A method and apparatus for controlling throttle characteristics for improving fuel economy

Abstract

The application provides a throttle characteristic control method and device for improving fuel economy, and belongs to the technical field of traction vehicle throttle control. The method steps are as follows: S1. The vehicle load is divided according to gears in advance, and a throttle MAP is created for each gear vehicle load; S2. The vehicle load information is calculated during vehicle driving, and the vehicle load gear is determined according to the vehicle load information; S3. The target throttle MAP corresponding to the determined vehicle load gear is obtained, and the target throttle MAP is used to calibrate the throttle pedal. The application pre-sets the throttle MAP for different vehicle loads, automatically matches the throttle MAP to calibrate the throttle pedal according to the vehicle load interval, thereby adapting the throttle opening degree used by most drivers, automatically controlling the output torque, avoiding the rolling resistance loss and kinetic energy loss caused by the excessive vehicle acceleration due to the excessive engine output torque, and improving the economy of the vehicle.

Description

Technical Field

[0001] This invention belongs to the field of tractor throttle control technology, specifically relating to a throttle characteristic control method and device for improving fuel economy. Background Technology

[0002] Throttle MAP is the mapping between the opening of the electronic throttle pedal and the engine's output torque.

[0003] The electronic throttle pedal is a core component of the vehicle's power control system, and different electronic throttle pedal calibrations determine differences in fuel economy. Typically, tractor units have their throttle MAP calibrated at the factory, and this MAP is usually calibrated for standard load conditions. However, tractor units don't only operate under standard load conditions; they also experience other load conditions, such as unloaded and lightly loaded. Different loads require different amounts of torque from the engine.

[0004] When driving, drivers often use the same throttle opening based on muscle memory. A fixed throttle position (MAP) results in the engine outputting a consistent torque. However, using the same throttle position under different loads can lead to unstable vehicle speeds. For example, when unloaded, the vehicle speed often becomes too high. The rolling resistance coefficient increases with speed. Since rolling resistance = vehicle weight * rolling resistance coefficient, excessive speed increases rolling resistance loss. Furthermore, when a vehicle brakes and decelerates, the kinetic energy lost is 1 / 2M(V). t 2 -V0 2 Excessive vehicle speed leads to greater kinetic energy loss, resulting in braking energy loss. Therefore, using the same accelerator pedal will result in poor fuel economy when the vehicle is unloaded.

[0005] This is a shortcoming of the existing technology. Therefore, it is very necessary to provide a throttle characteristic control method and device that improves fuel economy in view of the above-mentioned defects in the existing technology. Summary of the Invention

[0006] In view of the above-mentioned defects in the prior art, which is that using the same throttle position will result in poor fuel economy when the vehicle is unloaded, the present invention provides a throttle characteristic control method and device to improve fuel economy, so as to solve the above-mentioned technical problems.

[0007] In a first aspect, the present invention provides a throttle characteristic control method for improving fuel economy, comprising the following steps: S1. Pre-divide the vehicle load according to gears and create a throttle MAP for each gear's vehicle load; S2. Calculate the vehicle's total load information during vehicle operation and determine the vehicle's load level based on the total load information; S3. Obtain the target throttle MAP corresponding to the determined vehicle load gear, and use the target throttle MAP to calibrate the accelerator pedal.

[0008] Furthermore, the specific steps of step S1 are as follows: S11. Pre-determine the vehicle load into unloaded, lightly loaded, and standard-load modes; S12. Pre-set the load ranges for no-load, light-load, and standard-load modes; S13. Create a torque-limiting MAP for no-load gear, a linear MAP for light-load gear, and an aggressive MAP for standard-load gear.

[0009] Furthermore, the specific steps of step S12 are as follows: S121. Obtain the vehicle curb weight M1 and the maximum permissible towing weight M2 of the tractor; S122. Set the no-load load range as [M1, M1(1+a%)], where a% is the first set ratio; S123. Set the standard load range as [M2(1-b%), M2], where b% is the second set ratio; S124. Set the light load range as (M1(1+a%), M2(1-b%)).

[0010] Furthermore, a% is taken as 10%, and b% is taken as 40%.

[0011] Furthermore, the specific steps of step S13 are as follows: S131. Calculate the throttle opening range where the driver's usage ratio is greater than the set threshold, and set it as the throttle opening adjustment range; S132. Create a linear MAP based on the statistical data of drivers' driving habits, and configure the linear MAP for use in light load gear; S133. Based on the linear MAP, bend downward within the throttle opening adjustment range to form a torque-limiting MAP, and configure the torque-limiting MAP for use in no-load gear; S134. Based on the linear MAP, bend upward within the throttle opening adjustment range to form an aggressive MAP, and configure the aggressive MAP for use in standard load gear.

[0012] Furthermore, the specific steps of step S2 are as follows: S21. During vehicle operation, the transmission control unit (TCU) calculates the vehicle weight M based on the engine output torque, vehicle acceleration, current gear, and road gradient, and provides the vehicle weight M to the vehicle control unit (ECU). S22. The vehicle electronic control unit (MCU) determines the vehicle load class corresponding to the vehicle weight M. When M1≤M≤M1(1+a%), it is determined that the vehicle is in the no-load gear; When M1(1+a%)<M<M2(1-b%), it is determined that the vehicle is in the light-load gear; When M2(1-b%)≤M≤M2, it is determined that the vehicle is in the standard-load gear.

[0013] Further, the specific steps of step S21 are as follows: S211. During the driving process of the vehicle, since the total vehicle driving force Ft is equal to the sum of all driving resistances, that is the total vehicle driving force , where is the rolling resistance, is the gradient resistance, is the acceleration resistance, is the air resistance; S212. Determine the total vehicle driving force , where represents the engine output torque, represents the transmission ratio at the time of formation, represents the rear axle speed ratio, represents the mechanical efficiency of the transmission system, and r represents the tire radius; S213. Determine the rolling resistance , where M is the total vehicle weight, g is the gravitational constant, is the gradient angle, and f is the rolling resistance coefficient; S214. Determine the gradient resistance , where M is the total vehicle weight, g is the gravitational constant, is the gradient angle; S215. Determine the acceleration resistance , where M is the total vehicle weight, is the gradient angle, and a is the vehicle acceleration; S216. When the vehicle speed is less than the threshold, the wind resistance is ignored, so that the air resistance ; Perform formula transformation according to the formulas in steps S212 to S215, to obtain: ; S217. According to the gradient , the formula in step S216 is further integrated to obtain the total vehicle weight formula: ; S218. The transmission control unit TCU acquires the engine output torque , the transmission ratio , the rear axle speed ratio , the mechanical efficiency of the transmission system The following parameters are considered: tire radius r, vehicle acceleration a, rolling resistance coefficient f, gravitational constant g, and slope angle. The total vehicle weight M is calculated using the vehicle weight formula.

[0014] Furthermore, the specific steps of step S3 are as follows: S31. Obtain the vehicle load rating; When the vehicle is in neutral, proceed to step S32; When the vehicle is in light load gear, proceed to step S33; When the vehicle is in standard load gear, proceed to step S34; S32. Using the torque-limiting MAP as the target throttle MAP, proceed to step S35; S33. Using the linear MAP as the target throttle MAP, proceed to step S35; S34. Targeting an aggressive MAP with high throttle MAP; S35. Calibrate the accelerator pedal using the target throttle MAP.

[0015] Furthermore, the specific steps of step S35 are as follows: S351. Match the engine's maximum torque value in the target throttle MAP with the maximum throttle opening ratio of 100%; S352. Match the minimum engine torque value at the target throttle opening with the minimum throttle opening ratio of 0%; S353. Control the accelerator pedal to obtain the current accelerator opening, determine and output the corresponding engine torque value based on the target accelerator MAP curve between the engine's maximum and minimum torque values.

[0016] In a second aspect, the present invention provides a throttle characteristic control device for improving fuel economy, comprising: The throttle MAP gear creation module is used to pre-divide the vehicle load by gear and create a throttle MAP for each gear's vehicle load. The vehicle load gear determination module is used to calculate the vehicle load information during vehicle operation and determine the vehicle load gear based on the vehicle load information. The accelerator pedal calibration module is used to obtain the target accelerator MAP corresponding to the determined vehicle load gear, and to calibrate the accelerator pedal using the target accelerator MAP.

[0017] Furthermore, the throttle MAP gear creation module includes: The vehicle load rating division unit is used to pre-determine the vehicle load into unloaded, lightly loaded, and standard load ratings. The load range setting unit is used to preset the load ranges for no-load, light-load, and standard-load gears; Throttle MAP creation unit, configured to create a torque-limiting MAP for the no-load gear, create a linear MAP for the light-load gear, and create an aggressive MAP for the rated-load gear.

[0018] Further, the vehicle load gear determination module comprises: Vehicle mass calculation unit, configured to, during vehicle travel, cause the transmission electronic control unit TCU to calculate the total vehicle mass M according to the engine output torque, vehicle acceleration, current gear and road gradient, and provide the total vehicle mass M to the vehicle electronic control unit ECU; Vehicle load gear judgment unit, configured to cause the vehicle electronic control unit MCU to judge which vehicle load gear the total vehicle mass M belongs to; No-load gear determination unit, configured to determine that the vehicle is in the no-load gear when M1≤M≤M1(1+a%); Light-load gear determination unit, configured to determine that the vehicle is in the light-load gear when M1(1+a%)<M<M2(1-b%); Rated-load gear determination unit, configured to determine that the vehicle is in the rated-load gear when M2(1-b%)≤M≤M2.

[0019] Further, the accelerator pedal calibration module comprises: Vehicle load gear acquisition unit, configured to acquire the vehicle load gear; First target throttle MAP setting unit, configured to take the torque-limiting MAP as the target throttle MAP when the vehicle is in the no-load gear; Second target throttle MAP setting unit, configured to take the linear MAP as the target throttle MAP when the vehicle is in the light-load gear; Third target throttle MAP setting unit, configured to take the aggressive MAP as the target throttle MAP when the vehicle is in the rated-load gear; Accelerator pedal calibration unit, configured to calibrate the accelerator pedal using the target throttle MAP.

[0020] The beneficial effects of the present invention lie in that: In the throttle characteristic control method and device for improving fuel economy provided by the present invention, throttle MAPs are preset in advance for vehicles of different loads, and the throttle MAP is automatically matched according to the vehicle load interval to calibrate the accelerator pedal, so as to adapt to the throttle opening used by most drivers, automatically control the output torque, avoid rolling resistance loss and kinetic energy loss caused by excessive total vehicle acceleration due to excessive engine output torque, and improve the fuel economy of the entire vehicle.

[0021] In addition, the present invention has a reliable design principle and a simple structure, and has a very broad application prospect.

[0022] Therefore, it is evident that the present invention has outstanding substantive features and significant progress compared with the prior art, and the beneficial effects of its implementation are also obvious. Attached Figure Description

[0023] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, for those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0024] Figure 1 This is a schematic flowchart of Embodiment 1 of the throttle characteristic control method for improving fuel economy according to the present invention.

[0025] Figure 2 This is a schematic flowchart of Embodiment 2 of the throttle characteristic control method for improving fuel economy according to the present invention.

[0026] Figure 3 This is a schematic diagram of the process for classifying vehicle load gears and creating a throttle MAP according to the present invention.

[0027] Figure 4 This is a schematic diagram of the process for calculating the total vehicle weight according to the present invention.

[0028] Figure 5 This is a schematic diagram of the process of calibrating the accelerator pedal using the target throttle MAP according to the present invention.

[0029] Figure 6 This is a schematic diagram of the throttle characteristic control device for improving fuel economy according to the present invention.

[0030] Figure 7 This invention creates throttle MAPs for different vehicle weights.

[0031] Among them, S1 is the linear MAP, S2 is the aggressive MAP, and S3 is the torsion-limiting MAP. Detailed Implementation

[0032] To enable those skilled in the art to better understand the technical solutions of this invention, the technical solutions of the embodiments of this invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this invention, and not all embodiments. Based on the embodiments of this invention, all other embodiments obtained by those skilled in the art without creative effort should fall within the scope of protection of this invention.

[0033] Example 1: like Figure 1As shown, the present invention provides a throttle characteristic control method for improving fuel economy, comprising the following steps: S1. Pre-divide the vehicle load according to gears and create a throttle MAP for each gear's vehicle load; S2. Calculate the vehicle's total load information during vehicle operation and determine the vehicle's load level based on the total load information; S3. Obtain the target throttle MAP corresponding to the determined vehicle load gear, and use the target throttle MAP to calibrate the accelerator pedal.

[0034] Example 2: like Figure 2 As shown, the present invention provides a throttle characteristic control method for improving fuel economy, comprising the following steps: S1. Pre-divide the vehicle load according to gears and create a throttle MAP for each gear's vehicle load; the specific steps of step S1 are as follows: S11. The vehicle load is pre-divided into unloaded, light-loaded, and standard-loaded gears; the load gear division can also be revised, for example, for vehicles with a total weight greater than a certain value, it can be divided into four to five gears; S12. Pre-set the load ranges for no-load, light-load, and standard-load modes; such as Figure 3 As shown, the specific steps of step S12 are as follows: S121. Obtain the vehicle curb weight M1 and the maximum permissible towing weight M2 of the tractor; S122. Set the no-load load range to [M1, M1(1+a%)], where a% is the first set ratio; for example, a% can be 10%; S123. Set the standard load range as [M2(1-b%), M2], where b% is the second set ratio; for example, b% can be 40%; S124. Set the light load range as (M1(1+a%), M2(1-b%)). S13. Create a torque-limiting MAP for no-load gears, a linear MAP for light-load gears, and an aggressive MAP for standard-load gears; such as Figure 3 As shown, the specific steps of step S13 are as follows: S131. Statistically identify the throttle opening range where the driver's usage rate exceeds a set threshold, and set this range as the throttle opening adjustment range; For example... Figure 7 As shown, the 0-60% throttle opening range is the throttle opening adjustment range; S132. Create a linear MAP based on the statistical data of drivers' driving habits, and configure linear MAP S1 for use in light load gear; S133. Based on the linear MAP, it bends downward within the throttle opening adjustment range to form a torque-limiting MAP S3, and the torque-limiting MAP S3 is configured for use in no-load gear. S134. Based on the linear MAP, bend upward within the throttle opening adjustment range to form an aggressive MAP S2, and configure the aggressive MAP S2 for use in standard load gear; S2. Calculate the vehicle's total load information during vehicle operation and determine the vehicle's load level based on the total load information; the specific steps of step S2 are as follows: S21. During vehicle operation, the transmission control unit (TCU) calculates the vehicle weight M based on engine output torque, vehicle acceleration, current gear, and road gradient, and provides the vehicle weight M to the vehicle control unit (ECU); for example... Figure 4 As shown, the specific steps of step S21 are as follows: S211. During vehicle operation, the total driving force Ft is equal to the sum of all driving resistances, i.e. Vehicle driving force ,in For rolling resistance, For slope resistance, To increase resistance, For air resistance; S212. Determine the vehicle's driving force ,in, This indicates the engine's output torque. Indicates the gear ratio at the time of formation. Indicates the rear axle speed ratio. The value represents the mechanical efficiency of the transmission system, and r represents the tire radius. S213. Determine rolling resistance Where M is the total weight of the vehicle and g is the gravitational constant. Where is the slope angle, and f is the rolling resistance coefficient; S214. Determine slope resistance Where M is the total weight of the vehicle and g is the gravitational constant. The slope angle; S215. Determine acceleration resistance Where M is the total vehicle weight. α is the slope angle, and a is the vehicle acceleration. S216. When the vehicle speed is less than the threshold, neglecting wind resistance, let the air resistance... ; By transforming the formulas in steps S212 to S215, we obtain: ; S217. According to the slope , further integrating the formula in step S216 to obtain the total vehicle weight formula: ; S218. The transmission control unit TCU acquires the engine output torque , the transmission ratio , the rear axle speed ratio , the mechanical efficiency of the transmission system , the tire radius r, the vehicle acceleration a, the rolling resistance coefficient f, the gravitational constant g, and the gradient angle , calculating the total vehicle weight M using the total vehicle weight formula; the vehicle parameters can be acquired through sensors, for example, the gradient angle can be acquired by the vehicle through a gyroscope; For example, a 6×4 tractor coupled with a 3-axle trailer loaded with cargo starts in 2nd gear. At this time, the entire vehicle electronic control unit ECU can obtain the engine output torque of 33.2Nm, the road gradient of 0%, and the transmission speed ratio i through sensors and vehicle input information g =12.96, the rear axle speed ratio i0=2.71, η T uses a constant value of 0.98, f uses a constant value of 0.018, a=0, and using the formula pre-input into the program of the entire vehicle electronic control unit ECU , the entire vehicle electronic control unit ECU can then calculate that the total vehicle weight is 50000kg; S22. The entire vehicle electronic control unit MCU determines the vehicle load gear to which the total vehicle weight M belongs; When M1≤M≤M1 (1+a%), it is determined that the vehicle is in the no-load gear; When M1 (1+a%)<M<M2 (1-b%), it is determined that the vehicle is in the light-load gear; When M2 (1-b%)≤M≤M2, it is determined that the vehicle is in the rated-load gear; Taking a% as 10% and b% as 40% as an example, when the total vehicle weight M is within the range of the vehicle curb weight M1 and a 10% upward float thereof, M belongs to no-load; when the total vehicle mass M is within the range of the maximum authorized towed mass M2 of the tractor and a 40% downward float thereof, M belongs to rated load; when the range of the total vehicle mass M is in the intermediate interval between no-load and rated load, M belongs to light load; For example, the curb weight M1 of a 6×4 tractor coupled with a 3-axle trailer is 17600kg, and the maximum authorized towed mass M2 is 49000kg; when the divided total vehicle weight M falls within [17600kg, 19360kg), the total vehicle weight M corresponds to no-load; when the divided total vehicle weight M falls within [19360kg, 29400kg), the total vehicle weight M corresponds to light load; when the divided total vehicle weight M falls within [29400kg, 68600kg), the total vehicle weight M corresponds to rated load; S3. Obtain the target throttle MAP corresponding to the determined vehicle load gear, and calibrate the accelerator pedal using the target throttle MAP; the specific steps of step S3 are as follows: S31. Obtain the vehicle load rating; When the vehicle is in neutral, proceed to step S32; When the vehicle is in light load gear, proceed to step S33; When the vehicle is in standard load gear, proceed to step S34; S32. Using the torque-limiting MAP as the target throttle MAP, proceed to step S35; S33. Using the linear MAP as the target throttle MAP, proceed to step S35; S34. Targeting an aggressive MAP with high throttle MAP; S35. Calibrate the accelerator pedal using the target throttle MAP; such as Figure 5 As shown, the specific steps of step S35 are as follows: S351. Match the engine's maximum torque value in the target throttle MAP with the maximum throttle opening ratio of 100%; S352. Match the minimum engine torque value at the target throttle opening with the minimum throttle opening ratio of 0%; S353. Control the accelerator pedal to obtain the current throttle opening, determine and output the corresponding engine torque value based on the target throttle MAP curve between the engine's maximum and minimum torque values; The principle of accelerator pedal calibration is that, under the same gear and throttle opening, the torque limiting MAP should match the acceleration under no-load, the linear MAP should match the acceleration under light load, and the aggressive MAP should match the acceleration under standard load. For example, when a 6×4 tractor is equipped with a 3-axle trailer and is fully loaded, the total weight M of the vehicle is 50,000 kg. The vehicle's electronic control unit (ECU) determines that it is under standard load and calibrates the throttle MAP corresponding to standard load as an aggressive MAP. After unloading, the total weight is 18,000 kg. The vehicle's electronic control unit (ECU) determines that it is under light load and calibrates the throttle MAP corresponding to light load as a linear MAP. In this case, the average fuel consumption of this vehicle was 36L / 100km when the initial linear throttle MAP was used. After switching to the throttle MAP of this invention, the average fuel consumption dropped to 33L / 100km, thus achieving the goal of improving fuel economy. This invention adjusts the relationship between throttle opening and engine output torque in different load gears by adjusting the throttle MAP, without changing the driver's throttle opening control habits. This keeps the engine output torque within the reasonable range required for vehicle operation, thereby improving the vehicle's fuel economy and ensuring its power performance.

[0035] Example 3: like Figure 6 As shown, the present invention provides an accelerator characteristic control device for improving fuel economy, comprising: An accelerator MAP per-gear creation module, configured to pre-divide vehicle load by gears, and create one accelerator MAP for each gear of vehicle load; the accelerator MAP per-gear creation module comprises: A vehicle load gear division unit, configured to pre-divide the vehicle load into a no-load gear, a light-load gear and a rated-load gear; A load range setting unit, configured to pre-set the load ranges of the no-load gear, the light-load gear and the rated-load gear; An accelerator MAP creation unit, configured to create a torque-limiting MAP for the no-load gear, a linear MAP for the light-load gear, and an aggressive MAP for the rated-load gear; A vehicle load gear determination module, configured to calculate the whole vehicle load information during the driving process of the vehicle, and determine the vehicle load gear according to the whole vehicle load information; the vehicle load gear determination module comprises: A whole vehicle mass calculation unit, configured to, during the driving process of the vehicle, cause a transmission electronic control unit TCU to calculate the whole vehicle weight M according to the engine output torque, vehicle acceleration, current gear and road slope, and provide the whole vehicle weight M to a whole vehicle electronic control unit ECU; A vehicle load gear judgment unit, configured to cause the whole vehicle electronic control unit MCU to judge which vehicle load gear the whole vehicle weight M belongs to; A no-load gear determination unit, configured to determine that the vehicle is in the no-load gear when M1≤M≤M1(1+a%); A light-load gear determination unit, configured to determine that the vehicle is in the light-load gear when M1(1+a%)<M<M2(1-b%); A rated-load gear determination unit, configured to determine that the vehicle is in the rated-load gear when M2(1-b%)≤M≤M2; An accelerator pedal calibration module, configured to acquire the target accelerator MAP corresponding to the determined vehicle load gear, and calibrate the accelerator pedal by using the target accelerator MAP; the accelerator pedal calibration module comprises: A vehicle load gear acquisition unit, configured to acquire the vehicle load gear; A first target accelerator MAP setting unit, configured to take the torque-limiting MAP as the target accelerator MAP when the vehicle is in the no-load gear; A second target accelerator MAP setting unit, configured to take the linear MAP as the target accelerator MAP when the vehicle is in the light-load gear; A third target accelerator MAP setting unit, configured to take the aggressive MAP as the target accelerator MAP when the vehicle is in the rated-load gear; An accelerator pedal calibration unit, configured to calibrate the accelerator pedal by using the target accelerator MAP.

[0036] Although the present invention has been described in detail with reference to the accompanying drawings and preferred embodiments, the invention is not limited thereto. Various equivalent modifications or substitutions can be made to the embodiments of the invention by those skilled in the art without departing from the spirit and essence of the invention, and such modifications or substitutions should all be within the scope of the invention. Any variations or substitutions that can be easily conceived by those skilled in the art within the technical scope disclosed in the invention should also be covered within the protection scope of the invention. Therefore, the protection scope of the invention should be determined by the scope of the claims.

Claims

1. A throttle characteristic control method for improving fuel economy, characterized in that, comprising the following steps: S1. Divide vehicle load into gears in advance, and create a throttle MAP for each gear of vehicle load; S2. Calculate the complete vehicle load information during the driving process of the vehicle, and determine the vehicle load gear according to the complete vehicle load information; S3. Acquire the target throttle MAP corresponding to the determined vehicle load gear, and use the target throttle MAP to calibrate the accelerator pedal; The specific steps of step S1 are as follows: S11. Divide the vehicle load into no-load gear, light-load gear and standard-load gear in advance; S12. Preset the load intervals of the no-load gear, light-load gear and standard-load gear; S13. Create a torque-limiting MAP for the no-load gear, a linear MAP for the light-load gear, and an aggressive MAP for the standard-load gear; The specific steps of step S13 are as follows: S131. Count the throttle opening interval where the driver's usage proportion is greater than the set threshold, and set it as the throttle opening adjustment interval; S132. Create a linear MAP according to the counted driver's driving habits, and configure the linear MAP for use in the light-load gear; S133. Taking the linear MAP as a reference, bend downward within the throttle opening adjustment interval to form the torque-limiting MAP, and configure the torque-limiting MAP for use in the no-load gear; S134. Taking the linear MAP as a reference, bend upward within the throttle opening adjustment interval to form the aggressive MAP, and configure the aggressive MAP for use in the standard-load gear; The principle of accelerator pedal calibration is that under the same gear, for the same throttle opening, the acceleration matched by the torque-limiting MAP for no-load, the linear MAP for light-load, and the aggressive MAP for standard-load is the same.

2. The throttle characteristic control method for improving fuel economy as described in claim 1, characterized in that, The specific steps of step S12 are as follows: S121. Acquire the complete vehicle curb mass M1 and the maximum authorized towed mass M2 of the tractor; S122. Set the load interval of the no-load gear as [M1, M1(1+a%)], where a% is the first set proportion; S123. Set the load interval of the standard-load gear as [M2(1-b%), M2], where b% is the second set proportion; S124. Set the load interval of the light-load gear as (M1(1+a%), M2(1-b%)).

3. The throttle characteristic control method for improving fuel economy as described in claim 2, characterized in that, a% is 10%, and b% is 40%.

4. The throttle characteristic control method for improving fuel economy as described in claim 1, characterized in that, The specific steps of step S2 are as follows: S21. During the driving process of the vehicle, the transmission electronic control unit TCU calculates the complete vehicle mass M according to the engine output torque, vehicle acceleration, current gear and road gradient, and provides the complete vehicle mass M to the vehicle electronic control unit ECU; The vehicle electronic control unit ECU judges the vehicle load gear to which the complete vehicle mass M belongs; When M1≤M≤M1(1+a%), it is determined that the vehicle is in the no-load gear; When M1(1+a%)<M<M2(1-b%), it is determined that the vehicle is in the light-load gear; When M2(1-b%)≤M≤M2, it is determined that the vehicle is in the standard-load gear.

5. The throttle characteristic control method for improving fuel economy as described in claim 4, characterized in that, The specific steps of step S21 are as follows: S211. During the driving process of the vehicle, since the complete vehicle driving force Ft is equal to the sum of all driving resistances, that is Vehicle driving force ,in For rolling resistance, For slope resistance, To increase resistance, For air resistance; S212. Determine the vehicle's driving force ,in, This indicates the engine's output torque. Indicates the gear ratio at the time of formation. Indicates the rear axle speed ratio. The value represents the mechanical efficiency of the transmission system, and r represents the tire radius. S213. Determine rolling resistance Where M is the total weight of the vehicle and g is the gravitational constant. Where is the slope angle, and f is the rolling resistance coefficient; S214. Determine slope resistance Where M is the total weight of the vehicle and g is the gravitational constant. The slope angle; S215. Determine acceleration resistance Where M is the total vehicle weight. α is the slope angle, and a is the vehicle acceleration. S216. When the vehicle speed is less than the threshold, neglecting wind resistance, let the air resistance... ; By transforming the formulas in steps S212 to S215, we obtain: ； S217. According to the slope Further integrating the formula in step S216, we obtain the formula for the total vehicle weight: ； S218. Transmission Control Unit (TCU) obtains engine output torque. Gearbox ratio Rear axle speed ratio Mechanical efficiency of the transmission system The following parameters are considered: tire radius r, vehicle acceleration a, rolling resistance coefficient f, gravitational constant g, and slope angle. The total vehicle weight M is calculated using the vehicle weight formula.

6. The throttle characteristic control method for improving fuel economy as described in claim 3, characterized in that, The specific steps of step S3 are as follows: S31. Acquire the vehicle load gear; When the vehicle is in the no-load gear, proceed to step S32; When the vehicle is in the light-load gear, proceed to step S33; When the vehicle is in the standard-load gear, proceed to step S34; S32. Using the torque-limiting MAP as the target throttle MAP, proceed to step S35; S33. Using the linear MAP as the target throttle MAP, proceed to step S35; S34. Targeting an aggressive MAP with high throttle MAP; S35. Calibrate the accelerator pedal using the target throttle MAP.

7. The throttle characteristic control method for improving fuel economy as described in claim 6, characterized in that, The specific steps of step S35 are as follows: S351. Match the engine's maximum torque value in the target throttle MAP with the maximum throttle opening ratio of 100%; S352. Match the minimum engine torque value at the target throttle opening with the minimum throttle opening ratio of 0%; S353. Control the accelerator pedal to obtain the current accelerator opening, determine and output the corresponding engine torque value based on the target accelerator MAP curve between the engine's maximum and minimum torque values.

8. A throttle characteristic control device for improving fuel economy, applicable to the throttle characteristic control method for improving fuel economy as described in any one of claims 1-7, characterized in that, include: The throttle MAP gear creation module is used to pre-divide the vehicle load by gear and create a throttle MAP for each gear's vehicle load. The vehicle load gear determination module is used to calculate the vehicle load information during vehicle operation and determine the vehicle load gear based on the vehicle load information. The accelerator pedal calibration module is used to obtain the target accelerator MAP corresponding to the determined vehicle load gear, and to calibrate the accelerator pedal using the target accelerator MAP; The principle of accelerator pedal calibration is that, under the same gear and throttle opening, the torque limiting MAP should match the acceleration under no-load, the linear MAP should match the acceleration under light load, and the aggressive MAP should match the acceleration under standard load.

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