Triggering Method for Throttle Alarm and Vehicle

Abstract

The present application discloses a method for triggering a throttle alarm and a vehicle, belonging to the technical field of vehicles. Through the technical solution provided by the embodiments of the present application, when the throttle of the engine gets stuck, the type of throttle stuck is determined and the intake air temperature of the engine is obtained. Based on the intake air temperature, a target duration is determined, and this target duration is used to limit the continuous working duration of the drive motor of the throttle when the throttle cannot move. Whether to trigger a throttle alarm is determined based on the target duration, the type of stuck, and the cumulative duration during which the throttle cannot move, so as to postpone the triggering time of the throttle alarm as much as possible, leaving time for eliminating the throttle stuck while maintaining the vehicle power, and making the triggering timing of the throttle more reasonable.

Description

Technical Field

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

[0002] The throttle is an important component of the engine. By adjusting the opening of the throttle, the intake air volume of the engine can be controlled. Once the throttle gets stuck, the actual opening of the throttle cannot follow the target opening that needs to be reached, the intake air volume 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, a throttle alarm is triggered, the drive motor of the throttle is cut off, and the vehicle loses power and enters a limp home mode.

[0004] However, directly triggering the throttle alarm does not consider the influence of the ambient temperature on the drive motor of the throttle, nor does it leave time for the drive motor to eliminate the throttle stickiness. Therefore, how to reasonably trigger the throttle alarm is a research hotspot. Summary of the Invention

[0005] Embodiments of the present application provide a method for triggering a throttle alarm and a vehicle, which can trigger the throttle alarm more reasonably. The technical solutions are as follows:

[0006] On the one hand, a method for triggering a throttle alarm is provided. The method includes:

[0007] When the throttle of the engine gets stuck, determine the type of throttle stickiness and obtain the intake air temperature of the engine. The type of stickiness includes continuous stickiness and intermittent stickiness;

[0008] Based on the intake air temperature, determine the target duration. The target duration is negatively correlated with the intake air temperature, and the target duration is the longest continuous working duration of the drive motor of the throttle when the throttle cannot move;

[0009] Based on the target duration, the type of stickiness, and the cumulative duration during which the throttle cannot move, determine whether to trigger a throttle alarm. The throttle alarm is used to indicate that the throttle has become stuck.

[0010] In a possible implementation manner, the step of, when the throttle of the engine gets stuck, determining the type of throttle stickiness and obtaining the intake air temperature of the engine includes:

[0011] When the throttle of the engine gets stuck, determine the position change of the throttle;

[0012] Determine the sticking type of the throttle valve based on the position change of the throttle valve;

[0013] Obtain the intake air temperature of the engine.

[0014] In a possible implementation, the determining the sticking type of the throttle valve based on the position change of the throttle valve includes:

[0015] When the position change of the throttle valve indicates that the throttle valve does not move, determine that the sticking type of the throttle valve is continuous sticking;

[0016] When the position change of the throttle valve indicates that the throttle valve moves intermittently, determine that the sticking type of the throttle valve is intermittent sticking.

[0017] In a possible implementation, the determining the target duration of the throttle valve based on the intake air temperature includes:

[0018] Query in the first relationship table with the intake air temperature to obtain the target duration. Multiple candidate intake air temperatures and the corresponding candidate durations are stored in the first relationship table;

[0019] Alternatively, substitute the intake air temperature into the first relationship data to obtain the target duration. The first relationship data is used to represent the corresponding relationship between the intake air temperature and the duration;

[0020] Alternatively, determine the target duration based on the intake air temperature and the sticking type.

[0021] In a possible implementation, the determining the target duration based on the intake air temperature and the sticking type includes:

[0022] When the sticking type is continuous sticking, substitute the intake air temperature into the second relationship data corresponding to continuous sticking to obtain the target duration. The second relationship data is obtained by fitting when the throttle valve has continuous sticking; when the sticking type is intermittent sticking, substitute the intake air temperature into the third relationship data corresponding to intermittent sticking to obtain the target duration. Both the second relationship data and the third relationship data are used to represent the corresponding relationship between the intake air temperature and the duration. The third relationship data is obtained by fitting when the throttle valve has intermittent sticking;

[0023] Alternatively, input the intake air temperature and the sticking type into the duration determination model. Through the duration determination model, extract features from the intake air temperature and the sticking type to obtain duration prediction features; through the duration determination model, map the duration prediction features to obtain the target duration.

[0024] In a possible implementation, determining whether to trigger a throttle alarm based on the target duration, the type of jamming, and the cumulative duration during which the throttle cannot move includes:

[0025] When the type of jamming is continuous jamming, compare the cumulative duration with the target duration; when the cumulative duration is greater than or equal to the target duration, determine to trigger the throttle alarm; when the cumulative duration is less than the target duration, determine not to trigger the throttle alarm;

[0026] When the type of jamming is intermittent jamming, compare the cumulative duration with the target duration; when the cumulative duration is greater than or equal to the target duration, increment the count value of the target counter by one and reset the cumulative duration during which the throttle cannot move; when the count value of the target counter is greater than or equal to the count value threshold, determine to trigger the throttle alarm; when the count value of the target counter is less than the count value threshold, determine not to trigger the throttle alarm.

[0027] In a possible implementation, the method for determining the count value threshold includes:

[0028] Query using the intake air temperature in a second relationship table to obtain the count value threshold, where the second relationship table stores multiple candidate intake air temperatures and the corresponding count value thresholds for each candidate intake air temperature;

[0029] Alternatively, substitute the intake air temperature into fourth relationship data to obtain the count value threshold, where the fourth relationship data is used to represent the corresponding relationship between the intake air temperature and the count value threshold;

[0030] Alternatively, determine the count value threshold based on the intake air temperature and the type of jamming.

[0031] In a possible implementation, the method further includes:

[0032] When the cumulative duration during which the throttle cannot move is less than the target duration and the throttle jamming is eliminated, reduce the cumulative duration during which the throttle cannot move according to a preset gradient, where the preset gradient is associated with the intake air temperature.

[0033] In a possible implementation, the method further includes:

[0034] Obtain the duty cycle of the throttle; when the duty cycle is greater than or equal to the duty cycle threshold, determine that the throttle is jammed; when the duty cycle is less than the duty cycle threshold, determine that the throttle is not jammed;

[0035] Alternatively, obtain the throttle parameters of the throttle valve and the driving parameters of the vehicle. The throttle parameters are used to represent the driving state and position validity of the throttle valve, and the driving parameters are used to represent the driving state of the vehicle; when the throttle parameters and the driving parameters meet the preset enabling conditions, execute the steps of determining the type of jam of the throttle valve and obtaining the intake air temperature of the engine when the throttle valve of the engine jams.

[0036] On the one hand, a throttle alarm triggering device is provided, and the device includes:

[0037] A type and temperature determination module, configured to determine the type of jam of the throttle valve and obtain the intake air temperature of the engine when the throttle valve of the engine jams, where the type of jam includes continuous jam and intermittent jam;

[0038] A target duration determination module, configured to determine the target duration of the throttle valve based on the intake air temperature, where the target duration is negatively correlated with the intake air temperature, and the target duration is the longest continuous working duration of the drive motor of the throttle valve when the throttle valve cannot move;

[0039] An alarm trigger determination module, configured to determine whether to trigger a throttle alarm based on the target duration, the type of jam, and the cumulative duration during which the throttle valve cannot move, where the throttle alarm is used to indicate that the throttle valve jams.

[0040] In a possible implementation manner, the type and temperature determination module is configured to determine the position change condition of the throttle valve when the throttle valve of the engine jams; determine the type of jam of the throttle valve based on the position change condition of the throttle valve; and obtain the intake air temperature of the engine.

[0041] In a possible implementation manner, the type and temperature determination module is configured to determine that the type of jam of the throttle valve is continuous jam when the position change condition of the throttle valve indicates that the throttle valve does not move; and determine that the type of jam of the throttle valve is intermittent jam when the position change condition of the throttle valve indicates that the throttle valve moves intermittently.

[0042] In a possible implementation manner, the target duration determination module is configured to query in a first relationship table using the intake air temperature to obtain the target duration, where multiple candidate intake air temperatures and candidate durations corresponding to each candidate intake air temperature are stored in the first relationship table; or substitute the intake air temperature into first relationship data to obtain the target duration, and the first relationship data is used to represent the corresponding relationship between the intake air temperature and the duration; or determine the target duration based on the intake air temperature and the sticking type.

[0043] In a possible implementation manner, when the sticking type is continuous sticking, the target duration determination module is configured to substitute the intake air temperature into second relationship data corresponding to the continuous sticking to obtain the target duration, and the second relationship data is fitted when the throttle valve has continuous sticking; when the sticking type is intermittent sticking, substitute the intake air 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 air temperature and the duration, and the third relationship data is fitted when the throttle valve has intermittent sticking; or input the intake air temperature and the sticking type into a duration determination model, extract duration prediction features from the intake air temperature and the sticking type through the duration determination model; and map the duration prediction features through the duration determination model to obtain the target duration.

[0044] In a possible implementation manner, the alarm trigger determination module is configured to compare the cumulative duration and the target duration when the sticking type is continuous sticking; determine to trigger the throttle valve alarm when the cumulative duration is greater than or equal to the target duration; determine not to trigger the throttle valve alarm when the cumulative duration is less than the target duration; compare the cumulative duration and the target duration when the sticking type is intermittent sticking; add 1 to the count value of the target counter and reset the cumulative duration of the throttle valve being unable to move when the cumulative duration is greater than or equal to the target duration; determine to trigger the throttle valve alarm when the count value of the target counter is greater than or equal to the count value threshold; and determine not to trigger the throttle valve alarm when the count value of the target counter is less than the count value threshold.

[0045] In a possible implementation manner, the device further includes:

[0046] A threshold determination module, configured to query in a second relationship table using the intake air temperature to obtain the count value threshold, where the second relationship table stores multiple candidate intake air temperatures and the corresponding count value thresholds for each candidate intake air temperature; or, substitute the intake air temperature into fourth relationship data to obtain the count value threshold, where 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 type of jam.

[0047] In a possible implementation manner, the device further includes:

[0048] An accumulated duration update module, configured to, when the accumulated duration during which the throttle valve cannot move is less than the target duration and the throttle valve jam is eliminated, reduce the accumulated duration during which the throttle valve cannot move according to a preset gradient, where the preset gradient is associated with the intake air temperature.

[0049] In a possible implementation manner, the device further includes:

[0050] A jam determination module, configured to obtain the duty cycle of the throttle valve; when the duty cycle is greater than or equal to a duty cycle threshold, determine that the throttle valve has jammed; when the duty cycle is less than the duty cycle threshold, determine that the throttle valve has not jammed;

[0051] Alternatively, it further includes an enable condition determination module, configured to obtain the throttle valve parameters of the throttle valve and the driving parameters of the vehicle, where the throttle valve parameters are used to represent the driving state and position validity of the throttle valve, and the driving parameters are used to represent the driving state of the vehicle; when the throttle valve parameters and the driving parameters meet the preset enable conditions, perform the steps of determining the type of jam of the throttle valve and obtaining the intake air temperature of the engine when the throttle valve of the engine has jammed.

[0052] On the one hand, a vehicle is provided, where the vehicle includes one or more processors and one or more memories, and 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 throttle valve alarm triggering method.

[0053] On the one hand, a computer-readable storage medium is provided, where 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 valve alarm triggering method.

[0054] Through the technical solution provided by the embodiments of the present application, in the case of throttle jamming of the engine, the jamming type of the throttle is determined and the intake air temperature of the engine is obtained. Based on the intake air temperature, a target duration is determined, which is used to limit the continuous working duration of the drive motor of the throttle when the throttle cannot move. Whether to trigger a throttle alarm is determined based on the target duration, the jamming type, and the cumulative duration during which the throttle cannot move, so as to postpone the triggering time of the throttle alarm as much as possible, leaving time to eliminate throttle jamming while maintaining vehicle power, and making the triggering timing of the throttle more reasonable. Description of the Drawings

[0055] Figure 1 FIG. is a schematic diagram of the implementation environment of a method for triggering a throttle alarm provided by an embodiment of the present application;

[0056] Figure 2 FIG. is a flowchart of a method for triggering a throttle alarm provided by an embodiment of the present application;

[0057] Figure 3 FIG. is a flowchart of another method for triggering a throttle alarm provided by an embodiment of the present application;

[0058] Figure 4 FIG. is a flowchart of yet another method for triggering a throttle alarm provided by an embodiment of the present application;

[0059] Figure 5 FIG. is a schematic structural diagram of a device for triggering a throttle alarm provided by an embodiment of the present application;

[0060] Figure 6 FIG. is a schematic structural diagram of a vehicle provided by an embodiment of the present application. Detailed Embodiments

[0061] Hereinafter, the technical solutions in the present application will be clearly and elaborately described in conjunction with the accompanying drawings. Among them, in the description of the embodiments of the present application, unless otherwise specified, " / " means "or". For example, A / B may represent A or B: "and / or" in the text is merely a description of the association relationship between associated objects, indicating that there can be three relationships. For example, A and / or B can represent: A exists alone, A and B exist simultaneously, and B exists alone. In addition, in the description of the embodiments of the present application, "a plurality" means two or more than two.

[0062] Hereinafter, the terms "first" and "second" are only used for descriptive purposes and cannot be construed as implying or suggesting relative importance or implicitly indicating the quantity of the technical features reflected. Thus, the features defined with "first" and "second" may explicitly or implicitly include one or more of such features.

[0063] To illustrate the technical solutions provided in the embodiments of the present application, some terms related to the embodiments of the present application will be introduced first.

[0064] Throttle valve: The throttle valve is located between the air filter and the engine block and controls the amount of air entering the engine by adjusting the opening degree. When the driver steps on the accelerator pedal, the opening degree of the throttle valve increases, the air flow increases, the intake air volume of the engine increases, the fuel-air combustion is more complete, and the power is stronger; conversely, when the opening degree of the throttle valve decreases, the air flow decreases, and the intake air volume of the engine also decreases accordingly.

[0065] The drive motor of the throttle valve: The main function of the drive motor of the throttle valve is to control the opening degree of the throttle valve, thereby adjusting the intake air volume of the engine, achieving precise control of the engine, and enabling the engine to achieve optimal performance under different working conditions.

[0066] Throttle valve sticking: The opening degree of the throttle valve cannot be adjusted or the adjustment is slow.

[0067] Limp home mode: When the vehicle is in the limp home mode, usually after the vehicle's electronic control system detects certain faults, it is an emergency operation mode adopted to avoid more serious damage or ensure basic driving functions. For example, in the case of certain sensor faults in the engine, such as the air flow sensor fault, the engine control unit may, according to the preset program, make the engine work with a simplified and limited operating parameter. At this time, the vehicle may exhibit manifestations such as power reduction, vehicle speed limitation, and unsmooth gear shifting.

[0068] Next, the implementation environment of the embodiments of the present application will be introduced. Refer to Figure 1 , the implementation environment of the throttle alarm triggering method provided in the embodiments of the present application includes an engine control unit 101, a throttle position sensor 102, and a drive motor 103 of the throttle valve.

[0069] The engine control unit (Engine Control Unit, ECU) 101 is used to control the vehicle's engine. As an important component of the engine, the throttle valve, this control also includes controlling the opening degree of the throttle valve. The throttle position sensor 102 can be used to determine the position of the throttle valve, that is, to determine the opening degree of the throttle valve. The drive motor 103 is used to adjust the opening degree of the throttle valve. 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 valve from the throttle position sensor 102 and can also send control instructions to the drive motor 103 to control the drive motor 103.

[0070] After introducing the implementation environment of the embodiments of this application, the application scenarios of the technical solutions provided by the embodiments of this application will be introduced below. The technical solutions provided by the embodiments of this application can be applied to various vehicles with engines. After adopting the technical solutions provided by the embodiments of this application, it is possible to determine whether to trigger a throttle alarm in the case of throttle jamming, taking into account the jamming type and the intake air temperature, thereby improving the rationality of triggering the throttle alarm.

[0071] After introducing the implementation environment and application scenarios of the embodiments of this application, the technical solutions provided by the embodiments of this application will be introduced below. Refer to Figure 2 , taking the engine control unit as the execution subject as an example, the method includes the following steps.

[0072] 201. When the throttle of the engine jams, the engine control unit determines the jamming type of the throttle and obtains the intake air temperature of the engine. The jamming type includes continuous jamming and intermittent jamming.

[0073] Among them, the intake air temperature of the engine is the temperature of the air entering the engine, usually measured by a temperature sensor at the intake manifold of the engine. The intake air temperature can be used to represent the ambient temperature of the external environment. Continuous jamming means that the throttle cannot move at all, that is, the opening of the throttle always remains at a fixed value; intermittent jamming means that the throttle can move intermittently, that is, the opening of the throttle can change intermittently, but the change cannot keep up with the target opening that needs to be reached. When the throttle jams, the subsequent steps can be regarded as a process of fault diagnosis of the throttle.

[0074] 202. The engine control unit determines the target duration of the throttle based on the intake air temperature. The target duration is negatively correlated with the intake air temperature, and the target duration is the longest continuous working duration of the drive motor of the throttle when the throttle cannot move.

[0075] Among them, the negative correlation between the target duration and the intake air temperature means that the higher the intake air temperature, the shorter the target duration; the lower the intake air temperature, the longer the target duration. This is because when the throttle valve gets stuck, the drive motor of the throttle valve will keep working to try to adjust the opening degree of the throttle valve to the target opening degree. However, due to the stuck throttle valve, the drive motor can only convert electrical energy into heat energy, so the temperature of the drive motor will continue to rise. At the same time, the ambient temperature also affects the temperature of the drive motor. The lower the ambient temperature, the slower the temperature rise speed of the drive motor; the higher the ambient temperature, the faster the temperature rise speed of the drive motor. Therefore, on the premise of ensuring the safety of the drive motor (not being ablated), the lower the intake air temperature, the longer the drive motor can drive the stuck throttle valve, so the corresponding target duration is longer. Correspondingly, the higher the intake air temperature, the shorter the time the drive motor can drive the stuck throttle valve, so the corresponding target duration is shorter. In addition, when the throttle valve gets stuck, the throttle valve is not necessarily completely immovable. The stuck situation also includes not being able to move to the proper position. Therefore, the throttle valve getting stuck does not mean that the throttle valve cannot move.

[0076] 203. The engine control unit determines whether to trigger a throttle alarm based on the target duration, the stuck type, and the cumulative duration during which the throttle valve cannot move. The throttle alarm is used to indicate that the throttle valve gets stuck.

[0077] Among them, when the throttle alarm is triggered, the vehicle will experience power loss. By using the target duration, the stuck type, and the cumulative duration during which it cannot move, it is possible to determine whether to trigger the throttle alarm, so as to trigger the throttle alarm more reasonably on the premise of ensuring the safety of the drive motor, delay the triggering time of the throttle alarm as much as possible, maintain the vehicle power and also leave time to eliminate the throttle valve stuck.

[0078] Through the technical solution provided by the embodiment of the present application, when the throttle valve of the engine gets stuck, the stuck type of the throttle valve is determined and the intake air temperature of the engine is obtained. The target duration is determined based on the intake air temperature. The target duration is used to limit the continuous working duration of the drive motor of the throttle valve when the throttle valve cannot move. Whether to trigger a throttle alarm is determined based on the target duration, the stuck type, and the cumulative duration during which the throttle valve cannot move, delay the triggering time of the throttle alarm as much as possible, maintain the vehicle power and also leave time to eliminate the throttle valve stuck, and the triggering timing of the throttle valve is more reasonable. In addition, the above judgment method can also improve the robustness of throttle fault diagnosis.

[0079] It should be noted that the above steps 201-203 are a simple description of the throttle alarm triggering method provided by the embodiment of the present application. Below, some examples will be combined to describe the throttle alarm triggering method provided by the embodiment of the present application in more detail. See Figure 3, taking the engine control unit as the execution entity as an example, the method includes the following steps.

[0080] 301. The engine control unit determines whether the throttle valve of the engine is stuck.

[0081] Among them, the throttle valve being stuck means that the throttle valve cannot move as required, that is, the opening degree of the throttle valve cannot be adjusted to the target opening degree, and the target opening degree is the opening degree that the throttle valve needs to be adjusted to. The throttle valve can control the intake air volume of the engine. When the throttle valve is stuck, the intake air volume of the engine cannot be adjusted or cannot be adjusted as required, resulting in the output torque of the engine being too large or too small, which not only affects the driving experience but also affects driving safety. In the case where the throttle valve is stuck, the subsequent steps can be regarded as a process of fault diagnosis for the throttle valve.

[0082] In a possible implementation manner, the engine control unit obtains the duty ratio of the throttle valve. When the duty ratio is greater than or equal to the duty ratio threshold, the engine control unit determines that the throttle valve is stuck. When the duty ratio is less than the duty ratio threshold, the engine control unit determines that the throttle valve is not stuck.

[0083] Among them, the engine control unit controls the size of the driving motor rotation angle by adjusting the duty ratio of the pulse width modulation signal, thereby controlling the opening degree of the throttle valve. The torque output by the driving motor is proportional to the duty ratio of the pulse width modulation signal. When the duty ratio is constant and the driving motor output torque balances with the return spring resistance torque, the opening degree of the throttle valve remains unchanged; when the duty ratio increases, the driving torque of the driving motor overcomes the return spring resistance torque, and the opening degree of the throttle valve increases; conversely, when the duty ratio decreases, the driving motor output torque and the opening degree of the throttle valve also decrease. In the case where the throttle valve is stuck, adjusting the duty ratio of the pulse width modulation signal will continuously increase in the hope that the driving motor will adjust the opening degree of the throttle valve to the target opening degree. Therefore, the duty ratio of the throttle valve can be used to determine whether the throttle valve is stuck. That is, when the duty ratio is greater than or equal to the duty ratio threshold, it means that the duty ratio is too large, so it is determined that the throttle valve is stuck; when the duty ratio is less than the duty ratio threshold, it means that the duty ratio is still within the normal range, so it is determined that the throttle valve is not stuck. The duty ratio threshold is set by technicians according to actual situations, and the embodiments of the present application do not limit this.

[0084] In this implementation manner, the duty ratio of the throttle valve is used to determine whether the throttle valve is stuck, and the efficiency of stuck judgment is relatively high.

[0085] Next, another implementation manner of the above step 301 will be described.

[0086] In a possible implementation, the engine control unit obtains the opening degree of the throttle valve. When the opening degree changes to the target opening degree within a preset time period, the engine control unit determines that the throttle valve is not stuck. When the opening degree does not change to the target opening degree within the preset time period, the engine control unit determines that the throttle valve is stuck.

[0087] Among them, the target opening degree is the opening degree that the throttle valve needs to be adjusted to, and the target opening degree is determined based on the engine demand torque of the vehicle. The opening degree of the throttle valve changing to the target opening degree within the preset time period means that the opening degree of the throttle valve can follow the target opening degree for adjustment, and the throttle valve is not stuck. The opening degree of the throttle valve not changing to the target opening degree within the preset time period means that the opening degree of the throttle valve cannot follow the target opening degree for adjustment, and the throttle valve is stuck. The preset time period is set by the technical personnel according to the actual situation, and the embodiments of the present application do not limit this.

[0088] In this implementation, by using the situation of whether the opening degree of the throttle valve can change to the target opening degree within the preset time period, it is determined whether the throttle valve is stuck, and the accuracy of the stuck judgment is relatively high.

[0089] Of course, in addition to the above two implementations, the engine control unit can also determine whether the throttle valve is stuck through other means.

[0090] Optionally, after step 301, the engine control unit performs the following step 302 or 303 according to the actual situation.

[0091] 302. When the throttle valve of the engine is not stuck, the engine control unit controls the throttle valve based on the target opening degree.

[0092] In a possible implementation, when the throttle valve of the engine is not stuck, the engine control unit adjusts the opening degree of the throttle valve based on the deviation between the opening degree of the throttle valve and the target opening degree to adjust the opening degree of the throttle valve to the target opening degree.

[0093] 303. When the throttle valve of the engine is stuck, the engine control unit determines the type of stuck of the throttle valve and obtains the intake air temperature of the engine. The type of stuck includes continuous stuck and intermittent stuck.

[0094] Among them, the intake air temperature of the engine is the temperature of the air entering the engine, usually measured by a temperature sensor at the intake manifold of the engine. The intake air temperature can be used to represent the ambient temperature of the external environment. Continuous stalling means that the throttle valve cannot move at all, that is, the opening degree of the throttle valve always remains at a fixed value. Intermittent stalling means that the throttle valve can move intermittently, that is, the opening degree of the throttle valve can change intermittently, but the change cannot keep up with the target opening degree that needs to be reached.

[0095] In a possible implementation manner, when the throttle valve of the engine is stuck, the engine control unit determines the position change situation of the throttle valve. Based on the position change situation of the throttle valve, the engine control unit determines the type of stalling of the throttle valve. The engine control unit obtains the intake air temperature of the engine.

[0096] Among them, the position change situation of the throttle valve is used to describe the change situation of the opening degree of the throttle valve. When the throttle valve is stuck, the position (opening degree) of the throttle valve may either not change at all or may change intermittently. Using the position change situation of the throttle valve can determine the type of stalling of the throttle valve. Subsequently, for different types of stalling, different processing methods can be adopted, thereby improving the accuracy of triggering the throttle alarm.

[0097] In this implementation manner, when the throttle valve is stuck, the position change situation of the throttle valve is used to determine the type of stalling of the throttle valve, and the determination efficiency of the stalling type is relatively high.

[0098] In order to illustrate the above implementation manner more clearly, the above implementation manner will be described in several parts below.

[0099] The first part: When the throttle valve of the engine is stuck, the engine control unit determines the position change situation of the throttle valve.

[0100] In a possible implementation manner, when the throttle valve of the engine is stuck, the engine control unit obtains multiple positions of the throttle valve. Based on the multiple positions, the engine control unit determines the position change situation of the throttle valve.

[0101] Among them, one position corresponds to one acquisition moment. In the embodiments of the present application, the position of the throttle valve is also the opening degree of the throttle valve.

[0102] For example, when the throttle valve of the engine is stuck, the engine control unit obtains multiple positions of the throttle valve through the throttle position sensor. Based on the multiple positions, the engine control unit determines the movement situation of the throttle valve, and the movement situation is used to represent the position change situation.

[0103] Among them, the movement conditions include no movement and intermittent movement. When there is no movement, the multiple positions obtained are the same or the difference between the multiple positions is extremely small. When there is intermittent movement, the multiple positions obtained are both the same and different, indicating that the throttle can move for a while and cannot move for a while.

[0104] The second part: The engine control unit determines the sticking type of the throttle based on the position change condition of the throttle.

[0105] In a possible implementation manner, when the position change condition of the throttle indicates that the throttle has not moved, the engine control unit determines that the sticking type of the throttle is continuous sticking. When the position change condition of the throttle indicates that the throttle has intermittent movement, the engine control unit determines that the sticking type of the throttle is intermittent sticking.

[0106] Among them, the throttle not moving means that the position (opening degree) of the throttle remains unchanged all the time, and the throttle is stuck at a certain position. In this case, during the process of determining the cumulative duration when the throttle cannot move, the time is continuously accumulated. The throttle having intermittent movement means that the position (opening degree) of the throttle changes for a while and does not change for a while, and the throttle is stuck at multiple positions. In this case, during the process of determining the cumulative duration when the throttle cannot move, the time is only accumulated when the throttle position does not change, and is not accumulated when the throttle position changes.

[0107] The third part: The engine control unit obtains the intake air temperature of the engine.

[0108] In a possible implementation manner, the engine control unit obtains the intake air temperature through a temperature sensor at the intake manifold.

[0109] Optionally, before step 303, the engine control unit can also perform the following steps.

[0110] In a possible implementation manner, the engine control unit obtains the throttle parameters of the throttle and the driving parameters of the vehicle. The throttle parameters are used to represent the driving state and position validity of the throttle, and the driving parameters are used to represent the driving state of the vehicle. When the throttle parameters and the driving parameters meet the preset enabling conditions, the engine control unit executes step 303 above, otherwise it does not execute step 303 above.

[0111] Among them, the driving state of the throttle valve is used to indicate whether there is an adjustment instruction for the position (opening degree) of the throttle valve. The position validity is used to indicate whether the position (opening degree) collected by the throttle valve position sensor is valid. When the throttle valve position sensor fails, the collected position will deviate seriously from the normal situation, and at this time, it can be determined that the position validity is invalid. The driving parameter is used to indicate whether the vehicle is in a limp home state. In the embodiment of the present application, the preset enabling condition includes that the driving state of the throttle valve indicates that there is an adjustment instruction for the position of the throttle valve, the position validity is valid, and the vehicle is not in a limp home state.

[0112] 304. The engine control unit determines the target duration of the throttle valve based on the intake air temperature. 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.

[0113] Among them, the negative correlation between the target duration and the intake air temperature means that the higher the intake air temperature, the shorter the target duration; the lower the intake air temperature, the longer the target duration. This is because when the throttle valve is stuck, the driving motor of the throttle valve will continuously work to try to adjust the opening degree of the throttle valve to the target opening degree. However, the sticking of the throttle valve causes the driving motor to only convert electrical energy into heat energy, so the temperature of the driving motor will continuously rise. At the same time, the ambient temperature also affects the temperature of the driving motor. The lower the ambient temperature, the slower the temperature rise speed of the driving motor; the higher the ambient temperature, the faster the temperature rise speed of the driving motor. Therefore, on the premise of ensuring the safety of the driving motor (not being ablated), the lower the intake air temperature, the longer the driving motor can drive the stuck throttle valve, so the corresponding target duration is longer. Correspondingly, the higher the intake air temperature, the shorter the time for the driving motor to drive the stuck throttle valve, so the corresponding target duration is shorter. In addition, when the throttle valve is stuck, the throttle valve is not necessarily completely immovable. The sticking also includes not being able to move to the position, so the sticking of the throttle valve does not mean that the throttle valve cannot move.

[0114] In a possible implementation manner, the engine control unit queries in the first relationship table using the intake air temperature to obtain the target duration. The first relationship table stores multiple candidate intake air temperatures and the candidate durations corresponding to each candidate intake air temperature.

[0115] Among them, the multiple candidate intake air temperatures stored in the first relationship table and the candidate durations corresponding to each candidate intake air temperature are calibrated by technicians according to the actual situation, and the embodiment of the present application does not limit this.

[0116] In this implementation manner, by querying in the first relationship table using the obtained intake air temperature, the target duration can be obtained, and the determination efficiency of the target duration is relatively high.

[0117] For example, the engine control unit queries the intake air temperature in the first relational table to determine whether there is a target intake air temperature in the multiple candidate intake air temperatures stored in the first relational table that is the same as the intake air temperature. When there is a target intake air temperature in the first relational table, the engine control unit determines the candidate duration corresponding to the target intake air temperature as the target duration. When there is a target intake air temperature in the first relational table, the engine control unit determines a first candidate intake air temperature and a second candidate intake air temperature from the first relational table. The first candidate intake air temperature and the second candidate intake air temperature are the candidate intake air temperatures in the first relational table that are closest to the intake air temperature. 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 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 duration.

[0118] Through the method described in the above example, regardless of whether the intake air temperature exists in the first relational table, the corresponding target duration can be obtained.

[0119] Next, another implementation manner of the above step 304 will be described.

[0120] In a possible implementation manner, the engine control unit substitutes the intake air temperature into the first relational data to obtain the target duration. The first relational data is used to represent the corresponding relationship between the intake air temperature and the duration.

[0121] Wherein, the first relational data is a function. After the intake air temperature is input into the first relational data, the corresponding target duration can be directly obtained. In some embodiments, the first relational data is obtained by fitting based on multiple sample intake air temperatures and the sample durations corresponding to the respective sample intake air temperatures.

[0122] In this implementation manner, substituting the intake air temperature into the first relational data can directly obtain the target duration, and the determination efficiency of the target duration is relatively high.

[0123] Next, another implementation manner of the above step 304 will be described.

[0124] In a possible implementation manner, the engine control unit determines the target duration based on the intake air temperature and the type of jamming.

[0125] Next, the above implementation manner will be described through two examples.

[0126] Example 1: When the type of stalling is continuous stalling, the engine control unit substitutes the intake air temperature into the second relationship data corresponding to the continuous stalling to obtain the target duration. The second relationship data is obtained by fitting in the case of continuous stalling of the throttle valve. When the type of stalling is intermittent stalling, the engine control unit substitutes the intake air temperature into the third relationship data corresponding to the intermittent stalling to obtain the target duration. Both the second relationship data and the third relationship data are used to represent the corresponding relationship between the intake air temperature and the duration. The third relationship data is obtained by fitting in the case of intermittent stalling of the throttle valve.

[0127] Among them, both the second relationship data and the third relationship data are functions. 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 distinguishes the type of stalling.

[0128] In this implementation manner, the target duration corresponding to the type of stalling 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.

[0129] Example 2: The engine control unit inputs the intake air temperature and the type of stalling into the duration determination model. The duration determination model extracts features from the intake air temperature and the type of stalling to obtain duration prediction features. The engine control unit maps the duration prediction features through the duration determination model to obtain the target duration.

[0130] Among them, the duration determination model is a regression model, which can map the intake air temperature and the type of stalling to the target duration. In the process of training the duration determination model, multiple first sample data and the labeled duration corresponding to each first sample data are used. One first sample data includes a sample intake air temperature and a sample type of stalling.

[0131] In this implementation manner, the duration determination model can map the intake air temperature and the type of stalling to the target duration, making full use of the generalization ability of the duration determination model, and the accuracy of the target duration is relatively high.

[0132] For example, the engine control unit inputs the intake air temperature and the type of stalling into the duration determination model. The duration determination model extracts features from the intake air temperature and the type of stalling to obtain duration prediction features. The engine control unit performs full connection and normalization on the duration prediction features through the duration determination model to obtain the target duration.

[0133] It should be noted that the above several implementation manners are all executed when the obtained intake air temperature is valid. When the obtained intake air temperature is invalid, the engine control unit determines the preset duration as the target duration. The preset duration is the duration corresponding to the theoretical highest ambient temperature.

[0134] Among them, the theoretical maximum ambient temperature and the corresponding duration are set by technicians according to the actual situation, and the embodiments of the present application do not limit this. In the case where the temperature sensor for obtaining the intake air temperature fails, the obtained intake air temperature is invalid.

[0135] 305. The engine control unit determines whether to trigger a throttle alarm based on the target duration, the type of jamming, and the cumulative duration during which the throttle cannot move. The throttle alarm is used to indicate that the throttle is jammed.

[0136] Among them, when the throttle alarm is triggered, the vehicle will experience a loss of power. By using the target duration, the type of jamming, and the cumulative duration during which it cannot move, it is possible to determine whether to trigger the throttle alarm, so as to trigger the throttle alarm more reasonably on the premise of ensuring the safety of the drive motor, delay the triggering time of the throttle alarm as much as possible, maintain the vehicle power, and also leave time to eliminate the throttle jam.

[0137] In a possible implementation manner, when the type of jamming is continuous jamming, 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 type of jamming is intermittent jamming, 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 increments the count value of the target counter and resets the cumulative duration during which 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.

[0138] Among them, in the case where the jamming type is continuous jamming, if the cumulative duration is greater than or equal to the target duration, it means that the drive motor of the throttle valve has been unable to rotate for a long time, and the temperature of the drive motor may be relatively high, posing a risk of burnout. Therefore, a throttle valve alarm is directly triggered to stop driving the drive motor. If the cumulative duration is less than the target duration, it means that although the drive motor of the throttle valve is unable to rotate for a period of time, the temperature is still within the normal range and the risk of burnout is relatively low. Therefore, the throttle valve alarm is not triggered, so that the drive motor can continuously drive the throttle valve for as long as possible, expecting to eliminate the throttle valve jamming while retaining the power output of the vehicle. In the case where the jamming type is intermittent jamming, 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 an opportunity to dissipate heat. If the cumulative duration is greater than or equal to the target duration, it means that the drive motor of the throttle valve has been unable to rotate for a long time. At this time, the count value of the target counter is incremented to accumulate the count value, and the throttle valve alarm is triggered when the count value accumulates to the count value threshold, so that the drive motor stops working. When the count value has not accumulated to the count value threshold, the throttle valve alarm is not triggered temporarily, so that the drive motor can continuously drive the throttle valve for as long as possible, expecting to eliminate the throttle valve jamming while retaining the power output of the vehicle. The count value threshold is set by technicians according to the actual situation, and the embodiments of the present application do not limit this.

[0139] In this implementation manner, corresponding throttle valve alarm trigger judgments are executed for different jamming types, making the throttle valve alarm trigger judgment match the jamming type, with higher accuracy.

[0140] To more clearly illustrate the above implementation manner, the method for determining the count value threshold in the above implementation manner will be described below.

[0141] In a possible implementation manner, the engine control unit queries in the second relationship table using the intake air temperature to obtain the count value threshold. Multiple candidate intake air temperatures and the corresponding candidate count value thresholds for each candidate intake air temperature are stored in the second relationship table.

[0142] Among them, the multiple candidate intake air temperatures stored in the second relationship table and the corresponding candidate count value thresholds for each candidate intake air temperature are calibrated by technicians according to the actual situation, and the embodiments of the present application do not limit this.

[0143] In this implementation manner, by querying in the second relationship table using the obtained intake air temperature, the count value threshold can be obtained, and the determination efficiency of the count value threshold is relatively high.

[0144] For example, the engine control unit queries the intake air temperature in the second relationship table to determine whether there is a target intake air temperature in the multiple candidate intake air temperatures stored in the second relationship table that is the same as the intake air temperature. When there is a target intake air temperature 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. When there is a target intake air temperature in the second relationship table, the engine control unit determines a first candidate intake air temperature and a 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 in the second relationship table that are closest to the intake air temperature. 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 way of interpolating the candidate count value threshold.

[0145] Through the method described in the above example, regardless of whether the intake air temperature exists in the second relationship table, the corresponding count value threshold can be obtained.

[0146] Next, another method for determining the count value threshold will be described.

[0147] In a possible implementation manner, the engine control unit substitutes the intake air temperature into the 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.

[0148] Among them, the fourth relationship data is a function. After inputting the intake air temperature 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 the respective sample intake air temperatures.

[0149] In this implementation manner, substituting the intake air temperature into the fourth relationship data can directly obtain the count value threshold, and the determination efficiency of the count value threshold is relatively high.

[0150] Next, another method for determining the count value threshold will be described.

[0151] In a possible implementation manner, the engine control unit determines the count value threshold based on the intake air temperature and the type of jamming.

[0152] Next, the above implementation manner will be described through two examples.

[0153] Example 1: When the stalling type is continuous stalling, the engine control unit substitutes the intake air temperature into the fifth relationship data corresponding to the continuous stalling to obtain the count value threshold. The fifth relationship data is obtained by fitting in the case of continuous stalling of the throttle valve. When the stalling type is intermittent stalling, the engine control unit substitutes the intake air temperature into the sixth relationship data corresponding to the intermittent stalling to obtain the count value threshold. Both the fifth relationship data and the sixth relationship data are used to represent the corresponding relationship between the intake air temperature and the duration. The sixth relationship data is obtained by fitting in the case of intermittent stalling of the throttle valve.

[0154] Among them, both the fifth relationship data and the sixth relationship data are functions. The difference from the fourth relationship data is that the sample data used in fitting the fifth relationship data and the sixth relationship data distinguishes the stalling type.

[0155] In this implementation manner, the count value threshold corresponding to the stalling type can be directly obtained by using the fifth relationship data and the sixth relationship data, and the accuracy of the count value threshold is relatively high.

[0156] Example 2: The engine control unit inputs the intake air temperature and the stalling type into the count value threshold determination model. The count value threshold determination model extracts features from the intake air temperature and the stalling type to obtain count value threshold determination features. The engine control unit maps the count value threshold determination features through the count value threshold determination model to obtain the count value threshold.

[0157] Among them, the count value threshold determination model is a regression model that can map the intake air temperature and the stalling type to the count value threshold. During the training process of the count value threshold determination model, multiple second sample data and the labeled count value thresholds corresponding to each second sample data are used. One second sample data includes a sample intake air temperature and a sample stalling type.

[0158] In this implementation manner, the count value threshold determination model can map the intake air temperature and the stalling type to the count value threshold, making full use of the generalization ability of the count value threshold determination model, and the accuracy of the count value threshold is relatively high.

[0159] For example, the engine control unit inputs the intake air temperature and the stalling type into the count value threshold determination model. The count value threshold determination model extracts features from the intake air temperature and the stalling type to obtain count value threshold determination features. The engine control unit performs full connection and normalization on the count value threshold determination features through the count value threshold determination model to obtain the count value threshold.

[0160] It should be noted that the above several implementation manners are all executed when the obtained intake air temperature is valid. When the obtained intake air temperature is invalid, the engine control unit determines the preset value threshold as the count value threshold, and the preset value threshold is the count value threshold corresponding to the theoretical highest ambient temperature.

[0161] Among them, the theoretical highest ambient temperature and the corresponding count value threshold are set by technicians according to the actual situation, and the embodiments of the present application do not limit this. When the temperature sensor for obtaining the intake air temperature fails, the obtained intake air temperature is invalid.

[0162] In addition, when determining the cumulative duration, the engine control unit may also execute the following steps.

[0163] In a possible implementation manner, when the cumulative duration of the throttle being unable to move is less than the target duration and the throttle jamming is eliminated, the engine control unit reduces the cumulative duration of the throttle being unable to move according to a preset gradient, and the preset gradient is associated with the intake air temperature.

[0164] In order to more clearly illustrate the above implementation manners, the method for determining the preset gradient in the above implementation manners will be described below.

[0165] In a possible implementation manner, the engine control unit queries in the third relationship table using the intake air temperature to obtain the preset gradient, and multiple candidate intake air temperatures and candidate gradients corresponding to each candidate intake air temperature are stored in the third relationship table.

[0166] Among them, the multiple candidate intake air temperatures and candidate gradients corresponding to each candidate intake air temperature stored in the third relationship table are calibrated by technicians according to the actual situation, and the embodiments of the present application do not limit this.

[0167] In this implementation manner, by querying in the third relationship table using the obtained intake air temperature, the preset gradient can be obtained, and the determination efficiency of the preset gradient is relatively high.

[0168] For example, the engine control unit queries in the third relation table using the intake air temperature to determine whether there is a target intake air temperature in the multiple candidate intake air temperatures stored in the third relation table that is the same as the intake air temperature. When there is a target intake air temperature in the third relation table, the engine control unit determines the candidate gradient corresponding to the target intake air temperature as the preset gradient. When there is a target intake air temperature in the third relation table, the engine control unit determines a first candidate intake air temperature and a second candidate intake air temperature from the third relation table. The first candidate intake air temperature and the second candidate intake air temperature are the candidate intake air temperatures in the third relation table that are closest to the intake air temperature. 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 way of interpolating the candidate gradient.

[0169] Through the method described in the above example, regardless of whether the intake air temperature exists in the third relation table, the corresponding preset gradient can be obtained.

[0170] Next, another method for determining the preset gradient will be described.

[0171] In a possible implementation manner, the engine control unit substitutes the intake air temperature into the seventh relation data to obtain the preset gradient. The seventh relation data is used to represent the corresponding relationship between the intake air temperature and the preset gradient.

[0172] Among them, the seventh relation data is a function. After inputting the intake air temperature into the seventh relation data, the corresponding preset gradient can be directly obtained. In some embodiments, the seventh relation data is obtained by fitting based on multiple sample intake air temperatures and the sample gradients corresponding to the respective sample intake air temperatures.

[0173] In this implementation manner, substituting the intake air temperature into the seventh relation data can directly obtain the preset gradient, and the determination efficiency of the preset gradient is relatively high.

[0174] Next, another method for determining the preset gradient will be described.

[0175] In a possible implementation manner, the engine control unit determines the preset gradient based on the intake air temperature and the type of jamming.

[0176] Next, the above implementation manner will be described through two examples.

[0177] Example 1: When the type of stalling is continuous stalling, the engine control unit substitutes the intake air temperature into the eighth relationship data corresponding to the continuous stalling to obtain the preset gradient. The eighth relationship data is obtained by fitting in the case of continuous stalling of the throttle valve. When the type of stalling is intermittent stalling, the engine control unit substitutes the intake air temperature into the ninth relationship data corresponding to the intermittent stalling to obtain the preset gradient. 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. The ninth relationship data is obtained by fitting in the case of intermittent stalling of the throttle valve.

[0178] Among them, both the eighth relationship data and the ninth relationship data are functions. The difference from the seventh relationship data is that the sample data used in the fitting of the eighth relationship data and the ninth relationship data distinguishes the type of stalling.

[0179] In this implementation manner, the preset gradient corresponding to the type of stalling can be directly obtained by using the eighth relationship data and the ninth relationship data, and the accuracy of the preset gradient is relatively high.

[0180] Example 2: The engine control unit inputs the intake air temperature and the type of stalling into a preset gradient determination model. The preset gradient determination model extracts features from the intake air temperature and the type of stalling to obtain preset gradient determination features. The engine control unit maps the preset gradient determination features through the preset gradient determination model to obtain the preset gradient.

[0181] Among them, the preset gradient determination model is a regression model that can map the intake air temperature and the type of stalling to the preset gradient. During the process of training the preset gradient determination model, multiple third sample data and the labeled gradients corresponding to each third sample data are used. One third sample data includes a sample intake air temperature and a sample type of stalling.

[0182] In this implementation manner, the preset gradient determination model can map the intake air temperature and the type of stalling to the preset gradient, making full use of the generalization ability of the preset gradient determination model, and the accuracy of the preset gradient is relatively high.

[0183] For example, the engine control unit inputs the intake air temperature and the type of stalling into the preset gradient determination model. The preset gradient determination model extracts features from the intake air temperature and the type of stalling to obtain preset gradient determination features. The engine control unit performs fully connected and normalization operations on the preset gradient determination features through the preset gradient determination model to obtain the preset gradient.

[0184] It should be noted that the above several implementation manners 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 this gradient, and this target gradient is the gradient corresponding to the theoretical highest ambient temperature.

[0185] Among them, the theoretical highest ambient temperature and the corresponding gradient are set by technicians according to the actual situation, and the embodiments of the present application do not limit this. When the temperature sensor for acquiring the intake air temperature fails, the acquired intake air temperature is invalid.

[0186] 306. When it is determined to trigger the throttle alarm, the engine control unit triggers this throttle alarm.

[0187] Next, the technical solutions provided by the embodiments of the present application will be described in combination with Figure 4 and the content in the above steps 301-306.

[0188] Refer to Figure 4 , when the throttle is stuck, determine the type of stuck. When the type of stuck is continuous stuck, determine the target duration. When the cumulative duration that the throttle cannot move reaches the target duration, that is, when the throttle has continuous stuck and the duration of continuous stuck reaches the target duration, trigger the throttle alarm. When the cumulative duration that the throttle cannot move does not reach the target duration, the throttle stuck is eliminated, and the cumulative duration is reduced according to the preset gradient. When the type of stuck is intermittent stuck, determine the target duration. When the cumulative duration that the throttle cannot move reaches the target duration, that is, when the throttle has intermittent stuck and the duration of continuous stuck of the intermittent stuck reaches the target duration, the count value of the counter is incremented by one, and at the same time the cumulative duration is reset. When the count value of the counter reaches the count value threshold, trigger the throttle alarm. When the cumulative duration that the throttle cannot move does not reach the target duration, the throttle stuck is eliminated, and the cumulative duration is reduced according to the preset gradient.

[0189] All the above optional technical solutions can be combined arbitrarily to form optional embodiments of the present application, which will not be elaborated here one by one.

[0190] Through the technical solution provided by the embodiments of the present application, when the throttle valve of the engine gets stuck, the type of throttle valve stuck is determined and the intake air temperature of the engine is obtained. Based on the intake air temperature, a target duration is determined, and this target duration is used to limit the continuous working duration of the drive motor of the throttle valve when the throttle valve cannot move. Based on the target duration, the stuck type, and the cumulative duration during which the throttle valve cannot move, it is determined whether to trigger a throttle valve alarm, so as to postpone the triggering time of the throttle valve alarm as much as possible, leaving time to eliminate the throttle valve stuck while maintaining the vehicle power, and making the triggering timing of the throttle valve more reasonable. In addition, the above judgment method can also improve the robustness of throttle valve fault diagnosis.

[0191] Figure 5 It is a schematic structural diagram of a triggering device for throttle valve alarm provided by the embodiments of the present application. Refer to Figure 5 The device includes: a type and temperature determination module 501, a target duration determination module 502, and an alarm triggering determination module 503.

[0192] The type and temperature determination module 501 is used to determine the stuck type of the throttle valve and obtain the intake air temperature of the engine when the throttle valve of the engine gets stuck. The stuck type includes continuous stuck and intermittent stuck.

[0193] The target duration determination module 502 is used to determine the target duration of the throttle valve based on the intake air temperature. The target duration is negatively correlated with the intake air temperature, and the target duration is the longest continuous working duration of the drive motor of the throttle valve when the throttle valve cannot move.

[0194] The alarm triggering determination module 503 is used to determine whether to trigger a throttle valve alarm based on the target duration, the stuck type, and the cumulative duration during which the throttle valve cannot move. The throttle valve alarm is used to indicate that the throttle valve gets stuck.

[0195] In a possible implementation manner, the type and temperature determination module 501 is used to determine the position change situation of the throttle valve when the throttle valve of the engine gets stuck. Based on the position change situation of the throttle valve, the stuck type of the throttle valve is determined. The intake air temperature of the engine is obtained.

[0196] In a possible implementation manner, the type and temperature determination module 501 is used to determine that the stuck type of the throttle valve is continuous stuck when the position change situation of the throttle valve indicates that the throttle valve does not move. When the position change situation of the throttle valve indicates that the throttle valve moves intermittently, it is determined that the stuck type of the throttle valve is intermittent stuck.

[0197] In a possible implementation, the target duration determination module 502 is configured to query the intake air temperature in a first relationship table to obtain the target duration, where the first relationship table stores multiple candidate intake air temperatures and candidate durations corresponding to each candidate intake air temperature. Alternatively, substitute the intake air temperature into first relationship data, which is used to represent the corresponding relationship between the intake air temperature and the duration, to obtain the target duration. Alternatively, determine the target duration based on the intake air temperature and the type of jamming.

[0198] In a possible implementation, when the type of jamming is continuous jamming, the target duration determination module 502 is configured to substitute the intake air temperature into second relationship data corresponding to the continuous jamming to obtain the target duration, and the second relationship data is obtained by fitting when the throttle valve experiences continuous jamming. When the type of jamming is intermittent jamming, substitute the intake air temperature into third relationship data corresponding to the intermittent jamming to obtain the target duration. Both the second relationship data and the third relationship data are 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 experiences intermittent jamming. Alternatively, input the intake air temperature and the type of jamming into a duration determination model, extract duration prediction features from the intake air temperature and the type of jamming through the duration determination model, and map the duration prediction features through the duration determination model to obtain the target duration.

[0199] In a possible implementation, the alarm trigger determination module 503 is configured to compare the cumulative duration with the target duration when the type of jamming is continuous jamming. When the cumulative duration is greater than or equal to the target duration, determine to trigger the throttle valve alarm. When the cumulative duration is less than the target duration, determine not to trigger the throttle valve alarm. When the type of jamming is intermittent jamming, compare the cumulative duration with the target duration. When the cumulative duration is greater than or equal to the target duration, increment the count value of the target counter and reset the cumulative duration during which the throttle valve cannot move. When the count value of the target counter is greater than or equal to the count value threshold, determine to trigger the throttle valve alarm. When the count value of the target counter is less than the count value threshold, determine not to trigger the throttle valve alarm.

[0200] In a possible implementation, the device further includes:

[0201] A threshold determination module, configured to query in a second relationship table using the intake air temperature to obtain the count value threshold, where the second relationship table stores multiple candidate intake air temperatures and the corresponding count value thresholds for each candidate intake air temperature. Alternatively, substitute the intake air temperature into fourth relationship data to obtain the count value threshold, where the fourth relationship data is used to represent the corresponding relationship between the intake air temperature and the count value threshold. Alternatively, determine the count value threshold based on the intake air temperature and the type of throttle sticking.

[0202] In a possible implementation manner, the device further includes:

[0203] An accumulated duration update module, configured to, when the accumulated duration during which the throttle valve cannot move is less than the target duration and the throttle valve sticking is eliminated, reduce the accumulated duration during which the throttle valve cannot move according to a preset gradient, where the preset gradient is associated with the intake air temperature.

[0204] In a possible implementation manner, the device further includes:

[0205] A sticking determination module, configured to obtain the duty cycle of the throttle valve. When the duty cycle is greater than or equal to a duty cycle threshold, determine that the throttle valve is stuck. When the duty cycle is less than the duty cycle threshold, determine that the throttle valve is not stuck.

[0206] Alternatively, it further includes an enabling condition determination module, configured to obtain the throttle valve parameters of the throttle valve and the driving parameters of the vehicle, where the throttle valve parameters are used to represent the driving state and position validity of the throttle valve, and the driving parameters are used to represent the driving state of the vehicle. When the throttle valve parameters and the driving parameters meet a preset enabling condition, perform the step of determining the type of throttle valve sticking and obtaining the intake air temperature of the engine when the throttle valve of the engine is stuck.

[0207] It should be noted that: when the throttle alarm triggering device provided in the above embodiments triggers a throttle alarm, only the above division of each functional module is used for illustration. In practical applications, the above functions can be allocated to different functional modules according to needs, 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 throttle alarm triggering device provided in the above embodiments and the throttle alarm triggering method embodiments belong to the same concept, and the specific implementation process is detailed in the method embodiments and will not be elaborated here.

[0208] Through the technical solution provided by the embodiments of the present application, in the case of throttle sticking in the engine, the sticking type of the throttle is determined and the intake air temperature of the engine is obtained. Based on the intake air temperature, a target duration is determined, and this target duration is used to limit the continuous working duration of the drive motor of the throttle when the throttle cannot move. Based on the target duration, the sticking type, and the cumulative duration during which the throttle cannot move, it is determined whether to trigger a throttle alarm, and the triggering time of the throttle alarm is postponed as much as possible. While maintaining the vehicle power, time is also left for eliminating throttle sticking, and the triggering timing of the throttle is more reasonable.

[0209] Embodiments of the present application also provide a vehicle. Figure 6 FIG. is a schematic structural diagram of a vehicle provided by an embodiment of the present application.

[0210] Generally, vehicle 600 includes one or more processors 601 and one or more memories 602.

[0211] Processor 601 may include one or more processing cores, such as a 4-core processor, a 6-core processor, etc. 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). Processor 601 may also include a main processor and a coprocessor. The main processor is a processor for processing data in the wake state, also known as the CPU (Central Processing Unit); the coprocessor is a low-power processor for processing data in the standby state. In some embodiments, processor 601 may be integrated with a GPU (Graphics Processing Unit), and the GPU is responsible for rendering and drawing the content to be displayed on the display screen. In some embodiments, processor 601 may also include an AI (Artificial Intelligence) processor, and this AI processor is used to process computational operations related to machine learning.

[0212] The memory 602 may include one or more computer-readable storage media, which may be non-transitory. The memory 602 may also include high-speed random access memory and non-volatile memory, such as one or more disk storage devices and flash storage devices. In some embodiments, the non-transitory computer-readable storage media in the memory 602 is used to store at least one computer program, and the at least one computer program is used to be executed by the processor 601 to implement the throttle alarm triggering method provided in the method embodiments of the present application.

[0213] Those skilled in the art can understand that Figure 6 the structure shown in does not constitute a limitation on the vehicle 600, and it may include more or fewer components than shown in the figure, or combine certain components, or adopt a different component layout.

[0214] In addition, the device provided in the embodiments of the present application may specifically be a chip, a component or a module. The chip may include a processor and a memory connected thereto; wherein, the memory is used to store instructions, and when the processor calls and executes the instructions, the chip can execute the method for triggering a throttle alarm provided in the above embodiments.

[0215] This embodiment also provides a computer-readable storage medium, in which computer program code is stored. When the computer program code runs on a computer, the computer is caused to execute the above-related method steps to implement the method for triggering a throttle alarm provided in the above embodiments.

[0216] This embodiment also provides a computer program product. When the computer program product runs on a computer, the computer is caused to execute the above-related steps to implement the method for triggering a throttle alarm provided in the above embodiments.

[0217] Among them, the device, computer-readable storage medium, computer program product or chip provided in this embodiment are all 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 elaborated here.

[0218] Through the description of the above embodiments, those skilled in the art can understand that for the convenience and brevity of description, only the above division of each functional module is used as an example. In actual applications, the above functions can be allocated to different functional modules as needed, that is, the internal structure of the device is divided into different functional modules to complete all or part of the functions described above.

[0219] 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 merely illustrative. For example, the division of modules or units is only a logical function division. In actual implementation, there may be other division methods. For example, multiple units or components can be combined or integrated into another device, or some features can be ignored or not executed. Another point is that the displayed or discussed couplings or direct couplings or communication connections between each other can be through some interfaces. The indirect couplings or communication connections of devices or units can be in electrical, mechanical or other forms.

[0220] The above content is only the specific implementation manner of the present application, but the protection scope of the present application is not limited thereto. Any person skilled in the art within the technical scope disclosed in the present application can easily think of changes or substitutions, which should be covered by the protection scope of the present application. Therefore, the protection scope of the present application shall be subject to the protection scope of the claims.

Claims

1. A method for triggering a throttle alarm, characterized in that, The method includes: When the throttle valve of the engine gets stuck, determining the type of the throttle valve stuck and obtaining the intake air temperature of the engine, where the type of stuck includes continuous stuck and intermittent stuck; Based on the intake air temperature, determining the target duration of the throttle valve, where the target duration is negatively correlated with the intake air temperature, and the target duration is the longest continuous working duration of the drive motor of the throttle valve when the throttle valve cannot move; Based on the target duration, the type of stuck, and the cumulative duration that the throttle valve cannot move, determining whether to trigger a throttle valve alarm, where the throttle valve alarm is used to indicate that the throttle valve gets stuck; The determining whether to trigger a throttle valve alarm based on the target duration, the type of stuck, and the cumulative duration that the throttle valve cannot move includes: When the type of stuck is continuous stuck, comparing the cumulative duration with the target duration; when the cumulative duration is greater than or equal to the target duration, determining to trigger the throttle valve alarm; when the cumulative duration is less than the target duration, determining not to trigger the throttle valve alarm; When the type of stuck is intermittent stuck, comparing the cumulative duration with the target duration; when the cumulative duration is greater than or equal to the target duration, incrementing the count value of the target counter by one and resetting the cumulative duration that the throttle valve cannot move; when the count value of the target counter is greater than or equal to the count value threshold, determining to trigger the throttle valve alarm; when the count value of the target counter is less than the count value threshold, determining not to trigger the throttle valve alarm.

2. The method according to claim 1, wherein The determining the type of the throttle valve stuck and obtaining the intake air temperature of the engine when the throttle valve of the engine gets stuck includes: When the throttle valve of the engine gets stuck, determining the position change of the throttle valve; Based on the position change of the throttle valve, determining the type of the throttle valve stuck; Obtaining the intake air temperature of the engine.

3. The method according to claim 2, characterized in that The determining the type of the throttle valve stuck based on the position change of the throttle valve includes: When the position change of the throttle valve indicates that the throttle valve does not move, determining the type of the throttle valve stuck as continuous stuck; When the position change of the throttle valve indicates that the throttle valve moves intermittently, determining the type of the throttle valve stuck as intermittent stuck.

4. The method according to claim 1, characterized in that, The determining the target duration of the throttle valve based on the intake air temperature includes: Querying in the first relationship table using the intake air temperature to obtain the target duration, where the first relationship table stores multiple candidate intake air temperatures and the corresponding candidate durations for each candidate intake air temperature; Alternatively, substituting the intake air temperature into the 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.

5. The method according to claim 1, characterized in that, The determining the target duration of the throttle valve based on the intake air temperature includes: Based on the intake air temperature and the type of stuck, determining the target duration.

6. The method according to claim 5, characterized in that Determining the target duration based on the intake air temperature and the stalling type includes: When the stalling type is continuous stalling, substituting the intake air temperature into the second relationship data corresponding to the continuous stalling to obtain the target duration, where the second relationship data is obtained by fitting under the condition of continuous stalling of the throttle valve; when the stalling type is intermittent stalling, substituting the intake air temperature into the third relationship data corresponding to the intermittent stalling to obtain the target duration, where both the second relationship data and the third relationship data are used to represent the corresponding relationship between the intake air temperature and the duration, and the third relationship data is obtained by fitting under the condition of intermittent stalling of the throttle valve; Alternatively, inputting the intake air temperature and the stalling type into a duration determination model, extracting features of the intake air temperature and the stalling type through the duration determination model to obtain duration prediction features; and mapping the duration prediction features through the duration determination model to obtain the target duration.

7. The method according to claim 1, wherein The method for determining the count value threshold includes: Querying in the second relationship table using the intake air temperature to obtain the count value threshold, where the second relationship table stores multiple candidate intake air temperatures and the corresponding count value thresholds for each candidate intake air temperature; Alternatively, substituting the intake air temperature into the fourth relationship data to obtain the count value threshold, where the fourth relationship data is used to represent the corresponding relationship between the intake air temperature and the count value threshold; Alternatively, determining the count value threshold based on the intake air temperature and the stalling type.

8. The method according to claim 1, characterized in that, The method further includes: When the cumulative duration during which the throttle valve cannot move is less than the target duration and the stalling of the throttle valve is eliminated, reducing the cumulative duration during which the throttle valve cannot move 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 includes: Obtaining the duty cycle of the throttle valve; when the duty cycle is greater than or equal to the duty cycle threshold, determining that the throttle valve is stalled; when the duty cycle is less than the duty cycle threshold, determining that the throttle valve is not stalled; Alternatively, obtaining the throttle valve parameters of the throttle valve and the driving parameters of the vehicle, where the throttle valve parameters are used to represent the driving state and position validity of the throttle valve, and the driving parameters are used to represent the driving state of the vehicle; when the throttle valve parameters and the driving parameters meet the preset enabling conditions, performing the steps of determining the stalling type of the throttle valve and obtaining the intake air temperature of the engine when the throttle valve of the engine is stalled.

10. A vehicle, characterized in that, The vehicle includes: A memory for storing executable program code; A processor for calling and running the executable program code from the memory, so that the vehicle executes the method for triggering a throttle alarm according to any one of claims 1 to 9.

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