Vehicle control methods, electronic equipment and vehicles

Abstract

This disclosure relates to the field of vehicle control technology, providing a vehicle control method, electronic device, and vehicle. The method detects vehicle power-on and acquires the vehicle's engine speed; in response to the engine speed exceeding a preset speed threshold, it acquires the current first intake manifold temperature and throttle body temperature; based on the first intake manifold temperature and throttle body temperature, it determines that preset starting conditions are met and controls the vehicle's intercooler pump to operate. When the preset starting conditions are met, this disclosure indicates that the air temperature in the intake manifold is indeed high, and after the engine starts running, the cooler fresh air from the outside enters the intake manifold through the intercooler pipe, but this does not cause the temperature to drop below the intercooler pump's operating threshold. That is, the problem of the intercooler pump stopping operation after outside air enters is avoided. In this case, controlling the vehicle's intercooler pump to operate controls the electronic water pump for coolant circulation, ensuring normal engine operation, preventing engine knocking, and reducing overall vehicle power consumption.

Description

Technical Field

[0001] This disclosure relates to the field of vehicle control technology, and in particular to a vehicle control method, electronic equipment, and vehicle. Background Technology

[0002] For turbocharged engines, an intercooler is typically used to cool the turbocharged gas in order to reduce the temperature of the gas after boosting. In vehicles that use a water-cooled intercooler system, heat exchange is achieved by relying on an electric water pump to drive the coolant circulation.

[0003] However, in hybrid vehicles, the engine is not continuously running; it may shut off when starting or waiting at a red light. Furthermore, in low-temperature winter conditions, the vehicle frequently starts and stops the engine due to power demands, causing the electric water pump to switch back and forth between starting and stopping. This frequent start-stop not only results in unnecessary energy consumption but may also adversely affect the lifespan of the electric water pump. Summary of the Invention

[0004] In view of this, the purpose of this disclosure is to propose a vehicle control method, electronic equipment and vehicle to solve the problem of increased vehicle energy consumption caused by the operation of the electronic water pump under current operating conditions such as low vehicle speed and parking, red light engine not working and frequent engine start-stop.

[0005] To achieve the above objectives, a first aspect of this disclosure provides a vehicle control method, the method comprising:

[0006] The vehicle is detected to be powered on, and the vehicle's engine speed is obtained. In response to the engine speed being greater than a preset speed threshold, the current first intake manifold temperature and throttle body inlet temperature are obtained; Based on the temperature of the first intake manifold and the temperature before the throttle valve, the preset starting conditions are determined, and the intercooler pump in the vehicle is controlled to operate.

[0007] Specifically, the step of determining whether the preset starting conditions are met based on the first intake manifold temperature and the throttle body temperature, and controlling the operation of the vehicle's intercooler pump, includes: The temperature of the first intake manifold is compared with a preset temperature threshold. In response to the first intake manifold temperature being lower than a first preset temperature threshold, determining that the preset start-up conditions are not met, the vehicle's intercooler pump is controlled to stop operating; or... In response to the first intake manifold temperature being greater than or equal to a first preset temperature threshold, a target delay duration is determined based on the first intake manifold temperature and the throttle body temperature, and a preset start-up condition is determined based on the target delay duration, thereby controlling the operation of the vehicle's intercooler pump.

[0008] Specifically, the step of determining the target delay duration based on the first intake manifold temperature and the throttle body pre-temperature, determining whether the preset start-up conditions are met based on the target delay duration, and controlling the operation of the vehicle's intercooler pump includes: The target delay duration is determined based on the first intake manifold temperature and the throttle body inlet temperature, and timing begins. In response to the timing duration reaching the target delay duration, the second intake manifold temperature is obtained; In response to the second intake manifold temperature being greater than a preset temperature threshold, the preset start-up conditions are determined to be met, and the vehicle's intercooler pump is controlled to operate.

[0009] Specifically, determining the target delay duration based on the first intake manifold temperature and the throttle body pre-temperature includes: The first temperature difference value is obtained by taking the difference between the first intake manifold temperature and the throttle valve inlet temperature. Based on the first temperature difference, determine the target delay duration corresponding to the first temperature difference.

[0010] Specifically, determining the target delay duration based on the first intake manifold temperature and the throttle body pre-temperature includes: Obtain the engine compartment temperature, and determine a first adjustment coefficient based on the engine compartment temperature; The first temperature difference value is obtained by taking the difference between the first intake manifold temperature and the throttle valve inlet temperature. The target temperature difference is determined based on the first temperature difference and the first adjustment coefficient, and the target delay time is determined based on the target temperature difference.

[0011] The above approach addresses the issue that the engine compartment temperature affects the engine's intake air temperature; a higher engine compartment temperature corresponds to a higher temperature of the air entering the engine. By considering the impact of engine compartment temperature on intake air temperature when determining the target delay duration, the accuracy of the determined target delay duration is improved.

[0012] Specifically, determining the target delay duration based on the first intake manifold temperature and the throttle body pre-temperature includes: The first temperature difference value is obtained by taking the difference between the first intake manifold temperature and the throttle valve inlet temperature. The engine compartment temperature and the ambient temperature of the vehicle's surroundings are obtained. A first adjustment coefficient is determined based on the engine compartment temperature, and a second adjustment coefficient is determined based on the ambient temperature. The maximum value of the first adjustment coefficient and the second adjustment coefficient shall be used as the target adjustment coefficient; The target temperature difference is determined based on the first temperature difference and the target adjustment coefficient, and the target delay duration is determined based on the target temperature difference.

[0013] The above scheme addresses the issue that the ambient temperature of the vehicle's environment and the temperature inside the engine compartment both affect the engine's intake air temperature. Therefore, when determining the target delay time, the influence of both the engine compartment temperature and the ambient temperature on the intake air temperature is considered simultaneously. The minimum value among the adjustment coefficients determined by the two is selected as the target adjustment coefficient. This indicates that the intake air temperature itself is relatively high due to the influence of the ambient temperature and the engine compartment temperature, thus the delay time can be appropriately shortened, thereby achieving an accurate determination of the target delay time.

[0014] Specifically, after obtaining the temperature of the second intake manifold, the process also includes: In response to the second intake manifold temperature being less than or equal to a preset temperature threshold, it is determined that the preset start-up conditions are not met, and the vehicle's intercooler pump is controlled to stop operating.

[0015] Specifically, after obtaining the vehicle engine speed, the process also includes: In response to the engine speed being less than or equal to a preset speed threshold, it is determined that the preset start-up conditions are not met, and the vehicle's intercooler pump is controlled to stop operating.

[0016] With the above solution, after the engine is turned off, since the engine no longer takes in air, the excessively high intake manifold temperature will not affect the engine. Therefore, there is no need to use the intercooler water pump to cool the air entering the engine at this time. In other words, the intercooler water pump is controlled to stop running, thereby reducing the vehicle's power consumption.

[0017] Based on the same inventive concept, a second aspect of this disclosure provides a vehicle control device, comprising: The data acquisition module is configured to detect when the vehicle is powered on and acquire the vehicle's engine speed. The judgment module is configured to obtain the current first intake manifold temperature and throttle body temperature in response to the engine speed being greater than a preset speed threshold. The vehicle control module is configured to determine whether preset start-up conditions are met based on the temperature of the first intake manifold and the temperature before the throttle valve, and control the operation of the vehicle's intercooler pump.

[0018] Based on the same inventive concept, a third aspect of this disclosure proposes an electronic device including a memory, a processor, and a computer program stored in the memory and executable by the processor, wherein the processor implements the vehicle control method as described above when executing the computer program.

[0019] Based on the same inventive concept, a fourth aspect of this disclosure provides a non-transitory computer-readable storage medium that stores computer instructions for causing a computer to perform the vehicle control method as described above.

[0020] Based on the same inventive concept, the fifth aspect of this disclosure provides a vehicle including the vehicle control device described in the second aspect, the electronic device described in the third aspect, or the storage medium described in the fourth aspect.

[0021] As can be seen from the above, this disclosure proposes a vehicle control method, electronic device, and vehicle. The method detects that the vehicle is powered on and acquires the vehicle's engine speed. If the engine speed is greater than a preset speed threshold, it indicates that the vehicle engine has started working. The current first intake manifold temperature and throttle body temperature are acquired. Based on the first intake manifold temperature and the throttle body temperature, a preset starting condition is determined. This indicates that the air temperature in the intake manifold is indeed high, and after the engine starts working, the relatively cold outside air enters the intake manifold through the intercooler pipe, but this does not cause the temperature to drop below the intercooler water pump's operating threshold. That is, the problem of the intercooler water pump stopping working after outside air enters is avoided. At this time, the vehicle's intercooler water pump is controlled to circulate coolant through the electronic water pump, reducing the intake air temperature through heat exchange. This ensures normal engine operation, avoids engine knocking, and reduces overall vehicle power consumption. Attached Figure Description

[0022] To more clearly illustrate the technical solutions in this disclosure or related technologies, the accompanying drawings used in the description of the embodiments or related technologies will be briefly introduced below. Obviously, the accompanying drawings described below are only embodiments of this disclosure. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0023] Figure 1 This is a flowchart of a vehicle control method according to an embodiment of the present disclosure; Figure 2 This is a schematic diagram of the structure of the water-cooled intercooler in the embodiments of this disclosure; Figure 3 This is a flowchart of a vehicle control method according to another embodiment of the present disclosure; Figure 4 This is a structural block diagram of a vehicle control device according to an embodiment of the present disclosure; Figure 5 This is a schematic diagram of the structure of an electronic device according to an embodiment of the present disclosure. Detailed Implementation

[0024] To make the objectives, technical solutions, and advantages of this disclosure clearer, the following detailed description is provided in conjunction with specific embodiments and the accompanying drawings.

[0025] It should be noted that, unless otherwise defined, the technical or scientific terms used in the embodiments of this disclosure should have the ordinary meaning understood by one of ordinary skill in the art to which this disclosure pertains. The terms "first," "second," and similar terms used in the embodiments of this disclosure 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 following 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 used only to indicate relative positional relationships; when the absolute position of the described object changes, the relative positional relationship may also change accordingly.

[0026] Definitions of terms used in this disclosure: ECU: Electronic Control Unit (ECU) is the brain or nerve center of a car. It receives signals from sensors (such as vehicle speed, temperature, oxygen, etc.), processes them through internal chips and software, and precisely controls the operation of actuators such as engine fuel injection and ignition, transmission shifting, or anti-lock braking, thereby ensuring that the vehicle can operate safely, efficiently, and stably under different operating conditions.

[0027] To improve the efficiency and power of turbocharged engines, it is necessary to cool the high-temperature air generated after turbocharging. Currently, intercoolers are mainly used to achieve this function, and depending on the cooling medium, they are divided into air-cooled and water-cooled systems.

[0028] Water-cooled intercooling systems are widely used in modern vehicles due to their high cooling efficiency and compact structure. Their core working principle involves an electric water pump driving coolant to circulate between the intercooler body and heat dissipation components, using heat exchange to lower the temperature of the pressurized air flowing through the intercooler.

[0029] Under traditional control logic, the system usually adopts a rule-based control strategy, that is, the engine control unit monitors the intake manifold temperature in real time. When the intake temperature exceeds the preset threshold, the ECU issues a command to start the electric water pump to circulate the coolant until the temperature drops to the target range.

[0030] The aforementioned control strategy works well in traditional gasoline vehicles where the engine runs continuously. This is because the engine is always running during vehicle operation, including low-speed driving or idling at red lights. Airflow remains in the intake manifold, the need for cooling is constant, and the electricity consumed by the electric water pump is provided by the generator driven by the engine—it's self-generated and doesn't consume additional battery power. However, when this strategy is applied to hybrid vehicles, because the engine is not the sole power source, it frequently shuts off during low-speed driving, coasting, or parking. The original control strategy fails to recognize the engine's state, revealing significant energy consumption problems, specifically manifested in the following two typical scenarios.

[0031] One scenario involves ineffective cooling after the engine has stopped. When a vehicle enters low-speed coasting or stops at a red light after high-speed driving, the engine shuts off. Although the engine has stopped intake air, a large amount of hot gas remains in the intercooler and its piping, causing the intake manifold temperature to remain high. Because the original strategy only judges temperature and not engine status, the electric water pump will continue to operate due to the detected high-temperature signal, attempting to cool a closed system where no more hot gas is continuously flowing in. At this time, the engine is off, the alternator is no longer working, and the power required for the water pump to operate comes entirely from the vehicle's high-voltage battery pack. This ineffective cooling directly leads to an increase in the vehicle's overall power consumption.

[0032] Another scenario involves the frequent start-stop of the water pump in low-temperature winter conditions. In cold winter environments, vehicles frequently start and stop the engine due to power demands. When the engine is off, the throttle is closed, and the intake manifold becomes a relatively enclosed space. Heat radiation from hot components such as the cylinder block and cylinder head, as well as residual warm air, causes the gas temperature within the manifold to rise continuously within a small range, triggering a false demand to start the water pump. However, the moment the engine restarts, the throttle opens, and a large amount of cold air rushes into the intake manifold, causing the intake air temperature to plummet rapidly below the water pump's control threshold. The ECU then commands the water pump to stop. During these frequent engine start-stop cycles, the electric water pump also switches back and forth between starting and stopping. The current surge during motor startup is significant, and this frequent start-stop not only causes unnecessary energy consumption but may also adversely affect the lifespan of the electric water pump.

[0033] In summary, the current control strategies for water-cooled intercooling systems are clearly incompatible with hybrid vehicles. The root cause lies in the fact that the control logic uses intake air temperature as the sole decision-making basis, neglecting the core operating characteristic of engine start-stop in hybrid vehicles. This lag in the strategy—being unaware of the engine's operation even after it has stopped—causes the electric water pump to continue operating ineffectively after the engine is turned off, or to perform ineffective rapid switching during frequent engine start-stop cycles. Ultimately, this results in unnecessary energy consumption of the entire vehicle, weakening the energy-saving advantages of hybrid vehicles.

[0034] To address the aforementioned issues, this embodiment proposes a vehicle control method. Instead of directly controlling the electronic water pump to start during engine startup, it determines whether starting is necessary based on the temperature at both ends of the throttle valve. The intercooler water pump only operates when the starting conditions are met. Figure 1 As shown, the method includes: Step 101: Detect vehicle power-on and obtain vehicle engine speed.

[0035] In practice, the vehicle status is checked to determine if the vehicle is powered on. If the vehicle is detected to be powered on, this means that by operating the key or one-button start, the power to the entire vehicle is turned on, allowing the electronic systems such as the instrument panel, infotainment system, and windows to enter working mode and perform self-checks. At this time, the ECU is powered on and wakes up to obtain the vehicle's engine speed.

[0036] In this embodiment, since the engine is the sole power source in a traditional gasoline vehicle, it remains running at low speeds and when parked at red lights. Because the engine is constantly running, the air in the intake manifold is in a state of constant flow. To reduce the temperature of the boosted air, it is necessary to control the electronic water pump circulation based on the real-time intake manifold temperature. Furthermore, the electrical energy consumed comes from the generator; as long as the engine remains running, its power supply to the electronic water pump is continuous, preventing any waste of electrical energy.

[0037] In hybrid vehicles, the engine is not the only power source. Typically, the vehicle is driven by the electric motor at the beginning of driving. The engine only kicks in when the vehicle needs a lot of power. After kicking in, the engine will shut off when the vehicle is at low speed or when parked at a red light. When the engine has stopped but the intake air temperature is still relatively high, the electric water pump will still run according to the preset strategy. However, since the engine has stopped running, the electric water pump consumes power from the vehicle's battery pack. Therefore, the operation of the electric water pump will only increase the overall vehicle power consumption.

[0038] Therefore, in this embodiment, the vehicle is a hybrid vehicle, and it is equipped with a water-cooled intercooler system. Specifically, the structure of the water-cooled intercooler is as follows: Figure 2 As shown, it typically consists of an intercooler body, an electric water pump and related control circuitry, intake piping, cooling water pipes, and a condenser. Figure 2 The arrows in the diagram indicate the direction of gas flow. The execution logic of the water-cooled intercooler system specifically includes: Outside air is first measured by a flow meter and then drawn into the compressor impeller, which is part of the turbocharger. The compressor impeller, driven by the turbine impeller, rotates and compresses the air. The compressed air temperature rises significantly, and this high temperature reduces air density, potentially causing engine knocking. The hot, compressed air then enters the intercooler through the intake manifold. The heat from the air is transferred to the coolant flowing through the intercooler's core. An electric water pump, driven by control circuitry, circulates the coolant in the cooling pipes, carrying away the heat. The cooled, high-density air then flows through the throttle valve (which controls the intake volume) and finally enters the engine cylinders for combustion.

[0039] Step 102: In response to the engine speed being greater than a preset speed threshold, obtain the current first intake manifold temperature and throttle body temperature.

[0040] In specific implementation, after obtaining the engine speed, the engine speed is compared with a preset speed threshold to obtain a comparison result. The comparison result includes the engine speed being greater than the preset speed threshold, or the engine speed being less than or equal to the preset speed threshold.

[0041] If the engine speed is determined to be greater than a preset speed threshold, it indicates that the engine needs to re-engage due to vehicle strategy requirements. The preset speed threshold is a pre-set minimum engine speed for starting. In this embodiment, the preset speed threshold is preferably 0.

[0042] Furthermore, when the engine speed exceeds a preset speed threshold, the current first intake manifold temperature and the throttle body temperature are acquired. Specifically, both the first intake manifold temperature and the throttle body temperature can be obtained through sensors, with temperature sensors installed before and after the throttle body, respectively. Figure 2 As shown, the first intake manifold temperature is acquired by an intake manifold temperature sensor located after the throttle valve, and the throttle valve inlet temperature is acquired by a throttle valve inlet temperature sensor located before the throttle valve.

[0043] Step 103: Based on the temperature of the first intake manifold and the temperature before the throttle valve, determine that the preset start-up conditions are met, and control the operation of the vehicle's intercooler pump.

[0044] In practice, the temperature of the first intake manifold and the temperature before the throttle valve are collected to determine whether the preset start-up conditions are met. The preset start-up conditions are the conditions for the intercooler water pump to start and run.

[0045] Furthermore, when the preset starting conditions are met based on the temperature of the first intake manifold and the temperature before the throttle valve, the vehicle's intercooler pump is controlled to operate, thereby controlling the electronic water pump to circulate coolant and reduce the intake air temperature through heat exchange.

[0046] The above method detects vehicle power-on and obtains engine speed. If the engine speed is greater than a preset speed threshold, it indicates that the vehicle engine has started working, and the current first intake manifold temperature and throttle body temperature are obtained. Based on these temperatures, the preset start-up conditions are determined to be met. This indicates that the air temperature in the intake manifold is indeed high, and after the engine starts working, the cooler fresh air from outside enters the intake manifold through the intercooler pipe without causing the temperature to drop below the intercooler pump's operating threshold. This prevents the intercooler pump from stopping after outside air enters. At this point, the vehicle's intercooler pump is controlled to circulate coolant via an electronic pump, reducing the intake air temperature through heat exchange. This ensures normal engine operation, prevents engine knocking, and reduces overall vehicle power consumption.

[0047] In some embodiments, to avoid the problem of excessive residual heat in the engine after the vehicle engine is turned off, causing the electric water pump to operate, and then the outside cold air temperature drops instantly below the water pump control threshold when the engine starts and the throttle is opened, causing the electric water pump to stop, thus increasing power consumption due to frequent starting and stopping, when the residual heat in the engine is high, a delay time is determined based on the temperature difference before and after the throttle. This allows the gas temperature before the throttle to rise and the gas temperature after the throttle to decrease. After the delay time, it is determined whether the intercooler water pump needs to be started, avoiding frequent starting and stopping of the intercooler water pump. That is, step 103, which determines whether the preset starting conditions are met based on the first intake manifold temperature and the temperature before the throttle, and controls the operation of the vehicle's intercooler water pump, specifically includes: Step 1031: Compare the temperature of the first intake manifold with a preset temperature threshold. Step 1032: In response to the first intake manifold temperature being lower than a first preset temperature threshold, determining that the preset start-up conditions are not met, the vehicle's intercooler pump is controlled to stop operating; or, Step 1033: In response to the first intake manifold temperature being greater than or equal to a first preset temperature threshold, a target delay duration is determined based on the first intake manifold temperature and the throttle body temperature, and a preset start-up condition is determined based on the target delay duration, and the intercooler pump in the vehicle is controlled to operate.

[0048] In specific implementation, the collected first intake manifold temperature is compared with a preset temperature threshold to obtain a comparison result. The comparison result includes the first intake manifold temperature being less than the first preset temperature threshold, or the first intake manifold temperature being greater than or equal to the first preset temperature threshold.

[0049] If the temperature of the first intake manifold is lower than the first preset temperature threshold, it means that the temperature of the first intake manifold is low and there is no need to run the intercooler pump for cooling. Therefore, the preset start-up conditions are not met, and the vehicle intercooler pump is controlled to stop running in order to avoid unnecessary operation that would cause high battery power consumption and reduce the overall vehicle energy consumption.

[0050] If the temperature of the first intake manifold is greater than or equal to a first preset temperature threshold, it indicates that the temperature of the first intake manifold is high, and it may be necessary to run the intercooler pump to reduce the intake air temperature. Therefore, the target delay time is determined based on the temperature of the first intake manifold and the temperature before the throttle valve, wherein the target delay time is the time during which the intercooler pump is delayed in operation.

[0051] After determining the target delay duration, it is determined whether the preset start-up conditions are met based on the target delay duration. Then, when it is determined that the preset start-up conditions are met, the vehicle's internal cooling water pump is controlled to operate, so as to control the electronic water pump to circulate coolant and reduce the intake air temperature through heat exchange.

[0052] Specifically, step 1033, which involves determining the target delay duration based on the first intake manifold temperature and the throttle body pre-temperature, and determining whether the preset start-up conditions are met based on the target delay duration, and controlling the operation of the vehicle's intercooler pump, specifically includes: Step A: Determine the target delay duration based on the first intake manifold temperature and the throttle body inlet temperature, and start timing; Step B: In response to the timing duration reaching the target delay duration, obtain the second intake manifold temperature; Step C: In response to the second intake manifold temperature being greater than a preset temperature threshold, it is determined that the preset start-up conditions are met, and the vehicle's intercooler pump is controlled to operate.

[0053] In practice, the target delay time is determined based on the first intake manifold temperature and the throttle body temperature, and timing begins to record the timing duration. The recorded timing duration is compared with the determined target delay time. If the recorded timing duration reaches the target delay time, it means that the target delay time has been accumulated, and the intake manifold temperature at this time is re-acquired to obtain the second intake manifold temperature.

[0054] The collected second intake manifold temperature is compared again with the preset temperature threshold. If the second intake manifold temperature is greater than the preset temperature threshold, it means that after the target delay time, the temperature inside the intake manifold is still greater than the preset temperature threshold. In this case, the vehicle's coolant pump should be controlled to operate. At the same time, because the outside cold air has been maintained in the pipeline for the target delay time, its temperature has also risen due to the influence of heat-generating components such as the cylinder block and cylinder head. Therefore, after entering the intake manifold, the temperature inside the intake manifold will not drop below the water pump operating threshold due to excessively low temperature.

[0055] Specifically, when determining the target delay duration based on the first intake manifold temperature and the throttle body temperature, the intercooler pump's delay time can be further determined based on the difference between the two. That is, determining the target delay duration based on the first intake manifold temperature and the throttle body temperature in step 1033 specifically includes: Step 10331: The temperature of the first intake manifold and the temperature before the throttle valve are processed to obtain the first temperature difference value. Step 10332: Determine the target delay duration corresponding to the first temperature difference based on the first temperature difference.

[0056] In practice, the temperature in the first intake manifold is subtracted from the temperature before the throttle valve to obtain a first temperature difference value. Based on this first temperature difference value, a database is consulted to determine the target delay duration corresponding to it. The database stores the correspondence between the first temperature difference value and the target delay duration.

[0057] In this embodiment, through experimental calibration, it is considered that the temperature of the gas after intercooling is less affected by heat-generating components such as the cylinder block and cylinder head. After the engine starts working, the relatively cold fresh air from the outside enters the intake manifold through the intercooling pipe, which will reduce the temperature inside the intake manifold to below the water pump operating threshold in a short time. Experimental verification shows that the greater the temperature difference between the intake manifold and the temperature before the throttle valve, the longer the required delay time.

[0058] For example, a first temperature difference of 0 degrees Celsius corresponds to a target delay of 0 seconds. A first temperature difference of 5 degrees Celsius corresponds to a target delay of 5 seconds. A first temperature difference of 10 degrees Celsius corresponds to a target delay of 10 seconds. A first temperature difference of 15 degrees Celsius corresponds to a target delay of 15 seconds. A first temperature difference of 20 degrees Celsius corresponds to a target delay of 20 seconds.

[0059] In some embodiments, the engine compartment temperature affects the engine intake air temperature; that is, the higher the engine compartment temperature, the higher the temperature of the air entering the engine. Therefore, to improve the accuracy of the determined target delay duration, the influence of the engine compartment temperature on the delay duration needs to be considered. Specifically, determining the target delay duration based on the first intake manifold temperature and the throttle body temperature in step 1033 includes: Step 1033a: Obtain the engine compartment temperature and determine the first adjustment coefficient based on the engine compartment temperature; Step 1033b: The temperature of the first intake manifold and the temperature before the throttle valve are processed to obtain the first temperature difference value. Step 1033c: Determine the target temperature difference based on the first temperature difference and the first adjustment coefficient, and determine the target delay duration based on the target temperature difference.

[0060] In specific implementation, the engine compartment temperature is acquired, and a first adjustment coefficient is determined based on the engine compartment temperature. Specifically, the first adjustment coefficient corresponding to the engine compartment temperature is determined by searching a database, wherein the database stores the correspondence between engine compartment temperatures and the first adjustment coefficient, and the value of the first adjustment coefficient is a value greater than 0 and less than 1.

[0061] The first intake manifold temperature and the throttle body temperature are subtracted to obtain a first temperature difference value. A target temperature difference value is then determined based on this first temperature difference value and the first adjustment coefficient. This is achieved by multiplying the first temperature difference value by the first adjustment coefficient; the resulting product is the target temperature difference value. Finally, the target delay duration is determined based on this target temperature difference value.

[0062] Specifically, the database is searched based on the target temperature difference to determine the target delay duration corresponding to the target temperature difference. The database stores the correspondence between the target temperature difference and the target delay duration.

[0063] For example, the engine compartment temperature is obtained as 120 degrees Celsius, and the first adjustment coefficient corresponding to the engine compartment temperature is determined to be 0.8. The first temperature difference between the first intake manifold temperature and the throttle body temperature is determined to be 15 degrees Celsius. Then, based on the first adjustment coefficient and the first temperature difference, the target temperature difference is determined to be 12 degrees Celsius, and the target delay duration is determined to be 12 seconds by searching the database.

[0064] The above approach addresses the issue that the engine compartment temperature affects the engine's intake air temperature; a higher engine compartment temperature corresponds to a higher temperature of the air entering the engine. By considering the impact of engine compartment temperature on intake air temperature when determining the target delay duration, the accuracy of the determined target delay duration is improved.

[0065] In some embodiments, since the gas entering the engine originates from the vehicle's environment, the ambient temperature of that environment also affects the delay duration. Therefore, in addition to considering the engine compartment temperature, the ambient temperature of the vehicle's environment must also be considered. Specifically, determining the target delay duration based on the first intake manifold temperature and the throttle body temperature in step 1033 includes: Step 1033A: The temperature of the first intake manifold and the temperature before the throttle valve are processed to obtain the first temperature difference value. Step 1033B: Obtain the engine compartment temperature and the ambient temperature of the vehicle's surroundings; determine a first adjustment coefficient based on the engine compartment temperature; and determine a second adjustment coefficient based on the ambient temperature. Step 1033C: Take the minimum value of the first adjustment coefficient and the second adjustment coefficient as the target adjustment coefficient; Step 1033D: Determine the target temperature difference based on the first temperature difference and the target adjustment coefficient, and determine the target delay duration based on the target temperature difference.

[0066] In specific implementation, the temperature of the first intake manifold and the temperature before the throttle valve are subtracted to obtain a first temperature difference value. The engine compartment temperature and the ambient temperature of the vehicle's surroundings are obtained. A first adjustment coefficient is determined based on the engine compartment temperature, and a second adjustment coefficient is determined based on the ambient temperature.

[0067] Specifically, the system searches a database based on the engine compartment temperature to determine a first adjustment coefficient corresponding to the engine compartment temperature. The database stores the correspondence between the engine compartment temperature and the first adjustment coefficient, and the first adjustment coefficient is a value greater than 0 and less than 1.

[0068] The system searches a database based on the ambient temperature to determine a second adjustment coefficient corresponding to the ambient temperature. The database stores the correspondence between ambient temperature and the second adjustment coefficient, and the value of the second adjustment coefficient is a value greater than 0 and less than 1.

[0069] The first adjustment coefficient is compared with the second adjustment coefficient, and the minimum value between the first and second adjustment coefficients is selected as the target adjustment coefficient. That is, if the first adjustment coefficient is less than or equal to the second adjustment coefficient, the first adjustment coefficient is used as the target adjustment coefficient. If the second adjustment coefficient is less than or equal to the first adjustment coefficient, the second adjustment coefficient is used as the target adjustment coefficient.

[0070] The target temperature difference is determined based on the first temperature difference and the target adjustment coefficient. Specifically, the first temperature difference and the target adjustment coefficient are multiplied together to obtain the target temperature difference. The target delay time is then determined based on the target temperature difference.

[0071] Specifically, the database is searched based on the target temperature difference to determine the target delay duration corresponding to the target temperature difference. The database stores the correspondence between the target temperature difference and the target delay duration.

[0072] For example, the engine compartment temperature is obtained as 130 degrees Celsius, and the first adjustment coefficient corresponding to the engine compartment temperature is determined to be 0.6. The ambient temperature is obtained as 28 degrees Celsius, and the second adjustment coefficient corresponding to the ambient temperature is determined to be 0.8. Then, the target adjustment coefficient is determined to be 0.6, the first temperature difference between the first intake manifold temperature and the throttle body temperature is determined to be 15 degrees Celsius, and then, based on the first adjustment coefficient and the first temperature difference, the target temperature difference is determined to be 9 degrees Celsius. The target delay duration is determined to be 9 seconds by searching the database.

[0073] The above scheme addresses the issue that the ambient temperature of the vehicle's environment and the temperature inside the engine compartment both affect the engine's intake air temperature. Therefore, when determining the target delay time, the influence of both the engine compartment temperature and the ambient temperature on the intake air temperature is considered simultaneously. The minimum value among the adjustment coefficients determined by the two is selected as the target adjustment coefficient. This indicates that the intake air temperature itself is relatively high due to the influence of the ambient temperature and the engine compartment temperature, thus the delay time can be appropriately shortened, thereby achieving an accurate determination of the target delay time.

[0074] In some embodiments, after the intake manifold temperature is collected at the target delay time, if the intake manifold temperature is lower than a preset temperature threshold, the gas temperature inside the intake manifold is low, and therefore no cooling treatment is required. That is, after obtaining the second intake manifold temperature in step B, the process further includes: Step 10A: In response to the second intake manifold temperature being less than or equal to a preset temperature threshold, it is determined that the preset start-up conditions are not met, and the vehicle's intercooler pump is controlled to stop operating.

[0075] In practice, after the intake manifold temperature, i.e. the second intake manifold temperature, is collected when the timing reaches the target delay time, the second intake manifold temperature is compared with a preset temperature threshold.

[0076] If the temperature of the second intake manifold is less than or equal to the preset temperature threshold, it indicates that the gas temperature in the intake manifold is low and no cooling treatment is required. Consequently, the preset start-up conditions are not met, and the vehicle's intercooler pump is stopped to avoid unnecessary operation that would result in high battery power consumption and reduce overall vehicle energy consumption.

[0077] In some embodiments, if the detected engine speed is lower than a preset speed threshold, it indicates that the engine is shut down. Since the engine is no longer in operation, excessively high intake manifold temperatures will not affect the engine, and therefore cooling is unnecessary. Specifically, after obtaining the vehicle engine speed, step 101 further includes: Step 10a: In response to the engine speed being less than or equal to a preset speed threshold, it is determined that the preset start-up conditions are not met, and the vehicle's intercooler pump is controlled to stop operating.

[0078] In practice, after the vehicle is powered on, the engine speed is acquired. During driving, the engine speed sensor feeds back the real-time speed value to the ECU to determine whether the engine has stalled. If the engine speed is lower than a preset speed threshold, it means the engine speed is 0, and the engine can be determined to be stalled.

[0079] After the engine is turned off, since the engine no longer performs the intake stroke and outside air no longer flows into the cylinder, even if the temperature inside the intake manifold is high, it will not cause thermal load on the engine or lead to abnormal combustion such as knocking.

[0080] At this time, for the purpose of optimizing energy management, the intercooler water pump will automatically stop running. That is, if the preset start-up conditions are not met, the vehicle's intercooler water pump will be controlled to stop running, so as to avoid continuing to consume electrical energy when there is no intake load, thereby effectively reducing the vehicle's power consumption and improving energy utilization efficiency.

[0081] With the above solution, after the engine is turned off, since the engine no longer takes in air, the excessively high intake manifold temperature will not affect the engine. Therefore, there is no need to use the intercooler water pump to cool the air entering the engine at this time. In other words, the intercooler water pump is controlled to stop running, thereby reducing the vehicle's power consumption.

[0082] Based on the same inventive concept, another embodiment of this disclosure provides a vehicle control method, such as... Figure 3 As shown, the method specifically includes: Step 201: Power on the vehicle and wake up the ECU.

[0083] Step 202: Detect engine speed.

[0084] In practice, the vehicle status is checked to determine if the vehicle is powered on. If the vehicle is detected to be powered on, this means that by operating the key or one-button start, the power to the entire vehicle is turned on, allowing the electronic systems such as the instrument panel, infotainment system, and windows to enter working mode and perform self-checks. At this time, the ECU is powered on and wakes up to obtain the vehicle's engine speed.

[0085] Step 203: When the engine speed is greater than a preset speed threshold, obtain the current first intake manifold temperature and the throttle body temperature, and determine the first temperature difference between the first intake manifold temperature and the throttle body temperature.

[0086] In specific implementation, after obtaining the engine speed, the engine speed is compared with a preset speed threshold to obtain a comparison result. The comparison result includes the engine speed being greater than the preset speed threshold, or the engine speed being less than or equal to the preset speed threshold.

[0087] If the engine speed is determined to be greater than a preset speed threshold, it indicates that the engine needs to re-engage due to vehicle strategy requirements. The preset speed threshold is a pre-set minimum engine speed for starting. In this embodiment, the preset speed threshold is preferably 0.

[0088] Then, when the engine speed is greater than a preset speed threshold, the current first intake manifold temperature and throttle body temperature are obtained. The difference between the first intake manifold temperature and the throttle body temperature is calculated to obtain the first temperature difference value.

[0089] Step 204: Determine the target delay duration based on the first temperature difference and start timing.

[0090] In practice, the target delay duration corresponding to the first temperature difference is determined by searching the database. The database stores the correspondence between the first temperature difference and the target delay duration.

[0091] In this embodiment, through experimental calibration, it is considered that the temperature of the gas after intercooling is less affected by heat-generating components such as the cylinder block and cylinder head. After the engine starts working, the relatively cold fresh air from the outside enters the intake manifold through the intercooling pipe, which will reduce the temperature inside the intake manifold to below the water pump operating threshold in a short time. Experimental verification shows that the greater the temperature difference between the intake manifold and the temperature before the throttle valve, the longer the required delay time.

[0092] Step 205: When the timing duration reaches the target delay duration, the second intake manifold temperature is obtained.

[0093] In practice, the timing duration is compared with the determined target delay duration. If the timing duration reaches the target delay duration, it means that the target delay duration has been accumulated. The intake manifold temperature at this time is then obtained again, which is the second intake manifold temperature.

[0094] Step 206: The temperature of the second intake manifold is greater than the preset temperature threshold, confirming that the preset start-up conditions are met, and proceed to step 209.

[0095] In practice, the collected temperature of the second intake manifold is compared again with the preset temperature threshold. If the temperature of the second intake manifold is greater than the preset temperature threshold, it means that after the target delay time, the temperature inside the intake manifold is still greater than the preset temperature threshold. At this time, the vehicle's water pump should be controlled to operate. At the same time, because the outside cold air has been maintained in the pipeline for the target delay time, its temperature has also risen due to the influence of heat-generating components such as the cylinder block and cylinder head. Therefore, after entering the intake manifold, the temperature inside the intake manifold will not drop below the water pump operating threshold due to excessively low temperature.

[0096] Step 207: If the temperature of the second intake manifold is less than or equal to a preset temperature threshold, it is determined that the preset start-up conditions are not met, and the process jumps to step 210.

[0097] In practice, after the intake manifold temperature, i.e. the second intake manifold temperature, is collected when the timing reaches the target delay time, the second intake manifold temperature is compared with a preset temperature threshold.

[0098] If the temperature of the second intake manifold is less than or equal to the preset temperature threshold, it indicates that the gas temperature in the intake manifold is low and no cooling treatment is required. Consequently, the preset start-up conditions are not met, and the vehicle's intercooler pump is stopped to avoid unnecessary operation that would result in high battery power consumption and reduce overall vehicle energy consumption.

[0099] Step 208: If the engine speed is less than or equal to a preset speed threshold, it is determined that the preset start-up conditions are not met, and the process jumps to step 210.

[0100] Step 209: Control the operation of the vehicle's intercooled water pump.

[0101] Step 210: Control the vehicle's intercooler water pump to stop running.

[0102] Step 211: If the vehicle is powered off or the vehicle engine is turned off, return to step 201.

[0103] In practice, after the vehicle is powered on, the engine speed is acquired. During driving, the engine speed sensor feeds back the real-time speed value to the ECU to determine whether the engine has stalled. If the engine speed is lower than a preset speed threshold, it means the engine speed is 0, and the engine can be determined to be stalled.

[0104] After the engine is turned off, since the engine no longer performs the intake stroke and outside air no longer flows into the cylinder, even if the temperature inside the intake manifold is high, it will not cause thermal load on the engine or lead to abnormal combustion such as knocking.

[0105] At this time, for the purpose of optimizing energy management, the intercooler water pump will automatically stop running. That is, if the preset start-up conditions are not met, the vehicle's intercooler water pump will be controlled to stop running, so as to avoid continuing to consume electrical energy when there is no intake load, thereby effectively reducing the vehicle's power consumption and improving energy utilization efficiency.

[0106] It should be noted that the method of this disclosure embodiment can be executed by a single device, such as a computer or server. The method of this embodiment can also be applied to 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 of this disclosure embodiment, and the multiple devices will interact with each other to complete the method described.

[0107] It should be noted that the above description describes some embodiments of this disclosure. 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.

[0108] Based on the same inventive concept, corresponding to any of the above-described embodiments, this disclosure also provides a vehicle control device.

[0109] refer to Figure 4 , Figure 4 The vehicle control device, as described in this embodiment, includes: The data acquisition module 301 is configured to detect when the vehicle is powered on and acquire the vehicle engine speed. The judgment module 302 is configured to obtain the current first intake manifold temperature and throttle body temperature in response to the engine speed being greater than a preset speed threshold. The vehicle control module 303 is configured to determine whether the preset start-up conditions are met based on the temperature of the first intake manifold and the temperature before the throttle valve, and control the operation of the vehicle's intercooler pump.

[0110] In some embodiments, the vehicle control module 303 is specifically configured as follows: The temperature of the first intake manifold is compared with a preset temperature threshold. In response to the first intake manifold temperature being lower than a first preset temperature threshold, determining that the preset start-up conditions are not met, the vehicle's intercooler pump is controlled to stop operating; or... In response to the first intake manifold temperature being greater than or equal to a first preset temperature threshold, a target delay duration is determined based on the first intake manifold temperature and the throttle body temperature, and a preset start-up condition is determined based on the target delay duration, thereby controlling the operation of the vehicle's intercooler pump.

[0111] In some embodiments, the vehicle control module 303 is specifically configured as follows: The target delay duration is determined based on the first intake manifold temperature and the throttle body inlet temperature, and timing begins. In response to the timing duration reaching the target delay duration, the second intake manifold temperature is obtained; In response to the second intake manifold temperature being greater than a preset temperature threshold, the preset start-up conditions are determined to be met, and the vehicle's intercooler pump is controlled to operate.

[0112] In some embodiments, the vehicle control module 303 is specifically configured as follows: The first temperature difference value is obtained by taking the difference between the first intake manifold temperature and the throttle valve inlet temperature. Based on the first temperature difference, determine the target delay duration corresponding to the first temperature difference.

[0113] In some embodiments, the vehicle control module 303 is specifically configured as follows: Obtain the engine compartment temperature, and determine a first adjustment coefficient based on the engine compartment temperature; The first temperature difference value is obtained by taking the difference between the first intake manifold temperature and the throttle valve inlet temperature. The target temperature difference is determined based on the first temperature difference and the first adjustment coefficient, and the target delay time is determined based on the target temperature difference.

[0114] In some embodiments, the vehicle control module 303 is specifically configured as follows: The first temperature difference value is obtained by taking the difference between the first intake manifold temperature and the throttle valve inlet temperature. The engine compartment temperature and the ambient temperature of the vehicle's surroundings are obtained. A first adjustment coefficient is determined based on the engine compartment temperature, and a second adjustment coefficient is determined based on the ambient temperature. The maximum value of the first adjustment coefficient and the second adjustment coefficient shall be used as the target adjustment coefficient; The target temperature difference is determined based on the first temperature difference and the target adjustment coefficient, and the target delay duration is determined based on the target temperature difference.

[0115] In some embodiments, the vehicle control module 303 is specifically configured as follows: In response to the second intake manifold temperature being less than or equal to a preset temperature threshold, it is determined that the preset start-up conditions are not met, and the vehicle's intercooler pump is controlled to stop operating.

[0116] In some embodiments, the apparatus further includes a stop-run module, which is specifically configured to: In response to the engine speed being less than or equal to a preset speed threshold, it is determined that the preset start-up conditions are not met, and the vehicle's intercooler pump is controlled to stop operating.

[0117] For ease of description, the above apparatus is described in terms of its functions, divided into various modules. Of course, in implementing this disclosure, the functions of each module can be implemented in one or more software and / or hardware.

[0118] The apparatus of the above embodiments is used to implement the corresponding vehicle control method in any of the foregoing embodiments, and has the beneficial effects of the corresponding method embodiments, which will not be repeated here.

[0119] Based on the same inventive concept, corresponding to the methods of any of the above embodiments, this disclosure also provides an electronic device, including a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the program to implement the vehicle control method described in any of the above embodiments.

[0120] Figure 5 This embodiment illustrates a more specific hardware structure of an electronic device. The device may include a processor 1010, a memory 1020, an input / output interface 1030, a communication interface 1040, and a bus 1050. The processor 1010, memory 1020, input / output interface 1030, and communication interface 1040 are interconnected internally via the bus 1050.

[0121] 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.

[0122] 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.

[0123] 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.

[0124] 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.).

[0125] 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.

[0126] 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.

[0127] The electronic devices described above are used to implement the corresponding vehicle control methods in any of the foregoing embodiments and have the beneficial effects of the corresponding method embodiments, which will not be repeated here.

[0128] Based on the same inventive concept, corresponding to the methods of any of the above embodiments, this disclosure also provides a non-transitory computer-readable storage medium that stores computer instructions for causing the computer to execute the vehicle control method as described in any of the above embodiments.

[0129] 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 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.

[0130] The computer instructions stored in the storage medium of the above embodiments are used to cause the computer to execute the vehicle 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.

[0131] Based on the same inventive concept, corresponding to the methods of any of the above embodiments, this application also provides a vehicle, including the vehicle control device, the electronic device, and the computer-readable storage medium in the above embodiments, wherein the vehicle device implements the vehicle control method described in any of the above embodiments.

[0132] The vehicles described in the above embodiments are used to implement the vehicle control method described in any of the foregoing embodiments, and have the beneficial effects of the corresponding method embodiments, which will not be repeated here.

[0133] 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.

[0134] 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.

[0135] 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.

[0136] 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.

[0137] 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 disclosure (including the claims) is limited to these examples; within the framework of this disclosure, 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 disclosure as described above, which are not provided in detail for the sake of brevity.

[0138] Additionally, to simplify the description and discussion, and to avoid obscuring the embodiments of this disclosure, the provided drawings may or may not show well-known power / ground connections to integrated circuit (IC) chips and other components. Furthermore, the apparatus may be shown in block diagram form to avoid obscuring the embodiments of this disclosure, and this also takes into account the fact that the details of implementation of these block diagram apparatuses are highly dependent on the platform on which the embodiments of this disclosure 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 disclosure, it will be apparent to those skilled in the art that the embodiments of this disclosure can be implemented without these specific details or with variations thereof. Therefore, these descriptions should be considered illustrative rather than restrictive.

[0139] Although this disclosure 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.

[0140] This disclosure is intended to cover all such substitutions, modifications, and variations that fall within the broad scope of the appended claims. Therefore, any omissions, modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this disclosure should be included within the scope of protection of this disclosure.

Claims

1. A vehicle control method, characterized in that, include: The vehicle is detected to be powered on, and the vehicle's engine speed is obtained. In response to the engine speed being greater than a preset speed threshold, the current first intake manifold temperature and throttle body inlet temperature are obtained; Based on the temperature of the first intake manifold and the temperature before the throttle valve, the preset starting conditions are determined, and the intercooler pump in the vehicle is controlled to operate.

2. The method according to claim 1, characterized in that, The step of determining whether the preset starting conditions are met based on the first intake manifold temperature and the throttle body temperature, and controlling the operation of the vehicle's intercooler pump, includes: The temperature of the first intake manifold is compared with a preset temperature threshold. In response to the first intake manifold temperature being lower than a first preset temperature threshold, determining that the preset start-up conditions are not met, the vehicle's intercooler pump is controlled to stop operating; or... In response to the first intake manifold temperature being greater than or equal to a first preset temperature threshold, a target delay duration is determined based on the first intake manifold temperature and the throttle body temperature, and a preset start-up condition is determined based on the target delay duration, thereby controlling the operation of the vehicle's intercooler pump.

3. The method according to claim 2, characterized in that, The step of determining the target delay duration based on the first intake manifold temperature and the throttle body pre-temperature, and determining whether the preset start-up conditions are met based on the target delay duration, and controlling the operation of the vehicle's intercooler pump, includes: The target delay duration is determined based on the first intake manifold temperature and the throttle body inlet temperature, and timing begins. In response to the timing duration reaching the target delay duration, the second intake manifold temperature is obtained; In response to the second intake manifold temperature being greater than a preset temperature threshold, the preset start-up conditions are determined to be met, and the vehicle's intercooler pump is controlled to operate.

4. The method according to claim 3, characterized in that, The step of determining the target delay duration based on the first intake manifold temperature and the throttle body temperature includes: The first temperature difference value is obtained by taking the difference between the first intake manifold temperature and the throttle valve inlet temperature. Based on the first temperature difference, determine the target delay duration corresponding to the first temperature difference.

5. The method according to claim 3, characterized in that, The step of determining the target delay duration based on the first intake manifold temperature and the throttle body temperature includes: Obtain the engine compartment temperature, and determine a first adjustment coefficient based on the engine compartment temperature; The first temperature difference value is obtained by taking the difference between the first intake manifold temperature and the throttle valve inlet temperature. The target temperature difference is determined based on the first temperature difference and the first adjustment coefficient, and the target delay time is determined based on the target temperature difference.

6. The method according to claim 3, characterized in that, The step of determining the target delay duration based on the first intake manifold temperature and the throttle body temperature includes: The first temperature difference value is obtained by taking the difference between the first intake manifold temperature and the throttle valve inlet temperature. The engine compartment temperature and the ambient temperature of the vehicle's surroundings are obtained. A first adjustment coefficient is determined based on the engine compartment temperature, and a second adjustment coefficient is determined based on the ambient temperature. The maximum value of the first adjustment coefficient and the second adjustment coefficient shall be used as the target adjustment coefficient; The target temperature difference is determined based on the first temperature difference and the target adjustment coefficient, and the target delay duration is determined based on the target temperature difference.

7. The method according to claim 3, characterized in that, After obtaining the temperature of the second intake manifold, the following is also included: In response to the second intake manifold temperature being less than or equal to a preset temperature threshold, it is determined that the preset start-up conditions are not met, and the vehicle's intercooler pump is controlled to stop operating.

8. The method according to claim 1, characterized in that, After obtaining the vehicle engine speed, the following is also included: In response to the engine speed being less than or equal to a preset speed threshold, it is determined that the preset start-up conditions are not met, and the vehicle's intercooler pump is controlled to stop operating.

9. An electronic device, characterized in that, It includes a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor, when executing the program, implements the method as described in any one of claims 1 to 8.

10. A vehicle, characterized in that, The vehicle includes the electronic equipment as described in claim 9.

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