Throttle valve control method and device and vehicle

Abstract

The invention relates to the technical field of vehicles, and discloses a throttle valve control method and device and a vehicle. The method comprises the steps that the target air inflow of an engine and operation data of a throttle valve of the engine in the current state are obtained; according to the target air inflow and the operation data, the reference control position of the throttle valve is determined; if the operation data meet an area self-adaption activation condition, an area correction value, needing to be compensated, of the throttle valve at the reference control position is obtained, and the area self-adaption activation condition represents a parameter condition that an air inlet system of the engine is in a stable operation state; determining a target control position of the throttle valve according to the reference control position and the area correction value; and the throttle valve is adjusted to the target control position. According to the technical scheme, the problem that in the related technology, control over the position of the throttle valve is insufficient in safety and reliability is solved, and the safety and reliability of control over the position of the throttle valve are improved.

Description

Technical Field

[0001] This application relates to the field of vehicle technology, specifically to a throttle control method, device, and vehicle. Background Technology

[0002] Throttle signal is one of the important input signals of hybrid system, and it is a key input for the hybrid system to judge the driver's intention, directly affecting the power distribution strategy. In hybrid vehicles, throttle target position control mainly relies on calibration lookup table or simple feedback, which is not adaptable enough to changes in intake system pressure, environmental conditions and changes in the characteristics of the throttle itself. This leads to inaccurate intake volume control, affects the power coordination between the generator and the motor, and ultimately threatens the safety and reliability of vehicle driving.

[0003] In other words, the throttle position control in the relevant technologies suffers from insufficient safety and reliability. Summary of the Invention

[0004] This application provides a throttle control method, device, and vehicle to address the safety and reliability issues in throttle position control in related technologies.

[0005] In a first aspect, this application provides a method for controlling a throttle valve, the method comprising:

[0006] Acquire the engine's target intake air volume and the engine's throttle valve operating data under the current state; Determine the reference control position of the throttle valve based on the target intake volume and operating data; If the operating data meets the area adaptive activation condition, the area correction value that the throttle needs to compensate for at the reference control position is obtained. The area adaptive activation condition represents the parameter conditions under which the engine's intake system is in a stable operating state. The target control position of the throttle valve is determined based on the baseline control position and the area correction value. Adjust the throttle to the target control position.

[0007] The throttle control method provided in this application acquires target demand and real-time status data, first determining a high-precision reference control position; then, an intelligent safety and learning mechanism is introduced: only when the intake system is determined to be operating stably is an area correction value for long-term compensation calculated and applied; finally, the reference position and correction value are fused to output the target control position and execute it. This method combines fast and accurate feedforward control with adaptive feedback correction under safe conditions, thus systematically solving the problems of low control accuracy, insufficient safety and reliability caused by the inability of traditional methods to adapt to pressure changes, environmental conditions and component aging.

[0008] In one optional implementation, determining the reference control position of the throttle valve based on the target intake volume and operating data includes: Calculate the boost control pressure and manifold control pressure based on the operating data; Calculate the absolute target flow area based on the target intake volume, boost control pressure, and manifold control pressure. The baseline control position is determined based on the absolute target circulation area.

[0009] By dynamically calculating the boost control pressure and manifold control pressure to reflect the control intent, and based on this, accurately calculating the absolute target flow area, this implementation establishes a highly accurate and responsive feedforward reference for throttle control. This replaces the traditional method that relies on fixed lookup tables, significantly improving the dynamic accuracy and response speed of the control.

[0010] In one optional implementation, the boost control pressure and manifold control pressure are calculated based on operating data, including: Obtain the first correction coefficient for the control deviation corresponding to the pre-calibrated intake flow rate; Obtain the second correction coefficient corresponding to the pre-calibrated engine speed and load; The boost control pressure is determined based on the real-time measured actual boost pressure, the preset target boost pressure, the first correction factor, and the second correction factor. Obtain the actual intake pressure of the intake manifold, the preset target intake pressure, and the intake manifold pressure deviation weighting coefficient; The manifold control pressure is determined based on the actual intake pressure, the target intake pressure, and the intake manifold pressure deviation weighting coefficient.

[0011] This implementation method synthesizes boost control pressure based on a first correction coefficient for intake flow control deviation and a second correction coefficient based on engine speed and load, and synthesizes manifold control pressure using a variable intake manifold pressure deviation weighting coefficient. This achieves refined and adaptive adjustment of the pressure target. This makes the pressure parameters input into the core model more adaptable to different operating conditions, improving the accuracy and robustness of the feedforward model under various operating conditions.

[0012] In one optional implementation, the area-adaptive activation condition includes the following conditions: The intake manifold pressure dynamic coefficient is less than the first threshold. The throttle body is in closed-loop control mode; The solenoid valve opening degree of the carbon canister connected to the engine is less than the second threshold. The flow coefficient of the solenoid valve in the carbon canister is less than the third threshold. The actual intake pressure and the target intake pressure are within the preset pressure deviation range. The scavenging efficiency of the engine cylinder is greater than the fourth threshold. The engine's actual intake air volume is greater than the fifth threshold corresponding to the engine speed in the engine speed and intake air volume threshold mapping table.

[0013] This implementation defines a set of multi-dimensional area-adaptive activation conditions. These conditions collectively constitute a rigorous stability criterion system, ensuring that the adaptive learning function is only activated under stable operating conditions: stable intake pressure, controllable throttle valve closed-loop, minimal external disturbances (such as charcoal canister flushing), high scavenging efficiency, and sufficient load. This effectively prevents erroneous learning under dynamic or abnormal operating conditions, fundamentally guaranteeing the safety of the learning process and the reliability of the correction results.

[0014] In one optional implementation, determining the baseline control position based on the absolute target flow area includes: The corrected area is calculated based on the absolute target flow area, the pre-stored adaptive value of the throttle area, and the adaptive value of the relative coefficient of the effective flow area. The corrected area is compensated based on at least one of the following factors: ambient pressure, intake air temperature, and cold engine conditions, to obtain the compensated area. The compensation amount based on the cold engine conditions is determined by a pre-calibrated engine oil temperature. The benchmark control position is determined based on the compensated area.

[0015] This implementation method, when determining the reference control position, not only calibrates the theoretical area using long-term stored adaptive values, but also introduces real-time compensation for environmental pressure, intake air temperature, and cold-running conditions. This ensures that the final reference control position compensates for the long-term characteristic drift of the throttle valve and adapts to real-time environmental changes and specific operating conditions, significantly improving the accuracy and adaptability of control commands throughout the entire lifecycle and in complex environments.

[0016] In one optional implementation, obtaining the area correction value that the throttle valve needs to compensate for at the reference control position includes: Obtain the estimated in-cylinder intake volume and the absolute target flow area; Obtain the air intake volume corresponding to the absolute target flow area; The area correction value is calculated based on the intake deviation between the in-cylinder intake volume and the intake air volume.

[0017] This implementation method obtains the estimated actual in-cylinder intake volume and the intake volume corresponding to the theoretically calculated absolute target flow area, and calculates the area correction value based on the deviation between the two. This establishes a direct feedback comparison mechanism, enabling the system to quantitatively perceive the gap between the current control effect and the model's expectations, thus providing a clear basis for generating accurate adaptive corrections.

[0018] In one optional implementation, the area correction value is calculated based on the intake deviation between the in-cylinder intake volume and the intake quantity, including: The intermediate intake deviation is determined based on the in-cylinder intake volume, the preset deviation correction coefficient, and the current flow ratio of the exhaust gas recirculation system. The intermediate intake deviation indicates the intake deviation of fresh air entering the engine. The basic area deviation value is obtained based on the intermediate intake deviation and the absolute target flow area; The area adaptive step size is obtained based on the basic area deviation value and the preset gain coefficient. The area correction value is updated based on the area adaptive step size.

[0019] In this implementation, when calculating the area correction value, the pure fresh air intake deviation is first separated from the total intake deviation by considering the exhaust gas recirculation flow ratio, resulting in an intermediate intake deviation. This deviation is then normalized to a basic area deviation value per unit area. Finally, an adaptive step size is calculated using a small preset gain coefficient to update the correction value. This process ensures that the correction calculation is highly targeted and accurate, and the learning process is smooth and gradual, effectively avoiding over-adjustment or oscillation, and improving the accuracy and stability of adaptive learning.

[0020] In one optional implementation, the intermediate intake deviation is determined based on the in-cylinder intake volume, a preset deviation correction coefficient, and the current flow ratio of the exhaust gas recirculation system, including: Obtain the first product between the in-cylinder intake air volume and the preset deviation correction coefficient; Calculate the difference between the preset value and the current flow ratio of the exhaust gas recirculation system; Obtain the second product between the first product and the difference, and use the second product as the intermediate intake deviation.

[0021] This implementation method accurately converts the total in-cylinder intake volume into fresh air intake deviation. The mathematical process intuitively and reliably performs two key operations: "system error fine-tuning" and "exhaust gas recirculation effect stripping," ensuring the purity and accuracy of the intermediate deviation data used as the starting point for adaptive learning, thus laying a reliable foundation for all subsequent correction calculations.

[0022] Secondly, this application provides a throttle valve control device, the device comprising: The acquisition module is used to acquire the engine's target intake air volume and the engine's throttle valve operating data in the current state; The reference control position determination module is used to determine the reference control position of the throttle valve based on the target intake volume and operating data. The correction module is used to obtain the area correction value that the throttle needs to compensate for at the reference control position if the operating data meets the area adaptive activation condition. The area adaptive activation condition represents the parameter conditions under which the engine's intake system is in a stable operating state. The target control position determination module is used to determine the target control position of the throttle valve based on the reference control position and the area correction value. The adjustment module is used to adjust the throttle to the target control position.

[0023] Thirdly, this application provides a vehicle, including: a memory and a processor, which are communicatively connected to each other. The memory stores computer instructions, and the processor executes the computer instructions to perform the throttle control method of the first aspect or any corresponding embodiment described above. Attached Figure Description

[0024] To more clearly illustrate the technical solutions in the specific embodiments of this application or the prior art, the drawings used in the description of the specific embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of this application. For those skilled in the art, other drawings can be obtained from these drawings without creative effort.

[0025] Figure 1 This is a flowchart illustrating a throttle control method according to an embodiment of this application; Figure 2 This is a flowchart illustrating another throttle control method according to an embodiment of this application; Figure 3 This is a structural block diagram of a throttle control device according to an embodiment of this application. Detailed Implementation

[0026] To make the objectives, technical solutions, and advantages of the embodiments of this application clearer, the technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0027] It is understood that before using the technical solutions disclosed in the various embodiments of this application, users should be informed of the types, scope of use, and usage scenarios of the personal information involved in this application in an appropriate manner in accordance with relevant laws and regulations, and user authorization should be obtained.

[0028] 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. Therefore, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of this application, "multiple" means two or more, unless otherwise explicitly specified.

[0029] This application provides a throttle control method that improves vehicle safety and reliability by calculating the target position of the requested throttle based on the intake pressure, defining the adaptive activation condition of the throttle area and the step size.

[0030] According to an embodiment of this application, a method for controlling a throttle valve is provided. It should be noted that the steps shown in the flowchart in the accompanying drawings can be executed in a computer system such as a set of computer-executable instructions. Furthermore, although a logical order is shown in the flowchart, in some cases, the steps shown or described may be executed in a different order than that shown here.

[0031] This embodiment provides a throttle control method, which can be used in the engine control unit of a vehicle. Figure 1 This is a flowchart of a throttle control method according to an embodiment of this application, such as... Figure 1 As shown, the process includes the following steps: Step S101: Obtain the target intake air volume of the engine and the operating data of the engine throttle valve in the current state.

[0032] Specifically, the target intake volume refers to the ideal intake volume that the engine needs to achieve to meet the current driver's needs and the vehicle's energy management goals. Operating data includes the current real-time status parameters of the engine and intake system. These mainly include, but are not limited to: boost pressure, intake manifold pressure, ambient pressure, intake air temperature, engine speed, current throttle position, and coolant temperature.

[0033] By collecting preset target air intake volume or driver-set target air intake volume and operating data, a complete and reliable input basis is provided for subsequent high-precision model calculations and adaptive corrections, thereby ensuring the accuracy of control and the ability to respond to dynamic operating conditions from the source.

[0034] Step S102: Determine the reference control position of the throttle valve based on the target intake volume and operating data.

[0035] Specifically, the reference control position refers to the theoretical opening of the throttle valve.

[0036] By using a high-precision physical model (such as calculations based on flow equations), the theoretical throttle opening required to meet the current intake air volume is quickly calculated. This provides an accurate and rapid initial benchmark for the entire control process, ensuring the feedforward response speed and basic accuracy of the control system, and laying a reliable foundation for subsequent closed-loop fine-tuning to address individual differences and dynamic changes.

[0037] Step S103: If the operating data meets the area adaptive activation condition, then obtain the area correction value that the throttle needs to compensate at the reference control position. The area adaptive activation condition represents the parameter conditions under which the engine's intake system is in a stable operating state.

[0038] Specifically, the area adaptive activation condition refers to a set of logical judgment conditions used to determine whether the engine intake system is in a stable and controllable operating state. The system only allows online learning and correction of the throttle control model when multiple conditions are met simultaneously. These conditions aim to exclude dynamic or abnormal operating conditions, ensuring the safety and effectiveness of the learning process. The area correction value refers to the numerical value used to compensate for the deviation between the actual flow characteristics of the throttle and the theoretical model.

[0039] If the engine's operating data meets the area adaptive activation conditions, it indicates that the engine's current operating condition meets safety screening requirements. Under the premise of system stability and reliability, the adaptive learning function is activated. By comparing the actual and expected intake air volume in real time, the area correction value reflecting long-term deviations is calculated and obtained. This avoids mislearning under dynamic or abnormal operating conditions, preventing system instability. Simultaneously, through continuous learning, it automatically compensates for performance degradation caused by factors such as throttle body manufacturing tolerances, aging, and carbon buildup, giving the control system self-healing and adaptive capabilities. This fundamentally solves the problems of poor reliability and low safety caused by insufficient adaptability in the background technology.

[0040] Step S104: Determine the target control position of the throttle valve based on the reference control position and the area correction value.

[0041] Specifically, the target control position refers to the final adjustment position of the throttle valve obtained by adding the reference control position and the area correction value. This position serves as the core parameter for the actual control command sent to the throttle valve actuator. By correcting the reference control position using the area correction value, the final command used to adjust the throttle valve to the target control position is obtained.

[0042] Step S105: Adjust the throttle to the target control position.

[0043] Specifically, the engine control unit converts the target control position into a corresponding current or voltage signal through the drive circuit, which drives the throttle actuator to operate until the actual opening of the throttle valve plate matches the target control position.

[0044] The throttle control method provided in this embodiment acquires the engine's target intake air volume and the engine's throttle operation data in the current state, providing a complete and reliable input basis for high-precision control and ensuring the accuracy of the control response at its source. Based on the target intake air volume and operation data, the reference control position of the throttle is determined, and the theoretical target opening is quickly calculated through a physical model, providing an accurate and fast feedforward reference for control. If the operation data meets the area adaptive activation condition, the area correction value that the throttle needs to compensate for at the reference control position is obtained. The area adaptive activation condition characterizes the parameter conditions of the engine's intake system in a stable operating state. A safety screening mechanism ensures that learning is activated only under stable operating conditions, and a long-term compensation value is calculated based on the intake air volume deviation, thereby achieving safe and reliable adaptive learning and characteristic compensation. Based on the reference control position and the area correction value, the target control position of the throttle is determined. The fast response of the feedforward model and the long-term compensation of feedback learning are combined to generate a final control command that combines dynamic response speed and full life cycle accuracy. The throttle is adjusted to the target control position, and the digital command is finally accurately converted into physical action, ensuring that the actual performance of the power system meets expectations. This improves the safety and reliability of throttle position control.

[0045] In some optional implementations, step S102 above includes: Step S201: Calculate the boost control pressure and manifold control pressure based on the operating data.

[0046] Specifically, boost control pressure refers to the target control value of the intake system pressure located upstream of the throttle (after the turbocharger). It is a composite pressure value calculated by combining actual measured values, system target values, and dynamic correction coefficients based on current operating conditions, used to more accurately represent the gas state at the throttle inlet. Manifold control pressure refers to the target control value of the intake system pressure located downstream of the throttle (inside the intake manifold). It is also a composite pressure value calculated based on actual intake pressure, target intake pressure, and operating condition weights, used to more accurately represent the gas state at the throttle outlet.

[0047] As an example, the boost control pressure Pu can be calculated using the following formula: Pu = p1 + (p2 - p1) k1 k2, where p1 is the actual boost pressure, p2 is the target boost pressure, k1 is the correction coefficient for the control deviation corresponding to the intake air flow, and k2 is the correction coefficient for engine speed and load.

[0048] As an example, the manifold control pressure Pd can be calculated using the following formula: Pd = p3 + (p4 - p3) z, where p3 is the actual intake pressure, p4 is the target intake pressure, and z is the intake manifold pressure deviation weighting coefficient.

[0049] The weighting coefficient for intake manifold pressure deviation can be obtained by looking up the intake manifold pressure deviation x in a pre-calibrated mapping table between pressure deviation and weighting coefficient.

[0050] Step S202: Calculate the absolute target flow area based on the target intake volume, boost control pressure, and manifold control pressure.

[0051] Specifically, the absolute target flow area refers to the theoretically required flow cross-sectional area of ​​the throttle body, calculated inversely using a physical model of gas flow, based on the engine's demand (target intake volume) and the combined pressure states upstream and downstream of the throttle (boost control pressure and manifold control pressure). It is an intermediate theoretical value derived from ideal physical laws.

[0052] The boost control pressure calculated in the previous step is used as the upstream pressure of the throttle valve, and the manifold control pressure is used as the downstream pressure. These are then substituted into the inverse solution model of the gas flow formula, along with the target intake volume. This model considers factors such as the physical properties of the gas (e.g., gas constant), flow characteristics (e.g., flow coefficient), and upstream temperature, ultimately directly calculating the required absolute target flow area.

[0053] In one implementation, the absolute target flow area A of the throttle valve is calculated using the following formula:

[0054] In the formula, Mass flow rate; Cd is the flow coefficient; For target pressure; The pressure ratio (intake manifold control pressure / boost control pressure) is a function of the pressure ratio, where R is the gas constant. This refers to the upstream temperature.

[0055] Step S203: Determine the benchmark control position based on the absolute target flow area.

[0056] Specifically, considering that the actual flow capacity of the throttle body hardware may deviate from the standard model over a long period due to manufacturing defects, wear, or carbon buildup, the system will call upon the adaptive values ​​of the throttle body area and the relative coefficient of the effective flow area stored in non-volatile memory to perform an initial correction on the calculated absolute target flow area to compensate for the aforementioned long-term characteristic changes. Furthermore, the system will incorporate real-time environmental parameters and specific operating condition compensations. For example, compensation will be made based on the influence of ambient atmospheric pressure and intake air temperature on air density; under low-temperature conditions such as cold starts, compensation will be made based on the thermal expansion and contraction effect of the throttle body material due to engine oil temperature to ensure the area command is accurate under different environments. Finally, through a pre-calibrated and tested "flow area - throttle opening position" characteristic mapping table, the area value finally determined after the above calibration and compensation will be converted into the corresponding reference control position signal (i.e., the target throttle opening angle or position percentage).

[0057] This implementation systematically transforms the engine's intake air requirements into high-precision throttle valve drive commands, and significantly improves control accuracy, response speed, and environmental adaptability through multi-level optimization and calibration. Specifically, by dynamically synthesizing optimized pressure parameters, high-quality inputs that better reflect real-time control intentions are provided for model calculations, improving the dynamic accuracy and anti-interference capability of control from the source. Core feedforward calculations based on the physical model can quickly and directly respond to engine demands, greatly improving the system's response speed and steady-state control accuracy. Through long-term adaptive calibration and real-time environmental compensation, the ideal model output is transformed into reliable commands adapted to specific hardware and real-time environments, effectively solving control deviations caused by component differences, aging, and environmental changes, thereby significantly enhancing the system's robustness and reliability throughout its entire lifecycle and under complex operating conditions.

[0058] In summary, this implementation method provides a key guarantee for achieving the goal of high safety and high reliability of throttle control through a complete technology chain from data processing and core calculation to instruction calibration.

[0059] In some optional implementations, step S201 above includes: Step a1: Obtain the first correction coefficient for the control deviation corresponding to the pre-calibrated intake flow rate.

[0060] Step a2: Obtain the second correction coefficient corresponding to the pre-calibrated engine speed and load.

[0061] Step a3: Determine the boost control pressure based on the real-time measured actual boost pressure, the preset target boost pressure, the first correction coefficient, and the second correction coefficient.

[0062] Step a4: Obtain the actual intake pressure of the intake manifold, the preset target intake pressure, and the intake manifold pressure deviation weighting coefficient.

[0063] Step a5: Determine the manifold control pressure based on the actual intake pressure, the target intake pressure, and the intake manifold pressure deviation weighting coefficient.

[0064] Specifically, the first correction factor is a dynamic correction factor calculated by looking up a table or function based on the deviation between the current actual intake airflow and the target intake airflow. The second correction factor is a condition correction factor determined by looking up a table based on the current engine speed and load.

[0065] The first correction coefficient for the control deviation corresponding to the intake air flow and the second correction coefficient for the engine speed and load are obtained by pre-calibrating a mapping table. The first and second correction coefficients are determined by looking up the table in the throttle opening calculation.

[0066] The boost control pressure is calculated in the same way as the boost control pressure Pu mentioned above: Pu = p1 + (p2 - p1). k1 k2, where p1 is the actual boost pressure, p2 is the target boost pressure, k1 is the first correction coefficient, and k2 is the second correction coefficient.

[0067] For the manifold control pressure, the calculation method is the same as that for the aforementioned manifold control pressure Pd: Pd = p3 + (p4 - p3). In the formula z, p3 is the actual intake pressure, p4 is the target intake pressure, and z is the intake manifold pressure deviation weighting coefficient. The intake manifold pressure deviation weighting coefficient is obtained by looking up a preset table based on the difference between the target intake pressure and the actual intake pressure.

[0068] This implementation achieves refined and adaptive target synthesis of boost pressure. It not only tracks the target pressure value but also introduces correction coefficients reflecting higher-level (intake flow) control effects and current engine operating conditions, making the synthesized pressure value more forward-looking and adaptable. This provides better upstream boundary conditions for downstream throttle area calculation. It achieves smooth, stable, and rapid response target value synthesis for intake manifold pressure. Through the design of variable weighting coefficients, the dynamic characteristics of pressure tracking are optimized, providing a stable and reliable downstream pressure benchmark for downstream throttle area calculation. This helps reduce unnecessary frequent throttle adjustments and improves overall system stability.

[0069] In some optional implementations, the area-adaptive activation condition in step S103 includes at least one of the following conditions: The intake manifold pressure dynamic coefficient is less than the first threshold.

[0070] The throttle valve is in closed-loop control mode.

[0071] The solenoid valve opening of the carbon canister connected to the engine is less than the second threshold.

[0072] The flow coefficient of the solenoid valve in the carbon canister is less than the third threshold.

[0073] The actual intake pressure and the target intake pressure are within the preset pressure deviation range.

[0074] The scavenging efficiency of the engine cylinder is greater than the fourth threshold.

[0075] The engine's actual intake air volume is greater than the fifth threshold corresponding to the engine speed in the engine speed and intake air volume threshold mapping table.

[0076] Specifically, the first threshold refers to the value measuring the dynamic coefficient of intake manifold pressure. The second threshold refers to the value measuring the opening degree of the canister purge solenoid valve. The third threshold refers to the value measuring the flow coefficient of the canister purge solenoid valve. The fourth threshold refers to the value measuring the scavenging efficiency of the cylinder. The fifth threshold refers to the value measuring the intake volume. The dynamic coefficient of intake manifold pressure is a parameter used to quantify the rate of change or fluctuation of intake pressure near the throttle valve. The smaller the value, the more stable the intake pressure and the smaller the dynamic changes in the system. The canister purge solenoid valve opening degree refers to the degree of opening of the solenoid valve in the vehicle's fuel evaporative emission control system, which controls the flow of purge gas from the canister purge to the intake manifold. The smaller the opening degree, the smaller the flow rate of fuel vapor introduced from the canister purge, and the less interference with the intake components. The canister purge solenoid valve flow coefficient is a parameter characterizing the actual flow capacity of the canister purge solenoid valve under current conditions. This coefficient comprehensively reflects the influence of factors such as valve opening degree and pressure difference on flow capacity; the smaller the value, the lower the additional gas flow through the valve. An engine speed-to-intake volume threshold mapping table is a pre-calibrated two-dimensional data table that establishes a mapping relationship between different engine speeds and a corresponding minimum intake volume threshold. This table is used to determine whether the engine is operating at a baseline intake volume condition with sufficient stability and load level at the current speed.

[0077] This implementation constructs a comprehensive, closed-loop stability evaluation logic encompassing signal quality (pressure dynamics), system state (closed-loop control), interference isolation (carbon canister), system balance (pressure deviation), process quality (scavenging efficiency), and operating range (intake load). Only when all these conditions representing different dimensions are simultaneously satisfied does the system determine that the current operating condition is sufficiently stable and typical, allowing the activation of the adaptive learning function. This design minimizes the risk of mislearning and miscorrection under dynamic, disturbed, or abnormal operating conditions, ensuring that each adaptive update is based on high-quality data and performed within safe boundaries, thereby significantly enhancing the long-term reliability, robustness, and safety of the entire control system.

[0078] In some optional implementations, step S203 above includes: Step S301: Calculate the corrected area based on the absolute target flow area, the pre-stored adaptive value of the throttle area, and the adaptive value of the relative coefficient of the effective flow area.

[0079] Specifically, the adaptive value of the throttle area refers to a value accumulated and stored through long-term learning, used to compensate for long-term, stable deviations in the flow capacity of the current throttle body from the standard model caused by manufacturing defects, aging, or carbon buildup. The adaptive value of the relative coefficient of the effective flow area refers to a coefficient updated through long-term learning, used to dynamically correct the conversion model between theoretical flow area and actual flow rate to reflect changes such as non-ideal flow effects. The corrected area refers to the area command value that more closely reflects the actual long-term flow characteristics of the current throttle body, obtained by processing the absolute target flow area with the above two long-term adaptive values.

[0080] In one alternative implementation, the corrected area A1 is calculated using the following formula:

[0081] In the formula, A represents the absolute target flow area. Ar_ThrAdpn is the pre-stored adaptive value of the throttle area. rt_ThrAdpn is the adaptive value of the relative coefficient of the effective flow area.

[0082] This formula enables the first-ever "personalized" and "long-term calibration" of the theoretical model output. Utilizing historical learning data, it automatically offsets the inherent biases of the throttle hardware and the long-term drift of model parameters, making the area command closer to the real characteristics of the controlled object. This significantly improves the long-term consistency and accuracy of control, and is a key step in addressing component differences and aging.

[0083] Step S302: Based on at least one of the factors of ambient pressure, intake air temperature and cold engine conditions, the corrected area is compensated to obtain the compensated area, wherein the compensation amount based on the cold engine conditions is determined by the pre-calibrated engine oil temperature.

[0084] Specifically, cold-start operation refers to the operating state where the engine body (especially the throttle body and related components) is significantly lower than the normal operating temperature after engine startup. Engine oil temperature is typically used as its quantitative indicator. Compensated area refers to the area value finally determined and used for converting the corrected area into position commands, after further considering and adjusting the impact of real-time environmental conditions and specific transient operating conditions.

[0085] For environmental pressure (such as altitude changes) and intake air temperature, a compensation coefficient is obtained by referring to a table to correct the impact of air density changes on the throttle body area. For cold engine conditions, an area compensation amount is obtained by referring to a table based on the engine oil temperature, and the area is directly corrected to cope with changes in the effective flow area caused by thermal expansion and contraction of materials.

[0086] In one implementation, the compensated area Ar = A1 - Ar_offset, where A1 is the corrected area and Ar_offset is the area compensation amount corresponding to the current oil temperature in the area compensation amount mapping table obtained by the pre-calibrated oil temperature gauge.

[0087] In one implementation, the compensated area Ar = A1 - Ar_offset fac_ThrColdAir, where fac_ThrColdAir refers to the correction factor corresponding to the temperature difference between the engine oil temperature and the boosted gas temperature. This correction factor is calibrated by the temperature difference between the engine oil temperature and the boosted gas temperature.

[0088] Step S303: Determine the reference control position based on the compensated area.

[0089] Through a pre-calibrated "flow area-opening position" conversion table reflecting specific throttle body physical characteristics, the compensated area physical quantity is queried or converted into the corresponding target throttle opening angle or percentage signal, i.e., the reference control position. This completes the final and accurate instruction conversion from the physical model calculation domain to the actuator drive domain. It ensures that the optimized area instruction obtained through a series of complex calculations and compensations can be accurately translated into action instructions that the actuator can understand and execute. It is the final output link of the entire feedforward control path and directly determines the final execution accuracy of the control.

[0090] In some optional implementations, obtaining the area correction value that the throttle valve needs to compensate for at the reference control position in step S103 above includes: Step S401: Obtain the estimated in-cylinder intake volume and the absolute target flow area.

[0091] Step S402: Obtain the air intake volume corresponding to the absolute target flow area.

[0092] Step S403: Calculate the area correction value based on the intake deviation between the in-cylinder intake volume and the intake volume.

[0093] Specifically, the estimated in-cylinder intake air volume refers to the actual mass flow rate of air entering the engine cylinders for combustion, estimated in real-time by the system using real-time sensor data such as engine speed, intake manifold pressure (or air mass flow meter signal), and through the intake model. First, by simultaneously acquiring observed values ​​reflecting the actual operating state (in-cylinder intake air volume) and theoretical values ​​reflecting the model's expected state (absolute target flow area), preparation is made for the next step of identifying the deviation between the two, ensuring that the learning process is based on accurate and reliable data sources. Second, the expected air mass flow rate that can pass through under this theoretical area is calculated. This converts the intermediate command quantity of area back into a physical quantity with the same dimensions as the "estimated in-cylinder intake air volume" (mass flow rate), allowing for a fair and direct comparison between "actual performance" and "theoretical expectation" on the same dimension. This is a key prerequisite for quantifying control error. Then, the difference between the estimated in-cylinder intake air volume and the theoretically expected intake air volume (i.e., intake deviation) is calculated. Instead of simply using the flow deviation as a correction value, a specific conversion algorithm is used (e.g., dividing the flow deviation by the current theoretical area and correcting for factors such as exhaust gas recirculation) to quantify and convert this flow-level deviation into a long-term correction value (i.e., an area correction value) for the "effective throttle valve flow area." This correction value is then used to update the storage and will be called in subsequent steps to correct the reference control position.

[0094] This implementation method achieves an intelligent closed loop from "problem detection" to "precise correction." Observed performance deviations (inaccurate intake) are accurately attributed and quantified to the characteristic parameters of the controlled object (throttle effective area). An algorithm transforms instantaneous flow deviations into smooth, long-term effective area correction values, avoiding control oscillations caused by directly using transient signals. This enables the control system to automatically and continuously compensate for model errors caused by manufacturing tolerances, component aging, minor carbon buildup, etc., thereby achieving self-calibration and self-optimization.

[0095] In some optional implementations, step S403 above includes: Step S501: Determine the intermediate intake deviation amount based on the in-cylinder intake volume, the preset deviation correction coefficient, and the current flow ratio of the exhaust gas recirculation system. The intermediate intake deviation amount indicates the intake deviation of fresh air entering the engine.

[0096] Specifically, a preset deviation correction factor, a calibration factor close to 1, is used to fine-tune the estimated in-cylinder intake air volume to compensate for minor systematic errors in the sensor or model itself, ensuring a more accurate starting point for deviation calculation. The current flow ratio of the exhaust gas recirculation system refers to the proportion of the current recirculated exhaust gas mass flow rate to the total intake air mass flow rate, representing the percentage of fresh air separated from the total intake air volume. The intermediate intake deviation is the estimated deviation value of the fresh air flow rate specifically controlled by the throttle valve, calculated after deducting non-fresh air components (exhaust gas recirculation gas) from the total in-cylinder intake air volume and after fine-tuning.

[0097] Step S502: Based on the intermediate intake deviation and the absolute target flow area, obtain the basic area deviation value.

[0098] Specifically, the basic area deviation value refers to the flow efficiency deviation per unit area obtained by dividing the intermediate intake deviation (fresh air flow deviation) by the absolute target flow area. It directly quantifies the "efficiency loss" or "gain" per unit flow area of ​​the current throttle valve.

[0099] In one possible implementation, the basic area deviation value deltaS is calculated using the following formula: deltaV / A, where A is the absolute target circulation area.

[0100] Step S503: Based on the basic area deviation value and the preset gain coefficient, obtain the area adaptive step size.

[0101] Specifically, the gain coefficient is a pre-set coefficient less than 1 used to control the rate and step size of adaptive learning, ensuring a smooth and stable learning process and avoiding overcorrection or system oscillation due to excessive single-step deviations. The area adaptive step size refers to the recommended adjustment amount for the stored area correction value within the current calculation cycle. It is a small increment or decrement.

[0102] In one possible implementation, the adaptive step size of the area is obtained by multiplying the basic area deviation value deltaS with the gain coefficient fac_ThrAdpnGainIni, and the adaptive step size of the area is calculated using the following formula: step = (deltaS) fac_ThrAdpnGainIni Z_ThrAdpnGainRe) / (Ar_ThrAdpnRefRel) Where fac_ThrAdpnGainIni, Z_ThrAdpnGainRe, and Ar_ThrAdpnRefRel are all preset gain coefficients. Preferably, fac_ThrAdpnGainIni is 2, Z_ThrAdpnGainRe is 0.5, and Ar_ThrAdpnRefRel is 150 square millimeters.

[0103] Step S504: Update the area correction value based on the area adaptive step size.

[0104] Specifically, updating the area correction value refers to the process of accumulating the calculated area adaptive step size with the historical area correction value stored in the non-volatile memory, and writing the new accumulation result back to the memory for long-term storage.

[0105] In one possible implementation, the sum of the adaptive step size and the area adaptive step size stored in the storage medium is used to update the area adaptive value, obtaining the area correction value, which is then written back to the storage medium. Each small correction learned safely and smoothly is accumulated, thereby gradually approximating and compensating for long-term, slow changes in throttle characteristics (such as aging and carbon buildup). This endows the control system with the ability to continuously self-optimize and combat performance degradation, and is the core mechanism for improving the reliability of the system throughout its entire lifecycle.

[0106] This implementation method constructs a precise, robust, and progressive closed-loop learning engine. This engine can: accurately identify fresh air control deviations directly related to the throttle; rationally quantify them as corrections to throttle efficiency; and safely update long-term correction values ​​in controlled small steps. This mechanism ensures that adaptive learning is both effective and reliable, ultimately enabling the control system to maintain high precision and consistency during long-term operation, fundamentally enhancing vehicle driving safety and powertrain reliability.

[0107] In some optional implementations, step S501 above includes: Step S601: Obtain the first product between the in-cylinder intake volume and the preset deviation correction coefficient.

[0108] Step S602: Calculate the difference between the preset value and the current flow ratio of the exhaust gas recirculation system.

[0109] Step S603: Obtain the second product between the first product and the difference, and use the second product as the intermediate intake deviation.

[0110] Specifically, the first product is the result of multiplying the estimated in-cylinder intake air volume by a preset deviation correction factor. This operation standardizes and fine-tunes the original observed intake air volume, aiming to eliminate minor system biases inherent in the sensor or basic model and provide a more accurate baseline value for subsequent calculations. The second product is the result of multiplying the first product by the difference between the preset value and the current flow ratio of the exhaust gas recirculation system. This calculation result is the intermediate intake air deviation.

[0111] In one possible implementation, the first product is calculated using the following formula: X1=V a, where V is the estimated in-cylinder intake volume and a is the preset deviation correction coefficient.

[0112] The second product, namely the intermediate intake deviation deltaV, is calculated using the following formula: deltaV=X1 (1-rt_EGR), where X1 is the first product and rt_EGR is the current flow ratio of the exhaust gas recirculation system.

[0113] This implementation method constructs an interference-resistant deviation signal preprocessing workflow. This workflow sequentially employs two core processes: "system error calibration" and "interference gas stripping," ensuring the high purity, representativeness, and accuracy of the intermediate intake deviation signal ultimately used to drive adaptive learning. This fundamentally avoids mislearning caused by minor systematic errors in the observed data or internal interference such as exhaust gas recirculation, ensuring the entire adaptive correction mechanism is built on a reliable data foundation. This significantly improves the credibility and effectiveness of the learning results, further solidifying the long-term reliability and accuracy of the control system.

[0114] Figure 2 This is a schematic flowchart of another throttle control method according to an embodiment of this application. Figure 2As shown, the core process of this throttle control method adopts a dual-loop control architecture combining "feedforward calculation and feedback correction". The feedforward path first dynamically synthesizes the pressure control values ​​upstream and downstream of the throttle, and based on this, accurately calculates the "absolute target flow area" required to meet the target intake volume using a gas flow model, achieving rapid response. The feedback path has a crucial "safety switch": adaptive learning is only activated when the engine intake system is in a stable state defined by multiple parameters (such as stable pressure and no external interference). At this time, the system compares the deviation between the actual intake volume and the model's expected intake volume, and obtains an "area adaptive value" for long-term compensation of throttle characteristic changes through algorithm processing. Finally, the theoretical area calculated by the feedforward is corrected by this adaptive value and transformed into a precise position command to directly drive the throttle. This dual-loop collaborative mechanism ensures rapid response while achieving safe and reliable long-term self-calibration, fundamentally improving the accuracy and robustness of control.

[0115] This embodiment also provides a throttle control device for implementing the above embodiments and preferred embodiments; details already described will not be repeated. As used below, the term "module" can refer to a combination of software and / or hardware that performs a predetermined function. Although the devices described in the following embodiments are preferably implemented in software, hardware implementation, or a combination of software and hardware, is also possible and contemplated.

[0116] This embodiment provides a throttle control device, such as... Figure 3 As shown, it includes: The acquisition module 301 is used to acquire the target intake air volume of the engine and the operating data of the engine throttle valve in the current state; The reference control position determination module 302 is used to determine the reference control position of the throttle valve based on the target intake volume and operating data. The correction module 303 is used to obtain the area correction value that the throttle needs to compensate at the reference control position if the operating data meets the area adaptive activation condition. The area adaptive activation condition represents the parameter conditions under which the engine's intake system is in a stable operating state. The target control position determination module 304 is used to determine the target control position of the throttle valve based on the reference control position and the area correction value. The adjustment module 305 is used to adjust the throttle valve to the target control position.

[0117] In some alternative implementations, the reference control position determination module 302 includes: The pressure calculation unit is used to calculate the boost control pressure and manifold control pressure based on the operating data. The absolute flow area calculation unit is used to calculate the absolute target flow area based on the target intake volume, boost control pressure, and manifold control pressure. The baseline control position determination unit is used to determine the baseline control position based on the absolute target flow area.

[0118] In some alternative implementations, the pressure calculation unit includes: The first acquisition subunit is used to acquire the first correction coefficient of the control deviation corresponding to the pre-calibrated intake flow rate; The second acquisition subunit is used to acquire the second correction coefficient corresponding to the pre-calibrated engine speed and load; The boost control pressure determination subunit is used to determine the boost control pressure based on the real-time measured actual boost pressure, the preset target boost pressure, the first correction coefficient, and the second correction coefficient. The third acquisition subunit is used to acquire the actual intake pressure of the intake manifold, the preset target intake pressure, and the intake manifold pressure deviation weighting coefficient. The manifold control pressure determination subunit is used to determine the manifold control pressure based on the actual intake pressure, the target intake pressure, and the intake manifold pressure deviation weighting coefficient.

[0119] In some optional implementations, the area-adaptive activation condition includes at least one of the following conditions: The intake manifold pressure dynamic coefficient is less than the first threshold. The throttle body is in closed-loop control mode; The solenoid valve opening degree of the carbon canister connected to the engine is less than the second threshold. The flow coefficient of the solenoid valve in the carbon canister is less than the third threshold. The actual intake pressure and the target intake pressure are within the preset pressure deviation range. The scavenging efficiency of the engine cylinder is greater than the fourth threshold. The engine's actual intake air volume is greater than the fifth threshold corresponding to the engine speed in the engine speed and intake air volume threshold mapping table.

[0120] In some optional implementations, the reference control position determination unit includes: The corrected area determination subunit is used to calculate the corrected area based on the absolute target flow area, the pre-stored adaptive value of the throttle area, and the adaptive value of the relative coefficient of the effective flow area. The compensated area determination subunit is used to compensate the corrected area based on at least one of the following factors: ambient pressure, intake air temperature, and cold engine conditions, to obtain the compensated area. The compensation amount based on the cold engine conditions is determined by the pre-calibrated engine oil temperature. The reference control position determination sub-unit is used to determine the reference control position based on the compensated area.

[0121] In some alternative implementations, the correction module 303 includes: The first acquisition unit is used to acquire the estimated in-cylinder intake volume and the absolute target flow area. The second acquisition unit is used to acquire the air intake volume corresponding to the absolute target flow area; The area correction calculation unit is used to calculate the area correction value based on the intake deviation between the in-cylinder intake volume and the intake volume.

[0122] In some optional implementations, the area correction value calculation unit includes: The intermediate intake deviation determination subunit is used to determine the intermediate intake deviation based on the in-cylinder intake volume, the preset deviation correction coefficient, and the current flow ratio of the exhaust gas recirculation system. The intermediate intake deviation indicates the intake deviation of fresh air entering the engine. The basic area deviation value determination sub-unit is used to obtain the basic area deviation value based on the intermediate intake deviation amount and the absolute target flow area; The area adaptive step size determination sub-unit is used to obtain the area adaptive step size based on the basic area deviation value and the preset gain coefficient; The area correction value update sub-unit is used to update the area correction value based on the area adaptive step size.

[0123] In some optional implementations, the intermediate intake deviation determination subunit is used for: Obtain the first product between the in-cylinder intake air volume and the preset deviation correction coefficient; Calculate the difference between the preset value and the current flow ratio of the exhaust gas recirculation system; Obtain the second product between the first product and the difference, and use the second product as the intermediate intake deviation.

[0124] The throttle control device provided in this application embodiment can execute the throttle control method provided in any embodiment of this application, and has the corresponding functional modules and beneficial effects for executing the method. Further functional descriptions of the various modules and units described above are the same as those in the corresponding embodiments described above, and will not be repeated here.

[0125] This application also provides a vehicle, which includes a controller, a memory, and a processor. The memory and the processor are communicatively connected to each other. The memory stores computer instructions, and the processor executes the computer instructions to implement the throttle control method shown in the above embodiments.

[0126] This application also provides a computer-readable storage medium. The methods described in this application can be implemented in hardware or firmware, or implemented as computer code that can be recorded on a storage medium, or implemented as computer code downloaded via a network and originally stored on a remote storage medium or a non-transitory machine-readable storage medium and then stored on a local storage medium. Thus, the methods described herein can be processed by software stored on a storage medium using a general-purpose computer, a dedicated processor, or programmable or dedicated hardware. The storage medium can be a magnetic disk, optical disk, read-only memory, random access memory, flash memory, hard disk, or solid-state drive, etc.; further, the storage medium can also include combinations of the above types of memory. It is understood that computers, processors, microprocessor controllers, or programmable hardware include storage components capable of storing or receiving software or computer code. When the software or computer code is accessed and executed by the computer, processor, or hardware, the throttle control method shown in the above embodiments is implemented.

[0127] A portion of this application can be applied as a computer program product, such as computer program instructions, which, when executed by a computer, can invoke or provide the methods and / or technical solutions according to this application through the operation of the computer. Those skilled in the art will understand that the forms in which computer program instructions exist in a computer-readable medium include, but are not limited to, source files, executable files, installation package files, etc. Correspondingly, the ways in which computer program instructions are executed by a computer include, but are not limited to: the computer directly executing the instructions, or the computer compiling the instructions and then executing the corresponding compiled program, or the computer reading and executing the instructions, or the computer reading and installing the instructions and then executing the corresponding installed program. Here, the computer-readable medium can be any available computer-readable storage medium or communication medium accessible to a computer.

[0128] Although embodiments of this application have been described in conjunction with the accompanying drawings, those skilled in the art can make various modifications and variations without departing from the spirit and scope of this application, and all such modifications and variations fall within the scope defined by the appended claims.

Claims

1. A method for controlling a throttle valve, characterized in that, The method includes: Obtain the target intake air volume of the engine and the operating data of the engine's throttle valve in the current state; Based on the target intake volume and the operating data, determine the reference control position of the throttle valve; If the operating data meets the area adaptive activation condition, then the area correction value that the throttle needs to compensate at the reference control position is obtained, wherein the area adaptive activation condition characterizes the parameter conditions under which the intake system of the engine is in a stable operating state. The target control position of the throttle valve is determined based on the reference control position and the area correction value. Adjust the throttle valve to the target control position.

2. The method according to claim 1, characterized in that, Determining the reference control position of the throttle valve based on the target intake volume and the operating data includes: Based on the aforementioned operating data, calculate the boost control pressure and manifold control pressure; Calculate the absolute target flow area based on the target air intake volume, the boost control pressure, and the manifold control pressure. The baseline control position is determined based on the absolute target flow area.

3. The method according to claim 2, characterized in that, The calculation of boost control pressure and manifold control pressure based on the operating data includes: Obtain the first correction coefficient for the control deviation corresponding to the pre-calibrated intake flow rate; Obtain the second correction coefficient corresponding to the pre-calibrated engine speed and load; The boost control pressure is determined based on the real-time measured actual boost pressure, the preset target boost pressure, the first correction coefficient, and the second correction coefficient; Obtain the actual intake pressure of the intake manifold, the preset target intake pressure, and the intake manifold pressure deviation weighting coefficient; The manifold control pressure is determined based on the actual intake pressure, the target intake pressure, and the intake manifold pressure deviation weighting coefficient.

4. The method according to claim 3, characterized in that, The area-adaptive activation condition includes the following conditions: The intake manifold pressure dynamic coefficient is less than the first threshold. The throttle valve is in a closed-loop control state; The opening degree of the solenoid valve connected to the carbon canister of the engine is less than the second threshold. The flow coefficient of the solenoid valve in the carbon canister is less than the third threshold. The intake pressure deviation between the actual intake pressure and the target intake pressure is within a preset pressure deviation range. The scavenging efficiency of the engine cylinder is greater than the fourth threshold. The actual intake volume of the engine is greater than the fifth threshold corresponding to the engine speed in the engine speed and intake volume threshold mapping table.

5. The method according to claim 2, characterized in that, Determining the baseline control position based on the absolute target flow area includes: The corrected area is calculated based on the absolute target flow area, the pre-stored adaptive value of the throttle area, and the adaptive value of the relative coefficient of the effective flow area. The corrected area is compensated based on at least one of the following factors: ambient pressure, intake air temperature, and cold engine conditions, to obtain the compensated area. The compensation amount based on the cold engine conditions is determined by a pre-calibrated engine oil temperature. The reference control position is determined based on the compensated area.

6. The method according to claim 2, characterized in that, The step of obtaining the area correction value that the throttle valve needs to compensate for at the reference control position includes: Obtain the estimated in-cylinder intake volume and the absolute target flow area; Obtain the air intake volume corresponding to the absolute target flow area; The area correction value is calculated based on the intake deviation between the in-cylinder intake volume and the intake volume.

7. The method according to claim 6, characterized in that, The calculation of the area correction value based on the intake deviation between the in-cylinder intake volume and the intake quantity includes: The intermediate intake deviation is determined based on the in-cylinder intake volume, the preset deviation correction coefficient, and the current flow ratio of the exhaust gas recirculation system. The intermediate intake deviation indicates the fresh air intake deviation entering the engine. The basic area deviation value is obtained based on the intermediate intake deviation and the absolute target flow area; Based on the basic area deviation value and the preset gain coefficient, the area adaptive step size is obtained; The area correction value is updated based on the area adaptive step size.

8. The method according to claim 7, characterized in that, The step of determining the intermediate intake deviation based on the in-cylinder intake volume, the preset deviation correction coefficient, and the current flow ratio of the exhaust gas recirculation system includes: Obtain the first product between the in-cylinder intake volume and the preset deviation correction coefficient; Calculate the difference between the preset value and the current flow ratio of the exhaust gas recirculation system; Obtain the second product between the first product and the difference, and use the second product as the intermediate intake deviation.

9. A throttle valve control device, characterized in that, The device includes: The acquisition module is used to acquire the target intake air volume of the engine and the operating data of the engine's throttle valve in the current state; The reference control position determination module is used to determine the reference control position of the throttle valve based on the target intake volume and the operating data. The correction module is used to obtain the area correction value that the throttle valve needs to compensate at the reference control position if the operating data meets the area adaptive activation condition, wherein the area adaptive activation condition characterizes the parameter conditions under which the intake system of the engine is in a stable operating state. The target control position determination module is used to determine the target control position of the throttle valve based on the reference control position and the area correction value. An adjustment module is used to adjust the throttle valve to the target control position.

10. A vehicle, characterized in that, The vehicle includes a controller, which includes a memory and a processor, the memory and the processor being communicatively connected to each other, the memory storing computer instructions, and the processor executing the computer instructions to perform the throttle control method according to any one of claims 1 to 8.

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