A multi-condition throttle control system, method and vehicle

Abstract

The application discloses a multi-working-condition throttle control system and method and a vehicle, relates to the throttle control technical field, and comprises the following steps: collecting a switch signal by an electronic control unit to determine whether the vehicle is allowed to start; determining whether a working clutch is switched from a disconnected state to a connected state according to a working clutch sensor detection signal; if it is determined that the working clutch is switched from the disconnected state to the connected state, controlling a throttle opening degree and vehicle speed corresponding relationship to be executed according to a first set range; determining whether the working clutch is in a continuous connection state according to the working clutch sensor detection signal; if it is determined that the working clutch is in the continuous connection state, controlling the throttle opening degree and vehicle speed corresponding relationship to be executed according to a second set range; and if it is determined that the working clutch is not in the continuous connection state, switching to a low-speed economic transfer mode.

Description

Technical Field

[0001] This application belongs to the field of throttle control technology, specifically relating to a multi-condition throttle control system, method, and vehicle. Background Technology

[0002] Currently, agricultural harvesters are equipped with various working devices, each with different requirements for engine operating speed. During harvesting operations, if the actual engine speed exceeds the designed rated speed, it can easily cause crop breakage and grain spillage, affecting the quality of the operation. If the entire machine operates at overspeed for an extended period under load, it can also cause irreversible damage to core components such as the engine and transmission mechanism, significantly shortening the equipment's lifespan.

[0003] Existing harvesters generally employ a constant speed control scheme where throttle opening corresponds one-to-one with engine speed, and most machines are equipped with a latching push rod throttle structure. This structure relies on a fixed-axis push rod to change the sensor angle to adjust the throttle opening. The sensor's typical angle range is 0°~40°, corresponding to a throttle opening of 0%~100%. In actual operation, when the operator manually pushes the push rod, it is difficult to accurately control the push rod angle, and the push rod operation requires a certain force, making speed adjustment difficult. Due to the high damping of the push rod and the effort required to operate it, if the push angle is too large and the speed exceeds the limit, the push rod needs to be pulled back to correct the position. However, the push rod is stuck, and the dragging resistance is large, making the retraction operation very difficult. Therefore, it is easy to cause the retraction action to be stuck and not smooth, and the correction operation is difficult. On the other hand, the engine speed response is lagy, and the operator often needs to adjust it repeatedly 3 to 4 times to adjust the speed to the required operating range, which is cumbersome and results in a poor user experience.

[0004] Meanwhile, traditional control methods rely entirely on manual judgment and adjustment of throttle opening, making human error difficult to avoid. This can easily lead to engine over-speed operation, resulting in crop damage, equipment failure, and other problems. The overall reliability and economic efficiency of the machine need to be further improved. Summary of the Invention

[0005] This application provides a multi-condition throttle control system, method, and vehicle to solve one of the aforementioned technical problems: Firstly, it is difficult to accurately control the pushrod angle, and the pushrod operation requires a certain force, making speed adjustment difficult. Due to the large damping of the pushrod and the laborious operation, if the push angle is too large and the speed exceeds the limit, the pushrod needs to be pulled back to correct the position. However, the pushrod is stuck and the dragging resistance is large, making the retraction operation very difficult. Secondly, the engine speed response is lagging, and the operator often needs to adjust it repeatedly 3 to 4 times to adjust the speed to the required operating range.

[0006] The technical solution adopted in this application is as follows: A multi-condition throttle control method includes: The electronic control unit collects switch signals to determine whether the vehicle is allowed to start; Based on the detection signal from the working clutch sensor, it is determined whether the working clutch has switched from the disengaged state to the engaged state; If it is determined that the working clutch is switching from the disengaged state to the engaged state, the relationship between the throttle opening and the vehicle speed is controlled according to the first set range. Based on the detection signal from the working clutch sensor, determine whether the working clutch is in a continuously engaged state; If it is determined that the working clutch is in a continuously engaged state, the relationship between the throttle opening and the vehicle speed is controlled according to the second set range. If it is determined that the working clutch is not in a continuously engaged state, switch to the economic transfer mode.

[0007] Preferably, the switching signals include a driving gear status signal, a working clutch status signal, and a hydraulic speed lever position signal.

[0008] Preferably, the electronic control unit collects switch signals to determine whether the vehicle is allowed to start, specifically including: if the driving gear is in neutral, the working clutch is in the disengaged state, and the hydraulic speed lever is in the neutral position, then the engine is controlled to start.

[0009] Preferably, when it is determined that the working clutch is switching from an disengaged state to an engaged state, the control of the throttle opening and vehicle speed correspondence is executed according to a first preset range, specifically including: The relationship between throttle opening and vehicle speed is executed within the first set range for 4 seconds.

[0010] Preferably, after the relationship between throttle opening and vehicle speed is executed within the first preset range for 4 seconds, it further includes: The relationship between throttle opening and vehicle speed is executed according to the second set range. At this time, the vehicle is in harvesting mode or unloading mode.

[0011] Preferably, if it is determined that the working clutch is not in a continuously engaged state, then switching to the economic transfer mode specifically includes: Determine whether the vehicle speed is within a preset threshold; If the vehicle speed is within the preset threshold, the relationship between the throttle opening and the vehicle speed is controlled according to the third set range, and the vehicle is in low-speed economy mode.

[0012] Preferably, if it is determined that the working clutch is not in a continuously engaged state, then after switching to the low-speed economic transfer mode, the method further includes: If the vehicle speed is not within the preset threshold, the control of the throttle opening and the vehicle speed correspondence will be executed according to the fourth set range. At this time, the vehicle is in stationary idle mode or efficient transfer mode.

[0013] Preferably, the working clutch includes a gear clutch, a harvesting clutch, and a unloading clutch; the working clutch sensor includes a gear sensor, a harvesting clutch sensor, and a unloading clutch sensor.

[0014] Preferably, the relationship between the throttle opening and the vehicle speed is linear.

[0015] This application relates to a multi-condition throttle control system, including: The electronic control unit is used to obtain the vehicle's driving gear status, working clutch status, and hydraulic speed lever position. The first processing unit is used to control the throttle opening and vehicle speed in relation to the working clutch when the working clutch is switched from the disengaged state to the engaged state based on the working clutch sensor. The second processing unit is used to control the throttle opening in relation to the vehicle speed based on the continuous engagement of the working clutch. The third processing unit is used to control the throttle opening in relation to the vehicle speed when the working clutch is not in a continuously engaged state.

[0016] This application relates to an electric vehicle, including: a vehicle body and the aforementioned multi-condition throttle control system.

[0017] Due to the adoption of the above technical solution, the beneficial effects achieved by this application are as follows: 1. This application proposes a multi-condition throttle control method that establishes a correspondence between throttle opening and different vehicle speeds, automatically identifies the vehicle's state, and controls the vehicle speed range. This ensures that the throttle opening corresponds to the vehicle speed, so that when the operator increases the throttle opening to the maximum range, the speed corresponds to the maximum vehicle speed under that condition and will not exceed the highest threshold under that condition. This avoids the situation where the traditional method requires a four-stage manual push rod to control the throttle angle, and excessive throttle angle leads to excessively high vehicle speeds exceeding the highest threshold under that condition. This application can reasonably avoid the occurrence of traditional problems. The control method of this application can realize the identification of the vehicle's state and establish a preset relationship between the throttle opening and the vehicle speed according to the vehicle's state. This ensures that the correspondence between the throttle opening and the vehicle speed corresponds to the current working condition. This setting allows the operator to operate the vehicle at any throttle opening between 0% and 100%. When the throttle opening is 0%, the vehicle speed is zero. When the throttle opening is 100%, the vehicle speed is at the highest threshold under the current working condition and will not exceed the highest threshold. Therefore, the vehicle speed is always within a reasonable range under the corresponding working condition, which will not cause the vehicle speed to exceed the limit, will not cause crop breakage or spillage, and will not cause irreversible damage to the entire vehicle caused by exceeding the designed speed under heavy load for a long time. Attached Figure Description

[0018] The accompanying drawings, which are included to provide a further understanding of this application and form part of this application, illustrate exemplary embodiments and are used to explain this application, but do not constitute an undue limitation of this application. In the drawings: Figure 1 This is a flowchart of a multi-condition throttle control method according to one embodiment of this application. Detailed Implementation

[0019] To more clearly illustrate the overall concept of this application, a detailed explanation is provided below with reference to the accompanying drawings.

[0020] Many specific details are set forth in the following description in order to provide a full understanding of this application. However, this application may also be implemented in other ways different from those described herein. Therefore, the scope of protection of this application is not limited to the specific embodiments disclosed below.

[0021] Furthermore, it should be understood in the description of this application that the terms "top", "bottom", "inner", "outer", "axial", "radial", "circumferential", etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings, and are only for the convenience of describing this application and simplifying the description, and are not intended to indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of the present invention.

[0022] In this application, unless otherwise expressly specified and limited, the terms "installation," "connection," "linking," and "fixing," etc., should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a mechanical connection, an electrical connection, or a communication connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of two components or the interaction between two components. Those skilled in the art can understand the specific meaning of the above terms in this invention according to the specific circumstances.

[0023] In this application, unless otherwise expressly specified and limited, the "above" or "below" of the second feature can mean that the first and second features are in direct contact, or that the first and second features are in indirect contact through an intermediate medium. In the description of this specification, references to terms such as "implementation," "example," "a particular embodiment," "example," or "specific example," etc., indicate that the specific feature, structure, material, or characteristic described in connection with that embodiment or example is 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 can be combined in any suitable manner in one or more embodiments or examples.

[0024] Example 1 This application relates to a multi-condition throttle control method, such as... Figure 1 As shown, it includes: The electronic control unit collects switch signals to determine whether the vehicle is allowed to start; Based on the detection signal from the working clutch sensor, it is determined whether the working clutch has switched from the disengaged state to the engaged state; If it is determined that the working clutch is switching from the disengaged state to the engaged state, the relationship between the throttle opening and the vehicle speed is controlled according to the first set range. Based on the detection signal from the working clutch sensor, determine whether the working clutch is in a continuously engaged state; If it is determined that the working clutch is in a continuously engaged state, the relationship between the throttle opening and the vehicle speed is controlled according to the second set range. If it is determined that the working clutch is not in a continuously engaged state, switch to low-speed economic transfer mode.

[0025] This application utilizes a multi-condition throttle control method to establish a correspondence between throttle opening and different vehicle speeds. It automatically identifies the vehicle's state and controls the vehicle's speed range, ensuring a direct correlation between throttle opening and speed. Even when the throttle is increased to its maximum opening, the speed remains within the maximum range for that condition, never exceeding the maximum threshold. This avoids the problems associated with traditional methods that require a four-stage manual lever to control throttle angles, leading to excessively high vehicle speeds exceeding the maximum threshold for that condition. If the operator opens the throttle too wide, they need to reduce the opening further to reverse it. However, some harvesters use push-rod throttles. The problem with this type of throttle is that the throttle opening is manually pushed, making it difficult to precisely control the range of movement. It is also difficult to manually control the angle of throttle change, and a certain amount of force is required to turn the throttle back after it has been over-opened. It is difficult to control the amount of throttle change, so the harvester's speed adjustment is not suitable for the working conditions, increasing the operation time and difficulty. Operators usually need to adjust at least three times to control the vehicle speed to the required speed. This application can reasonably avoid the occurrence of traditional problems because its control method can identify the vehicle's state and establish a preset relationship between the throttle opening and the vehicle speed based on the vehicle's state. This ensures that the correspondence between the throttle opening and the vehicle speed corresponds to the current working condition. This setting allows the operator to operate the vehicle at any throttle opening between 0% and 100%. When the throttle opening is 0%, the vehicle speed is zero. When the throttle opening is 100%, the vehicle speed is at the highest threshold for that working condition and will not exceed this highest threshold. Therefore, the vehicle speed is always within a reasonable range for the corresponding working condition, preventing the vehicle from speeding up, causing crop breakage or spillage, and preventing irreversible damage to the entire vehicle caused by exceeding the designed speed under heavy load for a long time.

[0026] This application will adjust the relationship between vehicle speed and throttle according to the vehicle's operating conditions. The operating conditions are roughly divided into three types: stationary empty vehicle and high-efficiency transfer mode, harvesting and unloading mode, and economical transfer mode. In the stationary empty vehicle and high-efficiency transfer mode, the relationship between throttle opening and vehicle speed is executed within the fourth setting range. In the harvesting and unloading mode, the relationship between throttle opening and vehicle speed is executed within the second setting range. In the low-speed economical transfer mode, the relationship between throttle opening and vehicle speed is executed within the third setting range.

[0027] When the clutch is in the disengaged to engaged state, the relationship between the throttle opening and the vehicle speed follows a first preset range, with a time interval of at least 4 seconds, allowing the clutch to gradually engage and the speed to gradually increase. This prevents engine malfunctions caused by improper driver operation leading to the engine exceeding the required speed. This application uses the status signal detected by the clutch sensor to identify different operating conditions of the vehicle, i.e., to determine the different operating modes of the vehicle. This, combined with the preset engine throttle opening-to-speed relationship, ensures that 100% throttle position corresponds precisely to the normal operating engine speed. In use, the driver simply needs to fully depress the throttle (100%), preventing engine malfunctions caused by improper driver operation leading to the engine exceeding the required speed. This significantly reduces the overall vehicle failure rate and improves the driver's experience.

[0028] Preferably, the switching signals include a travel gear status signal, a working clutch status signal, and a hydraulic speed lever position signal.

[0029] Simultaneously collecting three types of signals—driving gear position, working clutch, and hydraulic handle—enables multi-condition linkage verification, preventing forced starts when in gear, clutch engaged, or handle deviating from the neutral position. This avoids impacting the transmission mechanism during startup, reducing equipment malfunctions and safety hazards.

[0030] Preferably, the electronic control unit collects switch signals to determine whether the vehicle is allowed to start, specifically including: if the driving gear is in neutral, the working clutch is in the disengaged state, and the hydraulic speed lever is in the neutral position, then the engine is controlled to start.

[0031] When the driver selects the appropriate driving mode, the vehicle enters a start-up preparation phase. At this time, the electronic control unit collects switch signals to determine whether the driving gear is in neutral, the working clutch is disengaged, and the hydraulic speed lever is in the neutral position. These serve as preconditions for starting. Start-up is only permitted after all conditions are met to prevent impact on the transmission system and clutch, reduce machine damage, and avoid the safety risk of sudden movement overnight after the equipment has started. The signals can be collected by the gear position sensor, harvesting clutch sensor, unloading clutch sensor, and position sensor. No additional hardware is required; the function can be implemented by updating the software of the electronic control unit. This supports non-destructive upgrades to existing vehicles and distinguishes between standby, driving, and operating conditions from the source, providing a reliable foundation for subsequent multi-condition throttle and speed switching, ensuring smooth integration of the entire control system.

[0032] Preferably, when it is determined that the working clutch is switching from an disengaged state to an engaged state, the relationship between the throttle opening and the vehicle speed is controlled according to a first preset range, specifically including: The relationship between throttle opening and vehicle speed is executed within the first set range for 4 seconds.

[0033] It captures the instantaneous action of the clutch from disengagement to engagement, actively switching to a dedicated speed range and maintaining this for 4 seconds to ensure smooth clutch engagement, avoiding sudden power shocks. This effectively reduces wear and damage to components such as the clutch, gearbox, and drive shaft, extending the overall machine's service life. The 4-second timing control features simple and reliable timing logic, low computational load on the electronic control unit, and is less prone to accidental triggering or disengagement under complex agricultural machinery conditions. The smooth speed transition results in a better driving experience. This control logic is activated only at the moment of clutch engagement, making it an event-triggered short-term control that will not interfere with subsequent normal harvesting, unloading, or other conventional modes. Each operating condition is independent and does not interfere with others.

[0034] Preferably, after the throttle opening and vehicle speed correspondence has been executed within the first preset range for 4 seconds, the following is also included: The relationship between throttle opening and vehicle speed is executed according to the second set range. At this time, the vehicle is in harvesting mode or unloading mode.

[0035] After the clutch buffer phase ends, the system automatically switches to the dedicated operating speed range, eliminating the need for the driver to manually adjust the throttle or switch modes, simplifying operation and improving convenience. The second setting range limits the maximum speed for harvesting and unloading, preventing over-revving even with the throttle fully engaged. This avoids crop breakage and grain spillage caused by excessive speed while ensuring operational efficiency. The first 4 seconds prioritize smooth clutch engagement and protection of transmission components, while the subsequent phase focuses on stable operation and ensuring agronomical effects. The two control objectives are clear and do not interfere with each other, resulting in a reasonable overall control logic.

[0036] Preferably, if it is determined that the working clutch is not in a continuously engaged state, the system switches to a low-speed economic transfer mode, specifically including: Determine whether the vehicle speed is within a preset threshold; If the vehicle speed is within the preset threshold, the relationship between the throttle opening and the vehicle speed is controlled according to the third set range, and the vehicle is in low-speed economy mode.

[0037] The system uses a dual-conditional detection system based on clutch status and vehicle speed. Low-speed economy mode is only enabled when the clutch is disengaged and the vehicle speed is within a preset range. This prevents forced speed reduction at high speeds, avoiding engine and transmission system malfunctions due to sudden speed changes and improving overall vehicle safety. When the clutch is not engaged, the equipment is not harvesting or unloading. In this case, low-speed transfer mode is applied, with control logic closely matching the harvester's actual operating process, ensuring accurate condition identification. Activating the third preset range limits the engine's maximum speed, allowing the vehicle to operate within a low-speed range, effectively reducing fuel consumption, achieving economical transfer, and lowering user operating costs.

[0038] Preferably, if it is determined that the working clutch is not in a continuously engaged state, after switching to the low-speed economic transfer mode, the following additional steps are also included: If the vehicle speed is not within the preset threshold, the control of the throttle opening and the vehicle speed correspondence will be executed according to the fourth set range. At this time, the vehicle is in stationary idle mode or efficient transfer mode.

[0039] When the vehicle speed is below the set threshold, it will not switch to low-speed economy mode, maintaining efficient transfer logic to avoid sudden changes in engine speed during driving, preventing power fluctuations from damaging the engine and transmission components, and eliminating driving safety hazards. When the throttle opening and vehicle speed correspond to the fourth set range, the vehicle is in stationary idle or efficient transfer mode. When the vehicle speed is outside the set threshold range, the system automatically distinguishes between three scenarios—low-speed fuel-saving transfer, stationary standby, and efficient rapid transfer—based on both clutch status and vehicle speed, accurately matching the harvester's different driving needs. The system automatically switches to stationary idle or efficient transfer mode, effectively avoiding equipment failures and safety risks caused by sudden changes in vehicle speed during driving.

[0040] Preferably, the working clutch includes a gear clutch, a harvesting clutch, and a unloading clutch; the working clutch sensor includes a gear sensor, a harvesting clutch sensor, and a unloading clutch sensor.

[0041] The system incorporates all three types of clutches—gear shift, harvesting, and unloading—along with their corresponding sensors. The electronic control unit (ECU) can comprehensively collect the core clutch status of the entire machine, ensuring no operational conditions are missed and guaranteeing the normal operation of the entire throttle control logic. By clearly defining the pairing relationship between clutches and sensors, and precisely matching signal acquisition targets with controlled components, the system reduces signal mis-collection and logic misjudgment issues from the source, thereby improving the overall reliability of the control system.

[0042] Preferably, the relationship between throttle opening and vehicle speed is linear.

[0043] The throttle opening linearly corresponds to the engine speed, with a consistent speed increase at each stage of the throttle travel. This provides a smooth, seamless driving experience and makes speed adjustment more intuitive. The linear variation pattern is simple, allowing the driver to quickly predict engine speed based on throttle travel without repeated fine-tuning, reducing operational complexity. The linear mapping logic requires minimal computation, resulting in high efficiency of the electronic control unit (ECU), minimizing control deviations and vibrations. This makes the system suitable for complex agricultural machinery operating environments and ensures reliable operation. The uniform speed change with throttle provides continuous and smooth engine power output, reducing transmission system shocks and extending component lifespan.

[0044] The following is a detailed description using a specific model of harvester as an example: The vehicle is equipped with a gear position sensor, a harvesting clutch sensor, and an unloading clutch sensor.

[0045] The engine idles at 1000 rpm, has a rated speed of 2400 rpm, and a maximum speed of 2592 rpm.

[0046] When the clutch is engaged, the engine speed is 1200rpm-1400rpm. During normal operation, the engine speed is 2200rpm. During efficient transfer, the engine speed is 2592rpm. During economical transfer, the engine speed is 1700rpm.

[0047] Table 1 shows the preset engine throttle opening values ​​for various operating conditions: Table 1. Correspondence between engine throttle opening under various operating conditions

[0048] 1. Status of stationary empty vehicle and efficient transfer mode: After the vehicle starts successfully, without moving the vehicle or after engaging a gear and pushing the hydraulic speed lever (default high-efficiency transfer mode), the 0%-100% throttle opening corresponds to an engine speed range of 1000rpm-2592rpm. This facilitates... Inspect and confirm the engine's condition and quickly move it.

[0049] 2. The entire vehicle begins operation, including harvesting and unloading: After the vehicle starts successfully, the driver fully depresses the throttle and presses the clutch engagement button (harvesting clutch or unloading clutch). The clutch automatically engages within 4 seconds (1300 rpm). Then, the throttle opening is adjusted from 0% to 100%, corresponding to an engine speed range of 1000-2200 rpm, with the throttle fully depressed. At 2200 rpm, the grain can be harvested or unloaded normally without adjusting the throttle opening.

[0050] 3. Low-speed economic transfer mode: After the vehicle starts successfully, the driver selects the low-speed transfer mode. At this time, the throttle opening, gear position, and hydraulic speed lever are in an uncertain state, possibly indicating a high-speed transfer. To avoid safety issues caused by sudden engine deceleration, the low-speed mode switching incorporates a current vehicle speed check. For example, switching is only allowed when the speed reaches -1 km / h to 1 km / h. Switching from 0% to 100% throttle opening corresponds to an engine speed range of 1000 rpm to 1700 rpm. At this speed, with the throttle fully depressed, the engine speed is 1700 rpm, which is a lower fuel consumption range.

[0051] Example 2 This application relates to a multi-condition throttle control system, including: The electronic control unit is used to obtain the vehicle's driving gear status, working clutch status, and hydraulic speed lever position. The first processing unit is used to control the throttle opening and vehicle speed in relation to the working clutch when the working clutch is switched from the disengaged state to the engaged state based on the working clutch sensor. The second processing unit is used to control the throttle opening in relation to the vehicle speed based on the continuous engagement of the working clutch. The third processing unit is used to control the throttle opening in relation to the vehicle speed when the working clutch is not in a continuously engaged state.

[0052] This system adopts a modular architecture design, dividing signal acquisition and control functions for different operating conditions into independent units. Each module has a clear division of labor and logical flow. The solution comprehensively covers all operating conditions, including clutch action transients, steady-state operation, and non-operational states, enabling precise control across all scenarios. The modular structure not only improves system stability and response speed but also facilitates equipment debugging, fault diagnosis, and subsequent functional expansion, significantly enhancing overall practicality and maintainability.

[0053] Example 3 This application relates to an electric vehicle, including: a vehicle body and the aforementioned multi-condition throttle control system.

[0054] Integrating a mature multi-condition throttle control system into electric vehicles allows for direct reuse of the entire control logic without significant modifications to the vehicle architecture, ensuring compatibility with onboard applications. Leveraging multi-state detection and condition-specific control logic, it achieves start-up interlock protection, clutch buffering, and zoned speed control, mitigating operational risks, protecting the vehicle's transmission and power components, and simplifying driving operations.

[0055] For any parts not mentioned in this application, existing technologies may be used or referenced.

[0056] The various embodiments in this specification are described in a progressive manner. The same or similar parts between the various embodiments can be referred to each other. Each embodiment focuses on describing the differences from other embodiments.

[0057] The above description is merely an embodiment of this application and is not intended to limit the scope of this application. Various modifications and variations can be made to this application by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this application should be included within the scope of the claims of this application.

Claims

1. A multi-condition throttle control method, characterized in that, include: The electronic control unit collects switch signals to determine whether the vehicle is allowed to start; Based on the detection signal from the working clutch sensor, it is determined whether the working clutch has switched from the disengaged state to the engaged state; If it is determined that the working clutch is switching from the disengaged state to the engaged state, the relationship between the throttle opening and the vehicle speed is controlled according to the first set range. Based on the detection signal from the working clutch sensor, determine whether the working clutch is in a continuously engaged state; If it is determined that the working clutch is in a continuously engaged state, the relationship between the throttle opening and the vehicle speed is controlled according to the second set range. If it is determined that the working clutch is not in a continuously engaged state, switch to low-speed economic transfer mode.

2. The multi-condition throttle control method as described in claim 1, characterized in that, The switching signals include the driving gear status signal, the working clutch status signal, and the hydraulic speed lever position signal.

3. The multi-condition throttle control method as described in claim 2, characterized in that, The electronic control unit collects switch signals to determine whether the vehicle is allowed to start. Specifically, if the driving gear is in neutral, the working clutch is disengaged, and the hydraulic speed lever is in the neutral position, then the engine is controlled to start.

4. The multi-condition throttle control method as described in claim 1, characterized in that, If it is determined that the working clutch is switching from an open state to an engaged state, the relationship between the throttle opening and the vehicle speed is controlled according to the first preset range, specifically including: The relationship between throttle opening and vehicle speed is executed within the first set range for 4 seconds.

5. The multi-condition throttle control method as described in claim 4, characterized in that, After the relationship between throttle opening and vehicle speed is executed within the first preset range for 4 seconds, it also includes: The relationship between throttle opening and vehicle speed is executed according to the second set range. At this time, the vehicle is in harvesting mode or unloading mode.

6. The multi-condition throttle control method as described in claim 1, characterized in that, If it is determined that the working clutch is not in a continuously engaged state, then switch to the low-speed economic transfer mode, specifically including: Determine whether the vehicle speed is within a preset threshold; If the vehicle speed is within the preset threshold, the relationship between the throttle opening and the vehicle speed is controlled according to the third set range, and the vehicle is in low-speed economy mode.

7. The multi-condition throttle control method as described in claim 6, characterized in that, If it is determined that the working clutch is not in a continuously engaged state, after switching to the low-speed economic transfer mode, the following is also included: If the vehicle speed is not within the preset threshold, the control of the throttle opening and the vehicle speed correspondence will be executed according to the fourth set range. At this time, the vehicle is in stationary idle mode or efficient transfer mode.

8. The multi-condition throttle control method as described in claim 1, characterized in that, The working clutch includes a gear clutch, a harvesting clutch, and a grain unloading clutch; the working clutch sensor includes a gear sensor, a harvesting clutch sensor, and a grain unloading clutch sensor.

9. A multi-condition throttle control system, characterized in that, include: The electronic control unit is used to obtain the vehicle's driving gear status, working clutch status, and hydraulic speed lever position. The first processing unit is used to control the throttle opening and vehicle speed in relation to the working clutch when the working clutch is switched from the disengaged state to the engaged state based on the working clutch sensor. The second processing unit is used to control the throttle opening in relation to the vehicle speed based on the continuous engagement of the working clutch. The third processing unit is used to control the throttle opening in relation to the vehicle speed when the working clutch is not in a continuously engaged state.

10. An electric vehicle, characterized in that, include: The vehicle body and the multi-condition throttle control system as described in claim 9.

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