Method and device for correcting throttle opening degree based on intake passage carbon deposit amount

Abstract

The present application relates to a kind of method and device based on the throttle opening degree correction of intake port carbon deposit amount, comprising: the particulate emission in the exhaust gas of turbine after target engine under different speed and injection amount is calibrated, and exhaust particulate emission chart is formed;The exhaust gas recirculation rate of engine under different speed and injection amount is calibrated to form exhaust gas recirculation rate chart;According to exhaust gas recirculation rate chart, the total mass of particulate contained in the exhaust gas reaching intake side in exhaust gas recirculation system is calculated;According to the total mass of particulate contained in the exhaust gas of intake side, the correction value of intake port particulate adsorption coefficient and intake port flow coefficient is calculated;The throttle opening degree of engine is corrected using the correction value of intake port flow coefficient.The present application is based on the intake port flow coefficient of actual calculation, and the throttle opening degree is adaptively adjusted, can improve the power output and response speed of engine, so that engine is always kept in optimum state.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of engines, in particular to a method and device for correcting throttle valve opening degree based on intake port carbon deposition amount. BACKGROUND

[0002] With the rapid development of industrialization and urbanization, internal combustion engines are still the most widely used power source in modern transportation tools. However, after long-term use of internal combustion engines, the phenomenon of carbon deposition in the intake port is common, which not only affects the working efficiency of the engine, but also has a negative impact on the power performance and emission level of the vehicle. The formation of carbon deposition is usually closely related to many factors, including incomplete combustion, fuel quality, air flow resistance and the design of intake port structure, etc.

[0003] During the process of carbon deposition gradually accumulating, the flow resistance of the intake port increases, thereby limiting the effective intake amount of fresh air. This lack of air flow will lead to an undesirable fuel-air mixture ratio, affecting the combustion efficiency, resulting in insufficient power output, weakened acceleration ability and increased emissions, etc. In addition, the accumulation of carbon deposition also causes inaccurate adjustment of the opening degree of the throttle valve, which reduces the response performance of the engine to the oil-gas mixture under different working conditions, thereby affecting the overall performance of the internal combustion engine.

[0004] The existing internal combustion engine adjustment scheme mainly focuses on improving the combustion efficiency and improving the fuel injection system, while paying relatively little attention to the monitoring and cleaning of carbon deposition in the intake port, and lacks targeted solutions. This neglect makes it difficult for the engine to maintain the best air inflow state during operation, seriously affecting the fuel economy and emission control effect of the vehicle. SUMMARY

[0005] To solve the above problems, the purpose of the embodiments of the present application is to provide a method and device for correcting throttle valve opening degree based on intake port carbon deposition amount.

[0006] A method for correcting throttle valve opening degree based on intake port carbon deposition amount, comprising:

[0007] Step 1: calibrate the particulate matter emission in the exhaust gas after the turbine of the target engine under different speeds and fuel injection amounts to form an exhaust particulate matter emission chart;

[0008] Step 2: calculate the cumulative emission amount of exhaust particulate matter after the turbine of the engine according to the exhaust particulate matter emission chart and the engine operating time;

[0009] Step 3: calibrate the exhaust gas recirculation rate of the target engine under different speeds and fuel injection amounts to form an exhaust gas recirculation rate chart;

[0010] Step 4: Calculate the total mass of particulate contained in the exhaust gas reaching the intake side of the exhaust gas recirculation system according to the exhaust gas recirculation rate chart;

[0011] Step 5: Calculate the particulate adsorption coefficient of the intake port according to the total mass of particulate contained in the exhaust gas reaching the intake side of the exhaust gas recirculation system;

[0012] Step 6: Calculate the correction value of the intake port flow coefficient using the particulate adsorption coefficient of the intake port;

[0013] Step 7: Correct the throttle opening of the engine using the correction value of the intake port flow coefficient.

[0014] Preferably, in step 1, the exhaust particulate emission chart is constructed with the engine speed as the x-axis, the fuel injection amount as the y-axis, and the particulate emission in the exhaust gas after the turbine as the z-axis.

[0015] Preferably, in step 2, the cumulative emission amount of the engine exhaust particulate after the turbine is calculated according to the formula:

[0016] Cumulative emission amount of the engine exhaust particulate after the turbine = Output power of the engine * Particulate emission in the exhaust gas after the turbine * Operating time of the engine.

[0017] Preferably, in step 4, the total mass of particulate contained in the exhaust gas reaching the intake side of the exhaust gas recirculation system is calculated according to the formula:

[0018] Exhaust gas recirculation rate of the engine = Exhaust gas recirculation flow / (Exhaust gas recirculation flow + Intake flow);

[0019] Total mass of particulate contained in the exhaust gas reaching the intake side of the exhaust gas recirculation system = Exhaust gas recirculation flow / Exhaust flow * Cumulative emission amount of the engine exhaust particulate after the turbine.

[0020] Preferably, in step 5, the particulate adsorption coefficient of the intake port is calculated according to the formula:

[0021] Particulate adsorption coefficient of the intake port = Mass of particulate in the intake port / Total mass of particulate contained in the exhaust gas reaching the intake side of the exhaust gas recirculation system.

[0022] Preferably, in step 7, the throttle opening of the engine is corrected using the correction value of the intake port flow coefficient, which includes:

[0023] Calibrate the engine charge efficiency based on the correction value of the intake port flow coefficient to obtain a correction coefficient of the engine charge efficiency;

[0024] The opening degree of the engine intake throttle valve is continuously adjusted under different correction coefficients of engine charge efficiency, and the opening degree of the intake throttle valve corresponding to the optimal working condition of the engine is the corrected opening degree of the engine intake throttle valve.

[0025] Preferably, in the step 7, further comprising:

[0026] The opening degree of the engine exhaust throttle valve is continuously adjusted under different correction coefficients of engine charge efficiency, and the opening degree of the exhaust throttle valve corresponding to the optimal working condition of the engine is the corrected opening degree of the engine exhaust throttle valve.

[0027] The application further provides a device for correcting the opening degree of a throttle valve based on the carbon deposition amount of an intake passage, comprising:

[0028] An exhaust particulate matter collection module is configured to calibrate the exhaust particulate matter emission in the exhaust after the turbine of the target engine under different rotating speeds and fuel injection amounts, and form an exhaust particulate matter emission chart.

[0029] An exhaust particulate matter cumulative emission amount calculation module is configured to calculate the cumulative emission amount of the exhaust particulate matter after the turbine of the engine according to the exhaust particulate matter emission chart and the engine operating time.

[0030] An exhaust gas recirculation rate calculation module is configured to calibrate the exhaust gas recirculation rate of the target engine under different rotating speeds and fuel injection amounts, and form an exhaust gas recirculation rate chart.

[0031] A total mass of particulate matter contained in exhaust gas calculation module is configured to calculate the total mass of particulate matter contained in the exhaust gas reaching the intake side in the exhaust gas recirculation system according to the exhaust gas recirculation rate chart.

[0032] A particulate matter adsorption coefficient calculation module is configured to calculate the particulate matter adsorption coefficient of the intake passage according to the total mass of particulate matter contained in the exhaust gas on the intake side.

[0033] A correction module of the flow coefficient is configured to calculate the correction value of the flow coefficient of the intake passage by using the particulate matter adsorption coefficient of the intake passage.

[0034] A throttle valve opening degree correction module of the engine is configured to correct the throttle valve opening degree of the engine by using the correction value of the flow coefficient of the intake passage.

[0035] The application further provides an electronic device, comprising a bus, a transceiver, a memory, a processor and a computer program stored in the memory and executable on the processor, wherein the transceiver, the memory and the processor are connected through the bus, and the computer program is executed by the processor to implement the steps in the above method for correcting the opening degree of a throttle valve based on the carbon deposition amount of an intake passage.

[0036] The application further provides a computer readable storage medium, which stores a computer program, and the computer program is executed by a processor to implement the steps of the method for correcting throttle opening degree based on intake port carbon deposition amount.

[0037] According to the specific embodiments of the application, the following technical effects are achieved.

[0038] The application relates to a method for correcting throttle opening degree based on intake port carbon deposition amount.

[0039] In order to make the above objectives, characteristics and advantages of the present application more apparent, clear and easy to understand, the following preferred embodiments are specifically described below with reference to the attached drawings. BRIEF DESCRIPTION OF DRAWINGS

[0040] In order to more clearly illustrate the technical solutions in the embodiments of the present application or the prior art, the following will briefly introduce the drawings needed to be used in the embodiments or the prior art description. Obviously, the drawings in the following description are only some embodiments of the present application, and for those skilled in the art, other drawings can also be obtained from these drawings without creative labor.

[0041] Figure 1 A method for correcting throttle opening degree based on intake port carbon deposition amount is provided.

[0042] Figure 2 An engine working principle diagram is provided. DETAILED DESCRIPTION

[0043] In the description of the present application, it should be understood that the terms "center", "longitudinal", "transverse", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise" and the like indicate the orientation or positional relationship shown in the drawings, and are only used to facilitate the description of the present application and simplify the description, and do not indicate or imply that the device or element referred to must have a particular orientation, be constructed and operated in a particular orientation, and therefore cannot be understood as a limitation of the present application.

[0044] In addition, the terms "first", "second", "third", etc. are used only for descriptive purposes and are not to be construed as indicating or implying relative importance or an ordered ranking of the indicated technical features. Thus, features defined with "first", "second" or "third" can explicitly or implicitly include one or more of such features. In the description of the present application, the meaning of "a plurality of" is two or more, unless explicitly and specifically defined otherwise.

[0045] In the present application, unless explicitly and specifically defined otherwise, the terms "mounting", "connecting", "connecting", "fixing" and the like should be understood broadly, for example, it can be fixedly connected, or it can be detachably connected, or it can be integrally connected, it can be mechanically connected, or it can be electrically connected, it can be directly connected, or it can be indirectly connected through an intermediate medium, it can be the communication inside two elements. For those skilled in the art, the specific meaning of the above terms in the present application can be understood according to the specific circumstances.

[0046] Please refer to Figures 1-2 A method for correcting throttle opening degree based on intake port carbon deposition amount, comprising:

[0047] Step 1: calibrate the particulate matter emission in the exhaust gas after the turbine of the target engine under different speeds and fuel injection amounts to form an exhaust particulate matter emission chart;

[0048] In actual application, different engines will output different combinations of exhaust temperature, exhaust flow, intake temperature, intake flow and EGR rate under different working conditions (different speeds, power, torque and fuel injection amount). By detecting these parameters using sensors, the working condition parameters of the corresponding engine under different speeds and fuel injection amounts can be obtained.

[0049] In the present application, when collecting the particulate matter in the exhaust gas, a high-precision filter paper is installed in the exhaust pipe after the turbine of the engine, so that the particulate matter in the exhaust gas can be continuously collected. After each test is completed, the particulate matter accumulated in the filter paper is weighed in a high-precision particulate matter weighing device in the laboratory to obtain the mass M_soot_exh (grams) of the particulate matter discharged from the exhaust pipe. At the same time, the exhaust port of the engine is disassembled, and the particulate matter attached in the exhaust port is collected and weighed with high precision to obtain the mass M_soot_exh_port of the particulate matter attached in the exhaust port. The sum of the two can obtain the particulate matter emission in the exhaust gas = M_soot_exh+M_soot_exh_port.

[0050] The present application collects the above-mentioned experimental parameters, takes the speed of the engine as the x-axis, takes the fuel injection amount as the y-axis, and takes the particulate matter emission in the exhaust gas as the z-axis to construct an exhaust particulate matter emission chart, as shown in Table 1.

[0051] Table 1 Exhaust particulate emission chart

[0052]

[0053] Step 2: Calculate the cumulative emission of exhaust particulate after engine turbine according to the exhaust particulate emission chart and engine running time;

[0054] In Step 2, the present application first needs to construct an engine output power chart with the engine speed as the x-axis, the fuel injection amount as the y-axis, and the engine output power as the z-axis.

[0055] Table 2 Engine output power chart

[0056]

[0057]

[0058] Then, the cumulative emission of exhaust particulate after engine turbine is calculated by using the cumulative emission formula of exhaust particulate: cumulative emission of exhaust particulate after engine turbine = engine output power * particulate emission in exhaust after turbine * engine working time.

[0059] Step 3: Calibrate the exhaust gas recirculation rate of the target engine under different engine speeds and fuel injection amounts to form an exhaust gas recirculation rate chart;

[0060] In Step 3, the present application can construct an exhaust gas recirculation rate chart with the engine speed as the x-axis, the fuel injection amount as the y-axis, and the exhaust gas recirculation rate (EGR rate) as the z-axis.

[0061] Table 3 Exhaust gas recirculation rate chart

[0062]

[0063] Step 4: Calculate the total mass of particulate contained in the exhaust gas reaching the intake side in the exhaust gas recirculation system according to the exhaust gas recirculation rate chart;

[0064] In Step 4, the total mass of particulate contained in the exhaust gas reaching the intake side in the exhaust gas recirculation system is calculated by using the formula:

[0065] The exhaust gas recirculation rate of the engine = exhaust gas recirculation flow / (exhaust gas recirculation flow + intake flow);

[0066] The total mass of particulate contained in the exhaust gas reaching the intake side in the exhaust gas recirculation system = exhaust gas recirculation flow / exhaust flow * cumulative emission of exhaust particulate after engine turbine.

[0067] Step 5: Calculate the particulate adsorption coefficient of the intake port according to the total mass of particulate contained in the exhaust gas reaching the intake side.

[0068] In step 5, the present application constructs a particulate adsorption coefficient chart of the intake passage by taking the intake amount as the horizontal coordinate X, the intake pipe temperature as the Y axis, and the particulate adsorption coefficient of the intake passage as the Z axis. The coefficient represents the ratio of the attached mass of particulate in the intake passage to the total mass of particulate entering the intake passage, and is calculated as follows: particulate adsorption coefficient of the intake passage = mass of particulate in the intake passage / total mass of particulate contained in the exhaust gas reaching the intake side in the exhaust gas recirculation system.

[0069] Table 4: particulate adsorption coefficient chart of the intake passage

[0070]

[0071] Step 6: calculating the corrected value of the intake passage flow coefficient using the particulate adsorption coefficient of the intake passage;

[0072] The present application can estimate the particulate adsorption mass of the intake passage by the particulate adsorption coefficient of the intake passage * engine operating time * (total mass of particulate contained in the exhaust gas reaching the intake side in the exhaust gas recirculation system per unit time), thereby eliminating the need to disassemble the intake passage each time to measure the particulate adsorption mass of the intake passage. Based on the cumulative attached mass of carbon particulate in the intake passage calculated in the previous steps, a calibration table of the particulate attachment amount in the intake passage versus the correction coefficient of the intake passage flow coefficient is calibrated, with the horizontal axis representing the particulate attachment amount in the intake passage and the Y axis representing the correction coefficient of the intake passage flow coefficient (representing the level of the decline in the flow capacity of the exhaust passage with the increase in the particulate in the intake passage, which can be obtained by experimental calibration).

[0073] Table 5: correction coefficient calibration table of the intake passage flow coefficient

[0074] Amount of particulate matter adhered in the intake passage 0 5 10 15 20 Correction factor of intake passage flow coefficient 1 0.98 0.9 0.85 0.8

[0075] Step 7: correcting the throttle opening of the engine using the corrected value of the intake passage flow coefficient.

[0076] In the step 7, the engine charging efficiency is calibrated based on the corrected value of the intake passage flow coefficient to obtain a correction coefficient of the engine charging efficiency;

[0077] Under different correction coefficients of the engine charging efficiency, the opening of the engine intake throttle valve is continuously adjusted so that the opening of the intake throttle valve corresponding to the optimal operating condition of the engine is the corrected opening of the engine intake throttle valve.

[0078] Under different correction coefficients of the engine charging efficiency, the opening of the engine exhaust throttle valve is continuously adjusted so that the opening of the exhaust throttle valve corresponding to the optimal operating condition of the engine is the corrected opening of the engine exhaust throttle valve.

[0079] In practical applications, due to the carbon accumulation inside the intake port, the flow capacity of the port will decrease, which will cause the intake to decrease and the residual exhaust fraction in the cylinder to increase, thereby causing the exhaust temperature to rise, so without considering the carbon particle accumulation in the intake port, the opening of the exhaust throttle valve is too small, thereby excessively deteriorating the engine performance, and therefore the opening of the throttle valve needs to be corrected. At high altitudes, due to the decrease in ambient pressure, the intake decreases, thereby causing the exhaust temperature to rise, so the opening of the intake and exhaust throttle valves can be further enlarged, and this strategy simultaneously considers the correction at high altitudes, as follows:

[0080] Based on the correction coefficient of the intake port flow coefficient obtained in step 6, a correction coefficient Y curve of the engine charge efficiency is calibrated, thereby obtaining the correction coefficient of the engine charge efficiency after carbon deposition, and based on this correction coefficient, a throttle opening correction coefficient curve (X axis: correction coefficient of the engine charge after carbon deposition, Y axis: correction coefficient of the intake and exhaust throttle valves) is calibrated, and the original opening of the intake and exhaust throttle valves in the heat management mode is corrected. When the engine is in the heat management mode, the opening of the intake and exhaust throttle valves is corrected (original opening * correction coefficient of the intake and exhaust throttle valves).

[0081] Table 6 Calibration table of correction coefficient of engine charge efficiency

[0082] Correction value of intake passage flow coefficient 1 0.98 0.96 0.94 0.92 Correction factor of engine charge efficiency 1 0.96 0.93 0.92 0.9

[0083] Table 7 Calibration table of correction coefficient of engine charge efficiency

[0084] Correction factor of engine charge efficiency 1 0.98 0.96 0.94 0.92 Correction factor of intake and exhaust throttle opening 1 1.15 1.18 1.25 1.35

[0085] Table 8 Calibration table of original opening of throttle valve

[0086]

[0087] Based on the above correction strategy, the final opening of the intake and exhaust throttle valves at plain can be obtained, (which indicates that as the amount of particulate matter inside the port increases, the flow capacity of the port itself will decrease, thereby the intake will decrease and the exhaust temperature will rise, so the opening of the intake and exhaust throttle valves can be appropriately enlarged, thereby being beneficial to reducing the pumping loss under the condition of meeting the exhaust temperature requirement), this coefficient is a correction coefficient greater than 1, which will dynamically correct the original opening of the uncorrected intake and exhaust throttle valves, that is, the correction coefficient of the intake and exhaust throttle valves is multiplied by the original opening, thereby obtaining the final opening of the intake (exhaust) throttle valve at plain.

[0088] Since the engine runs on the plateau, the intake density decreases, so the opening calculated above needs to be corrected, and the correction method is as follows: the abscissa X is the ambient pressure, and the ordinate Y is the ambient correction coefficient (the ambient correction coefficient is multiplied by the final plain intake (exhaust) throttle opening obtained above to obtain the opening on the plateau, and the opening is used for final control).

[0089] Table 9 Ambient correction coefficient calibration table of engine running on plateau

[0090] Ambient pressure 60 70 80 90 100 Ambient correction factor 1.2 1.152 1.10592 1.0616832 1

[0091] The present application adjusts the throttle opening adaptively based on the actually calculated intake passage flow coefficient, can improve the power output and response speed of the engine, and makes the engine always maintain in the best state.

[0092] The present application also provides a device for correcting the throttle opening based on the intake passage carbon deposition amount, comprising:

[0093] The exhaust particulate matter collection module is used for calibrating the particulate matter emission in the exhaust after the turbine of the target engine under different rotating speeds and fuel injection amounts, and forming an exhaust particulate matter emission chart;

[0094] The exhaust particulate matter cumulative emission amount calculation module is used for calculating the cumulative emission amount of the exhaust particulate matter after the turbine of the engine according to the exhaust particulate matter emission chart and the engine running time;

[0095] The exhaust gas recirculation rate calculation module is used for calibrating the exhaust gas recirculation rate of the target engine under different rotating speeds and fuel injection amounts to form an exhaust gas recirculation rate chart;

[0096] The total mass of particulate matter contained in the exhaust gas calculation module is used for calculating the total mass of particulate matter contained in the exhaust gas reaching the intake side in the exhaust gas recirculation system according to the exhaust gas recirculation rate chart;

[0097] The particulate matter adsorption coefficient calculation module is used for calculating the particulate matter adsorption coefficient of the intake passage according to the total mass of particulate matter contained in the exhaust gas on the intake side;

[0098] The flow coefficient correction module is used for calculating the correction value of the intake passage flow coefficient by using the particulate matter adsorption coefficient of the intake passage;

[0099] The throttle opening correction module of the engine is used for correcting the throttle opening of the engine by using the correction value of the intake passage flow coefficient.

[0100] Compared with the prior art, the device for correcting the throttle opening degree based on the intake passage carbon deposition amount has the same beneficial effects as the method for correcting the throttle opening degree based on the intake passage carbon deposition amount, and details are not repeated here.

[0101] The application further provides an electronic device, including a bus, a transceiver, a memory, a processor and a computer program stored in the memory and executable on the processor, the transceiver, the memory and the processor being connected through the bus, characterized in that the computer program, when executed by the processor, implements the steps of the method for correcting the throttle opening degree based on the intake passage carbon deposition amount, and the electronic device has the same beneficial effects as the method for correcting the throttle opening degree based on the intake passage carbon deposition amount, and details are not repeated here.

[0102] The application further provides a computer readable storage medium, which stores a computer program, characterized in that the computer program, when executed by a processor, implements the steps of the method for correcting the throttle opening degree based on the intake passage carbon deposition amount, and the computer readable storage medium has the same beneficial effects as the method for correcting the throttle opening degree based on the intake passage carbon deposition amount, and details are not repeated here.

[0103] The above is only a specific implementation of the application, but the protection scope of the application is not limited to this, any person skilled in the art can easily think of changes or alternative technical solutions within the technical range disclosed by the application, which should be covered within the protection scope of the application. Therefore, the protection scope of the application should be subject to the protection scope of the claims.

Claims

1. A method of correcting throttle opening degree based on intake port carbon deposit amount, characterized by, The method comprises the following steps: Step 1: calibrating the particulate emission in the exhaust gas after the turbine of the target engine under different rotating speeds and fuel injection amounts to form an exhaust particulate emission chart; Step 2: calculating the cumulative emission amount of the particulate in the exhaust gas after the turbine of the engine according to the exhaust particulate emission chart and the engine operating time; Step 3: calibrating the exhaust gas recirculation rate of the engine under different rotating speeds and fuel injection amounts to form an exhaust gas recirculation rate chart; Step 4: calculating the total mass of the particulate contained in the exhaust gas reaching the intake side in the exhaust gas recirculation system according to the exhaust gas recirculation rate chart; Step 5: calculating the particulate adsorption coefficient of the intake port according to the total mass of the particulate contained in the exhaust gas reaching the intake side; Step 6: calculating the correction value of the intake port flow coefficient by using the particulate adsorption coefficient of the intake port; Step 7: correcting the throttle opening of the engine by using the correction value of the intake port flow coefficient.

2. The method of claim 1, wherein, In step 1, the exhaust particulate emission chart is constructed with the rotating speed of the engine as the x-axis, the fuel injection amount as the y-axis and the particulate emission in the exhaust gas after the turbine as the z-axis.

3. The method of claim 2, wherein In step 2, the cumulative emission amount of the particulate in the exhaust gas after the turbine of the engine is calculated according to the following formula: Cumulative emission amount of the particulate in the exhaust gas after the turbine of the engine = output power of the engine * particulate emission in the exhaust gas after the turbine * operating time of the engine.

4. The method of claim 3, wherein In step 4, the total mass of the particulate contained in the exhaust gas reaching the intake side in the exhaust gas recirculation system is calculated according to the following formula: Exhaust gas recirculation rate of the engine = exhaust gas recirculation flow / (exhaust gas recirculation flow + intake flow); Total mass of the particulate contained in the exhaust gas reaching the intake side in the exhaust gas recirculation system = exhaust gas recirculation flow / exhaust flow * cumulative emission amount of the particulate in the exhaust gas after the turbine of the engine.

5. The method of claim 1, wherein, In step 5, the particulate adsorption coefficient of the intake port is calculated according to the following formula: Particulate adsorption coefficient of the intake port = mass of the particulate in the intake port / total mass of the particulate contained in the exhaust gas reaching the intake side in the exhaust gas recirculation system.

6. The method of claim 5, wherein In step 7, the throttle opening of the engine is corrected by using the correction value of the intake port flow coefficient, which comprises the following steps: Calibrating the engine charging efficiency based on the correction value of the intake port flow coefficient to obtain a correction coefficient of the engine charging efficiency; Under different correction coefficients of the engine charging efficiency, the opening of the engine intake throttle is adjusted constantly, and the opening of the engine intake throttle corresponding to the optimal working condition of the engine is the corrected opening of the engine intake throttle.

7. The method of claim 6, wherein the throttle opening degree is corrected based on the amount of the carbon deposited in the intake port. In step 7, it also comprises the following steps: Under different correction coefficients of the engine charging efficiency, the opening of the engine exhaust throttle is adjusted constantly, and the opening of the engine exhaust throttle corresponding to the optimal working condition of the engine is the corrected opening of the engine exhaust throttle.

8. A device for correcting throttle valve opening based on intake manifold carbon deposits, characterized in that, The method comprises the following steps: An exhaust particulate collection module is arranged to calibrate the particulate emission in the exhaust gas after the turbine of the target engine under different rotating speeds and fuel injection amounts to form an exhaust particulate emission chart; An exhaust particulate cumulative emission amount calculation module is arranged to calculate the cumulative emission amount of the particulate in the exhaust gas after the turbine of the engine according to the exhaust particulate emission chart and the engine operating time; An exhaust gas recirculation rate calculation module is arranged to calculate the exhaust gas recirculation rate of the engine according to the exhaust gas recirculation flow and the intake flow of the engine; An exhaust gas recirculation system particulate calculation module is arranged to calculate the total mass of the particulate contained in the exhaust gas reaching the intake side in the exhaust gas recirculation system according to the exhaust gas recirculation rate chart; An intake port particulate adsorption coefficient calculation module is arranged to calculate the particulate adsorption coefficient of the intake port according to the total mass of the particulate contained in the exhaust gas reaching the intake side; An intake port flow coefficient correction module is arranged to calculate the correction value of the intake port flow coefficient by using the particulate adsorption coefficient of the intake port; An engine throttle correction module is arranged to correct the throttle opening of the engine by using the correction value of the intake port flow coefficient. An exhaust gas recirculation rate calculation module is configured to calibrate exhaust gas recirculation rates of the target engine at different engine speeds and fuel injection amounts to form an exhaust gas recirculation rate map; An exhaust gas particulate matter total mass calculation module is configured to calculate a total mass of particulate matter contained in exhaust gas reaching an intake side in the exhaust gas recirculation system according to the exhaust gas recirculation rate map; A particulate matter adsorption coefficient calculation module is configured to calculate a particulate matter adsorption coefficient of the intake port according to the total mass of particulate matter contained in the exhaust gas at the intake side; A flow coefficient correction module is configured to calculate a correction value of the flow coefficient of the intake port using the particulate matter adsorption coefficient of the intake port; An engine throttle opening correction module is configured to correct the throttle opening of the engine using the correction value of the flow coefficient of the intake port.

9. An electronic device comprising a bus, a transceiver, a memory, a processor, and a computer program stored on the memory and executable on the processor, the transceiver, the memory and the processor being connected by the bus, characterized in that, The computer program, when executed by the processor, implements the steps of a method for correcting a throttle opening based on a carbon deposit amount of an intake port according to any one of claims 1-7.

10. A computer-readable storage medium having stored thereon a computer program, characterized in that, The computer program, when executed by the processor, implements the steps of a method for correcting a throttle opening based on a carbon deposit amount of an intake port according to any one of claims 1-7.

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