研究目的
To identify differences in the AP-to-ECM interfaces of vehicles with high reported rates of unintended acceleration compared to vehicles with low reported rates of unintended acceleration.
研究成果
The study found key differences in the AP-to-ECM interfaces of vehicles with high and low reported rates of unintended acceleration, including the ratio between APP1 and APP2 sensor voltages, the width and variability of operational lanes, and the system's response to faults. Recommendations for improving the design of AP-to-ECM interfaces include using non-DC voltage signals, employing different technologies and power supplies for sensors, ensuring limp mode prevents throttle opening, and storing DTCs in non-volatile memory.
研究不足
The study does not attempt to identify the root causes of unintended acceleration but focuses on identifying design differences in the AP-to-ECM interfaces.
1：Experimental Design and Method Selection:
The study evaluates the AP-to-ECM interfaces of five vehicles using an ETC system simulator to simulate various APP signal voltages and fault conditions.
2：Sample Selection and Data Sources:
Vehicles selected based on their rates of reported unintended acceleration from the NHTSA complaint database.
3：List of Experimental Equipment and Materials:
ETC system simulator, ECM, throttle body, 12-V power supply, test circuit including relays and a MOSFET, USB-based OBD tester, signal generator, data acquisition device (DAQ), and an external computer.
4：Experimental Procedures and Operational Workflow:
Simulated APP signal voltages and fault conditions, recorded DTCs and throttle positions, and evaluated the system's response to power dips.
5：Data Analysis Methods:
Generated diagnostic maps to illustrate the ETC system's response to valid and invalid APP signal combinations.
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