|
|
发表于 2023-11-28 12:02
|
显示全部楼层
来自： 四川省成都市 电信
外媒carscoops.com
联邦调查局评估请愿书：特斯拉Model3的设计缺陷可能导致意外加速。
NHTSA正在调查一项请愿书：位于特斯拉model 3控制系统深处的电压峰值，可能引发车辆错误地读到加速信号，即使驾驶员没有踩加速踏板。
一位研究者BELT博士称，自己已经找到了新证据，证据指明model 3的逆变器设计，是引发突然、意外加速的原因。
作为向NHTSA提交的请愿书的一部分，他们进一步指出：这个缺陷还会导致表面看上去，驾驶员已经踩了加速踏板，即使当时驾驶员并没有踩加速踏板。
联邦管理者第一次调查这个事件是2019年，当时，他们收到Brian Sparks的请愿书，他要求强制特斯拉召回2013-2019年期间生产的所有model S,X和3。
但是，评估请愿书后，ODI（政府缺陷调查办公室）最终支持了特斯拉的结论。即请愿书提到的232个案例中，根据当时事故车辆收集的数据显示，驾驶员都踩了加速踏板。因此，2021年，ODI办公室否定了请愿书。
但这个结论并不适用所有人。尤其是在至少一个案例中，据驾驶员称，当时他们还在车外，车辆就加速了。现在，BELT博士基于新发现的信息，已经提交了一个新的申请，要求ODI重新审查这项请愿书。
汽车发烧友收集的信息为BELT博士的指控提供了支持。这些发烧友拆解了特斯拉车型，想用它的电动总成做电动汽车转换或其他用途。在拆解中，他们对电动车厂的逆变器和电路板设计积累了新的见解。
在model 3上，BELT博士声称，在极少数案例中，逆变器的设计缺陷可能导致车辆把随机出现的电压峰值误认为踩下了加速踏板。因为model 3的逆变器采用了单个1.65伏的校准信号来检查4个ADC（模拟信号-数字信号转换器，也就是把加速踏板位置的信息转换为电子信号，然后给车辆读取的零部件）。
在一些案例中，尤其是当车辆慢速行驶，或者，例如方向盘需要更多电力时，车载12伏电池的电耗会在系统中引发一个相对较高的（电压）峰值，导致逆变器误认为加速踏板已经被踩下，进而导致车辆突然、意外的加速。
至少，这是belt的理论。他说，一个电压峰值（持续几微秒）和车辆进行ADC检查时（也持续几微秒）必须同时出现，才会出现这种情况，这是极其罕见的。但是，根据他的评估，这种罕见数量和2013-2019年期间发生的特斯拉突然加速案例数量是一致的。
BELT博士还称，因为缺陷的性质---逆变器把电压峰值误解释为加速踏板信号输入---这个行为并不会被当作错误记录下来。结果，尽管驾驶员说他们没有踩加速踏板，但车辆数据并不认同驾驶员说法。这也解释了为什么2019年ODI办公室否认了车主的请愿。目前，BELT博士的指控是针对 Model 3的，它的逆变器设计和model S和X不同。但是，他明确补充说，这些车型也会产生类似问题。
现在，ODI缺陷调查办公室将调查这份报告，看看是否同意这些发现。近期发给NHESA的指控，要求NHTSA调查特斯拉的意外加速。另外有人认为，某些车辆缺少刹车联锁系统，是特斯拉意外加速的原因之一。在现阶段，特斯拉还没有被要求采取措施。
附：外媒报道原文:
Feds Assess Allegations That Design Flaw In Tesla Model 3 Can Lead To Unintended Acceleration.
NHTSA is looking into allegations that a voltage spike deep within the Tesla Model 3"s control systems could cause the car to mistakenly read an accelerator input, even when none has occurred.
by Sebastien Bell
July 4, 2023 at 16:40
A researcher claims to have found new evidence pointing to the design of the Tesla Model 3’s inverter as the cause of a fault that could lead to sudden, unintended acceleration. As part of a petition filed with the National Highway Traffic Safety Administration, they further allege that the fault could make it look like the driver has pressed the accelerator pedal, even if they did not.
The federal regulator first looked into the merits of this issue in 2019, after receiving a petition from one Brian Sparks, who requested that it compel Tesla to recall every Model S, X, and 3 made between 2013 and that year.
However, upon evaluating the claims, the administration’s Office of Defect Investigations (ODI) agreed with Tesla that in almost all of the 232 instances referred to in the original petition, the driver had pressed the accelerator, based on data collected by the vehicles in question. In 2021, it denied the petition.
That did not sit right with everyone, since in at least one case, the driver claimed they were outside the vehicle when it accelerated. Now, a new request has been filed by Dr. Ronald A. Belt based on new information, asking the ODI to reexamine the petition.Read: Tesla Might Have An Unintended Acceleration Issue As Regulators Investigate Over 120 Claims.
Belt bases his new allegations on information gathered by enthusiasts who are tearing down Teslas in order to use their powertrains for EV conversions and other purposes. These have garnered new insights into the design of the automaker’s inverters and circuit boards.
In the Tesla Model 3, Belt alleges that a fault in the design can lead to the vehicle mistaking a random voltage spike for a pedal application in extremely rare cases. That’s because the Model 3’s inverter uses a single 1.65-volt calibration signal to check in on four ADCs (analog-to-digital converters, or the part that converts pedal position into an electric signal for the car to read, in this case).
In some instances, especially when the vehicle is driving slowly and, for example, the power steering requires more power, the draw on the 12-volt battery can cause a relatively enormous spike in the system, leading the inverter to infer that the accelerator pedal has been pressed, and leading to sudden unintended acceleration.
At least, that’s the theory proposed by Belt, who says that a spike (which lasts microseconds) must occur while the car is performing an ADC check (which also lasts microseconds), making it exceedingly rare. However, by his estimates, the rarity of the event aligns with the 200-or-so incidents reported between 2013 and 2019.He also claims that due to the nature of the fault – the inverter misinterpreting a voltage spike as a throttle input – it doesn’t get logged as an error. As a result, despite owners reporting that their foot wasn’t on the pedal, the vehicle data disagrees with them, which may explain why the ODI first denied the petition.
So far, Belt’s allegations are directed at the Model 3, whose inverter design is different than the one found on the Model S and X. However, he is clear to add that these vehicles may also be subject to similar errors.
Now, the ODI will look into this report to see whether or not it agrees with its findings. Just the latest petition sent to NHTSA asking it to look into unintended acceleration in Teslas, others have proposed the lack of a brake interlock system in certain vehicles as a cause of the phenomenon. At this moment, no action is required from the automaker.
|
|
别个是车手
