Water pump operation control method, engine and vehicle

Abstract

The invention provides a water pump operation control method, an engine and a vehicle, and relates to the technical field of engines, the method is executed by a water pump controller, and the method comprises the following steps: in response to determining that communication with an engine controller is abnormal, judging whether the engine operates or not; in response to determining that the engine operates, controlling the water pump to operate according to the target duty ratio; wherein the target duty ratio is the maximum duty ratio for controlling the water pump to operate under the normal driving working condition of the vehicle. According to the water pump operation control method, the situation that when communication between the water pump and the engine is abnormal, the water pump stops, and engine cooling is affected is avoided.

Description

Technical Field

[0001] This application relates to the field of engine technology, and in particular to a water pump operation control method, an engine, and a vehicle. Background Technology

[0002] The operation of the water pump depends on the signal indication from the engine ECU (Electronic Control Unit). Due to occasional loose connections in the wiring harness (due to vehicle vibration, etc.) or electromagnetic interference in specific regions, communication between the water pump and the engine may be interrupted, resulting in the water pump stopping and reporting a fault code, reminding the user to go to the station for maintenance, or the engine overheating and damaging the engine. Summary of the Invention

[0003] In view of this, the purpose of this application is to propose a water pump operation control method, an engine and a vehicle to solve the problem of water pump stopping and reporting fault codes or engine overheating and damaging the engine due to intermittent communication loss between the water pump and the engine.

[0004] To achieve the above objectives, this application provides a water pump operation control method, executed by a water pump controller, the method comprising: In response to the detection of a communication anomaly with the engine controller, it is determined whether the engine is running; In response to the determination that the engine is running, the water pump is controlled to operate according to the target duty cycle; The target duty cycle is the maximum duty cycle for controlling the water pump operation under normal vehicle driving conditions.

[0005] Optionally, determining whether the engine is running includes: Obtain the battery voltage; The engine starts in response to the determination that the battery voltage is greater than or equal to a first preset value; In response to determining that the battery voltage is less than a first preset value, the engine does not start.

[0006] Optionally, in response to determining that the battery voltage is greater than a second preset value, the engine restarts; In response to the determination that there is still a communication failure with the engine controller, the water pump operation will continue to be controlled according to the preset idle ratio. Wherein, the second preset value is greater than the first preset value.

[0007] Optionally, during the process of controlling the water pump operation according to the target duty cycle, the method further includes: In response to determining that the battery voltage is less than a first preset value, the water pump is controlled to stop operating.

[0008] Optionally, determining whether the engine is running includes: Obtain engine vibration acceleration; The engine starts in response to the determination that the engine vibration acceleration is greater than or equal to a first preset value; If the engine vibration acceleration is determined to be less than a first preset value, the engine will not operate.

[0009] Optionally, in response to determining that the engine vibration acceleration is greater than a second preset value, the engine is restarted; In response to the determination that there is still a communication failure with the engine controller, the water pump operation will continue to be controlled according to the preset idle ratio. Wherein, the second preset value is greater than the first preset value.

[0010] Optionally, during the process of controlling the water pump operation according to the target duty cycle, the method further includes: In response to determining that the engine vibration acceleration is less than a first preset value, the water pump is controlled to stop operating.

[0011] Optionally, the process of determining the target duty cycle includes: Obtain the mapping data between pre-stored engine operating parameters and water pump duty cycle; The target data range under normal driving conditions of the vehicle is determined from the mapping data; Within the target data range, the maximum duty cycle for controlling the operation of the water pump is determined as the target duty cycle.

[0012] Based on the same inventive concept, this disclosure also provides an engine including an electronic device, the electronic device including a memory, a processor and a computer program stored in the memory and executable by the processor, the processor implementing the method described above when executing the computer program.

[0013] Based on the same inventive concept, this disclosure also provides a vehicle, including the aforementioned engine.

[0014] As can be seen from the above, the water pump operation control method provided in this application is executed by the water pump controller, including: in response to determining that the communication with the engine controller is abnormal, determining whether the engine is running; in response to determining that the engine is running, controlling the water pump to run according to a target duty cycle; wherein, the target duty cycle is the maximum duty cycle for controlling the water pump to run under normal driving conditions of the vehicle. The water pump controller activates the water pump after detecting a communication anomaly with the engine controller. This prevents the water pump from stopping due to loss of command when communication with the engine is disrupted, thus avoiding potential engine overheating damage caused by the water pump stopping. It also reduces the likelihood of accidental fault code triggering due to disordered water pump shutdowns, which could mislead customers into bringing the water pump to the repair shop. Furthermore, the controller activates the water pump only after confirming engine operation following a communication anomaly, preventing the water pump from running when the engine is off, thereby saving energy. Additionally, by controlling the water pump using the maximum duty cycle under normal driving conditions, it provides sufficient cooling capacity for most common scenarios even when real-time engine operating conditions are unavailable, effectively preventing overheating and engine damage. This avoids the power consumption surge, increased noise, and component wear issues associated with operating the water pump at its extreme duty cycle, achieving a balance between cooling efficiency and operating costs. Attached Figure Description

[0015] To more clearly illustrate the technical solutions in this application or related technologies, the drawings used in the description of the embodiments or related technologies will be briefly introduced below. Obviously, the drawings described below are only embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0016] Figure 1 This is a schematic diagram illustrating a water pump operation control method according to an embodiment of this application; Figure 2 This is a schematic diagram showing the water pump operation control device according to an embodiment of this application; Figure 3 This is a schematic diagram showing the hardware structure of an electronic device according to an embodiment of this application. Detailed Implementation

[0017] To make the objectives, technical solutions, and advantages of this application clearer, the following detailed description is provided in conjunction with specific embodiments and the accompanying drawings.

[0018] It should be noted that, unless otherwise defined, the technical or scientific terms used in the embodiments of this application should have the ordinary meaning understood by one of ordinary skill in the art to which this application pertains. The terms "first," "second," and similar terms used in the embodiments of this application do not indicate any order, quantity, or importance, but are merely used to distinguish different components. Terms such as "comprising" or "including" mean that the element or object preceding the word encompasses the elements or objects listed after the word and their equivalents, without excluding other elements or objects. Terms such as "connected" or "linked" are not limited to physical or mechanical connections, but can include electrical connections, whether direct or indirect. Terms such as "upper," "lower," "left," and "right" 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.

[0019] As mentioned in the background, in automotive powertrain systems, the water pump is the core of the engine cooling system. Its function is to drive the coolant to continuously circulate in a closed loop composed of engine water passages, radiator, thermostat, and other components, removing excess heat generated during engine operation through heat exchange. Specifically, when the engine is running, the reciprocating motion of the piston and the combustion of fuel generate a large amount of heat. If this heat is not dissipated in time, the temperature of critical components will rise sharply to thousands of degrees Celsius, far exceeding the tolerance limit of metallic materials. At this time, the water pump drives the impeller to rotate at high speed via a belt or motor, creating a negative pressure within the pump body. This draws in the low-temperature coolant that has been cooled in the radiator, then pressurizes and delivers it to the water jackets of the engine block and cylinder head. The coolant absorbs heat and its temperature rises, then flows back to the radiator, where it is cooled by forced cooling from the fan or by natural cooling. This ultimately forms a continuous cooling cycle, ensuring that the engine always operates within the optimal operating temperature range of 80-110°C. This temperature ensures complete fuel combustion, reduces wear, and avoids problems such as reduced power and increased fuel consumption caused by excessively low temperatures.

[0020] The water pump does not operate independently; rather, it follows commands from the engine's ECU (Electronic Control Unit). As the engine's control unit, the ECU receives signals in real time from multiple components, including a coolant temperature sensor (monitoring coolant temperature), a crankshaft position sensor (providing engine speed feedback), and an intake air temperature sensor. Through its internally preset control logic, it calculates the optimal cooling requirements and precisely controls the water pump's speed and start / stop timing. For example, during a cold start, the ECU controls the water pump to reduce its speed or temporarily stop, reducing coolant circulation and allowing the engine to warm up quickly to operating temperature. When the engine is under high load (such as high-speed driving or climbing), the ECU commands the water pump to run at full speed to enhance cooling. This intelligent control relies on a dedicated wiring harness connecting the ECU and the water pump (or water pump control module). The copper wires inside the harness transmit electrical signals, while the external insulation and shielding layers provide protection and interference resistance. A stable connection is the core foundation for signal transmission.

[0021] However, in actual vehicle use, wiring harnesses are susceptible to occasional loose connections due to various factors. On the one hand, continuous vibrations from driving on unpaved roads, repeatedly passing speed bumps, or experiencing minor collisions can cause slight displacement of the pins and sockets at the wiring harness connectors, disrupting the tight contact between metal contacts and leading to increased contact resistance or even intermittent circuit breaks. On the other hand, after long-term use, the wiring harness insulation layer can age, crack, and peel under the corrosive effects of high temperatures, oil, and humidity in the engine compartment. The metal contacts at the connectors can also form a rust layer due to oxidation and sulfidation, further reducing conductivity and increasing the probability of loose connections. Besides wiring harness issues, regional electromagnetic interference is also a significant cause of communication interruptions. In suburban areas with dense high-voltage power lines, industrial areas such as large steel mills or chemical plants, and around radar stations and communication base stations, strong electromagnetic radiation can induce stray currents in the wiring harness. These currents can superimpose with the control signals from the ECU, causing signal waveform distortion, amplitude attenuation, or even completely drowning out normal signals, preventing the water pump from recognizing ECU commands.

[0022] When a loose connection in the wiring harness or electromagnetic interference causes a communication interruption, the intelligent control logic of the entire cooling system will instantly fail: the electronic water pump will stop immediately due to the loss of control signal, and the clutch of the mechanical water pump will disconnect the power connection, causing the coolant circulation to stagnate. At this time, the heat generated by the engine cannot be dissipated through heat exchange, and the temperature of the cylinder block and cylinder head will rise sharply at a rate of 10-20°C per minute, quickly exceeding the 120°C warning threshold. Simultaneously, the ECU's communication diagnostic module will detect the signal interruption with the water pump, triggering the fault code storage function (common fault codes such as P0607, P0480, etc.) within 50-100 milliseconds, and illuminating the engine malfunction indicator light or the over-temperature warning light on the instrument panel as a warning. Some models will also display text warnings such as "Please stop immediately and check the cooling system" and "Bring the vehicle to a repair shop as soon as possible" on the central control screen. If the driver fails to stop the vehicle in time, the sustained high temperature can trigger a series of cascading failures: First, the coolant will boil at high temperatures, producing a large number of bubbles and creating vapor lock, further hindering heat dissipation; subsequently, the engine head gasket may burn due to uneven heating, causing coolant to seep into the combustion chamber or oil passages, resulting in cylinder head gasket failure; in more serious cases, the cylinder block and cylinder head may crack due to excessive thermal stress, and moving parts such as pistons and valves may become stuck or even scored due to lubrication failure, ultimately leading to engine failure. This will not only cost customers thousands or even tens of thousands of yuan in repair costs, but may also cause rear-end collisions, loss of control, and other safety accidents due to sudden engine stalling while driving, seriously affecting the convenience, economy, and safety of the customer's vehicle use.

[0023] The following is in conjunction with the appendix Figure 1-3 The embodiments of this application will be described in detail below.

[0024] like Figure 1 As shown, a water pump operation control method is executed by a water pump controller. This water pump controller is a dedicated control module independent of the engine ECU. It is usually integrated inside the electronic water pump or installed as a separate unit in the engine compartment. Its core function is to receive control signals from the ECU, parse instructions, and drive the water pump motor to operate. It also has the ability to autonomously detect communication status and execute emergency control strategies. When the communication between the water pump and the engine ECU is abnormal, it can temporarily take over the control of the water pump to prevent the cooling system from being completely paralyzed.

[0025] The method includes: S101: In response to determining that there is a communication failure with the engine controller, determine whether the engine is running; In this step, communication anomalies can occur at multiple stages of vehicle use: they can occur at the moment the vehicle is started (e.g., a momentary loose connection in the wiring harness connector due to vibration during startup, causing the ECU to fail to initialize communication with the water pump controller), or during normal vehicle operation (e.g., encountering strong electromagnetic interference while driving, or poor contact due to long-term wear of the wiring harness). The water pump controller monitors the signal interaction status with the ECU in real time through a preset communication interface (such as the CAN bus). It doesn't immediately determine an anomaly upon communication interruption; rather, it formally determines a communication anomaly when the disconnection duration exceeds the system's preset duration (usually set to 100-500 milliseconds, adjusted according to the vehicle's cooling requirements and communication protocol), or when the amplitude or frequency of the received command signal exceeds the normal range. At this time, the controller will not directly activate the emergency mode. Instead, it determines whether the engine is running by collecting signals from the engine crankshaft position sensor (or directly receiving engine running status messages). This is because if the engine is off, the water pump does not need to work, and activating the emergency mode would waste energy; only when the engine is still running is immediate intervention necessary to avoid the risk of overheating.

[0026] S102: In response to determining that the engine is running, control the water pump to run according to the target duty cycle; The target duty cycle is the maximum duty cycle for controlling the water pump operation under normal vehicle driving conditions.

[0027] In this step, the duty cycle refers to the ratio of the on-time of the energized signal to a complete cycle in pulse width modulation (PWM) control, usually expressed as a percentage. For water pumps, the duty cycle directly determines the motor speed: when the duty cycle is 0%, the motor stops; when the duty cycle is 100%, the motor operates at its maximum speed; when the duty cycle varies between 0% and 100%, the speed increases linearly with the increase of the duty cycle.

[0028] Specifically, the power source of the water pump is a DC motor, and PWM technology achieves precise control of the DC motor's speed by adjusting the characteristics of the electrical signal input to the motor. The duty cycle is the core parameter in this adjustment process. In PWM control, the electrical signal is not a continuous DC current, but a pulse signal that repeats at a fixed frequency (i.e., a signal that alternates between being energized and de-energized). The duty cycle refers to the percentage of time the power is on within a complete pulse cycle (energized time + de-energized time). For example, if the pulse cycle is 10 milliseconds, with 5 milliseconds of energization and 5 milliseconds of de-energization, the duty cycle is 50%; if the energization time increases to 7 milliseconds and the de-energization time decreases to 3 milliseconds, the duty cycle is 70%.

[0029] The reason why the duty cycle determines the pump speed is essentially because it directly affects the average power input to the pump motor. When the duty cycle is small (e.g., 30%), the pump motor has a short on-time and a long off-time within one cycle, resulting in less electrical energy obtained per unit time, low average power, less force on the motor rotor, and low speed. When the duty cycle increases (e.g., 70%), the on-time is longer and the off-time is shorter, resulting in more electrical energy obtained per unit time, higher average power, increased force on the pump motor rotor, and higher speed. When the duty cycle reaches 100%, the pulse signal becomes a continuously energized DC signal, the motor obtains maximum input power, and the speed reaches its highest value. Taking an electronic water pump as an example, the pump controller outputs PWM signals with different duty cycles to the motor drive circuit. The drive circuit then converts the pulse signals into power signals that the motor can recognize. Subtle changes in the duty cycle directly alter the average current in the motor windings, thereby changing the magnitude of the electromagnetic torque. This electromagnetic torque is the core driving force behind the rotation of the motor rotor (coaxially connected to the pump impeller). The greater the torque, the faster the impeller rotates, and the greater the coolant delivery capacity of the pump. This method of adjusting speed through duty cycle achieves continuous and smooth speed control (rather than step-like jumps) and precisely matches the cooling requirements under different operating conditions. Furthermore, compared to traditional resistance speed control, it consumes less energy and is more efficient, thus becoming the mainstream technology for electronic water pump control.

[0030] The target duty cycle is set as the maximum duty cycle for controlling the water pump under normal driving conditions. Normal driving conditions here specifically refer to the most common scenarios in daily use, such as constant speed driving on urban roads (vehicle speed 40-60km / h) and cruising on suburban highways (vehicle speed 60-100km / h). Under these conditions, the engine load is moderate, and the ECU usually controls the water pump duty cycle between 30% and 70%. The maximum duty cycle is the upper limit of this range (such as 70%).

[0031] The main reason for controlling the water pump's operation according to the target duty cycle is to balance cooling reliability and energy consumption rationality. On the one hand, when communication between the engine and the water pump is abnormal, the engine's real-time operating condition cannot be obtained. Using the maximum duty cycle under normal operating conditions ensures that even when the engine is under medium to high load, sufficient cooling flow can be provided to avoid rapid water temperature rise and minimize the risk of engine damage. On the other hand, if a 100% extreme duty cycle is used directly, although the cooling effect is the strongest, it will cause a surge in water pump motor power consumption and noise. Long-term operation may also accelerate motor wear. The maximum duty cycle under normal operating conditions is a safe and economical balance point that has been verified over a long period of time. It can cover the cooling needs of most conventional driving scenarios without causing unnecessary energy waste and component wear. At the same time, when the water pump controller executes this strategy, it will continuously monitor the communication status. Once normal communication with the ECU is restored, it will immediately exit the emergency mode, return control authority, and ensure that the water pump returns to intelligent control.

[0032] In this embodiment, the water pump operation control method is executed by the water pump controller, including: in response to determining an abnormality in communication with the engine controller, determining whether the engine is running; in response to determining that the engine is running, controlling the water pump to run according to a target duty cycle; wherein, the target duty cycle is the maximum duty cycle for controlling the water pump to run under normal driving conditions of the vehicle. The water pump controller activates the water pump after detecting a communication anomaly with the engine controller. This prevents the water pump from stopping due to loss of command when communication with the engine is disrupted, thus avoiding potential engine overheating damage caused by water pump failure. It also reduces the likelihood of accidental fault code triggering due to disordered water pump shutdowns, which could mislead customers into bringing the water pump to the repair shop. Furthermore, the controller activates the water pump only after confirming engine operation following a communication anomaly, preventing the water pump from running when the engine is off, thus saving energy. Additionally, by controlling the water pump using the maximum duty cycle under normal driving conditions, it provides sufficient cooling for most common scenarios even when real-time engine operating conditions are unavailable, effectively preventing overheating and engine damage. This avoids the surge in power consumption, increased noise, and component wear associated with operating the water pump at its extreme duty cycle (e.g., 100% duty cycle), achieving a balance between cooling efficiency and operating costs.

[0033] In some embodiments, the process of determining the target duty cycle includes: S201: Obtain the mapping data between pre-stored engine operating parameters and water pump duty cycle; In this step, the mapping data is constructed around two key operating parameters: engine load and engine speed. Each "load-speed" parameter combination corresponds to a unique water pump duty cycle, forming a structured two-dimensional mapping table.

[0034] The duty cycle in the aforementioned two-dimensional mapping table is primarily determined through target coolant temperature sweep point testing, a crucial experimental method in the calibration phase of automotive powertrain systems. During the test, technicians place the engine in a bench test environment to simulate different operating conditions: engine speeds cover the entire range from idle (800 rpm) to rated speed (6000 rpm and above), with test points divided at 500 rpm or 1000 rpm intervals; engine loads range from 20% (low load, such as idling) to 100% (full load, such as full throttle acceleration), with gradients set at 10%-20% intervals; simultaneously, ambient temperature changes from -30℃ to 50℃ are simulated. During the test, a target coolant temperature range is first set (usually 85-95℃, i.e., the engine's optimal operating temperature). Then, for each "speed-load" combination, the water pump duty cycle is gradually adjusted (increasing from 0% to 100%), and the duty cycle that stabilizes the coolant temperature within the target range is recorded. For example, when the engine speed is 1500 rpm, the load is 30%, and the ambient temperature is 25℃, the corresponding duty cycle is 35%; when the engine speed is 2500 rpm and the load is 50%, the corresponding duty cycle is 48%; when the engine speed is 4000 rpm and the load is 70%, the corresponding duty cycle is 75%; and when the engine speed is 5000 rpm and the load is 90% (non-daily operating conditions), the corresponding duty cycle is 90%. In addition to bench testing, data will be supplemented by real vehicle road tests to verify the accuracy of the "speed-load-duty cycle" correspondence in scenarios such as urban congestion and highway cruising. Finally, a two-dimensional mapping table containing multiple sets of data will be formed and pre-stored in the water pump controller's memory to provide accurate data support for subsequent duty cycle determination.

[0035] S202: Determine the target data range under normal driving conditions of the vehicle from the mapping data; In this step, normal driving conditions are a set of scenarios defined around engine speed and engine load, combined with driving frequency (i.e., the frequency of occurrence of a certain driving condition). These conditions are not fixed but can be adaptively adjusted according to different users' driving habits. When a new car leaves the factory, a general driving condition range (such as engine speed 1500rpm-4000rpm, load 30%-70%) is preset based on massive amounts of average user driving data to cover the regular driving habits of most users. However, as the vehicle is used, the water pump controller continuously collects the vehicle's actual driving data through the onboard T-BOX or ECU, recording the specific user's "RPM-load" usage preferences and driving frequency. For example, a user who frequently drives in congested urban areas may have a driving data showing "RPM 1500-2500rpm, load 20%-50%" occurring as frequently as 70% of the time. In this case, the system will adjust the user's "normal driving condition" to be centered around this range. Conversely, a user who frequently drives on highways or prefers gentle acceleration may have data showing a high frequency of "RPM 2500-4500rpm, load 40%-80%". The system will then correspondingly widen the upper limits of the operating conditions for the RPM and load. The specific adjustment logic is as follows: when the frequency of a certain "RPM-load" combination consistently exceeds 60% within 30 consecutive days or 500 kilometers of driving, and there is a significant difference from the factory preset operating conditions, the controller will automatically update the user's normal driving condition definition range and simultaneously adjust the selection criteria for the target data range. For example, the duty cycle range under the original preset operating conditions was 35%-75%. After adjustment, the duty cycle range for users in urban congestion may become 30%-65%, and for users on highways it may become 40%-80%, ensuring that the operating conditions are highly matched with the actual driving behavior of users.

[0036] Based on the defined operating condition range, the system will precisely filter all "speed-load" data combinations corresponding to the user's high frequencies from a pre-stored two-dimensional "speed-load" mapping table, forming a target data range specific to that user. For example: for regular users, the duty cycle distribution of their high-frequency "speed-load" combinations in the mapping table is 35%-75%, so the target data range is 35%-75%; for users in congested urban areas, their high-frequency "speed 1500-2500rpm, load 20%-50%" combination corresponds to a duty cycle concentrated in the 30%-65% range in the mapping table, so the target data range is 30%-65%; for high-speed users, their high-frequency "speed 2500-4500rpm, load 40%-80%" combination corresponds to a duty cycle of 40%-80% in the mapping table, so the target data range is 40%-80%. These ranges formed by filtering high-frequency "speed-load-duty cycle" combinations all serve as valid bases for subsequently determining the target duty cycle.

[0037] S203: Within the target data range, determine the maximum duty cycle for controlling the operation of the water pump as the target duty cycle.

[0038] In this step, the maximum value (e.g., 65% or 80%) is selected from the filtered personalized target data range (e.g., 30%-65% for urban users, 40%-80% for highway users) as the user's exclusive target duty cycle. This maximum value can meet the most stringent cooling requirements of the user during normal driving, ensuring normal engine cooling in the event of communication failure; at the same time, it avoids the energy waste that may be caused by using the maximum value (e.g., urban users do not need a high duty cycle of 75%). In addition, to improve adaptability, some models will also add a 5%-10% safety redundancy on the basis of the personalized maximum value to cope with cooling fluctuations in extreme environments. The final value is fixed in the controller and directly called in the event of communication failure. In some embodiments, in step S101, determining whether the engine is running includes: S1011: Obtain the battery voltage; S1012: In response to determining that the battery voltage is greater than or equal to a first preset value, the engine starts; S1013: In response to determining that the battery voltage is less than a first preset value, the engine does not start.

[0039] Specifically, in steps S1011 and S1012, a direct correlation is established between the vehicle battery and the engine's operating status through voltage signals. This correlation is the core basis for the water pump controller to determine whether the engine is running. Functionally, the vehicle battery not only bears the crucial responsibility of providing power for vehicle startup and storing energy for onboard electrical systems, but the stability of its output voltage is also an important indicator reflecting the engine's operating status. When the engine is running normally, the vehicle's power generation system continuously charges the battery, maintaining its voltage at a high level. When the engine stops running, the battery relies solely on its own stored energy for power supply, and its voltage gradually decreases or remains at a low value. Based on this characteristic, the water pump controller connects to the positive and negative terminals of the battery through a dedicated voltage sampling line, enabling real-time acquisition of its output voltage signal. It then uses an internal AD conversion module to convert the analog signal into a digital signal. The entire sampling process has a response time of only 10-20 milliseconds, allowing for rapid capture of dynamic voltage changes. In the specific judgment logic, when the collected battery voltage is greater than or equal to the first preset value, it means that the power generation system is in working condition, and thus it can be determined that the engine is running; conversely, if the voltage is less than the first preset value, it indicates that the power generation system has not started, and thus it can be determined that the engine is not running. This judgment method with voltage as the core provides real-time and reliable data support for engine operating status identification, and also reflects the key role of the battery in vehicle power system status monitoring.

[0040] The system presets a first preset value V1 (this value is determined based on the battery voltage characteristics when the vehicle is started and running. When the engine is running, the alternator charges the battery. The lead-acid battery voltage is usually maintained at 13.5V-14.5V, while the lithium-ion battery voltage is slightly higher at 13.8V-14.8V. After the engine is turned off, the battery only supplies power to the vehicle's electrical appliances, and the voltage will gradually decrease. When the lead-acid battery voltage drops below 12V and the lithium-ion battery voltage drops below 12.5V, the system enters a low-power warning state).

[0041] In this embodiment, for example, V1 is set to 11.5V. When the water pump controller detects that the battery voltage is greater than or equal to 11.5V, step S1012 is executed to determine that the engine is running; when the battery voltage is detected to be less than 11.5V, step S1013 is executed to determine that the engine is not running.

[0042] Specifically: If the engine is detected to be running (voltage ≥ 11.5V), the water pump controller immediately controls the electronic water pump to run continuously according to the preset target duty cycle P (e.g., 64%) to ensure coolant circulation and heat dissipation. Simultaneously, the controller continuously performs communication diagnostics with the ECU at fixed intervals (e.g., 100 milliseconds / time) to check if the communication link has been restored. Once normal communication is detected (receiving valid ECU commands for 3 consecutive cycles), the controller immediately stops duty cycle P control and resumes adjusting the water pump speed according to the ECU's real-time commands. If communication remains interrupted, the water pump maintains duty cycle P operation until the engine is shut off. At this time, the alternator no longer charges the battery, and the voltage gradually decreases as the water pump operates. When the voltage drops to 11.5V, the controller triggers the water pump to stop operating. Choosing 11.5V as the shutdown threshold suits the characteristics of lead-acid batteries (below 11V, they are severely depleted and the engine cannot start), while also accommodating the basic power supply needs of lithium-ion batteries. This avoids the problem of residual heat not dissipating when the water pump immediately stops after the engine suddenly stops (the water pump's continued operation before the voltage drops to the threshold can remove some residual heat from the cylinder block), and ensures that the remaining battery charge is sufficient to support the owner's next normal engine start (a battery voltage above 11.5V can usually meet the instantaneous power requirements of the starter motor). It is worth noting that the electric water pump does not enter a sleep state at this time, but maintains low-power operation, continuously monitoring the battery voltage at a low frequency (e.g., once per second) to prepare for subsequent status responses.

[0043] When the engine is powered on again, the start signal will wake up the water pump. If the water pump controller still cannot establish communication with the ECU after waking up (the communication interruption status has not been cleared), the communication interruption count n will automatically increment by 1. If communication returns to normal, the count n will be reset to zero. The controller will monitor the value of the count n in real time. When n is greater than 3, meaning that communication interruption occurs after 4 consecutive starts and normal communication cannot be restored, the controller will send a fault signal to the instrument panel via the LIN bus, triggering the instrument panel to display the "LIN Communication Fault" warning light and text prompt. This clearly notifies the customer to have the vehicle inspected and repaired promptly to fundamentally investigate issues such as loose wiring harness connections, electromagnetic interference, or controller hardware failures, thus preventing repeated communication abnormalities from affecting engine cooling safety.

[0044] In this embodiment, the engine operating status is determined by monitoring the battery voltage, which is effective and meets the needs of practical applications: using the battery voltage as the basis for judgment does not require the installation of additional sensors and can be achieved by relying on the existing vehicle electrical system, which has the advantages of low cost and simple operation; the voltage sampling response time of 10-20 milliseconds can quickly provide feedback on the engine status, ensuring that the subsequent water pump control strategy is triggered in a timely manner and avoiding cooling response delay.

[0045] In some embodiments, the method further includes: S1014: In response to determining that the battery voltage is greater than the second preset value, the engine restarts; S1015: In response to determining that there is still a communication failure with the engine controller, continue to control the water pump to operate according to the preset idle ratio; Wherein, the second preset value is greater than the first preset value.

[0046] Specifically, after determining in step S1013 that the engine is not running (battery voltage < 11.5V), the water pump controller continuously monitors battery voltage changes due to potential temporary power outages or brief battery voltage rebounds. At this time, a second preset value V2 is introduced (usually set to 12.3V, which is higher than the first preset value V1 and falls between the battery's low-charge and charging states, effectively identifying voltage rebounds after engine restart). When the controller detects a battery voltage greater than 12.3V, it determines that the engine is running again. This is because after the engine restarts, the alternator resumes charging the battery, and the voltage quickly rises from a low-charge state (below 11.5V) to above 12.3V. This serves as the criterion for "running again," indicating that the alternator has entered a stable power supply state, rather than experiencing brief voltage fluctuations (such as a slight voltage rebound caused by a brief shutdown of vehicle electrical appliances). This setting effectively avoids the risk of misjudgment. For example, situations such as the vehicle not being completely powered off after being temporarily turned off, or the battery experiencing instantaneous voltage fluctuations due to changes in ambient temperature, will not trigger the determination to restart the engine. Only a stable voltage rise caused by continuous charging by the generator can meet the conditions, ensuring the accuracy of the judgment result.

[0047] If a communication anomaly persists after S1014 determines that the engine has restarted, it means the controller cannot obtain the latest engine operating data. In this case, stopping or arbitrarily adjusting the water pump's operating status could lead to insufficient coolant circulation efficiency. For example, if the engine enters a high-load condition after a second start, the coolant temperature rises rapidly. If the water pump stops operating due to communication problems, it can cause engine overheating, cylinder block overheating, and other malfunctions. Therefore, continuing to control the water pump operation according to a preset duty cycle (e.g., 64%) (S1015) is a fundamental safeguard. This preset duty cycle is typically verified through bench testing and can meet basic cooling requirements under moderate to low engine load conditions. Even if real-time data cannot be obtained, it avoids direct risks caused by cooling interruptions. Simultaneously, the controller continuously monitors the communication status. Once communication is restored, it immediately switches to dynamic adjustment mode, balancing reliability and economy.

[0048] In addition, during the process of controlling the water pump operation according to the target duty cycle, the method further includes: S1016: In response to determining that the battery voltage is less than a first preset value, control the water pump to stop operating.

[0049] Specifically, throughout the entire process of controlling the water pump's operation according to the target duty cycle P (including starting the water pump after the initial determination of engine operation, or continuing the water pump operation by executing S1015), the water pump controller will monitor the battery voltage in real time. When the battery voltage is detected to be less than 11.5V, step S1016 is immediately executed to stop the water pump. This step not only stops the pump when the voltage naturally drops to V1 after the engine is turned off, but also handles special situations that may occur during operation, such as alternator failure causing the battery to stop charging, or a loose battery connector causing a sudden voltage drop. In such cases, timely pump shutdown can prevent the battery from becoming excessively depleted due to continuous power supply to the water pump, ensuring that the remaining power is sufficient to support emergency power and the next start-up; at the same time, it can also prevent problems such as unstable speed and motor overheating when the water pump is operating under low voltage, protecting the safety of the water pump components.

[0050] In summary, when the battery voltage drops from "≥11.5V (operating)" to "<11.5V (stopped)," the system determines whether to restart the pump once the voltage rises back to ">12.3V," ensuring uninterrupted cooling. Throughout the entire water pump operation cycle, the system immediately stops the pump when the voltage drops below "11.5V," balancing battery protection and water pump safety. For example, if a communication interruption occurs due to a loose wiring harness while the vehicle is in motion, the water pump will operate at a 64% duty cycle. If the alternator suddenly fails at this time, the battery voltage will gradually drop from 14V to 11.4V. Upon detection, the controller will immediately execute S1016 to stop the pump, preventing battery depletion. If the vehicle is subsequently restarted, the voltage will rise back to 12.5V, and S1014 will be executed to determine whether the engine will restart. If communication is still abnormal, S1015 will be executed to continue operating the water pump at a 64% duty cycle until communication is restored or the voltage drops below 11.5V again, at which point the pump will stop. This voltage monitoring method significantly improves the adaptability and reliability of the entire control strategy, and can effectively cope with complex fluctuation scenarios in vehicle electrical systems.

[0051] In some embodiments, determining whether the engine is running includes: S301: Obtain engine vibration acceleration; S302: In response to determining that the engine vibration acceleration is greater than or equal to a first preset value, the engine is started; S303: In response to determining that the engine vibration acceleration is less than a first preset value, the engine does not run.

[0052] Specifically, a three-axis (XYZ) accelerometer is integrated into the engine to collect vibration acceleration signals along the X-axis (engine front-to-back direction), Y-axis (engine left-to-right direction), and Z-axis (engine up-and-down direction) in real time. The accelerometer's sampling frequency is set to 100Hz-200Hz, which can track the vibration frequency changes corresponding to engine speed variations (e.g., 600-800rpm at idle, 1500-4000rpm during normal operation) while avoiding the waste of controller computing power caused by high-frequency sampling. During operation, the accelerometer converts the collected mechanical vibrations into analog electrical signals, which are then converted into digital signals by the AD conversion module inside the water pump controller, ultimately outputting a vibration acceleration value that can be used for calculation (the unit is usually g, 1g≈9.8m / s²).

[0053] The determination of the first preset value requires rigorous real-vehicle testing and calibration to ensure a clear distinction between vibration differences when the engine is "running" and "not running." The testing process consists of two key stages: The first stage is the engine-off test. The vehicle is parked on a flat surface, the engine is turned off, and only the electronic water pump is operated at its normal duty cycle (e.g., 30%-50%). At this time, the vibration originates only from other rotating parts, and the amplitude is extremely small. Vibration acceleration data in the XYZ directions of the engine are collected by an accelerometer for 30 minutes, and the maximum value among all data is recorded (e.g., the measured maximum value is 0.4g). The second stage is the engine minimum vibration test. The engine is started and maintained at idle (at this time, the engine vibration is at its lowest value under running conditions). The electronic water pump is not started, and vibration acceleration data in the same direction are collected by a sensor for 30 minutes, and the minimum value among all data is recorded (e.g., the measured minimum value is 0.8g). Based on the combined results of the two tests, the first preset value was set between the "maximum vibration when the engine is not running" and the "minimum vibration when the engine is running", while reserving a margin of 10%-20% to avoid misjudgment. The first preset value was finally determined (e.g., 0.6g, which is higher than the maximum vibration value of the water pump itself of 0.4g and lower than the minimum vibration value of the engine at idle speed of 0.8g, thus forming a clear judgment threshold).

[0054] When communication between the electric water pump and the engine ECU is interrupted, the water pump immediately enters emergency mode and simultaneously activates the vibration acceleration sensor to perform the data acquisition action in step S301. If the controller determines through data analysis that the acquired engine vibration acceleration is greater than or equal to a first preset value (e.g., ≥0.6g), then step S302 is executed, determining that the engine is running. At this time, even without ECU commands, the controller will control the water pump to operate according to a preset emergency strategy (e.g., operating at a fixed duty cycle, which is usually the medium cooling demand value under normal driving conditions, such as 50%) to ensure coolant circulation and heat dissipation, preventing the engine temperature from rising due to cooling interruption. If the vibration acceleration detected by the controller is less than the first preset value (e.g., <0.6g), then step S303 is executed, determining that the engine is not running. At this time, the engine is no longer generating new heat, and continuing to run the water pump would waste battery power. Therefore, the controller will immediately control the water pump to stop operating, while maintaining the sensor in a low-power monitoring state (sampling frequency reduced to 10Hz-20Hz) so that it can respond quickly when the engine restarts.

[0055] During the aforementioned judgment and control process, the water pump controller simultaneously performs communication diagnostics: if communication with the ECU is detected to have returned to normal during the execution of S302 (engine running), it immediately exits emergency mode and switches to adjusting the water pump speed according to the ECU's real-time commands; if communication remains interrupted, the controller continuously judges the engine status through vibration acceleration, ensuring that the water pump operates when the engine is running and stops when the engine stops. This method of judging whether the engine is running based on vibration acceleration has the advantage of being unaffected by battery voltage fluctuations (such as battery aging or temporary power loss), making it particularly suitable for older vehicles or scenarios with unstable electrical systems. It can more reliably identify the actual operating status of the engine, providing accurate data for emergency control of the cooling system. In addition, the aforementioned vibration sensor uses a triaxial (XYZ) vibration acceleration sensor, which, compared to a single-axis sensor, can comprehensively capture the spatial characteristics of engine vibration, avoiding blind spots in single-direction monitoring and significantly improving the accuracy and adaptability of the judgment.

[0056] In some embodiments, the method further includes: S304: In response to determining that the engine vibration acceleration is greater than the second preset value, the engine restarts; S305: In response to determining that there is still a communication failure with the engine controller, continue to control the water pump to operate according to the preset idle ratio; Wherein, the second preset value is greater than the first preset value.

[0057] Specifically, the first preset value g1 has been calibrated through real vehicle testing. The calibration of the second preset value g2 is based on the engine operating state: testers simulate all scenarios of normal vehicle driving (including idling, low-speed cruising, medium and high-speed driving, etc.), collect vibration acceleration data in the XYZ directions under different operating conditions, take the minimum value among all data (for example, the measured minimum value is 1.2g), and also leave a 20% margin to determine g2 as 1.44g (1.2g×1.2), and g2 (1.44g) is much greater than g1 (0.8g), forming a clear judgment gradient.

[0058] After step S303 determines that the engine is not running (XYZ vibration accelerations are all <0.8g), the water pump controller does not stop vibration monitoring but maintains the low-power acquisition state of the triaxial sensor (sampling frequency reduced to 50Hz to balance energy consumption and response speed). When the sensor detects any vibration acceleration ≥1.44g in any of the XYZ directions, step S304 is immediately triggered, determining that the engine is running again. This is because after the engine restarts, the mechanical movement of components such as the piston and crankshaft will generate vibrations much greater than the water pump itself, and the vibration in at least one direction will reach the g2 threshold. This is used as the criterion for "running again," which can accurately identify the engine start-up action and avoid misjudgments caused by external interference such as slight road bumps. If, after executing S304, the vehicle controller determines through continuous communication diagnosis (such as checking the signal interaction with the ECU every 100 milliseconds) that the communication with the engine controller is still abnormal, then step S305 is immediately executed to continue controlling the water pump to run according to the preset target duty cycle P, ensuring that even without ECU commands after the engine restarts, the cooling system can intervene in time to prevent the water temperature from rising.

[0059] In addition, during the process of controlling the water pump operation according to the target duty cycle, the method further includes: S306: In response to determining that the engine vibration acceleration is less than a first preset value, control the water pump to stop operating.

[0060] Specifically, during the entire cycle of controlling the water pump operation according to the target duty cycle P (including the initial control after executing S302 to determine engine operation, and the continuous control executed S305), the controller will synchronously monitor the XYZ three-dimensional vibration acceleration in real time. When the detected three-dimensional vibration acceleration is all <g1, step S306 is immediately executed to control the water pump to stop operating. This is mainly because the engine is normally shut down, and the vibration gradually weakens to below g1. Stopping the pump at this time can avoid the water pump running dry and wasting electrical energy, and can also avoid the component wear caused by the water pump running continuously when there is no cooling demand.

[0061] During the process of controlling the water pump operation according to the target duty cycle, the vehicle controller continuously accumulates the number of communication interruptions, n. If communication is still abnormal after the engine restarts (determined by S304), n automatically increments by 1; if communication returns to normal, n is reset to zero. When n > 3 (i.e., communication interruption occurs after 4 consecutive starts), the controller sends a fault signal to the instrument panel via the LIN bus, triggering the "LIN communication fault" warning light to illuminate and displaying a text message, clearly notifying the customer to bring the vehicle in for inspection and troubleshooting issues such as loose wiring harness connections, electromagnetic interference, or controller hardware failure. Simultaneously, the controller stores information such as the time of each communication interruption and vibration acceleration data, providing diagnostic data for subsequent maintenance.

[0062] It should be noted that the method in this embodiment can be executed by a single device, such as a computer or server. The method can also be applied in a distributed scenario, where multiple devices cooperate to complete the task. In such a distributed scenario, one of these devices may execute only one or more steps of the method in this embodiment, and the multiple devices will interact with each other to complete the method described.

[0063] It should be noted that the above description describes some embodiments of this 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 a different order than that shown in the above embodiments and still achieve the desired result. Furthermore, the processes depicted in the drawings do not necessarily require a specific or sequential order to achieve the desired result. In some embodiments, multitasking and parallel processing are also possible or may be advantageous.

[0064] Based on the same inventive concept, corresponding to any of the above embodiments, this application also provides a water pump operation control device.

[0065] refer to Figure 2 The water pump operation control device includes: The first control module 401 is configured to: determine whether the engine is running in response to a communication anomaly with the engine controller; The second control module 402 is configured to control the water pump to operate according to a target duty cycle in response to determining that the engine is running. The target duty cycle is the maximum duty cycle for controlling the water pump operation under normal vehicle driving conditions.

[0066] Furthermore, the first control module 401 is also configured as follows: Obtain the battery voltage; The engine starts in response to the determination that the battery voltage is greater than or equal to a first preset value; In response to determining that the battery voltage is less than a first preset value, the engine does not start.

[0067] Furthermore, the first control module 401 is also configured as follows: In response to determining that the battery voltage is greater than a second preset value, the engine restarts; In response to the determination that there is still a communication failure with the engine controller, the water pump operation will continue to be controlled according to the preset idle ratio. Wherein, the second preset value is greater than the first preset value.

[0068] Furthermore, during the process of controlling the water pump operation according to the target duty cycle, the second control module 402 is also configured to: In response to determining that the battery voltage is less than a first preset value, the water pump is controlled to stop operating.

[0069] Furthermore, the first control module 401 is also configured as follows: Obtain engine vibration acceleration; The engine starts in response to the determination that the engine vibration acceleration is greater than or equal to a first preset value; If the engine vibration acceleration is determined to be less than a first preset value, the engine will not operate.

[0070] Furthermore, the first control module 401 is also configured as follows: In response to determining that the engine vibration acceleration is greater than the second preset value, the engine restarts; In response to the determination that there is still a communication failure with the engine controller, the water pump operation will continue to be controlled according to the preset idle ratio. Wherein, the second preset value is greater than the first preset value.

[0071] Furthermore, during the process of controlling the water pump operation according to the target duty cycle, the second control module 402 is also configured to: In response to determining that the engine vibration acceleration is less than a first preset value, the water pump is controlled to stop operating.

[0072] For ease of description, the above devices are described in terms of function, divided into various modules. Of course, in implementing this application, the functions of each module can be implemented in one or more software and / or hardware.

[0073] The apparatus of the above embodiments is used to implement the corresponding control method in any of the foregoing embodiments, and has the beneficial effects of the corresponding method embodiments, which will not be repeated here.

[0074] Based on the same inventive concept, corresponding to the methods of any of the above embodiments, this application also provides an engine, the engine including an electronic device, the electronic device including a memory, a processor and a computer program stored in the memory and executable on the processor, the processor executing the program to implement the control method described in any of the above embodiments.

[0075] Figure 3 This embodiment illustrates a more specific hardware structure of an electronic device, which may include a processor 1010, a memory 1020, an input / output interface 1030, a communication interface 1040, and a bus 1050. The processor 1010, memory 1020, input / output interface 1030, and communication interface 1040 are interconnected internally via the bus 1050.

[0076] The processor 1010 can be implemented using a general-purpose CPU (Central Processing Unit), microprocessor, 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.

[0077] The memory 1020 can be implemented in the form of ROM (Read-Only Memory), RAM (Random Access Memory), static storage device, dynamic storage device, etc. The memory 1020 can store the operating system and other applications. When the technical solutions provided in the embodiments of this specification are implemented by software or firmware, the relevant program code is stored in the memory 1020 and is called and executed by the processor 1010.

[0078] The input / output interface 1030 is used to connect input / output modules to realize information input and output. Input / output modules can be configured as components within the device (not shown in the figure) or externally connected to the device to provide corresponding functions. Input devices may include keyboards, mice, touchscreens, microphones, various sensors, etc., while output devices may include displays, speakers, vibrators, indicator lights, etc.

[0079] The communication interface 1040 is used to connect a communication module (not shown in the figure) to enable communication between this device and other devices. The communication module can communicate via wired means (such as USB, Ethernet cable, etc.) or wireless means (such as mobile network, WIFI, Bluetooth, etc.).

[0080] Bus 1050 includes a pathway for transmitting information between various components of the device, such as processor 1010, memory 1020, input / output interface 1030, and communication interface 1040.

[0081] It should be noted that although the above-described device only shows the processor 1010, memory 1020, input / output interface 1030, communication interface 1040, and bus 1050, in specific implementations, the device may also include other components necessary for normal operation. Furthermore, those skilled in the art will understand that the above-described device may only include the components necessary for implementing the embodiments of this specification, and not necessarily all the components shown in the figures.

[0082] The electronic devices described above are used to implement the corresponding control methods in any of the foregoing embodiments and have the beneficial effects of the corresponding method embodiments, which will not be repeated here.

[0083] Based on the same inventive concept, corresponding to the above-described engine embodiments, this application also provides a vehicle that includes the above-described engine and has the beneficial effects of the corresponding embodiments, which will not be repeated here.

[0084] Based on the same inventive concept, corresponding to the methods of any of the above embodiments, this application also provides a non-transitory computer-readable storage medium that stores computer instructions for causing the computer to execute the control method as described in any of the above embodiments.

[0085] 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, program modules, 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 technologies, CD-ROM, digital versatile optical disc (DVD) or other optical storage, magnetic tape, magnetic disk storage or other magnetic storage devices, or any other non-transfer medium that can be used to store information accessible by a computing device.

[0086] The computer instructions stored in the storage medium of the above embodiments are used to cause the computer to execute the control method as described in any of the above embodiments, and have the beneficial effects of the corresponding method embodiments, which will not be repeated here.

[0087] Based on the same concept, corresponding to any of the above embodiments, this application also provides a computer program product, including computer program instructions, which, when run on a computer, cause the computer to perform the method described in any of the above embodiments, and have the beneficial effects of the corresponding method embodiments, which will not be repeated here.

[0088] It is understood that before using the technical solutions of the various embodiments in this disclosure, users will be informed of the type, scope of use, and usage scenarios of the personal information involved in an appropriate manner, and user authorization will be obtained.

[0089] For example, upon receiving a user's active request, a prompt message is sent to the user to explicitly inform them that the requested operation will require the acquisition and use of the user's personal information. This allows the user to independently choose, based on the prompt message, whether to provide personal information to the software or hardware such as electronic devices, applications, servers, or storage media performing the operations of this disclosed technical solution.

[0090] As an optional but not limited implementation, in response to a user's active request, sending a prompt message to the user can be done via a pop-up window, where the prompt message can be presented in text format. Furthermore, the pop-up window can also include a selection control allowing the user to choose "agree" or "disagree" to provide personal information to the electronic device.

[0091] It is understood that the above notification and user authorization process are merely illustrative and do not constitute a limitation on the implementation of this disclosure. Other methods that comply with relevant laws and regulations may also be applied to the implementation of this disclosure.

[0092] Those skilled in the art should understand that the discussion of any of the above embodiments is merely exemplary and is not intended to imply that the scope of this application is limited to these examples; under the concept of this application, the technical features of the above embodiments or different embodiments can also be combined, the steps can be implemented in any order, and there are many other variations of different aspects of the embodiments of this application as described above, which are not provided in detail for the sake of brevity.

[0093] Additionally, to simplify the description and discussion, and to avoid obscuring the embodiments of this application, the well-known power / ground connections to integrated circuit (IC) chips and other components may or may not be shown in the provided drawings. Furthermore, the apparatus may be shown in block diagram form to avoid obscuring the embodiments of this application, and this also takes into account the fact that the details of the implementation of these block diagram apparatuses are highly dependent on the platform on which the embodiments of this application will be implemented (i.e., these details should be fully understood by those skilled in the art). While specific details (e.g., circuits) have been set forth to describe exemplary embodiments of this application, it will be apparent to those skilled in the art that the embodiments of this application can be implemented without these specific details or with variations thereof. Therefore, these descriptions should be considered illustrative rather than restrictive.

[0094] Although this application has been described in conjunction with specific embodiments thereof, many substitutions, 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 be used with the embodiments discussed.

[0095] The embodiments of this application are intended to cover all such substitutions, modifications, and variations that fall within the broad scope of the claims of this application. Therefore, any omissions, modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the embodiments of this application should be included within the protection scope of this application.

Claims

1. A method for controlling the operation of a water pump, characterized in that, The method, executed by the water pump controller, includes: In response to the detection of a communication anomaly with the engine controller, it is determined whether the engine is running; In response to the determination that the engine is running, the water pump is controlled to operate according to the target duty cycle; The target duty cycle is the maximum duty cycle for controlling the water pump operation under normal vehicle driving conditions.

2. The control method according to claim 1, characterized in that, The determination of whether the engine is running includes: Obtain the battery voltage; The engine starts in response to the determination that the battery voltage is greater than or equal to a first preset value; In response to determining that the battery voltage is less than a first preset value, the engine does not start.

3. The control method according to claim 2, characterized in that, The method further includes: In response to determining that the battery voltage is greater than a second preset value, the engine restarts; In response to the determination that there is still a communication failure with the engine controller, the water pump operation will continue to be controlled according to the preset idle ratio. Wherein, the second preset value is greater than the first preset value.

4. The control method according to claim 2 or 3, characterized in that, In controlling the pump operation according to the target duty cycle, the method further includes: In response to determining that the battery voltage is less than a first preset value, the water pump is controlled to stop operating.

5. The control method according to claim 1, characterized in that, The determination of whether the engine is running includes: Obtain engine vibration acceleration; The engine starts in response to the determination that the engine vibration acceleration is greater than or equal to a first preset value; If the engine vibration acceleration is determined to be less than a first preset value, the engine will not operate.

6. The control method according to claim 5, characterized in that, The method further includes: In response to determining that the engine vibration acceleration is greater than the second preset value, the engine restarts; In response to the determination that there is still a communication failure with the engine controller, the water pump operation will continue to be controlled according to the preset idle ratio. Wherein, the second preset value is greater than the first preset value.

7. The control method according to claim 5 or 6, characterized in that, In controlling the pump operation according to the target duty cycle, the method further includes: In response to determining that the engine vibration acceleration is less than a first preset value, the water pump is controlled to stop operating.

8. The control method according to claim 1, characterized in that, The process of determining the target duty cycle includes: Obtain the mapping data between pre-stored engine operating parameters and water pump duty cycle; The target data range under normal driving conditions of the vehicle is determined from the mapping data; Within the target data range, the maximum duty cycle for controlling the operation of the water pump is determined as the target duty cycle.

9. An engine, characterized in that, The device includes an electronic device comprising a memory, a processor, and a computer program stored in the memory and running on the processor, wherein the processor, when executing the program, implements the method as claimed in any one of claims 1 to 8.

10. A vehicle, characterized in that, Includes the engine as described in claim 9.

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