Control method of vehicle and vehicle

Abstract

The embodiment of the present disclosure discloses a control method of a vehicle and the vehicle, the control method of the vehicle comprises: in response to a water pump fault on an engine cooling circuit; obtaining a first water temperature of a part of the cooling circuit between an engine water outlet and an electronic thermostat; the maximum value of the temperature difference between the water temperature of the cylinder head at different engine speeds when the water pump stops and the first water temperature is a first temperature difference, and the tolerance water temperature of the engine cylinder head and the first temperature difference have a second temperature difference; and controlling the start-stop of the engine according to the first water temperature and the second temperature difference.

Description

Technical Field

[0001] This disclosure relates to the field of automotive technology, and more particularly to a vehicle control method and a vehicle. Background Technology

[0002] With the continuous development of automotive technology, the intelligentization and electrification of vehicles are the mainstream trends in engine technology upgrades. With the deepening of hybridization, engine cooling systems have evolved from the mechanical water pump (MWP) combined with a wax thermostat to the electric water pump (EWP) combined with an electronic thermostat.

[0003] The electronic water pump decouples coolant flow from engine speed in the engine cooling circuit, and the electronic thermostat decouples thermostat opening from coolant temperature in the cooling circuit. This allows for independent control of the electronic water pump, separate from engine speed, and active opening and closing of the electronic thermostat, greatly increasing the intelligence and precision of the cooling system. This is beneficial for precise control of engine coolant temperature and the vehicle's air conditioning system, providing a technological foundation for improving engine thermal efficiency. While electrification provides more precise control for the engine and electric water pump, the requirements for the coordinated control of the engine and electric water pump are becoming increasingly stringent to improve engine stability and reliability. Summary of the Invention

[0004] In view of this, the present disclosure provides a vehicle control method and a vehicle.

[0005] According to some aspects of embodiments of this disclosure, a vehicle control method is provided, including:

[0006] In response to a water pump failure in the engine cooling circuit;

[0007] Obtain the first water temperature at the engine outlet;

[0008] When the water pump is disconnected, the maximum value of the temperature difference between the cylinder head water temperature and the first water temperature at different engine speeds is the first temperature difference. The engine cylinder head has a second temperature difference with respect to the first temperature difference. The engine start-stop is controlled according to the first water temperature and the second temperature difference.

[0009] In some embodiments, the control method includes:

[0010] In response to the first water temperature being greater than or equal to the second temperature difference, the engine is controlled to stop.

[0011] In some embodiments, the control method includes:

[0012] Control the water pump to perform the first self-diagnostic cycle operation, and restart the water pump a target number of times;

[0013] The water pump malfunctions and stops during the first self-diagnostic cycle operation.

[0014] In some embodiments, the control method further includes:

[0015] In response to the failure of the first self-diagnostic cycle operation to eliminate the fault, and the first water temperature being greater than or equal to the second temperature difference, the engine is controlled to shut down.

[0016] In some embodiments, the control method further includes:

[0017] In response to the first water temperature being less than the second temperature difference, the water pump is controlled to perform the second self-diagnostic cycle operation.

[0018] In some embodiments, the control method further includes:

[0019] In response to the water pump malfunction being eliminated during the second self-diagnostic cycle operation and the first water temperature being less than the second temperature difference, the self-diagnostic cycle operation is stopped.

[0020] In response to the first water temperature being greater than or equal to the second temperature difference, the engine is controlled to stop.

[0021] In some embodiments, the control method further includes:

[0022] In response to the first water temperature being less than the second temperature difference, and the water pump failing to eliminate the fault during the second self-diagnostic cycle operation, the engine is controlled to operate at the target speed or torque.

[0023] Control the water pump to perform the third self-diagnostic cycle operation.

[0024] In some embodiments, the control method includes:

[0025] In response to the water pump malfunction being eliminated during the third self-diagnostic cycle operation and the first water temperature being less than the second temperature difference, the third self-diagnostic cycle operation is stopped.

[0026] In response to the first water temperature being greater than or equal to the second temperature difference, the engine is controlled to stop.

[0027] In some embodiments, the control method includes:

[0028] In response to the failure of the water pump to eliminate the fault during the third self-diagnostic cycle operation, and the first water temperature being lower than the second temperature difference, the engine is controlled to shut down.

[0029] According to some aspects of embodiments of the present disclosure, a vehicle is provided, including...

[0030] Processor; and

[0031] Memory used to store processor-executable instructions;

[0032] The processor is configured to execute the control method.

[0033] This disclosure provides a vehicle control method that, in response to a water pump failure in the engine cooling circuit, acquires a first water temperature in a portion of the cooling circuit between the engine outlet and the electronic thermostat. When the water pump is disconnected, the maximum value of the temperature difference between the cylinder head water temperature and the first water temperature at different engine speeds is defined as a first temperature difference. The engine cylinder head's withstand water temperature has a second temperature difference compared to the first temperature difference. The engine start / stop is controlled based on the first water temperature and the second temperature difference. The first water temperature at the engine outlet is the real-time temperature acquired by temperature-sensing components such as a temperature sensor at the outlet. The first temperature difference is the test value under different engine operating conditions. The engine cylinder head's withstand water temperature is the component design value, and the second temperature difference is a set value. Therefore, the success of water pump troubleshooting is determined based on the relationship between the first temperature and the second temperature difference, allowing for flexible control of the engine start / stop, reducing the risk of engine overheating and damage due to water pump failure, promptly alerting the driver to potential malfunctions, and reducing the probability of accidents. Attached Figure Description

[0034] Figure 1 This is a schematic diagram of an exemplary system including an engine, according to an embodiment of the present disclosure;

[0035] Figure 2 This is a schematic diagram of an exemplary engine body according to an embodiment of the present disclosure;

[0036] Figure 3 This is a flowchart illustrating an exemplary vehicle control method according to an embodiment of the present disclosure;

[0037] Figure 4 This is a schematic diagram of an exemplary vehicle according to an embodiment of the present disclosure. Detailed Implementation

[0038] Exemplary embodiments of the present disclosure will now be described in more detail with reference to the accompanying drawings. While exemplary embodiments of the present disclosure are shown in the drawings, it should be understood that the present disclosure may be implemented in various forms and should not be limited to the specific embodiments set forth herein. Rather, these embodiments are provided so that this disclosure will be thorough and complete, and will fully convey the scope of the disclosure to those skilled in the art.

[0039] In the following description, numerous specific details are set forth in order to provide a more thorough understanding of this disclosure. However, it will be apparent to those skilled in the art that this disclosure may be practiced without one or more of these details. In other instances, to avoid confusion with this disclosure, certain technical features well-known in the art have not been described; that is, not all features of actual embodiments are described herein, nor are well-known functions and structures described in detail.

[0040] It should be understood that although the terms first, second, third, etc., may be used to describe various elements, components, areas, layers, and / or parts, these elements, components, areas, layers, and / or parts should not be limited by these terms. These terms are only used to distinguish one element, component, area, layer, or part from another element, component, area, layer, or part. Therefore, without departing from the teachings of this disclosure, the first element, component, area, layer, or part discussed below may be referred to as a second element, component, area, layer, or part. And the discussion of a second element, component, area, layer, or part does not imply that the first element, component, area, layer, or part necessarily exists in this disclosure.

[0041] The terminology used herein is for the purpose of describing particular embodiments only and is not intended to limit this disclosure. When used herein, the singular forms “a,” “an,” and “the” are also intended to include the plural forms unless the context clearly indicates otherwise. It should also be understood that the terms “comprise” and / or “comprising,” when used in this specification, identify the presence of the stated features, integers, steps, operations, elements, and / or components, but do not exclude the presence or addition of one or more other features, integers, steps, operations, elements, components, and / or groups. When used herein, the term “and / or” includes any and all combinations of the associated listed items.

[0042] It should be understood that the phrases "some embodiments" or "an embodiment" throughout the specification mean that a specific feature, structure, or characteristic related to an embodiment is included in at least one embodiment of this disclosure. Therefore, "some embodiments" or "an embodiment" appearing throughout the specification do not necessarily refer to the same embodiment. Furthermore, these specific features, structures, or characteristics can be combined in any suitable manner in one or more embodiments. It should be understood that in the various embodiments of this disclosure, the sequence numbers of the above processes do not imply a sequential order of execution; the execution order of each process should be determined by its function and internal logic, and should not constitute any limitation on the implementation process of the embodiments of this disclosure.

[0043] With the continuous development and popularization of vehicle intelligence and electrification, more and more engines are using electric water pumps to replace traditional mechanical water pumps, optimizing and upgrading the cooling system. As the heart of the cooling system, if the electric water pump malfunctions and stops, the coolant flow stops, and the engine will overheat and be damaged quickly. Electric water pumps have a series of fault diagnosis methods, and current countermeasures from vehicle manufacturers are based on the water pump's own diagnosis; that is, after identifying a water pump fault, they take degraded measures such as limiting torque or shutting down the engine. However, after a water pump failure, no matter how much the engine operating conditions are reduced (torque limiting), it is impossible to effectively dissipate heat from the engine. To avoid engine overheating, the engine will shut down after running at low torque or low speed for a period of time, failing to guarantee the vehicle's safe range. The water pump mentioned in this disclosure can include electric water pumps, mechanical water pumps, and centrifugal pumps. Here, an electric water pump is used as an example. This electric water pump can be any part of the engine cooling circuit, it can be the main electric water pump of the cooling circuit, or it can be an auxiliary electric water pump of the cooling circuit. The engine cooling system may include engine water jackets that surround the engine block and cylinder head, vehicle radiators, vehicle air conditioning systems, and cooling circuits that connect various components. The cooling circuits may be various pipes used for coolant flow.

[0044] The main electric water pump in the engine cooling circuit can be installed in the cooling circuit (or cooling line) connecting the vehicle radiator and the engine. For example, the main electric water pump can be installed on the cooling line connecting the engine outlet and the radiator inlet, or on the cooling line connecting the engine inlet and the radiator outlet. The operation of the main electric water pump can force the coolant in the cooling circuit of the engine cooling system to circulate, so that the engine, air conditioning system and radiator can exchange or transfer heat, maintain the normal operating temperature of the engine, and also provide heat for the air conditioning system inside the vehicle's cabin.

[0045] According to some aspects of embodiments of this disclosure, Figure 1 A schematic diagram of an engine system is provided, such as... Figure 1As exemplified, the system may include: an engine block 11, which may include an engine block and an engine cylinder head; a water jacket surrounding the engine block and cylinder head, which may be divided into a cylinder block water jacket for cooling the engine block and a cylinder head water jacket for cooling the cylinder head; a water pump 13, which may include an electric water pump, a mechanical water pump, a centrifugal pump, etc., and mainly provides coolant to the engine cooling system. The coolant flow rate of the water pump 13 can be adjusted by adjusting the speed of the water pump 13; a thermostat 12, which may include an electronic thermostat, a wax thermostat, etc., and can automatically adjust the engine's heat dissipation capacity according to the coolant temperature; a radiator 14 for cooling the engine block 11, and the coolant flow rate through the radiator 14 can be adjusted by adjusting the opening of the thermostat 13, thereby adjusting the radiator 14's heat dissipation capacity for the engine block 11; a water temperature sensor 15; and an engine control unit 19 (ECU). The unit (or control module), processor, etc., can obtain the current water temperature of the engine cooling system through the water temperature sensor 15, and thereby adjust the current water temperature of the engine cooling system by controlling the opening of the thermostat 12 and the speed of the water pump 13; the intake manifold temperature sensor 16, the ECU 19 can obtain the intake air temperature of the engine cooling system through the intake manifold temperature sensor 16; the engine speed sensor 17, the ECU 19 can obtain the engine speed through the engine speed sensor 17; the ambient temperature sensor 18, the ECU 19 can obtain the ambient temperature through the ambient temperature sensor 18; the ECU 19 can obtain engine operating information and information such as the current water temperature and ambient temperature of the engine cooling system, and thereby control the opening of the thermostat 12 and the speed of the water pump 13 according to the above information, thereby controlling the cooling of the engine body 11.

[0046] In some embodiments, Figure 2 A schematic diagram of an engine body is shown, in which the gap surrounding the cylinder 111 is part of a water jacket. Figure 1 and Figure 2As shown, the water pump 13 can be installed at the engine's outlet or inlet. The water temperature sensor 15 can be installed in the cooling circuit between the engine outlet and the thermostat 12 to characterize the main water temperature of the engine block 11. Other water temperature sensors can also be installed to characterize the water temperature of the engine cylinder head. The water temperature sensor 15, intake manifold temperature sensor 16, engine speed sensor 17, ambient temperature sensor 18, and other sensors are connected to the ECU 19 via wired or wireless connections to exchange data, feeding back relevant data parameters to the ECU 19. The ECU 19 uses this data to control the engine's start / stop, speed, and torque. The ECU 19 can also control the water pump's operation and speed based on the relevant data. The engine block 11, water pump 13, radiator 14, and thermostat 12 can be connected by pipes, with coolant flowing through these pipes to form a cooling circuit.

[0047] In some embodiments, ECU 19 may be part of an engine management system (EMS), and ECU 19 may be controlled by a vehicle control unit. In other embodiments, Figure 1 The ECU 19 in the system can be a control component, including various processors with computing functions, including but not limited to ECU (Engine Control Unit), VCU (Vehicle Control Unit), and MCU (Micro Controller Unit).

[0048] In some embodiments, Figure 1 The system shown, including the engine unit, can be applied to hybrid vehicle solutions, which may be equipped with an internal combustion engine, a drive motor, a charger, and a battery. In some specific examples, the engine drives a generator to produce electricity, which drives the drive motor to power the wheels and propel the vehicle; the remaining electricity from the generator can charge the battery. In some specific embodiments, the engine drives a generator to produce electricity, the battery discharges, and the electricity generated by both drives the drive motor to power the wheels and propel the vehicle. In some specific examples, the engine is power-coupled with a clutch to drive the wheels, and the battery discharges to drive the drive motor to power the wheels, jointly propelling the vehicle. In some embodiments, the engine is power-coupled with a clutch to drive the wheels and propel the vehicle; in this case, the battery does not discharge, and the engine drives the vehicle alone. In some embodiments, the engine is off, and the battery discharges to drive the drive motor to propel the vehicle; in this case, the vehicle is in pure electric driving mode. The operating conditions and intervention conditions of the hybrid vehicle's engine and battery can be controlled by the ECU or VCU to achieve optimal engine thermal efficiency, resulting in optimal fuel economy and optimal driving range.

[0049] According to some aspects of embodiments of this disclosure, Figure 3 A method for controlling a vehicle is provided, comprising:

[0050] In response to a water pump failure in the engine cooling circuit, the first water temperature at the engine outlet is obtained;

[0051] When the water pump is disconnected, the maximum value of the temperature difference between the cylinder head water temperature and the first water temperature at different engine speeds is the first temperature difference. The engine cylinder head's tolerance water temperature has a second temperature difference compared to the first temperature difference. The engine start-stop is controlled based on the first water temperature and the second temperature difference.

[0052] In some embodiments, the control method includes: controlling the engine to stop in response to the first water temperature being greater than or equal to the second temperature difference.

[0053] The first water temperature can be the water temperature in the cooling circuit between the engine outlet and the thermostat 12, which can be determined by... Figure 1 The water temperature sensor 15, as shown, measures a real-time water temperature that can be continuously or intermittently measured when the vehicle is started. This real-time temperature is used to monitor the engine's temperature and can serve as the primary water temperature for the cooling system. The primary water temperature is the current water temperature under a specific engine operating condition or at a specific moment. This primary water temperature is a real-time changing value based on different engine speeds or torque outputs. The purpose of the engine cooling system is to maintain the primary water temperature within a target temperature range, ensuring the engine operates normally and stably. The ECU 19 can control the opening and closing of the thermostat 12 and the speed of the water pump 13 based on the primary water temperature to keep the engine within its target operating temperature range.

[0054] In some embodiments, when the first water temperature is greater than the target water temperature, the thermostat 12 can be fully opened, allowing the coolant in the cooling circuit to flow through the water pump 13 to the engine block's water jacket, then through the thermostat 12 to the radiator 14, then through the radiator 14 to the water pump 13, and finally through the water pump 13 back to the engine block's water jacket, thus forming a large cooling cycle for the engine. During this large cycle, the speed of the water pump 13 can be increased to accelerate the cooling of the engine block. When the first water temperature is less than the target water temperature, the thermostat 12 can be fully closed, allowing the coolant in the cooling circuit to flow through the water pump 13 to the engine block's water jacket, with only the thermostat 12 flowing to the water pump 13, and then through the water pump 13 back to the engine block's water jacket, thus forming a small cooling cycle for the engine. During this small cycle, the speed of the water pump can be reduced.

[0055] In some embodiments, when the thermostat 12 is fully open and the first water temperature is less than or equal to the target water temperature, the cooling capacity of the coolant in the cooling circuit meets the current engine cooling requirements. Overcooling of the engine water jacket is not conducive to stable engine operation and reduces thermal efficiency. At this time, the speed of the water pump 13 can be reduced; or the speed of the water pump 13 can be kept constant while the opening of the thermostat 12 is partially opened, so that the large and small circulations of the engine can be carried out simultaneously, avoiding the failure caused by the instantaneous decrease in the speed of the water pump 13.

[0056] For example, water pump failures may include, but are not limited to, water pump stall failure preventing startup, water pump speed inability to be adjusted, and water pump overload burnout. Water pump failure can cause the coolant to fail to provide the cooling required for the engine under current operating conditions, thereby causing engine overheating, engine shutdown, or even engine damage. This disclosure provides a method for self-diagnosing water pump stall failures and, based on the water pump troubleshooting situation, controls the engine start / stop to protect the engine.

[0057] In this embodiment, the engine cylinder head's withstand coolant temperature is the highest safe operating temperature designed for the engine cylinder head. This temperature is a design value when the engine leaves the factory. The first temperature difference is obtained based on this withstand coolant temperature according to relevant testing standards. In some embodiments, when testing the engine, an additional cylinder head outlet temperature measuring point can be installed on the engine test bench. The water pump (main electric water pump) can be disconnected to prevent it from working or to remove it to simulate a failure such as a water pump stall. The cylinder head outlet coolant temperature Th is monitored in real time under different engine speeds and loads. The cylinder head outlet coolant temperature Th can characterize the cylinder head coolant temperature. It is ensured that the temperature difference between the cylinder head coolant temperature Th and the maximum permissible cylinder head coolant temperature Thmax is greater than the safety margin Tc. If they are equal, the engine is forced to stop. The cylinder head coolant temperature Th can be a real-time value. Here, the cylinder head coolant temperature Th can be a relatively stable coolant temperature when the engine reaches the target speed, or it can be the maximum cylinder head coolant temperature Th to meet more operating conditions. The difference ΔTi between the cylinder head coolant temperature Th and the engine main coolant temperature Tm is calculated when the cylinder head coolant temperature Th reaches its maximum. The largest ΔTi is then taken as ΔTmax, which can be recorded as the first temperature difference. There is a corresponding relationship between the engine cylinder head coolant temperature Th and the engine outlet coolant temperature Tm; the larger Th is, the larger Tm is, and a certain temperature difference may exist between Th and Tm.

[0058] The maximum allowable cylinder head water temperature Thmax is an input for engine design; it is the maximum temperature that the engine can withstand without being damaged during normal combustion. Tm can be the main engine water temperature or the main water temperature of the cooling system, which is the first water temperature at the engine outlet and can be measured by a water temperature sensor at the engine outlet or by a water temperature sensor set on the cooling circuit between the engine outlet and the thermostat. Thmax - ΔTmax is denoted as the second temperature difference. The first temperature difference and the second temperature difference are calibration values when the engine leaves the factory and are stored in the vehicle's memory for the ECU to call. The first water temperature is the real-time value monitored by the water temperature sensor. If the current first water temperature Tm is greater than or equal to the second temperature difference, that is, Tm ≥ Thmax - ΔTmax, it means that a pump failure may cause the real-time water temperature of the cylinder head to exceed the maximum tolerable water temperature designed for the engine cylinder head, or the temperature difference between the cylinder head water temperature and the maximum allowable cylinder head water temperature is greater than the safety margin. At this time, the engine needs to be stopped to avoid engine overheating and damage. For hybrid vehicles equipped with a battery, after the engine stops, the battery can supply power to the drive motor to drive the vehicle, reducing the risk of safety accidents caused by power loss.

[0059] The embodiments of the present disclosure provide a control method for a vehicle. In response to a pump failure in the engine cooling circuit, the first water temperature of a partial cooling circuit between the engine outlet and the electronic thermostat is obtained. The maximum value of the temperature difference between the cylinder head water temperature and the first water temperature at different engine speeds when the pump is disconnected is the first temperature difference. There is a second temperature difference between the tolerable water temperature of the engine cylinder head and the first temperature difference. The start and stop of the engine are controlled according to the first water temperature and the second temperature difference. The first water temperature at the engine outlet is the real-time temperature obtained by temperature sensing components such as a temperature sensor at the outlet. The first temperature difference is a test value under different engine conditions. The tolerable water temperature of the engine cylinder head is a component design value. The second temperature difference is a set value. Thus, it is determined whether the pump fault removal is successful according to the magnitude relationship between the first temperature and the second temperature difference. When the first temperature is greater than or equal to the second temperature difference, Tm ≥ Thmax - ΔTmax, the engine is controlled to stop, reducing the risk of engine overheating and damage caused by excessive water temperature due to pump failure, timely reminding the driver of the fault risk, and reducing the probability of safety accidents. When the first temperature is less than the second temperature difference, Tm < Thmax - ΔTmax, the engine operation does not need to be stopped and the self-diagnosis cycle operation of the pump is performed to restart the pump to eliminate the fault, thereby reducing the power loss caused by frequent engine stops.

[0060] In some embodiments, the pump can perform a self-diagnosis cycle operation to remove the fault and can be restarted multiple times in a cycle to eliminate the fault. The number of restart times is the calibrated target number, such as 3 times or more. The embodiments of the present disclosure do not limit the order of the steps of obtaining the first water temperature and determining the magnitude relationship between the first water temperature and the second temperature difference for the self-diagnosis cycle operation of the pump to control the start and stop of the engine.

[0061] In some embodiments, the control method includes: controlling the water pump to perform a first self-diagnosis cycle operation and restarting the water pump a target number of times; if the fault is eliminated during the first self-diagnosis cycle operation of the water pump, stopping the self-diagnosis cycle operation. During the first self-diagnosis cycle operation of the water pump, the engine may not stop, the engine may not perform fault degradation, and the engine speed and torque may not be reduced or restricted.

[0062] On a vehicle equipped with an engine, when the main electronic water pump determines that it is blocked, it starts the first self-diagnosis cycle and performs 3 shutdown restarts. If any one of the three water pump shutdown restarts meets the fault elimination condition, the water pump itself determines that the fault is eliminated, stops self-diagnosis, and the water pump resumes normal operation. If it is still determined that the fault exists after three shutdown restarts, it will remove the block and report the blockage fault to the ECU or EMS, and the blockage flag bit is set for the first time. The water pump blockage determination condition and the fault elimination determination condition can be set by the water pump manufacturer; if the fault is not eliminated at the end of the first self-diagnosis cycle operation, it is necessary to combine the first water temperature and the second temperature difference to determine whether to stop the engine or perform subsequent self-diagnosis cycle operations. The blockage flag bit is a status identifier or a determination result identifier, indicating that the self-diagnosis cycle operation of the water pump does not meet the fault elimination condition, and / or the first water temperature is greater than or equal to the second temperature difference, Tm≥Thmax-ΔTmax. Removing the block can be understood as解除当前自诊断循环操作除障失败的警报信息,跳过当前的自诊断循环操作,并准备进行下一步操作。

[0063] In some embodiments, the control method further includes: in response to the failure to eliminate the fault during the first self-diagnosis cycle operation and the first water temperature being greater than or equal to the second temperature difference, controlling the engine to stop.

[0064] In some embodiments, the control method further includes: in response to the first water temperature being less than the second temperature difference after the first self-diagnosis cycle operation, controlling the water pump to perform a second self-diagnosis cycle operation.

[0065] After the first self-diagnosis cycle operation, if the fault of the water pump is not eliminated and the pump blockage fault flag bit is set for the first time, if the current first water temperature Tm≥Thmax-ΔTmax, the ECU or EMS can report the water pump blockage fault code P2601 and force the engine to stop. At the same time, the instrument displays text and emits a voice reminder: engine water pump blockage fault, please stop and check; if the current main water temperature Tm<Thmax-ΔTmax, the ECU or EMS does not perform fault degradation and does not stop the engine, etc. The water pump can perform a second self-diagnosis cycle operation.

[0066] It should be noted that there is an unclear expression "解除当前自诊断循环操作除障失败的警报信息" in the original text which may need further clarification for a more accurate translation. Here it is tentatively translated as "解除当前自诊断循环操作除障失败的警报信息".In some embodiments, the control method further includes: in response to the elimination of the fault during the second self-diagnostic cycle operation of the water pump and the first water temperature being less than the second temperature difference, stopping the self-diagnostic cycle operation;

[0067] In response to the first water temperature being greater than or equal to the second temperature difference, controlling the engine to shut down.

[0068] When the water pump performs the second self-diagnostic cycle operation, the engine is turned on, and fault degradation operations such as speed and torque limitation may not be performed. For any restart during the second self-diagnostic cycle operation, if the current first water temperature Tm < Thmax - ΔTmax and the water pump itself determines that the fault has been eliminated, the self-diagnostic cycle operation stops and the water pump operates normally. If it is determined that the fault still exists after the second self-diagnostic cycle operation is completed, a second anti-stall operation will be performed and the fault will be reported. The stall flag bit can be set for the second time. For any restart during the second self-diagnostic process or after the second self-diagnostic operation is completed, if the current first water temperature Tm ≥ Thmax - ΔTmax, the ECU or EMS will report the water pump stall fault code P2601, force the engine to shut down, and at the same time, the instrument will display text and issue a voice reminder: Engine water pump stall fault, please stop and check.

[0069] In some embodiments, the control method further includes: in response to the first water temperature being less than the second temperature difference and the failure to eliminate the fault of the water pump during the second self-diagnostic cycle operation after the second self-diagnostic cycle operation, controlling the engine to operate at a target speed or torque; controlling the water pump to perform a third self-diagnostic cycle operation.

[0070] In some embodiments, the control method includes: in response to the elimination of the fault during the third self-diagnostic cycle operation of the water pump and the first water temperature being less than the second temperature difference, stopping the third self-diagnostic cycle operation; in response to the first water temperature being greater than or equal to the second temperature difference, controlling the engine to shut down.

[0071] In some embodiments, the control method includes: in response to the failure to eliminate the fault of the water pump during the third self-diagnostic cycle operation and the first water temperature being less than the second temperature difference, controlling the engine to shut down.

[0072] When the second self-diagnosis cycle operation of the water pump fails to eliminate the fault, and the first water temperature is less than the second temperature difference, the stall flag bit can be set for the second time when Tm < Thmax - ΔTmax. The ECU or EMS will limit the engine to operate in a fixed condition, which may include a fixed speed and / or a fixed torque. For example, the speed is 1000 rpm and the torque is 30 NM. The above condition parameters can be calibration parameters stored in the storage device of the vehicle. At this time, it can be considered that the engine performs fault degradation due to the failure to eliminate the fault after multiple self-diagnosis cycle operations. After the stall flag bit is set for the second time, the water pump starts the third self-diagnosis cycle operation. When the water pump performs the third self-diagnosis cycle operation, the engine is started and fault degradation operations such as speed and torque limitation are performed to protect the engine.

[0073] During the third self-diagnosis process, if the current first water temperature Tm < Thmax - ΔTmax and the water pump itself determines that the fault is eliminated, the self-diagnosis cycle stops and the water pump operates normally. If the water pump determines that the fault still exists, it will perform the third jam removal and report the fault, and the stall flag bit will be set for the third time. After any restart during the third self-diagnosis process or after the third self-diagnosis cycle operation ends, if the current first water temperature Tm ≥ Thmax - ΔTmax, the ECU or EMS will report the water pump stall fault code P2601, force the engine to stop, and at the same time, the instrument will display text and issue a voice reminder: Engine water pump stall fault, please stop and check.

[0074] When the water pump fails to eliminate the fault after the third self-diagnosis cycle operation and / or fails to make the current first water temperature Tm < Thmax - ΔTmax, the stall flag bit can be set for the third time, and the ECU or EMS will report the water pump stall fault code P2601, force the engine to stop, and at the same time, the instrument will display text and issue a voice reminder: Engine water pump stall fault, please stop and check.

[0075] According to some aspects of the embodiments of the present disclosure, Figure 4 A vehicle 400 is provided, which may at least include:

[0076] A processor 401; and a memory 402 for storing executable instructions of the processor 401;

[0077] Wherein, the processor 401 is configured to execute the above control method.

[0078] Refer to Figure 4As shown, the vehicle may include a processor 401, a communication interface 403, and a memory 402. The processor 401 and the memory 402 are coupled and interact with each other via the communication interface 403. The processor 401 can control the overall operation of the vehicle 400, including but not limited to the vehicle control method provided in this embodiment. The communication interface 403 enables the on-board electronic equipment to communicate with other terminals or servers via a network. The memory 402 is configured to store instructions and applications executable by the processor 401, and can also cache data to be processed or already processed by the processor 401 and various modules in the on-board electronic equipment (e.g., image data, audio data, voice communication data, and video communication data). It can be implemented using flash memory or random access memory (RAM). Data can be transmitted between the processor 401, the communication interface 403, and the memory 402 via a bus 404. The processor 401 is used to execute some or all of the steps in the above-described vehicle operation control method.

[0079] According to some aspects of embodiments of the present disclosure, a computer-readable storage medium is provided having a computer program stored thereon, which, when executed by a processor, implements some or all of the steps in the control method described above.

[0080] Storage media can be magnetic random access memory (FRAM), read-only memory (ROM), programmable read-only memory (PROM), erasable programmable read-only memory (EPROM), electrically erasable programmable read-only memory (EEPROM), flash memory, magnetic surface memory, optical disc, or compact disc read-only memory (CD-ROM), etc.

[0081] In some embodiments, executable instructions may take the form of a program, software, software module, script, or code, written in any form of programming language (including compiled or interpreted languages, or declarative or procedural languages), and may be deployed in any form, including as a standalone program or as a module, component, subroutine, or other unit suitable for use in a computing environment.

[0082] As an example, executable instructions may, but do not necessarily, correspond to files in a file system. They may be stored as part of a file that holds other programs or data, for example, in one or more scripts in a Hyper Text Markup Language (HTML) document, in a single file dedicated to the program in question, or in multiple collaborative files (e.g., a file that stores one or more modules, subroutines, or code sections).

[0083] As an example, executable instructions can be deployed to execute on a single electronic device, or on multiple electronic devices located at one location, or on multiple electronic devices distributed across multiple locations and interconnected via a communication network.

[0084] The above description is merely a specific embodiment of this disclosure, but the scope of protection of this disclosure is not limited thereto. Any changes or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in this disclosure should be included within the scope of protection of this disclosure.

Claims

1. A method for controlling a vehicle, characterized in that, include: In response to a water pump failure in the engine cooling circuit, the first water temperature at the engine outlet is obtained; When the water pump is disconnected, the maximum value of the temperature difference between the cylinder head water temperature and the first water temperature at different engine speeds is the first temperature difference. The engine cylinder head has a second temperature difference with respect to the first temperature difference. The engine start-stop is controlled according to the first water temperature and the second temperature difference.

2. The control method according to claim 1, characterized in that, The control method includes: In response to the first water temperature being greater than or equal to the second temperature difference, the engine is controlled to stop.

3. The control method according to claim 1, characterized in that, The control method includes: Control the water pump to perform the first self-diagnostic cycle operation, and restart the water pump a target number of times; The water pump malfunctions and stops during the first self-diagnostic cycle operation.

4. The control method according to claim 3, characterized in that, The control method further includes: In response to the failure of the first self-diagnostic cycle operation to eliminate the fault, and the first water temperature being greater than or equal to the second temperature difference, the engine is controlled to shut down.

5. The control method according to claim 4, characterized in that, The control method further includes: In response to the first water temperature being less than the second temperature difference, the water pump is controlled to perform the second self-diagnostic cycle operation.

6. The control method according to claim 5, characterized in that, The control method further includes: In response to the water pump malfunction being eliminated during the second self-diagnostic cycle operation and the first water temperature being less than the second temperature difference, the self-diagnostic cycle operation is stopped. In response to the first water temperature being greater than or equal to the second temperature difference, the engine is controlled to stop.

7. The control method according to claim 6, characterized in that, The control method further includes: In response to the first water temperature being less than the second temperature difference, and the water pump failing to eliminate the fault during the second self-diagnostic cycle operation, the engine is controlled to operate at the target speed or torque. Control the water pump to perform the third self-diagnostic cycle operation.

8. The control method according to claim 7, characterized in that, The control method includes: In response to the water pump malfunction being eliminated during the third self-diagnostic cycle operation and the first water temperature being less than the second temperature difference, the third self-diagnostic cycle operation is stopped. In response to the first water temperature being greater than or equal to the second temperature difference, the engine is controlled to stop.

9. The control method according to claim 8, characterized in that, The control method includes: In response to the failure of the water pump to eliminate the fault during the third self-diagnostic cycle operation, and the first water temperature being greater than or equal to the second temperature difference, the engine is controlled to shut down.

10. A vehicle, characterized in that, include Processor; and Memory used to store processor-executable instructions; The processor is configured to perform the control method as described in any one of claims 1 to 9.

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