Vehicle performance control method, electronic device and vehicle

Abstract

The present application provides a method for controlling vehicle performance, an electronic device, and a vehicle. After determining the initial shift speed range of the current gear and the initial speed margin of the supercharger; upon receiving the sand mode switching instruction, the current operating mode is switched to the sand mode, the initial speed margin is reduced, and the initial shift speed range is increased. By reducing the initial speed margin, part of the performance of the supercharger can be released to improve the upper limit of the supercharger performance, provide a large output torque for the vehicle, increase the desert off-road capability of the vehicle, and bring a better driving experience to the user. Increasing the initial shift speed range can keep the vehicle in the current gear as much as possible, fully utilizing the advantages of the open performance of the supercharger, and can provide the vehicle with a larger and more lasting output torque. By increasing the initial shift speed range and reducing the initial speed margin at the same time, the power performance and off-road capability of the whole vehicle are greatly enhanced, and the driving experience and off-road fun of the user are improved under the premise of ensuring the safety of the vehicle.

Description

Technical Field

[0001] The present application relates to the field of vehicle technology, and in particular to a vehicle performance control method, electronic equipment and a vehicle. Background Art

[0002] When driving on sand or desert, the vehicle will face greater resistance, so the vehicle needs to ensure sufficient power to drive the vehicle. However, the vehicle runs at a lower performance in the normal operating mode, and it is difficult to ensure that the engine or the engine has sufficient output torque to ensure continuous output of high torque, resulting in insufficient power when the vehicle is driving on sand or desert. Summary of the invention

[0003] In view of this, the purpose of the present application is to provide a vehicle performance control method, electronic equipment and vehicle, so as to avoid the vehicle from being underpowered.

[0004] Based on the above purpose, the first aspect of the present application provides a method for controlling vehicle performance, comprising:

[0005] Determining a current gear position, and determining an initial shift speed range for the current gear position;

[0006] Determine the initial speed margin of the supercharger;

[0007] In response to receiving the sand mode switching instruction, the current operating mode is switched to the sand mode, the initial speed margin is reduced, and the initial shift speed range is increased.

[0008] Optionally, the vehicle performance control method further includes:

[0009] determining a requested speed margin obtained by reducing the initial speed margin, and determining a maximum output torque corresponding to the requested speed margin;

[0010] monitoring the real-time output torque of the sand mode;

[0011] In response to the real-time output torque being the maximum output torque in the sand mode and the output duration of the maximum output torque being greater than or equal to a preset duration threshold, the sand mode is switched to a sand enhancement mode, and the requested speed margin is reduced.

[0012] Optionally, reducing the initial rotation speed margin includes:

[0013] determining an initial rated speed corresponding to the initial speed margin;

[0014] Determining the sum of the initial rated speed and the preset speed adjustment value as the adjusted speed;

[0015] A differential speed between the maximum speed and the adjusted speed is determined, and a ratio of the differential speed to the maximum speed is determined as a reduced requested speed margin, so that the vehicle controls the supercharger according to the requested speed margin.

[0016] Optionally, increasing the initial shift speed range includes:

[0017] Determining whether the current gear is the lowest gear;

[0018] In response to the current gear being the lowest gear, determining an upper boundary speed of the initial gear shift speed interval, and increasing the initial gear shift speed interval according to the upper boundary speed;

[0019] In response to the current gear not being the lowest gear, an upper boundary speed and a lower boundary speed of the initial gear-shifting speed interval are determined, and the initial gear-shifting speed interval is increased according to the upper boundary speed and the lower boundary speed.

[0020] Optionally, increasing the initial shift speed range according to the upper speed limit includes:

[0021] Determining a first adjustment speed corresponding to the upper boundary speed;

[0022] determining the sum of the upper boundary speed and the first adjustment speed as the enhanced upper boundary speed;

[0023] The upper boundary speed of the initial shift speed interval is replaced by the enhanced upper boundary speed to obtain an increased actual shift speed range, so that the vehicle can perform shift control according to the actual shift speed range.

[0024] Optionally, increasing the initial shift speed range according to the upper speed limit and the lower speed limit includes:

[0025] Determining a first adjustment speed corresponding to the upper boundary speed and a second adjustment speed corresponding to the lower boundary speed;

[0026] determining the sum of the upper boundary speed and the first adjustment speed as the enhanced upper boundary speed;

[0027] determining a difference between the lower boundary speed and the second adjustment speed as an enhanced lower boundary speed;

[0028] The upper boundary speed of the initial shift speed interval is replaced by the enhanced upper boundary speed, and the lower boundary speed of the initial shift speed interval is replaced by the actual shift speed range after the enhanced lower boundary speed is increased, so that the vehicle can perform shift control according to the actual shift speed range.

[0029] Optionally, reducing the requested speed margin includes:

[0030] Determine the maximum rated speed;

[0031] A speed difference between a maximum speed and the maximum rated speed is determined, a ratio of the speed difference to the maximum speed is determined as an enhanced speed margin, and the requested speed margin is reduced to the enhanced speed margin so that the vehicle controls the supercharger according to the enhanced speed margin.

[0032] Optionally, after determining the enhanced rotation speed margin, the method further includes:

[0033] determining an operating time of the supercharger operating at the enhanced speed margin;

[0034] In response to the operating time being greater than or equal to a preset safety time, the sand enhancement mode is switched to the sand mode, and the enhanced speed margin is increased to the requested speed margin.

[0035] The second aspect of the present application provides an electronic device, including a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein when the processor executes the program, the method provided in the first aspect of the present application is implemented.

[0036] A third aspect of the present application provides a vehicle, comprising the electronic device provided by the second aspect of the present application.

[0037] As can be seen from the above, the vehicle performance control method, electronic device and vehicle provided by the present application determine the current gear position, and determine the initial shift speed range of the current gear position; determine the initial speed margin of the supercharger; in response to receiving the sand mode switching instruction, switch the current operating mode to the sand mode, reduce the initial speed margin, and increase the initial shift speed range. By reducing the initial speed margin, part of the performance of the supercharger can be released to improve the upper limit of the supercharger performance, provide a large output torque for the vehicle, increase the desert off-road capability of the vehicle, and bring a better driving experience to the user. Increasing the initial shift speed range can keep the vehicle in the current gear position as much as possible, make full use of the advantages of the supercharger performance opening, and provide the vehicle with a larger and more lasting output torque. Increasing the initial shift speed range while reducing the initial speed margin greatly enhances the power performance and off-road capability of the whole vehicle, and improves the user's driving experience and off-road fun under the premise of ensuring vehicle safety. BRIEF DESCRIPTION OF THE DRAWINGS

[0038] In order to more clearly illustrate the technical solutions in the present application or related technologies, the drawings required for use in the embodiments or related technical descriptions are briefly introduced below. Obviously, the drawings described below are only embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without creative work.

[0039] Figure 1 A flow chart of a method for controlling vehicle performance according to an embodiment of the present application;

[0040] Figure 2 This is a flow chart of entering the sand reinforcement mode in an embodiment of the present application;

[0041] Figure 3 A flow chart for reducing the initial speed margin for an embodiment of the present application;

[0042] Figure 4 A flow chart showing an increase in the initial shift speed range for an embodiment of the present application;

[0043] Figure 5 A flow chart for reducing the requested speed margin for an embodiment of the present application;

[0044] Figure 6 This is a flowchart of exiting the sand reinforcement mode in an embodiment of the present application;

[0045] Figure 7 A schematic diagram of the structure of a vehicle performance control device according to an embodiment of the present application;

[0046] Figure 8 It is a schematic diagram of the structure of an electronic device according to an embodiment of the present application. DETAILED DESCRIPTION

[0047] In order to make the objectives, technical solutions and advantages of the present application more clearly understood, the present application is further described in detail below in combination with specific embodiments and with reference to the accompanying drawings.

[0048] It should be noted that, unless otherwise defined, the technical terms or scientific terms used in the embodiments of the present application should be the usual meanings understood by people with ordinary skills in the field to which the present application belongs. The "first", "second" and similar words used in the embodiments of the present application do not represent any order, quantity or importance, but are only used to distinguish different components. "Including" or "comprising" and similar words mean that the elements or objects appearing in front of the word cover the elements or objects listed after the word and their equivalents, without excluding other elements or objects. "Connect" or "connected" and similar words are not limited to physical or mechanical connections, but can include electrical connections, whether direct or indirect. "Up", "down", "left", "right" and the like are only used to indicate relative positional relationships. When the absolute position of the described object changes, the relative positional relationship may also change accordingly.

[0049] It should be understood herein that any number of elements in the drawings is for illustration rather than limitation, and any naming is only for distinction rather than having any limiting meaning.

[0050] Based on the description of the above background technology, the related technology also has the following situations:

[0051] A supercharger is an air compressor that increases the intake volume by compressing air, thereby increasing the output power of the engine. The supercharger uses the inertial impact of the exhaust gas discharged by the engine to drive the turbine in the turbine chamber, which in turn drives the coaxial impeller to compress the air into the cylinder.

[0052] Supercharger efficiency refers to the ratio of the supercharger's ability to convert the mechanical energy of compressed air into the total energy of compressed air. The higher the efficiency, the better the supercharging effect and the higher the engine's output power. The compressor is a component in a gas turbine engine that uses high-speed rotating blades to work on the air to increase the air pressure. The front end of the compressor impeller blade is curved and is called the guide wheel. Its function is to guide the gas into the working impeller without impact, reducing the impact loss of the airflow.

[0053] The compressor impeller in the supercharger generally integrates the guide wheel and the working impeller. There is a diffuser at the outlet of the compressor impeller to convert the kinetic energy obtained by the gas in the impeller into pressure as much as possible. Diffusers are divided into two types: blade type and slot type. The outer shell of the compressor has an airflow inlet and outlet. The inlet is generally arranged axially, and the flow channel is slightly tapered to reduce the intake resistance. The outlet is generally designed as a volute with a flow channel that gradually expands along the circumference, so that the high-speed airflow continues to be expanded there, improving the overall efficiency of the supercharger.

[0054] When evaluating the supercharger's boosting effect, the temperature and pressure at the compressor inlet also need to be considered. If the inlet temperature is too high or the pressure is too low, the supercharger's boosting effect will be affected. In addition to the above key parameters, there are other factors that need to be paid attention to, such as the material, working condition, rated pressure, etc. of the supercharger, which can affect the supercharger's boosting effect.

[0055] When evaluating the supercharger's boosting effect, these parameters need to be considered comprehensively to get accurate results. In addition, the performance of the supercharger is also related to its design, manufacturing quality, installation and use conditions. Therefore, in practical applications, these factors need to be considered comprehensively to ensure its full performance.

[0056] For the supercharger installed in the vehicle, the material, working state, rated pressure, etc. of the supercharger are fixed. Without replacing the supercharger with better performance, the parameters that determine the performance of the supercharger are mainly the speed margin of the supercharger. Usually, the hardware dispersion and use attenuation are considered in the design process. During the calibration of the whole vehicle, a certain margin difference is reserved for the actual supercharger speed compared with the maximum speed of the supercharger design. The percentage of the margin difference to the maximum speed is called the speed margin. With the use of the vehicle, dirt and other factors will cause the negative pressure of the supercharger to increase. In the actual use of the vehicle, the supercharger speed will further increase and gradually approach the maximum speed. In order to prevent problems such as supercharger overspeed, the speed margin of the supercharger is generally set to about 10% of the maximum speed. When the speed reaches 90% of the maximum speed, it will not continue to increase, which limits some performance of the engine. Among them, the actual value of the speed margin needs to be comprehensively considered according to the calibration of the whole vehicle under various environmental and temperature conditions.

[0057] Driving in the desert or on sand is a specific use condition of the vehicle. For example, when doing desert hot pot, the vehicle goes around in circles in the desert or on sand like washing a pot, increasing the climbing height and finally climbing to the top. If the vehicle speed drops and the power is insufficient, for safety, you need to turn the steering wheel down the slope to be forced downhill. The vehicle has poor power performance and cannot achieve side slope driving, and cannot complete the user's driving intention. The power performance of the original vehicle cannot meet the desert hot pot working condition requirements under sand conditions. The power performance is insufficient and needs to be improved, which brings a bad driving experience to the user.

[0058] The vehicle performance control method, electronic device and vehicle provided in the embodiment of the present application determine the current gear position, and determine the initial shift speed range of the current gear position; determine the initial speed margin of the supercharger; in response to receiving the sand mode switching instruction, switch the current operating mode to the sand mode, reduce the initial speed margin, and increase the initial shift speed range. By reducing the initial speed margin, part of the performance of the supercharger can be released to improve the upper limit of the supercharger performance, provide a large output torque for the vehicle, increase the desert off-road capability of the vehicle, and bring a better driving experience to the user. Increasing the initial shift speed range can keep the vehicle in the current gear position as much as possible, make full use of the advantages of the open performance of the supercharger, and provide the vehicle with a larger and more lasting output torque. Increasing the initial shift speed range while reducing the initial speed margin greatly enhances the power performance and off-road capability of the whole vehicle, and improves the user's driving experience and off-road fun under the premise of ensuring vehicle safety.

[0059] A method for controlling vehicle performance according to an exemplary embodiment of the present application will be described below with reference to the accompanying drawings.

[0060] In some embodiments, Figure 1 As shown, the vehicle performance control method includes:

[0061] Step 101: Determine the current gear and determine the initial shift speed range of the current gear.

[0062] In specific implementation, when the engine speed is constant, the lower the gear, the lower the corresponding output speed. Among them, the process of switching gears is the process of switching the transmission ratio of the gearbox. The vehicle transmission ratio, also known as the speed ratio, refers to the ratio of the speeds of the two transmission mechanisms before and after the transmission in the vehicle transmission system. There are two types of transmission ratios in the vehicle transmission system, namely the speed ratio of the main transmission and the speed ratio of the transmission. In the same vehicle model, the speed ratio of the main transmission is a fixed value, while the speed ratio of the transmission has different values ​​depending on the gear used. The speed ratio data of various types of vehicles can be found in the vehicle performance data manual.

[0063] The lower the gear, the larger the corresponding speed ratio. When the engine speed is constant, the lower the upper limit of the output speed, the larger the upper limit of the output torque value, the lower the vehicle speed, and the stronger the power performance. Therefore, the lower the gear, the smaller the corresponding output speed, the larger the output torque, and the stronger the power of the vehicle. When driving on sand or desert scenes, general users will give priority to driving in low gear to ensure that the current gear has enough power. Therefore, the lower the gear, the better the performance improvement effect after the vehicle performance is controlled. Preferably, the current gear is a low gear corresponding to a low speed, for example, the first gear of a two-speed reduction box, or the first or second gear of a multi-speed reduction box (at least three gears). It should be noted that the embodiment of the present application is described by taking the current gear as a low gear as an example.

[0064] Take a 2-speed gearbox as an example. Before the speed range is adjusted, the speed range of the corresponding engine for 1st gear is 750-2800rpm, and the speed range of the corresponding engine for 2nd gear is 2800-max rpm, where max indicates the maximum speed allowed. The speed threshold is 2800rpm, and the low speed gear is 1st gear. Therefore, 1st gear is the current gear, and the initial shift speed range of the current gear is the 1st gear speed range, that is, the initial shift speed range is 750-2800rpm.

[0065] The speed range refers to the range of automatic gear shifting. For example, when the current gear is 1st gear, the engine speed is within the 1st gear speed range of 750-2800rpm, and automatic gear shifting will not be triggered. When the engine speed is greater than or equal to the upper boundary speed of the 1st gear speed range, that is, the engine speed is greater than or equal to 2800rpm, automatic gear shifting is triggered and automatically shifts to 2nd gear. When the current gear is 2nd gear, the engine speed is within the 2nd gear speed range of 2800-max rpm, and automatic gear shifting will not be triggered. When the engine speed is less than or equal to the upper boundary speed of the 2nd gear speed range, that is, the engine speed is less than or equal to 2800rpm, automatic gear shifting is triggered and automatically shifts to 1st gear.

[0066] Among them, the 1st gear corresponds to a smaller engine speed. According to the torque calculation formula of the AC engine: output torque = 9550 × engine power / output speed, it can be seen that when the engine power remains unchanged, the smaller the output speed, the larger the corresponding output torque, and the better the vehicle's power performance, so the vehicle has better power performance when driving in the 1st gear. The 2nd gear corresponds to a larger output speed. According to the torque calculation formula of the AC engine: output torque = 9550 × engine power / output speed, it can be seen that when the engine power remains unchanged, the larger the output speed, the smaller the corresponding output torque, and the worse the vehicle's power performance, so the vehicle travels faster when driving in the 2nd gear, but the power performance is worse than that of the 1st gear.

[0067] Step 102: Determine the initial speed margin of the supercharger.

[0068] In specific implementation, for the supercharger already installed in the vehicle, the factors affecting the performance, such as the material, working state, and rated pressure of the supercharger have been fixed. Under the premise of not replacing the supercharger with better performance, the parameter that determines the supercharger performance is mainly the supercharger speed margin. Usually, the hardware dispersion and usage attenuation are considered in the design process. During the vehicle calibration process, a certain margin difference must be reserved for the actual supercharger speed compared with the supercharger design maximum speed. The percentage of the margin difference to the maximum speed is called the speed margin.

[0069] As the vehicle is used, dirt and other factors will cause the negative pressure of the supercharger to increase. During the actual use of the vehicle, the supercharger speed will further increase and gradually approach the maximum speed. In order to prevent problems such as supercharger overspeed, the supercharger speed margin is generally set to about 10% of the maximum speed. When the speed reaches 90% of the maximum speed, it will not continue to increase, limiting some of the engine's performance. Among them, the actual value of the speed margin needs to be comprehensively considered based on the calibration of the vehicle under various environmental and temperature conditions.

[0070] The initial speed margin of the supercharger is the default speed margin set at the factory, for example 10%, which means that the speed of the supercharger will further increase after starting, gradually approaching 90% of the maximum speed, and will not continue to increase when the speed reaches 90% of the maximum speed, so as to avoid supercharger overspeed, reduce damage to the supercharger, and increase the service life of the supercharger.

[0071] Step 103: In response to receiving the sand mode switching instruction, the current operating mode is switched to the sand mode, the initial speed margin is reduced, and the initial shift speed range is increased.

[0072] In specific implementation, a touch button for entering sand mode can be set in the central control display screen, or a physical button for entering sand mode can be added to the steering wheel or control panel. When the user drives into a sandy or desert environment, the user can manually click the touch button or physical button to enter sand mode. After the user clicks the touch button or physical button to enter sand mode, the user can receive a sand mode switching instruction, indicating that the user has high performance requirements or has entered a desert scene and needs to switch the current operating mode to sand mode. After entering the sand mode, the vehicle's power performance needs to be improved to meet the user's demand for power performance.

[0073] Ways to improve vehicle dynamic performance include increasing the initial shift speed range and reducing the initial speed margin.

[0074] Regarding the strategy of reducing the initial speed margin, when the user drives the vehicle into a desert environment, he actively selects the sand mode for crossing a flat road or normal driving, and increases the vehicle's power and drivability by reducing the supercharger speed margin. The speed margin calculation formula is:

[0075] Speed ​​margin = (maximum speed - rated speed) / maximum speed × 100%

[0076] Among them, the rated speed of the supercharger indicates the working speed after the supercharger speed stabilizes. When reducing the speed margin, since the maximum speed is the performance parameter of the supercharger, it is fixed when the supercharger leaves the factory and is a fixed value. When reducing the speed margin, the rated speed of the supercharger increases, the efficiency of the supercharger increases, the ratio of the supercharger to convert the mechanical energy of compressed air into the total energy of compressed air increases, the supercharging effect is better, and the output power of the engine increases. Since the speed cannot increase instantly, when the output power of the engine increases, the output speed remains unchanged, and the output torque of the engine increases, providing greater torque for the vehicle, and improving the power performance of the whole vehicle.

[0077] Reducing the initial speed margin is to release part of the supercharger performance while ensuring the reliability of components and improve vehicle power. For example, the supercharger speed margin is reduced from 10% to 5%, and the output torque is increased by 7-10Nm, meeting users' demand for greater power performance.

[0078] As for increasing the initial gear shift speed range, since the output torque corresponding to the current gear at a low speed is larger, when the user has high performance requirements, the gear should be kept at the current gear corresponding to the low speed as much as possible. However, when pursuing high performance, there may also be a demand for vehicle speed. When the vehicle speed reaches the speed corresponding to the upper boundary speed of the initial gear shift speed range, the gear will be shifted, resulting in a decrease in torque. Therefore, the demand for vehicle speed can be guaranteed by increasing the initial gear shift speed range.

[0079] After entering the sand mode, in order to fully utilize the advantages of the open performance of the supercharger, the shift line is optimized by increasing the initial shift speed range. For example, taking a two-speed reduction gearbox as an example, the current gear is 1st gear, and the initial shift speed range of 1st gear is increased. For example, the initial shift speed range of 1st gear is increased from 750-2800rpm to 750-3500rpm. The output characteristics of low speed and high torque in the current gear are more suitable for the environmental requirements of desert driving. The initial shift speed range of 1st gear is increased to ensure that the vehicle uses 1st gear more and stays in the current gear more, making full use of the advantages of the open performance of the supercharger to ensure that the vehicle has higher power performance.

[0080] By increasing the initial shift speed range and reducing the initial speed margin, the vehicle's power performance and off-road capability are greatly enhanced, greatly improving the user's driving experience and off-road pleasure while ensuring vehicle safety.

[0081] In summary. The vehicle performance control method provided in the embodiment of the present application switches the current operating mode to the sand mode after receiving the sand mode switching command, reduces the initial speed margin, and increases the initial shift speed range. By reducing the initial speed margin, part of the performance of the supercharger can be released to improve the upper limit of the supercharger performance, provide the vehicle with a large output torque, increase the desert off-road capability of the vehicle, and bring a better driving experience to the user. Increasing the initial shift speed range can keep the vehicle in the current gear as much as possible, making full use of the advantages of the open performance of the supercharger, and can provide the vehicle with a larger and more lasting output torque. By increasing the initial shift speed range and reducing the initial speed margin at the same time, the power performance and off-road capability of the whole vehicle are greatly enhanced, and the driving experience and off-road pleasure of the user are improved under the premise of ensuring the safety of the vehicle.

[0082] In some embodiments, Figure 2 As shown, the vehicle performance control method also includes:

[0083] Step 201: Determine a requested speed margin obtained by reducing the initial speed margin, and determine a maximum output torque corresponding to the requested speed margin.

[0084] In specific implementation, after entering the sand mode, the speed margin is reduced to open up part of the performance of the supercharger. At this time, the efficiency of the engine is improved and the initial maximum output torque is increased. Therefore, after entering the sand mode, the initial increase of the engine, the increased maximum output torque represents the maximum performance that can be output in the sand mode. When determining the increased maximum output torque, it is first necessary to determine the requested speed margin obtained after reducing the initial speed margin. According to the requested speed margin, the proportion of the engine performance improvement can be determined, and then the maximum torque of the initial maximum output torque of the engine is determined. The sum of the increased torque and the initial maximum output torque is the maximum output torque corresponding to the requested speed margin.

[0085] Step 202: Monitor the real-time output torque in the sand mode.

[0086] In specific implementation, after entering the sand mode, the vehicle's performance ceiling is improved, but the user does not necessarily always drive the vehicle at this performance ceiling, so the user's torque demand in the sand mode is judged by monitoring the real-time output torque of the sand mode. If the real-time output torque is less than the maximum output torque, it means that in the sand mode, the initially enhanced engine performance can already meet the user's power demand, and there is no need to further improve the vehicle's performance.

[0087] If the real-time output torque is the maximum output torque in the sand mode, it means that the engine performance has reached the upper limit of the sand mode at this time. The user's demand for performance in the sand mode may be greater, and the user's demand cannot be met at this time.

[0088] Therefore, by monitoring whether the real-time output torque of the sand mode is the maximum output torque, it can be determined whether the user has greater performance requirements.

[0089] Step 203: In response to the real-time output torque being the maximum output torque in the sand mode and the output duration of the maximum output torque being greater than or equal to the preset duration threshold, the sand mode is switched to the sand enhanced mode, and the requested speed margin is reduced.

[0090] In specific implementation, if the real-time output torque is the maximum output torque in the sand mode, it is determined that the user has a greater performance demand at this time, but it may also be a temporary demand. In order to avoid misjudging the user's performance demand, when the real-time output torque is monitored to be the maximum output torque in the sand mode, the user's real demand is determined by monitoring the duration of the real-time output torque equal to the maximum output torque. If the duration is long, it means that the user has been requesting a larger output torque and needs to increase the vehicle's performance limit. The user actually has a greater output torque demand. If the duration is short, it means that the user is not always requesting a larger output torque, but only temporarily needs a large torque. The user's usage needs can be met by increasing the vehicle's performance limit, and the user does not have a greater output torque demand.

[0091] The duration can be determined by a preset duration threshold. If the duration of the maximum output torque is greater than or equal to the preset duration threshold, it means that the duration is long and the user requires a large torque output for a long time. There is a real demand for greater engine performance and the engine's performance ceiling needs to be increased to meet user needs.

[0092] If the duration of the maximum output torque is less than the preset duration threshold, it means that the duration is short and the user only temporarily needs a large torque output. Most of the time, the real-time output torque is less than the maximum output torque, and there is no need to increase the performance upper limit of the engine.

[0093] When it is determined that there is a greater performance demand, the sand mode is switched to the sand enhancement mode to improve the efficiency of the engine by further reducing the speed margin, thereby increasing the output torque, that is, further improving the engine performance by reducing the requested speed margin.

[0094] In some embodiments, Figure 3 As shown, reduce the initial speed margin, including:

[0095] Step 301: Determine an initial rated speed corresponding to an initial speed margin.

[0096] In specific implementation, for example, if the initial speed margin is 10% of the maximum speed, the initial rated speed corresponding to the initial speed margin is 90% of the maximum speed. Then the initial rated speed=1-initial speed margin.

[0097] Step 302: Determine the sum of the initial rated speed and the preset speed adjustment value as the adjusted speed.

[0098] In specific implementation, for example, if the preset speed adjustment value is 5% of the maximum speed and the initial rated speed is 90% of the maximum speed, then the adjusted speed is 95% of the maximum speed, that is, the adjusted speed = initial rated speed + speed adjustment value.

[0099] Step 303: Determine a speed difference between the maximum speed and the adjusted speed, and determine the ratio of the speed difference to the maximum speed as a reduced requested speed margin, so that the vehicle controls the supercharger according to the requested speed margin.

[0100] In specific implementation, the calculation formula of the speed margin is:

[0101] Speed ​​margin = (maximum speed - rated speed) / maximum speed × 100%.

[0102] First, calculate the difference speed between the maximum speed and the adjusted speed = maximum speed - adjusted speed. Then, determine the ratio of the difference speed to the maximum speed as the reduced requested speed margin = difference speed / maximum speed × 100%, then requested speed margin = (maximum speed - adjusted speed) / maximum speed × 100%. When the vehicle operates with the requested speed margin limiting the supercharger, the supercharger operates at 95% of the maximum speed, which can increase the engine's output torque by 7-10Nm, improve the vehicle's power performance, and bring users a better driving experience.

[0103] In some embodiments, Figure 4 As shown, the initial shift speed range is increased, including:

[0104] Step 401: Determine whether the current gear is the lowest gear.

[0105] In the specific implementation, a reduction gearbox with 1st, 2nd and 3rd gears is used as an example for explanation, where 1st and 2nd gears can be regarded as low-speed gears. If the vehicle is in 2nd gear when entering sand mode, it means that the user has a certain demand for vehicle speed. To meet the user's demand for vehicle speed, there is no need to automatically shift to 1st or 3rd gear, and it is sufficient to maintain 2nd gear for driving. If the vehicle is in 1st gear when entering sand mode, it means that the user has a low demand for vehicle speed. To meet the user's demand for high power, it is sufficient to maintain 1st gear. Therefore, the current gear may not be the lowest gear, and the current gear may be 1st or 2nd gear.

[0106] Step 402: In response to the current gear being the lowest gear, determining an upper boundary speed of an initial gear shift speed interval, and increasing the initial gear shift speed interval according to the upper boundary speed.

[0107] In specific implementation, if the current gear is the lowest gear, since the gear cannot be lowered further, in order to ensure that the vehicle travels more in the current gear, the upper boundary speed of the initial gear shifting speed range can be increased, so that the vehicle can use the current gear more to ensure sufficient output torque.

[0108] In some embodiments, increasing the initial shift speed interval according to the upper boundary speed includes:

[0109] Step 4021: Determine a first adjustment speed corresponding to the upper boundary speed.

[0110] During specific implementation, the adjustment amounts for adjusting the upper boundary speed and the lower boundary speed may be different. Therefore, when adjusting the upper boundary speed, it is necessary to determine the first adjustment speed corresponding to the upper boundary speed. The first adjustment speed can be determined in advance in an experimental environment and stored in the vehicle's memory. The first adjustment speed can be called when in use.

[0111] Step 4022: Determine the sum of the upper boundary speed and the first adjustment speed as the enhanced upper boundary speed.

[0112] The specific implementation is that increasing the upper boundary speed increases the difficulty of switching to a higher gear. Therefore, in order to ensure that the vehicle uses the current gear more, it is necessary to increase the upper boundary speed. The sum of the upper boundary speed and the first adjustment speed is determined as the increased enhanced upper boundary speed. For example, the initial shift speed range is 750-2800rpm, the first adjustment speed is 700rpm, and the enhanced upper boundary speed = 2800+700=3500rpm.

[0113] Step 4023: Replace the upper boundary speed of the initial shift speed range with the enhanced upper boundary speed to obtain an increased actual shift speed range, so that the vehicle can perform shift control according to the actual shift speed range.

[0114] In specific implementation, the actual shift speed range after the increase is 750-3500rpm. Before the increase, the engine speed reaches 2800rpm to switch to a higher gear. After the increase, the engine speed can only be switched to a higher gear when it reaches 3500rpm. By increasing the length of the gear switching interval to increase the difficulty of gear switching, the vehicle is guaranteed to use the current gear more practically, so as to make full use of the advantages of the supercharger performance after opening, and ensure that the vehicle has sufficient power performance to meet the user's use needs and improve the user's driving experience.

[0115] Step 403: In response to the current gear not being the lowest gear, determining an upper boundary speed and a lower boundary speed of the initial gear shift speed interval, and increasing the initial gear shift speed interval according to the upper boundary speed and the lower boundary speed.

[0116] In specific implementation, if the current gear is not the lowest gear, the vehicle can shift up or down. In order to meet the demand for output torque, the difficulty of shifting up needs to be increased; in order to meet the user's demand for vehicle speed, the difficulty of downshifting needs to be increased. To ensure that the vehicle is driven more in the current gear, the requirements of vehicle speed and torque can be met at the same time. Increasing the upper boundary speed of the initial shift speed range and reducing the lower boundary speed of the shift speed range can make the vehicle use the current gear more to ensure sufficient output torque and a certain vehicle speed. In order to make the vehicle use the current gear more, it is necessary to increase the initial shift speed range according to the upper boundary speed and the lower boundary speed.

[0117] In some embodiments, increasing the initial shift speed interval according to the upper speed limit and the lower speed limit includes:

[0118] Step 4031: Determine a first adjustment speed corresponding to the upper boundary speed and a second adjustment speed corresponding to the lower boundary speed.

[0119] During specific implementation, the adjustment amounts for adjusting the upper boundary speed and the lower boundary speed may be different. Therefore, when adjusting the upper boundary speed, it is necessary to determine the first adjustment speed corresponding to the upper boundary speed. When adjusting the lower boundary speed, it is necessary to determine the second adjustment speed corresponding to the lower boundary speed. The first adjustment speed and the second adjustment speed can be determined in advance in an experimental environment and stored in the vehicle's memory. The first adjustment speed and the second adjustment speed can be called when in use.

[0120] Step 4032: Determine the sum of the upper boundary speed and the first adjustment speed as the enhanced upper boundary speed.

[0121] The specific implementation is that increasing the upper boundary speed increases the difficulty of shifting up, so in order to ensure that the vehicle uses the current gear more, it is necessary to increase the upper boundary speed, and the sum of the upper boundary speed and the first adjustment speed is determined as the increased enhanced upper boundary speed. For example, the initial shift speed range is 1000-2800rpm, the first adjustment speed is 700rpm, and the enhanced upper boundary speed = 2800+700=3500rpm.

[0122] Step 4033: Determine the difference between the lower boundary speed and the second adjustment speed as the enhanced lower boundary speed.

[0123] The specific implementation is that reducing the lower boundary speed increases the difficulty of downshifting, so in order to ensure that the vehicle uses the current gear more, it is necessary to reduce the lower boundary speed, and the difference between the lower boundary speed and the second adjustment speed is determined as the reduced enhanced upper boundary speed. For example, the initial shift speed range is 1000-2800rpm, the second adjustment speed is 200rpm, then the enhanced upper boundary speed = 1000-200 = 800rpm.

[0124] Step 4034: Replace the upper boundary speed of the initial shift speed interval with the enhanced upper boundary speed, and replace the lower boundary speed of the initial shift speed interval with the enhanced lower boundary speed to obtain the actual shift speed range after the increase, so that the vehicle can perform shift control according to the actual shift speed range.

[0125] In specific implementation, the upper boundary speed of the initial shift speed interval is replaced by 2800rpm to 3500rpm. At the same time, the lower boundary speed of the initial shift speed interval is replaced by 1000rpm to 800rpm. The actual shift speed range after the increase is 800-3500rpm. Before the interval is increased, the engine speed is upshifted when it reaches 2800rpm. After the increase, the engine speed can only be upshifted when it reaches 3500rpm. The difficulty of switching is increased by increasing the interval length of the gear switching. Before the interval is increased, the engine speed is downshifted when it drops to 1000rpm. After the increase, the engine speed can only be downshifted when it drops to 800rpm. The difficulty of gear switching is increased by increasing the interval length of the gear switching, ensuring that the vehicle is more practical in the current gear, so as to make full use of the advantages of the supercharger performance after opening, and ensuring that the vehicle has sufficient power performance to meet the user's usage needs and improve the user's driving experience.

[0126] In some embodiments, Figure 5 As shown, the requested speed margin is reduced, including:

[0127] Step 501: Determine the maximum rated speed.

[0128] In specific implementation, the maximum speed of the supercharger corresponds to the full opening of the supercharger's theoretical performance. However, when the speed is controlled, the actual speed of the supercharger may fluctuate, causing the actual speed to exceed the maximum speed, causing certain damage to the supercharger, or even causing the supercharger to malfunction and fail to work. Therefore, when the supercharger performance is fully opened, the performance cannot be fully released at the theoretical maximum speed, and a certain error space needs to be left for the fluctuation error.

[0129] In the actual control process, the maximum rated speed of the supercharger needs to be determined, and the maximum rated speed is used as the actual output speed after the supercharger performance is fully opened. The maximum rated speed indicates the maximum output speed allowed without damaging the supercharger structure and electrical components. For example, the maximum rated speed is generally 99% of the maximum speed, leaving a 1% margin to ensure that the supercharger will not be damaged.

[0130] Step 502: Determine a speed difference between a maximum speed and a maximum rated speed, determine a ratio of the speed difference to the maximum speed as an enhanced speed margin, and reduce the requested speed margin to the enhanced speed margin so that the vehicle controls the supercharger according to the enhanced speed margin.

[0131] In specific implementation, the adjustable performance parameter of the supercharger is the speed margin, so it is necessary to determine the speed margin corresponding to the maximum rated speed. The calculation formula of the speed margin is:

[0132] Speed ​​margin = (maximum speed - rated speed) / maximum speed × 100%.

[0133] Therefore, first, it is necessary to calculate the speed difference between the maximum speed and the maximum rated speed = maximum speed - maximum rated speed, and then determine the ratio of the speed difference to the maximum speed as the reduced enhanced speed margin = speed difference / maximum speed × 100%. Then the enhanced speed margin = (maximum speed - maximum rated speed) / maximum speed × 100%. For example, if the maximum rated speed is 99%, the enhanced speed margin is 1%. If the maximum rated speed is 98%, the enhanced speed margin is 2%. After determining the enhanced speed margin (taking 1% as an example), the speed of the supercharger increases from 95% to 99%, the supercharger performance is fully open, the engine efficiency is further improved, the engine torque is increased by 18-20Nm, and the vehicle's desert off-road capability is increased, bringing users a better driving experience and fun.

[0134] If it recognizes that the vehicle continues to output the maximum torque in sand mode, and judges that the user is in a driving scenario with high power requirements such as climbing a hill or hot pot, it will automatically enter the sand enhancement mode and further release the supercharger speed margin, reducing the supercharger speed margin from 5% to 1%. The supercharger performance is completely released for a short period of time, the engine torque continues to increase, and the vehicle's desert off-road capability is enhanced, bringing users a better driving experience.

[0135] In some embodiments, Figure 6 As shown, after determining the enhanced speed margin, it also includes:

[0136] Step 601: Determine the operating time of the supercharger operating at the enhanced speed margin.

[0137] Specifically, when the supercharger is working with the enhanced speed margin, the performance of the supercharger is fully open. Working with the enhanced speed margin for a long time will cause irreversible damage to the supercharger, so it is necessary to limit the time the supercharger works at the maximum rated speed. When it is determined that the supercharger is running with the enhanced speed margin, the timing starts and the working time is obtained.

[0138] Step 602: In response to the working time being greater than or equal to the preset safety time, the sand enhancement mode is switched to the sand mode, and the enhanced speed margin is increased to the requested speed margin.

[0139] In specific implementation, when the working time is less than the preset safety time, it means that the supercharger has been running at maximum performance for a short time, and will not cause irreversible damage to the supercharger, and the supercharger can continue to run at maximum performance. When the working time is greater than or equal to the preset safety time, it means that the supercharger has reached the maximum time limit for running at maximum performance, and continuing to run at maximum performance will cause damage to the supercharger, so it is necessary to switch the sand enhancement mode to the sand mode, and increase the enhanced speed margin to the requested speed margin to reduce the speed of the supercharger and ensure the safety of the supercharger.

[0140] It should be noted that the method of the embodiment of the present application can be performed by a single device, such as a computer or server. The method of this embodiment can also be applied to a distributed scenario and completed by multiple devices cooperating with each other. In the case of such a distributed scenario, one of the multiple devices can only perform one or more steps in the method of the embodiment of the present application, and the multiple devices will interact with each other to complete the described method.

[0141] It should be noted that the above describes some embodiments of the present application. Other embodiments are within the scope of the appended claims. In some cases, the actions or steps recorded in the claims can be performed in an order different from that in the above embodiments and still achieve the desired results. In addition, the processes depicted in the accompanying drawings do not necessarily require the specific order or continuous order shown to achieve the desired results. In some embodiments, multitasking and parallel processing are also possible or may be advantageous.

[0142] Based on the same inventive concept, corresponding to any of the above-mentioned embodiment methods, the present application also provides a vehicle performance control device.

[0143] refer to Figure 7 , the vehicle performance control device comprises:

[0144] The speed range determination module 10 is configured to: determine the current gear position, and determine the initial shift speed range of the current gear position;

[0145] The speed margin determination module 20 is configured to: determine an initial speed margin of the supercharger;

[0146] The performance enhancement control module 30 is configured to: in response to receiving the sand mode switching instruction, switch the current operating mode to the sand mode, reduce the initial speed margin, and increase the initial shift speed range.

[0147] In some embodiments, the vehicle performance control device further includes:

[0148] a maximum torque determination module configured to: determine a requested speed margin obtained by reducing the initial speed margin, and determine a maximum output torque corresponding to the requested speed margin;

[0149] A real-time torque monitoring module is configured to: monitor the real-time output torque of the sand mode;

[0150] The speed margin reduction module is configured to: in response to the real-time output torque being the maximum output torque in the sand mode and the output duration of the maximum output torque being greater than or equal to a preset duration threshold, switch the sand mode to the sand enhancement mode and reduce the requested speed margin.

[0151] In some embodiments, the performance enhancement control module 30 includes:

[0152] A rated speed determination unit is configured to: determine an initial rated speed corresponding to the initial speed margin;

[0153] The speed adjustment unit is configured to: determine the sum of the initial rated speed and the preset speed adjustment value as the adjusted speed;

[0154] The requested speed margin determining unit is configured to determine a differential speed between the maximum speed and the adjusted speed, and determine a ratio of the differential speed to the maximum speed as a reduced requested speed margin, so that the vehicle controls the supercharger according to the requested speed margin.

[0155] In some embodiments, the performance enhancement control module 30 further includes:

[0156] A gear determination unit is configured to: determine whether the current gear is the lowest gear;

[0157] a lowest gear interval increasing unit, configured to: in response to the current gear being the lowest gear, determine an upper boundary speed of the initial gear shift speed interval, and increase the initial gear shift speed interval according to the upper boundary speed;

[0158] The non-lowest gear interval increasing unit is configured to: in response to the current gear not being the lowest gear, determine the upper boundary speed and the lower boundary speed of the initial shift speed interval, and increase the initial shift speed interval according to the upper boundary speed and the lower boundary speed.

[0159] In some embodiments, the lowest gear interval increasing unit includes:

[0160] The lowest gear adjustment speed determination subunit is configured to: determine a first adjustment speed corresponding to the upper limit speed;

[0161] The speed enhancement subunit is configured to: determine the sum of the upper boundary speed and the first adjustment speed as the enhanced upper boundary speed;

[0162] The first boundary replacement subunit is configured to replace the upper boundary speed of the initial shift speed interval with the enhanced upper boundary speed to obtain an increased actual shift speed range for the vehicle to perform shift control according to the actual shift speed range.

[0163] In some embodiments, the non-lowest gear interval increasing unit includes:

[0164] The non-lowest gear regulating speed determining subunit is configured to: determine a first regulating speed corresponding to the upper limit speed and a second regulating speed corresponding to the lower limit speed;

[0165] an upper boundary speed enhancement subunit, configured to: determine the sum of the upper boundary speed and the first adjustment speed as an enhanced upper boundary speed;

[0166] a lower boundary speed enhancement subunit, configured to: determine the difference between the lower boundary speed and the second adjustment speed as an enhanced lower boundary speed;

[0167] The first boundary replacement subunit is configured to: replace the upper boundary speed of the initial shift speed interval with the enhanced upper boundary speed, and replace the lower boundary speed of the initial shift speed interval with the actual shift speed range after the enhanced lower boundary speed is increased, so that the vehicle can perform shift control according to the actual shift speed range.

[0168] In some embodiments, the speed margin reduction module includes:

[0169] The maximum rated speed determination unit is configured to: determine the maximum rated speed;

[0170] The enhanced speed margin determination unit is configured to determine a speed difference between a maximum speed and the maximum rated speed, and determine a ratio of the speed difference to the maximum speed as a reduced enhanced speed margin for the vehicle to control the supercharger according to the enhanced speed margin.

[0171] In some embodiments, the speed margin reduction module further includes:

[0172] an operating time determination unit, configured to: determine an operating time of the supercharger operating at the enhanced speed margin;

[0173] The margin recovery unit is configured to: in response to the working time being greater than or equal to a preset safety time, switch the sand enhancement mode to the sand mode, and increase the enhanced speed margin to the requested speed margin.

[0174] For the convenience of description, the above device is described in terms of functions divided into various modules. Of course, when implementing the present application, the functions of each module can be implemented in the same or multiple software and / or hardware.

[0175] The device of the above embodiment is used to implement the corresponding vehicle performance control method in any of the above embodiments, and has the beneficial effects of the corresponding method embodiment, which will not be repeated here.

[0176] Based on the same inventive concept, corresponding to any of the above-mentioned embodiments, the present application also provides an electronic device, including a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein when the processor executes the program, the method for controlling the vehicle performance described in any of the above embodiments is implemented.

[0177] Figure 8 A more specific schematic diagram of the hardware structure of an electronic device provided in this embodiment is shown, and the device may include: a processor 1010, a memory 1020, an input / output interface 1030, a communication interface 1040, and a bus 1050. The processor 1010, the memory 1020, the input / output interface 1030, and the communication interface 1040 are connected to each other through the bus 1050 in the device.

[0178] The processor 1010 can be implemented by a general-purpose CPU (Central Processing Unit), a microprocessor, an application-specific integrated circuit (ASIC), or one or more integrated circuits, and is used to execute relevant programs to implement the technical solutions provided in the embodiments of this specification.

[0179] The memory 1020 may be implemented in the form of ROM (Read Only Memory), RAM (Random Access Memory), static storage device, dynamic storage device, etc. The memory 1020 may store an operating system and other application programs. When the technical solutions provided in the embodiments of this specification are implemented by software or firmware, the relevant program codes are stored in the memory 1020 and are called and executed by the processor 1010.

[0180] The input / output interface 1030 is used to connect the input / output module to realize information input and output. The input / output module can be configured in the device as a component (not shown in the figure), or it can be externally connected to the device to provide corresponding functions. The input device may include a keyboard, a mouse, a touch screen, a microphone, various sensors, etc., and the output device may include a display, a speaker, a vibrator, an indicator light, etc.

[0181] The communication interface 1040 is used to connect a communication module (not shown) to realize communication interaction between the device and other devices. The communication module can realize communication through wired means (such as USB, network cable, etc.) or wireless means (such as mobile network, WIFI, Bluetooth, etc.).

[0182] The bus 1050 includes a path that transmits information between the various components of the device (eg, the processor 1010 , the memory 1020 , the input / output interface 1030 , and the communication interface 1040 ).

[0183] It should be noted that, although the above device only shows the processor 1010, the memory 1020, the input / output interface 1030, the communication interface 1040 and the bus 1050, in the specific implementation process, the device may also include other components necessary for normal operation. In addition, it can be understood by those skilled in the art that the above device may also only include the components necessary for implementing the embodiments of the present specification, and does not necessarily include all the components shown in the figure.

[0184] The electronic device of the above embodiment is used to implement the corresponding vehicle performance control method in any of the above embodiments, and has the beneficial effects of the corresponding method embodiment, which will not be repeated here.

[0185] Based on the same inventive concept, corresponding to any of the above-mentioned embodiment methods, the present application also provides a non-transitory computer-readable storage medium, wherein the non-transitory computer-readable storage medium stores computer instructions, and the computer instructions are used to enable the computer to execute the vehicle performance control method described in any of the above embodiments.

[0186] The computer-readable medium of this embodiment includes permanent and non-permanent, removable and non-removable media, and information storage can be implemented by any method or technology. Information can be computer-readable instructions, data structures, modules of programs, or other data. Examples of computer storage media include, but are not limited to, phase change memory (PRAM), static random access memory (SRAM), dynamic random access memory (DRAM), other types of random access memory (RAM), read-only memory (ROM), electrically erasable programmable read-only memory (EEPROM), flash memory or other memory technology, read-only compact disk read-only memory (CD-ROM), digital versatile disk (DVD) or other optical storage, magnetic cassettes, magnetic tape magnetic disk storage or other magnetic storage devices or any other non-transmission media that can be used to store information that can be accessed by a computing device.

[0187] The computer instructions stored in the storage medium of the above embodiments are used to enable the computer to execute the vehicle performance control method described in any of the above embodiments, and have the beneficial effects of the corresponding method embodiments, which will not be repeated here.

[0188] Based on the same inventive concept, corresponding to any of the above-mentioned embodiment methods, the present application also provides a vehicle, including the electronic device or vehicle performance control device described in any of the above embodiments, and the vehicle performance control method described in any of the above embodiments is executed by the electronic device or the vehicle performance control device, and has the beneficial effects of the corresponding method embodiments, which will not be repeated here.

[0189] A person skilled in the art should understand that the discussion of any of the above embodiments is merely illustrative and is not intended to imply that the scope of the present application (including the claims) is limited to these examples. In line with the concept of the present application, the technical features in the above embodiments or different embodiments may be combined, the steps may be implemented in any order, and there are many other variations of the different aspects of the embodiments of the present application as described above, which are not provided in detail for the sake of simplicity.

[0190] In addition, to simplify the description and discussion, and in order not to make the embodiments of the present application difficult to understand, the known power / ground connections to the integrated circuit (IC) chip and other components may or may not be shown in the provided drawings. In addition, the device may be shown in the form of a block diagram to avoid making the embodiments of the present application difficult to understand, and this also takes into account the fact that the details of the implementation of these block diagram devices are highly dependent on the platform on which the embodiments of the present application are to be implemented (that is, these details should be fully within the scope of understanding of those skilled in the art). Where specific details (e.g., circuits) are set forth to describe exemplary embodiments of the present application, it is obvious to those skilled in the art that the embodiments of the present application can be implemented without these specific details or with changes in these specific details. Therefore, these descriptions should be considered illustrative rather than restrictive.

[0191] Although the present application has been described in conjunction with specific embodiments of the present application, many alternatives, modifications and variations of these embodiments will be apparent to those skilled in the art from the foregoing description. For example, other memory architectures (e.g., dynamic RAM (DRAM)) may use the discussed embodiments.

[0192] The embodiments of the present application are intended to cover all such substitutions, modifications and variations that fall within the broad scope of the appended claims. Therefore, any omissions, modifications, equivalent substitutions, improvements, etc. made within the spirit and principles of the embodiments of the present application should be included in the scope of protection of the present application.

Claims

1. A method for controlling vehicle performance, characterized in that: include: Determining a current gear position, and determining an initial shift speed range for the current gear position; Determine an initial speed margin of the supercharger; wherein the speed margin is a ratio of a difference between a maximum speed of the supercharger and a rated speed to the maximum speed; In response to receiving a sand mode switching instruction, switching the current operating mode to the sand mode, reducing the initial speed margin, and increasing the initial shift speed range; determining a requested speed margin obtained by reducing the initial speed margin, and determining a maximum output torque corresponding to the requested speed margin; monitoring the real-time output torque of the sand mode; In response to the real-time output torque being the maximum output torque in the sand mode and the output duration of the maximum output torque being greater than or equal to a preset duration threshold, the sand mode is switched to a sand enhancement mode, and the requested speed margin is reduced.

2. The vehicle performance control method according to claim 1, characterized in that: The reducing the initial rotation speed margin comprises: determining an initial rated speed corresponding to the initial speed margin; Determining the sum of the initial rated speed and the preset speed adjustment value as the adjusted speed; A differential speed between the maximum speed and the adjusted speed is determined, and a ratio of the differential speed to the maximum speed is determined as a reduced requested speed margin, so that the vehicle controls the supercharger according to the requested speed margin.

3. The vehicle performance control method according to claim 1, characterized in that: The increasing the initial shift speed range includes: Determining whether the current gear is the lowest gear; In response to the current gear being the lowest gear, determining an upper boundary speed of the initial gear shift speed interval, and increasing the initial gear shift speed interval according to the upper boundary speed; In response to the current gear not being the lowest gear, an upper boundary speed and a lower boundary speed of the initial gear-shifting speed interval are determined, and the initial gear-shifting speed interval is increased according to the upper boundary speed and the lower boundary speed.

4. The vehicle performance control method according to claim 3, characterized in that: The increasing the initial shift speed range according to the upper boundary speed includes: Determining a first adjustment speed corresponding to the upper boundary speed; determining the sum of the upper boundary speed and the first adjustment speed as the enhanced upper boundary speed; The upper boundary speed of the initial shift speed interval is replaced by the enhanced upper boundary speed to obtain an increased actual shift speed range, so that the vehicle can perform shift control according to the actual shift speed range.

5. The vehicle performance control method according to claim 3, characterized in that: The increasing the initial shift speed range according to the upper speed limit and the lower speed limit includes: Determining a first adjustment speed corresponding to the upper boundary speed and a second adjustment speed corresponding to the lower boundary speed; determining the sum of the upper boundary speed and the first adjustment speed as the enhanced upper boundary speed; determining a difference between the lower boundary speed and the second adjustment speed as an enhanced lower boundary speed; The upper boundary speed of the initial shift speed interval is replaced by the enhanced upper boundary speed, and the lower boundary speed of the initial shift speed interval is replaced by the actual shift speed range after the enhanced lower boundary speed is increased, so that the vehicle can perform shift control according to the actual shift speed range.

6. The vehicle performance control method according to claim 1, characterized in that: The reducing the requested speed margin includes: Determine the maximum rated speed; A speed difference between a maximum speed and the maximum rated speed is determined, a ratio of the speed difference to the maximum speed is determined as an enhanced speed margin, and the requested speed margin is reduced to the enhanced speed margin so that the vehicle controls the supercharger according to the enhanced speed margin.

7. The vehicle performance control method according to claim 6, characterized in that: After determining the enhanced speed margin, the method further includes: determining an operating time of the supercharger operating at the enhanced speed margin; In response to the operating time being greater than or equal to a preset safety time, the sand enhancement mode is switched to the sand mode, and the enhanced speed margin is increased to the requested speed margin.

8. An electronic device comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, characterized in that: When the processor executes the program, the method according to any one of claims 1 to 7 is implemented.

9. A vehicle, characterized in that: Comprising the electronic device as claimed in claim 8.

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