Throttle valve control method and system, vehicle, storage medium and product

Abstract

The invention relates to the technical field of hybrid vehicle engine electric control, in particular to a throttle valve control method and system, a vehicle, a storage medium and a product, and the method comprises the steps that the target state, the actual position and the actual control signal of a throttle valve are obtained; an error counteracting signal and an actual state of the throttle valve are determined according to the actual position and the actual control signal, the actual state and a target state are input into a nonlinear controller of the throttle valve, and the nonlinear controller outputs a target control signal of the throttle valve; and generating an actual control signal of the throttle valve according to the target control signal and the error offset signal, and controlling at least one of the steady-state position and the action speed of the throttle valve by using the actual control signal. Therefore, the problems that in the related technology, high-precision cooperative control over the steady-state position and the action speed of the throttle valve cannot be achieved, gear shifting smoothness is affected, and the driving experience of a user is reduced are solved.

Description

Technical Field

[0001] This application relates to the field of engine electronic control technology for hybrid vehicles, and in particular to a throttle control method, system, vehicle, storage medium, and product. Background Technology

[0002] In hybrid vehicles, the engine, electric motor, and transmission shafts are rigidly connected, requiring rapid and precise synchronization of engine and motor speeds during gear shifts. The throttle valve, as a key component for engine intake control, directly impacts the engine's torque and speed response characteristics. However, current technologies struggle to achieve high-precision coordinated control of the throttle valve's steady-state position and operating speed, leading to inaccurate power delivery during gear shifts. This, in turn, affects shift smoothness and reduces the user's driving experience. Summary of the Invention

[0003] This application provides a throttle control method, system, vehicle, storage medium, and product to solve the problems in related technologies, such as the inability to achieve high-precision coordinated control of the steady-state position and operating speed of the throttle, which affects shift smoothness and reduces the user's driving experience.

[0004] The first aspect of this application provides a throttle control method, comprising the following steps: acquiring a target state, actual position, and actual control signal of the throttle; determining an error cancellation signal and actual state of the throttle based on the actual position and actual control signal; inputting the actual state and target state into a nonlinear controller of the throttle, the nonlinear controller outputting a target control signal of the throttle; generating an actual control signal of the throttle based on the target control signal and the error cancellation signal; and using the actual control signal to control at least one of the steady-state position and operating speed of the throttle.

[0005] Optionally, the error cancellation signal and actual state of the throttle valve are determined based on the actual position and the actual control signal, including: inputting the actual position and the actual control signal into the state estimation model of the throttle valve, and the state estimation model outputting the error cancellation signal and the actual state of the throttle valve.

[0006] Optionally, the calculation formula for the state estimation model is:

[0007] in, , , To correct the observation error gain of the throttle state estimation model. Indicates the error in throttle opening. This indicates the desired throttle opening. This indicates the actual throttle opening. , , The output of the throttle state estimation model for each state. for The estimated value, for The estimated value, This is an estimate of the total system disturbance. This is the throttle position output. Output state of the state estimation model Throttle position output The difference, Output state for state estimation model The first derivative, Output state for state estimation model The first derivative, Output state for state estimation model The first derivative, , , The gain coefficients obtained from the state estimation model. It is a nonlinear function. For symbolic functions, This represents the output of the nonlinear controller. Throttle gain coefficient, Filtering factor for nonlinear functions ( ) is a nonlinear function The parameters.

[0008] Optionally, inputting the actual state and target state into the nonlinear controller of the throttle valve includes: extracting the actual steady-state position and actual actuation speed of the throttle valve in the actual state; extracting the target steady-state position and target actuation speed of the throttle valve in the target state; calculating the position difference between the actual steady-state position and the target steady-state position, calculating the speed difference between the actual actuation speed and the target actuation speed, and inputting the position difference and speed difference into the nonlinear controller of the throttle valve.

[0009] Optionally, the nonlinear controller also receives at least one of the following inputs: intake air temperature, engine coolant temperature, and vehicle altitude. Based on the position difference, speed difference, intake air temperature, engine coolant temperature, and vehicle altitude, the controller performs PID processing on the steady-state position and operating speed of the throttle valve to obtain the target control signal for the throttle valve.

[0010] Optionally, the actual control signal of the throttle is generated based on the target control signal and the error cancellation signal, including: calculating the signal difference between the target control signal and the error cancellation signal; inputting the signal difference into the drive circuit, and the drive circuit outputting the actual control signal of the throttle.

[0011] A second aspect of this application provides a throttle control system, including: a throttle valve; and an engine control unit, wherein the engine control unit is provided with a nonlinear controller and a state estimation model, and executes the throttle control method of the above embodiment to control the throttle valve.

[0012] A third aspect of this application provides a vehicle to implement a throttle control system as described in the above embodiments.

[0013] A fourth aspect of this application provides a computer-readable storage medium having a computer program or instructions stored thereon, which, when executed, are used to implement the throttle control method as described in the above embodiments.

[0014] A fifth aspect of this application provides a computer program product, including a computer program or instructions, which, when executed, are used to implement the throttle control method as described in the above embodiments.

[0015] Therefore, this application has the following beneficial effects: This application embodiment can identify the error cancellation signal and actual state based on the actual position and actual control signal. A target control signal is generated via a nonlinear controller, and the actual control signal is generated by combining the error cancellation signal. This generates the actual control signal, controlling the steady-state position and / or operating speed of the throttle. Since the error cancellation signal can cancel the error introduced by the target control signal, the actual control signal can perform high-precision coordinated control of the steady-state position and operating speed of the throttle, improving the control response and stability during gear shifting, thus helping to improve shift smoothness and enhance the driving experience. Therefore, it solves the problems in related technologies where high-precision coordinated control of the steady-state position and operating speed of the throttle cannot be achieved, affecting shift smoothness and reducing the user's driving experience.

[0016] Additional aspects and advantages of this application will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of this application. Attached Figure Description

[0017] The above and / or additional aspects and advantages of this application will become apparent and readily understood from the following description of the embodiments taken in conjunction with the accompanying drawings, wherein: Figure 1 This is a flowchart of a throttle control method provided according to an embodiment of this application; Figure 2 This is a schematic diagram illustrating the principle of the throttle control optimization method provided according to an embodiment of this application; Figure 3 This is a block diagram of a throttle control system provided according to an embodiment of this application; Figure 4This is a schematic diagram of the throttle control system provided according to an embodiment of this application. Detailed Implementation

[0018] The embodiments of this application are described in detail below. Examples of the embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and intended to explain this application, and should not be construed as limiting this application.

[0019] In related technologies, for P2 hybrid vehicles, the engine, electric motor, and transmission are rigidly connected via a driveshaft in hybrid mode. Therefore, during gear shifts, it is crucial to ensure that the engine's speed and torque are quickly and precisely matched with the electric motor to guarantee smoothness and responsiveness during gear changes. Because electric motors possess the physical characteristics of fast response and high precision, this places extremely high demands on the accuracy of engine torque and speed control. The key to engine control lies in intake control, and its core component is the throttle valve.

[0020] However, traditional throttle control typically employs a PID (Proportional-Integral-Derivative) control strategy, with the control input being the difference between the target position and the actual position. Because the throttle actuator's response is continuous, and driver throttle requests can cause abrupt changes in the target opening, using a continuous output to track these abrupt changes easily leads to overshoot or response lag, making it difficult to meet the high-precision, rapid response requirements of P2 hybrid vehicles for engine speed and torque. Furthermore, the throttle mechanical system exhibits time-varying characteristics, such as changes in spring stiffness and sludge buildup, which cause control accuracy to decrease over time. Traditional closed-loop control lags in compensating for these time-varying disturbances, further impacting shift smoothness and overall vehicle drivability.

[0021] To this end, this application proposes a throttle control method, system, vehicle, storage medium, and product. By decomposing the target state, the target steady-state position and target action speed are extracted respectively, and the time-varying disturbance is compensated by combining the state estimation model, thereby achieving high-precision coordinated control of the throttle steady-state position and action speed.

[0022] The throttle control method, system, vehicle, storage medium, and product of this application are described below with reference to the accompanying drawings. Addressing the problem mentioned in the background art that high-precision coordinated control of the steady-state position and operating speed of the throttle valve cannot be achieved, affecting shift smoothness and reducing the user's driving experience, this application provides a throttle control method. In this method, by acquiring a target state, actual position, and actual control signal, an error cancellation signal and actual state are identified based on the actual position and actual control signal. A target control signal is generated via a nonlinear controller, and an actual control signal is generated by combining the error cancellation signal. This signal is used to control the steady-state position and / or operating speed of the throttle valve, enabling high-precision coordinated control of the steady-state position and operating speed of the throttle valve. This improves the control response and stability during shifting, helps improve shift smoothness, and enhances the driving experience. Therefore, this solves the problems in the related art where high-precision coordinated control of the steady-state position and operating speed of the throttle valve cannot be achieved, affecting shift smoothness and reducing the user's driving experience.

[0023] Specifically, Figure 1 This is a flowchart of a throttle control method provided in an embodiment of this application.

[0024] like Figure 1 As shown, the throttle control method includes the following steps: In step S101, the target state, actual position, and actual control signal of the throttle valve are acquired.

[0025] It is understandable that the target state is the desired operating state of the throttle body within the current control cycle; the actual position refers to the current opening degree of the throttle body, which is collected in real time by the throttle body's position sensor; and the actual control signal refers to the PWM (Pulse Width Modulation) signal output by the drive circuit after being sent to the throttle body's drive circuit in the previous control cycle.

[0026] In step S102, the error cancellation signal and actual state of the throttle are determined based on the actual position and actual control signal. The actual state and target state are input to the nonlinear controller of the throttle, and the nonlinear controller outputs the target control signal of the throttle.

[0027] Understandably, the error cancellation signal is used to compensate for the comprehensive disturbances caused by the time-varying nature of the throttle mechanical system, such as changes in spring stiffness and sludge buildup. The actual state includes the throttle's actual steady-state position and actual operating speed. The actual steady-state position refers to the current actual opening value acquired by the throttle position sensor and filtered, used as feedback for closed-loop control. The actual operating speed refers to the real-time change rate of the throttle opening, reflecting the throttle's dynamic response characteristics. The nonlinear controller is used to decouple the position and speed deviations. The target control signal is the reference control command before considering time-varying disturbance compensation.

[0028] In some embodiments, determining the throttle error compensation signal and actual state based on the actual position and actual control signal includes: inputting the actual position and actual control signal into the throttle state estimation model, and the state estimation model outputting the throttle error compensation signal and actual state.

[0029] Understandably, the state estimation model is used to estimate the overall disturbance of the throttle caused by mechanical time-varying properties (such as spring aging and sludge buildup) based on the dynamic relationship between the actual response of the throttle and the control input, and outputs the corresponding error cancellation signal.

[0030] In some embodiments, the calculation formula for the state estimation model is:

[0031] in, , , To correct the observation error gain of the throttle state estimation model. Indicates the error in throttle opening. This indicates the desired throttle opening. This indicates the actual throttle opening. , , The output of the throttle state estimation model for each state. for The estimated value, for The estimated value, This is an estimate of the total system disturbance. This is the throttle position output. Output state of the state estimation model Throttle position output The difference, Output state for state estimation model The first derivative, Output state for state estimation model The first derivative, Output state for state estimation model The first derivative, , , The gain coefficients obtained from the state estimation model. It is a nonlinear function. For symbolic functions, This represents the output of the nonlinear controller. Throttle gain coefficient, Filtering factor for nonlinear functions ( ) is a nonlinear function The parameters.

[0032] In some embodiments, inputting the actual state and the target state into the nonlinear controller of the throttle valve includes: extracting the actual steady-state position and actual actuation speed of the throttle valve in the actual state; extracting the target steady-state position and target actuation speed of the throttle valve in the target state; calculating the position difference between the actual steady-state position and the target steady-state position, calculating the speed difference between the actual actuation speed and the target actuation speed, and inputting the position difference and speed difference into the nonlinear controller of the throttle valve.

[0033] The target state includes the target steady-state position and target actuation speed of the throttle. The target steady-state position refers to the target throttle opening value that the control system expects the throttle to reach within the current control cycle, determined by the driver's throttle request and the overall vehicle strategy. The target actuation speed refers to the rate of change of the throttle opening set to achieve rapid tracking of the target steady-state position, generated by the trend of change in the target steady-state position. The position difference reflects the static deviation between the current throttle opening and the target opening (i.e., the target steady-state position); the speed difference reflects the dynamic deviation between the current actual actuation speed of the throttle and the target actuation speed.

[0034] For example, if the actual state is obtained as 48% of the actual steady-state position and 10% / s of the actual action speed, and the target state is 60% of the target steady-state position and 16% / s of the target action speed, the calculated position difference is 12% and the speed difference is 6% / s. After inputting the position difference and speed difference into the nonlinear controller of the throttle, the nonlinear controller outputs the target control signal of the throttle as 58%.

[0035] In some embodiments, the nonlinear controller is further input with at least one of intake air temperature, engine coolant temperature, and vehicle altitude. Based on at least one of the position difference, speed difference, intake air temperature, engine coolant temperature, and vehicle altitude, the steady-state position and operating speed of the throttle valve are processed by PID to obtain the target control signal of the throttle valve.

[0036] Understandably, intake air temperature refers to the temperature of the air before it enters the engine cylinders, collected by an intake air temperature sensor; engine coolant temperature refers to the real-time temperature of the engine coolant, measured by a coolant temperature sensor, reflecting the current thermal state of the engine; vehicle altitude refers to the vehicle's current geographical location relative to sea level, used to correct control parameters under different altitude environments; PID processing constructs control loops based on position difference and speed difference, and dynamically adjusts the PID control parameters according to at least one of intake air temperature, engine coolant temperature, and vehicle altitude to compensate for the impact of environmental and operating condition changes on throttle response characteristics.

[0037] Specifically, the nonlinear controller can adaptively adjust the control strategy when the vehicle is operating under different environmental conditions. For example, when the detected position difference is 8%, the speed difference is 3% / s, the intake air temperature is 50℃, the engine coolant temperature is 75℃, and the vehicle altitude is 800m, the nonlinear controller corrects the mapping relationship according to preset parameters, reduces the PID proportional gain to suppress response overshoot at high temperatures, and compensates for the intake effect at high altitudes, ultimately outputting a target control signal for the throttle valve of 62%.

[0038] In step S103, an actual control signal for the throttle valve is generated based on the target control signal and the error cancellation signal, and the actual control signal is used to control at least one of the steady-state position and operating speed of the throttle valve.

[0039] It is understandable that the actual control signal is the final drive command after error compensation, which is used to adjust the output torque of the throttle motor. Since the error cancellation signal can cancel the error brought by the target control signal, the actual control signal can achieve coordinated control between accurate tracking of the steady-state position of the throttle and rapid response of the action speed.

[0040] In some embodiments, generating an actual throttle control signal based on a target control signal and an error cancellation signal includes: calculating the signal difference between the target control signal and the error cancellation signal; inputting the signal difference into a drive circuit, and the drive circuit outputting the actual throttle control signal.

[0041] The signal difference refers to the discrepancy between the target control signal and the actual feedback signal. This difference is used to assess and adjust control deviations caused by time-varying disturbances in the throttle mechanical system (such as changes in spring stiffness or sludge buildup). After conversion by the drive circuit, the actual control signal for controlling the throttle is generated to ensure more precise throttle control.

[0042] It is understandable that subtracting the target control signal output by the nonlinear controller from the error cancellation signal output by the state estimation model can generate the actual control signal after time-varying disturbance compensation. This can avoid the lag response of closed-loop control to time-varying errors in related technologies, and directly perform feedforward compensation at the control command level, significantly improving the response speed and accuracy of throttle control.

[0043] For example, when the target control signal is 58% and the error cancellation signal is -2.5%, the calculated signal difference is 60.5%. After this difference is input into the drive circuit, the actual control signal of the throttle is output as 60.5%, which is used to drive the throttle motor to respond to the target state.

[0044] Specifically, such as Figure 2 As shown, the structure corresponding to the throttle control optimization method includes: extracting the target state of the throttle to obtain the target steady-state position and target action speed; the throttle state estimation model, based on the actual steady-state position and the actual control signal, estimates the time-varying comprehensive disturbance of the system in real time and outputs an error cancellation signal; the nonlinear controller processes the deviation between the target steady-state position and the actual steady-state position, and the deviation between the target action speed and the actual action speed respectively, and dynamically tunes the control gain in combination with parameters such as intake air temperature, engine coolant temperature, and vehicle altitude, and outputs the target control signal; after the target control signal is superimposed with the error cancellation signal, the final actual control signal is generated, which is used to adjust the throttle opening to achieve high-precision coordinated control of the steady-state position and action speed of the throttle.

[0045] The target throttle opening is differentiated to obtain the target action speed. Similarly, the throttle state estimation model calculates the actual action speed based on the actual position. Then, the nonlinear controller performs PID processing on the steady-state position and action speed of the throttle based on parameters such as intake air temperature, engine coolant temperature, and vehicle altitude, generating the target control signal. The state estimation model estimates the time-varying comprehensive disturbance of the system based on the actual position of the throttle and the actual control signal, and outputs an error cancellation signal. This error cancellation signal is superimposed on the target control signal to generate the actual control signal, realizing real-time compensation for disturbances during signal output, thereby improving the speed and accuracy of control response. Improving throttle control accuracy allows for more accurate control of the engine's intake air volume, thereby improving the torque and speed control accuracy of the engine.

[0046] For example, during vehicle acceleration, assume the driver's desired throttle opening is 70%, and the target operating speed is set to 25% / s. At this time, due to mechanical wear and sludge buildup from long-term use, the actual steady-state position is 60%, the actual operating speed is 18% / s, and the current actual control signal is 45%. Using the throttle state estimation model of this embodiment, the error compensation signal is calculated to be -2.5%. Based on the nonlinear controller, after comprehensively processing parameters such as the position difference of 10%, the speed difference of 7% / s, the engine coolant temperature of 90℃, and the intake air temperature of 30℃, the output target control signal is adjusted to 73%. After superimposing this target control signal with the error compensation signal, the final generated actual control signal is 75.5%, thereby achieving effective compensation for time-varying disturbances and improving response speed and smoothness.

[0047] The throttle control method proposed in this application acquires the target state, actual position, and actual control signal. Based on the actual position and actual control signal, it identifies the error cancellation signal and the actual state. A target control signal is generated by a nonlinear controller, and an actual control signal is generated by combining the error cancellation signal. This signal is used to control the steady-state position and / or operating speed of the throttle. This method enables high-precision coordinated control of the steady-state position and operating speed of the throttle, improving control response and stability during gear shifting, thus enhancing shift smoothness and improving the driving experience. Therefore, it solves the problems in related technologies where high-precision coordinated control of the steady-state position and operating speed of the throttle cannot be achieved, affecting shift smoothness and reducing the user's driving experience.

[0048] Next, the throttle control system proposed according to the embodiments of this application is described with reference to the accompanying drawings.

[0049] Figure 3 This is a block diagram of the throttle control system according to an embodiment of this application.

[0050] like Figure 3 As shown, the throttle control system 10 includes: a throttle valve 100 and an engine control unit 200.

[0051] The engine control unit 200 is equipped with a nonlinear controller and a state estimation model, and executes the throttle control method of the above embodiment to control the throttle valve 100.

[0052] As is understandable, the engine control unit refers to the vehicle's electronic control module, which receives sensor signals, executes control algorithms, and outputs commands to control the operation of the engine and its related components (such as the throttle valve).

[0053] Specifically, such as Figure 4As shown, the throttle control system includes: the engine control unit outputs a real control signal to the throttle drive circuit to drive the throttle motor to adjust the throttle opening; the position sensor on the throttle body detects the actual position of the throttle in real time and sends feedback signal 1 and feedback signal 2 back to the engine control unit to form a closed-loop control; based on the deviation between the actual position and the target state, combined with the stable voltage (DC 12 V, DC 5 V) provided by the vehicle power supply through DC / DC conversion, the engine control unit dynamically adjusts and outputs the real control signal to achieve precise control of the steady-state position and action speed of the throttle.

[0054] The feedback signal refers to the electrical signal generated by the throttle position sensor, representing its actual opening degree; the DC / DC converter is a DC-DC converter that converts the vehicle's power supply voltage into the stable operating voltage required by the engine control unit. This structure employs a dual-path feedback signal design (feedback signal 1 and feedback signal 2) to provide redundant position information to the engine control unit, enabling it to monitor the sensor status and ensure the reliability of the control information. The use of a DC / DC converter to power the engine control unit ensures that it receives a stable operating voltage in the complex electrical environment of the vehicle, providing a stable and reliable operating environment for the engine control unit to execute the throttle control method proposed in this application (including state estimation, nonlinear control, feedforward compensation, etc.).

[0055] For example, when the engine control unit (ECU) receives an acceleration request from the driver, it calculates the desired throttle position. Based on the deviation between this target position and the actual position transmitted from the throttle body position sensor, and in conjunction with the stable 12V DC voltage provided by the vehicle's power supply via a DC / DC converter, the ECU executes its internal control algorithm. Subsequently, the ECU outputs a 50% duty cycle control signal to the throttle drive circuit. This control signal drives the throttle motor to adjust the throttle opening. Simultaneously, the position sensor continuously monitors the actual throttle opening and transmits feedback signals 1 and 2 back to the ECU in real time, forming a closed-loop control system to ensure the throttle responds precisely to the target position.

[0056] It should be noted that the foregoing explanation of the throttle control method embodiment also applies to the throttle control system of this embodiment, and will not be repeated here.

[0057] The throttle control system proposed in this application acquires the target state, actual position, and actual control signal. Based on the actual position and actual control signal, it identifies the error cancellation signal and actual state. A target control signal is generated by a nonlinear controller, and an actual control signal is generated by combining the error cancellation signal. This signal is used to control the steady-state position and / or operating speed of the throttle. This enables high-precision coordinated control of the steady-state position and operating speed of the throttle, improving control response and stability during gear shifting, thus enhancing shift smoothness and improving the driving experience. Therefore, it solves the problems in related technologies where high-precision coordinated control of the steady-state position and operating speed of the throttle cannot be achieved, affecting shift smoothness and reducing the user's driving experience.

[0058] This application provides a vehicle including a throttle control system as described in the above embodiments.

[0059] This application provides a computer-readable storage medium storing a computer program or instructions thereon, which, when executed, implements the throttle control method as described in the above embodiments.

[0060] This application also provides a computer program product, including a computer program or instructions, which, when executed, implement the throttle control method as described in the above embodiments.

[0061] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., refer to specific features, structures, materials, or characteristics described in connection with that embodiment or example, which are included in at least one embodiment or example of this application. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples. Moreover, without contradiction, those skilled in the art can combine and integrate the different embodiments or examples described in this specification, as well as the features of different embodiments or examples.

[0062] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one of that feature. In the description of this application, "N" means at least two, such as two, three, etc., unless otherwise explicitly specified.

[0063] Any process or method described in the flowchart or otherwise herein can be understood as representing a module, segment, or portion of code comprising one or N executable instructions for implementing custom logic functions or processes, and the scope of the preferred embodiments of this application includes additional implementations in which functions may be performed not in the order shown or discussed, including substantially simultaneously or in reverse order depending on the functions involved, as should be understood by those skilled in the art to which embodiments of this application pertain.

[0064] It should be understood that various parts of this application can be implemented using hardware, software, firmware, or a combination thereof. In the above embodiments, steps or methods can be implemented using software or firmware stored in memory and executed by a suitable instruction execution system. For example, if implemented in hardware, as in another embodiment, it can be implemented using any of the following techniques known in the art, or a combination thereof: discrete logic circuits having logic gates for implementing logical functions on data signals, application-specific integrated circuits (ASICs) having suitable combinational logic gates, programmable gate arrays (FPGAs), field-programmable gate arrays (FPGAs), etc.

[0065] Those skilled in the art will understand that all or part of the steps of the methods implementing the above embodiments can be implemented by a program instructing related hardware. The program can be stored in a computer-readable storage medium, and when executed, the program includes one or a combination of the steps of the method embodiments.

[0066] Although embodiments of this application have been shown and described above, it is understood that the above embodiments are exemplary and should not be construed as limiting this application. Those skilled in the art can make changes, modifications, substitutions and variations to the above embodiments within the scope of this application.

Claims

1. A throttle control method characterized by, The method comprises the following steps: acquiring a target state, an actual position and an actual control signal of a throttle valve; determining an error offset signal and an actual state of the throttle valve according to the actual position and the actual control signal, inputting the actual state and the target state into a nonlinear controller of the throttle valve, and outputting a target control signal of the throttle valve by the nonlinear controller; generating an actual control signal of the throttle valve according to the target control signal and the error offset signal, and controlling at least one of a steady state position and a motion speed of the throttle valve by using the actual control signal.

2. The throttle control method according to claim 1, characterized by, The determining of the error offset signal and the actual state of the throttle valve according to the actual position and the actual control signal comprises: inputting the actual position and the actual control signal into a state estimation model of the throttle valve, and outputting the error offset signal and the actual state of the throttle valve by the state estimation model.

3. The throttle control method according to claim 2, characterized by, The calculation formula of the state estimation model is: wherein , , is an observation error correction gain of the throttle state estimation model, denotes an error of the throttle opening degree, denotes a desired throttle opening degree, denotes an actual throttle opening degree, , , is an output of each state of the throttle state estimation model, is an estimated value of , is an estimated value of , is an estimated value of the total disturbance of the system, is a position output of the throttle, an output state of the state estimation model is a difference between the position output of the throttle and the output state of the state estimation model , is a first derivative of the output state of the state estimation model , is a first derivative of the output state of the state estimation model , is a first derivative of the output state of the state estimation model , , is a gain coefficient of the state estimation model, is a nonlinear function, is a sign function, denotes an output of the nonlinear controller, a gain coefficient of the throttle, a filter factor of the nonlinear function, is a parameter of the nonlinear function .​ 4. The throttle control method according to claim 2, characterized by, The inputting of the actual state and the target state into the nonlinear controller of the throttle valve comprises: extracting an actual steady state position and an actual motion speed of the throttle valve in the actual state; extracting a target steady state position and a target motion speed of the throttle valve in the target state; calculating a position difference value between the actual steady state position and the target steady state position, calculating a speed difference value between the actual motion speed and the target motion speed, and inputting the position difference value and the speed difference value into the nonlinear controller of the throttle valve.

5. The throttle control method according to claim 4, characterized by, The nonlinear controller further inputs at least one of an intake air temperature, an engine water temperature and a vehicle altitude, performs PID processing on the steady state position and the motion speed of the throttle valve according to at least one of the position difference value, the speed difference value, the intake air temperature, the engine water temperature and the vehicle altitude, and obtains the target control signal of the throttle valve.

6. The throttle control method according to claim 1, characterized by, The generating of the actual control signal of the throttle valve according to the target control signal and the error offset signal comprises: calculating a signal difference value of the target control signal and the error offset signal; inputting the signal difference value into a driving circuit, and outputting the actual control signal of the throttle valve by the driving circuit.

7. A throttle control system characterized by, The method comprises: a throttle valve; an engine control unit, wherein a nonlinear controller and a state estimation model are arranged in the engine control unit, and the throttle valve is controlled by the throttle valve control method according to any one of claims 1-6.

8. A vehicle characterized by comprising: The throttle valve control system according to claim 7 is comprised.

9. A computer readable storage medium having stored thereon a computer program or instructions, characterized in that, The computer program or instructions are executed to implement the throttle valve control method according to any one of claims 1-6.

10. A computer program product comprising computer programs or instructions, characterized in that, The computer program or instructions are executed to implement the throttle valve control method according to any one of claims 1-6.

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