature and the jamming type are extracted by the duration determination model to obtain the duration prediction feature. The duration prediction feature is mapped by the duration determination model to obtain the target duration.

[0165] In a possible implementation, the alarm trigger determination module 503 is used to compare the cumulative duration with the target duration when the jam type is continuous jam. When the cumulative duration is greater than or equal to the target duration, it is determined that the throttle alarm is triggered. When the cumulative duration is less than the target duration, it is determined that the throttle alarm is not triggered. When the jam type is intermittent jam, the cumulative duration is compared with the target duration. When the cumulative duration is greater than or equal to the target duration, the count value of the target counter is increased by one and the cumulative duration during which the throttle cannot move is reset. When the count value of the target counter is greater than or equal to the count value threshold, it is determined that the throttle alarm is triggered. When the count value of the target counter is less than the count value threshold, it is determined that the throttle alarm is not triggered.

[0166] In a possible implementation, the device further includes: The threshold determination module is used to query the second relationship table using the intake air temperature to obtain the count value threshold, wherein the second relationship table stores a plurality of candidate intake air temperatures and the count value thresholds corresponding to the candidate intake air temperatures. Alternatively, the intake air temperature is substituted into the fourth relationship data to obtain the count value threshold, wherein the fourth relationship data is used to indicate the corresponding relationship between the intake air temperature and the count value threshold. Alternatively, the count value threshold is determined based on the intake air temperature and the jam type.

[0167] In a possible implementation, the device further includes: The cumulative duration updating module is used to reduce the cumulative duration of the throttle being unable to move according to a preset gradient when the cumulative duration of the throttle being unable to move is less than the target duration and the throttle being stuck is eliminated, and the preset gradient is associated with the intake air temperature.

[0168] In a possible implementation, the device further includes: The stuck judgment module is used to obtain the duty cycle of the throttle valve. When the duty cycle is greater than or equal to the duty cycle threshold, it is determined that the throttle valve is stuck. When the duty cycle is less than the duty cycle threshold, it is determined that the throttle valve is not stuck.

[0169] Alternatively, it further includes an enabling condition judgment module, which is used to obtain the throttle parameters of the throttle and the driving parameters of the vehicle, wherein the throttle parameters are used to indicate the driving state and position validity of the throttle, and the driving parameters are used to indicate the driving state of the vehicle. When the throttle parameters and the driving parameters meet the preset enabling conditions, the steps of determining the throttle sticking type and obtaining the intake temperature of the engine are performed when the throttle of the engine is stuck.

[0170] It should be noted that: the triggering device for the throttle alarm provided in the above embodiment only uses the division of the above functional modules as an example when triggering the throttle alarm. In actual applications, the above functions can be assigned to different functional modules as needed, that is, the internal structure of the computer device is divided into different functional modules to complete all or part of the functions described above. In addition, the triggering device for the throttle alarm provided in the above embodiment and the triggering method embodiment of the throttle alarm belong to the same concept. The specific implementation process is detailed in the method embodiment and will not be repeated here.

[0171] Through the technical solution provided by the embodiment of the present application, when the throttle of the engine is stuck, the type of throttle sticking is determined and the intake temperature of the engine is obtained. The target duration is determined based on the intake temperature, and the target duration is used to limit the continuous working time of the throttle drive motor when the throttle cannot move. Whether to trigger the throttle alarm is determined based on the target duration, the type of sticking, and the cumulative duration of the throttle being unable to move, and the triggering time of the throttle alarm is delayed as much as possible, while maintaining the power of the vehicle and leaving time to eliminate the throttle sticking, so that the triggering timing of the throttle is more reasonable.

[0172] The embodiment of the present application also provides a vehicle, Figure 6 It is a structural schematic diagram of a vehicle provided in an embodiment of the present application.

[0173] Typically, the vehicle 600 includes: one or more processors 601 and one or more memories 602 .

[0174] The processor 601 may include one or more processing cores, such as a 4-core processor, a 6-core processor, etc. The processor 601 may be implemented in at least one hardware form of DSP (Digital Signal Processing), FPGA (Field-Programmable Gate Array), and PLA (Programmable Logic Array). The processor 601 may also include a main processor and a coprocessor. The main processor is a processor for processing data in the awake state, also known as a CPU (Central Processing Unit); the coprocessor is a low-power processor for processing data in the standby state. In some embodiments, the processor 601 may be integrated with a GPU (Graphics Processing Unit), which is responsible for rendering and drawing the content to be displayed on the display screen. In some embodiments, the processor 601 may also include an AI (Artificial Intelligence) processor, which is used to process computing operations related to machine learning.

[0175] The memory 602 may include one or more computer-readable storage media, which may be non-transitory. The memory 602 may also include a high-speed random access memory, and a non-volatile memory, such as one or more disk storage devices, flash memory storage devices. In some embodiments, the non-transitory computer-readable storage medium in the memory 602 is used to store at least one computer program, which is used to be executed by the processor 601 to implement the triggering method of the throttle alarm provided in the method embodiment of the present application.

[0176] Those skilled in the art will understand that Figure 6 The structure shown in the figure does not constitute a limitation on the vehicle 600, and the vehicle 600 may include more or less components than those shown in the figure, or combine certain components, or adopt a different arrangement of components.

[0177] In addition, the device provided in the embodiments of the present application may specifically be a chip, component or module, and the chip may include a connected processor and memory; wherein the memory is used to store instructions, and when the processor calls and executes the instructions, the chip can execute a method for triggering a throttle alarm provided in the above embodiments.

[0178] This embodiment also provides a computer-readable storage medium, in which a computer program code is stored. When the computer program code is executed on a computer, the computer executes the above-mentioned related method steps to implement a method for triggering a throttle alarm provided in the above embodiment.

[0179] This embodiment also 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 a method for triggering a throttle alarm provided in the above embodiment.

[0180] Among them, the device, computer-readable storage medium, computer program product or chip provided in this embodiment is used to execute the corresponding method provided above. Therefore, the beneficial effects that can be achieved can refer to the beneficial effects in the corresponding method provided above, and will not be repeated here.

[0181] Through the description of the above implementation methods, technical personnel in the relevant field can understand that for the convenience and simplicity 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 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.

[0182] In the embodiments provided in the present 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 only schematic. For example, the division of modules or units is only a logical function division. There may be other division methods in actual implementation, such as multiple units or components can be combined or integrated into another 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.

[0183] The above contents are only specific implementation methods of the present application, but the protection scope of the present application is not limited thereto. Any technician familiar with the technical field can easily think of changes or substitutions within the technical scope disclosed in the present application, which should be included in the protection scope of the present application. Therefore, the protection scope of the present application should be based on the protection scope of the claims.

Claims

1. A method for triggering a throttle alarm, characterized in that: The method comprises: In the case where a throttle of an engine is stuck, determining a sticking type of the throttle and acquiring an intake air temperature of the engine, wherein the sticking type includes continuous sticking and intermittent sticking; Based on the intake air temperature, determining a target duration of the throttle valve, wherein the target duration is negatively correlated with the intake air temperature, and the target duration is the longest continuous working duration of the driving motor of the throttle valve when the throttle valve cannot move; Based on the target duration, the type of the sticking, and the accumulated duration of time during which the throttle valve cannot move, it is determined whether to trigger a throttle alarm, wherein the throttle alarm is used to indicate that the throttle valve is stuck.

2. The method according to claim 1, characterized in that In the case where the throttle of the engine is stuck, determining the sticking type of the throttle and obtaining the intake temperature of the engine includes: In the case where a throttle of the engine is stuck, determining a position change of the throttle; determining a stuck type of the throttle valve based on a position change of the throttle valve; The intake air temperature of the engine is obtained.

3. The method according to claim 2, characterized in that The determining the throttle stuck type based on the position change of the throttle includes: When the position change of the throttle valve indicates that the throttle valve has not moved, determining that the sticking type of the throttle valve is continuous sticking; When the position change of the throttle valve indicates that the throttle valve moves intermittently, it is determined that the sticking type of the throttle valve is intermittent sticking.

4. The method according to claim 1, characterized in that The step of determining the target duration of the throttle valve based on the intake air temperature includes: The target duration is obtained by querying a first relationship table using the intake air temperature, wherein the first relationship table stores a plurality of candidate intake air temperatures and candidate durations corresponding to the respective candidate intake air temperatures; Alternatively, the intake air temperature is substituted into first relationship data to obtain the target duration, wherein the first relationship data is used to represent the corresponding relationship between the intake air temperature and the duration; Alternatively, the target duration is determined based on the intake air temperature and the jam type.

5. The method according to claim 4, characterized in that The determining the target duration based on the intake air temperature and the jam type includes: When the jam type is continuous jam, the intake air temperature is substituted into the second relationship data corresponding to the continuous jam to obtain the target duration, and the second relationship data is obtained by fitting when the throttle valve is continuously jammed; when the jam type is intermittent jam, the intake air temperature is substituted into the third relationship data corresponding to the intermittent jam to obtain the target duration, and the second relationship data and the third relationship data are both used to represent the corresponding relationship between the intake air temperature and the duration, and the third relationship data is obtained by fitting when the throttle valve is intermittently jammed; Alternatively, the intake temperature and the jam type are input into a duration determination model, and features of the intake temperature and the jam type are extracted through the duration determination model to obtain duration prediction features; and the duration prediction features are mapped through the duration determination model to obtain the target duration.

6. The method according to claim 1, characterized in that The determining whether to trigger a throttle alarm based on the target duration, the jam type, and the accumulated duration of the throttle being unable to move includes: When the jam type is continuous jam, comparing the accumulated duration with the target duration; when the accumulated duration is greater than or equal to the target duration, determining to trigger the throttle alarm; when the accumulated duration is less than the target duration, determining not to trigger the throttle alarm; When the jam type is intermittent jamming, the accumulated duration is compared with the target duration; when the accumulated duration is greater than or equal to the target duration, the count value of the target counter is increased by one and the accumulated duration during which the throttle cannot move is reset; when the count value of the target counter is greater than or equal to a count value threshold, it is determined that the throttle alarm is triggered; when the count value of the target counter is less than the count value threshold, it is determined that the throttle alarm is not triggered.

7. The method according to claim 6, characterized in that The method for determining the counting value threshold comprises: The intake air temperature is used to query in a second relationship table to obtain the count value threshold, wherein the second relationship table stores a plurality of candidate intake air temperatures and the count value threshold corresponding to each candidate intake air temperature; Alternatively, the intake air temperature is substituted into fourth relationship data to obtain the count value threshold, wherein the fourth relationship data is used to represent the corresponding relationship between the intake air temperature and the count value threshold; Alternatively, the count value threshold is determined based on the intake air temperature and the sticking type.

8. The method according to claim 6, characterized in that The method further comprises: When the accumulated time duration during which the throttle valve cannot move is less than the target time duration and the throttle valve sticking is eliminated, the accumulated time duration during which the throttle valve cannot move is reduced according to a preset gradient, where the preset gradient is associated with the intake air temperature.

9. The method according to claim 1, characterized in that: The method further comprises: Obtaining a duty cycle of the throttle; determining that the throttle is stuck when the duty cycle is greater than or equal to a duty cycle threshold; and determining that the throttle is not stuck when the duty cycle is less than the duty cycle threshold; Alternatively, throttle parameters of the throttle and driving parameters of the vehicle are obtained, wherein the throttle parameters are used to indicate the driving state and position validity of the throttle, and the driving parameters are used to indicate the driving state of the vehicle; when the throttle parameters and the driving parameters meet preset enabling conditions, the steps of determining the sticking type of the throttle and obtaining the intake temperature of the engine are performed when the throttle of the engine is stuck.

10. A vehicle, characterized in that: The vehicle comprises: A memory for storing executable program codes; A processor is used to call and run the executable program code from the memory, so that the vehicle executes the throttle alarm triggering method as described in any one of claims 1 to 9.

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