VEHICLE PUMP CONDITION REACTION METHOD AND ARRANGEMENT

Abstract

Pump condition response procedure that includes: Operating an internal combustion engine (14) in response to a pumping condition within a vehicle (10) to abort or prevent a first stop-start cycle during a drive cycle and then allowing a second stop-start cycle during the drive cycle, characterized in that the pump condition is a recoverable fault and, in response to that pump condition, the vehicle aborts or prevents the first stop-start cycle but allows the second stop-start cycle at a later time during the drive cycle.

Description

TECHNICAL FIELDThis disclosure relates generally to how a vehicle responds to states of a pump, such as an electronic transmission (ePump) pump. The vehicle may abort or prevent a stop-start cycle in response to some conditions.The document DE 10 2007 001 499 A1 describes pump state reaction methods with which an internal combustion engine is operated in response to a pump state in order to abort or prevent a first stop-start cycle during a drive cycle. From the document DE 10 2012 201 436 A1, a pump state reaction method is known, with which a stop-start cycle during a drive cycle can be prevented in response to a pump state.BACKGROUND OF THE INVENTIONUsually, a driving cycle of a vehicle starts by switching on by a button or otherwise starting the vehicle. When the switch is switched off by a button, the driving cycle then ends. Stop-start vehicles may include a stop-start system that selectively shuts down an engine during certain portions of the drive cycle. Shutting down the engine may save fuel and reduce emissions. For example, a stop-start system may shut down the engine instead of putting it idle when the stop-start vehicle is stopped. The engine is then turned on again when a driver depresses the accelerator pedal or when running of the engine is required to power accessories of the stop-start vehicle.Some electrified vehicles shut down and re-turn on an engine during certain portions of a drive cycle. The electrified vehicles may use electric machines powered by a traction battery to generate torque that rotates the vehicle's drive wheels when the engine is off. If additional torque is required or running of the internal combustion engine is required to supply power to accessories of the electrically operated vehicle, the internal combustion engine is switched on again.When an engine of a vehicle is stopped during a drive cycle, an electronic pump may be used to maintain pressures of a liquid within the engine and other portions of the vehicle. Some vehicles monitor a state of the electronic pump, but respond to the states in a manner that may be unsatisfactory to a driver of the vehicle.SUMMARYA pump state response method according to one aspect of the present disclosure includes, among other things, in response to a pump state, operating an internal combustion engine to abort or prevent a first stop-start cycle during a drive cycle and then allowing a second stop-start cycle during the drive cycle.The pump state is a recoverable fault.In another example of any of the foregoing methods, the pump state is a first pump state, and the method further includes, responsive to a second pump state, operating the engine during a remainder of the drive cycle to prevent any stop-start cycles during the drive cycle.In another example of any of the foregoing methods, the second pump state is a non-recoverable fault.In another example of any of the foregoing methods, the first stop-start cycle and the second stop-start cycle are within the same drive cycle.In another example of any of the foregoing methods, operation includes idle.In another example of any of the foregoing methods, the pump state is a recoverable fault and is received when an enable command is given for the pump and an disable command is given for the engine. The method further includes starting the engine and then receiving an additional pump condition at a later time during the drive cycle. The method allows the second stop-start cycle when the additional pump state indicates that the recoverable fault of the pump is corrected.In another example of any of the foregoing methods, the pump state is a first pump state, and the method further includes, responsive to a second pump state, preventing any stop-start cycles during a remainder of the drive cycle.An electrically-operated vehicle assembly according to another aspect of the present disclosure includes, among other things, a pump, an internal combustion engine, and a vehicle control device. The vehicle control device is configured to abort or prevent a first stop-start cycle by an engine-on instruction in response to a pump state received during a drive cycle. The vehicle control device is further configured to allow a second stop-start cycle of the internal combustion engine at a later time during the drive cycle when the pump state is a recoverable fault.In the above arrangement, the pump state is a recoverable failure.In a further non-limiting embodiment of any of the foregoing assemblies, the pump state is a first pump state, and the vehicle controller is further configured to command the engine to operate in response to a second pump state during a remainder of the drive cycle.In a further non-limiting embodiment of the foregoing arrangement, the second pump state is a recoverable fault.In a further non-limiting embodiment of any of the foregoing arrangements, the first stop-start cycle and the second stop-start cycle are within the same drive cycle.In a further non-limiting embodiment of any of the foregoing arrangements, the pump condition is a recoverable fault and is received when an enable command is given for the pump and an disable command is given for the engine. The control device is further designed to issue an activation instruction for the internal combustion engine and to allow the second stop-start cycle if an additional pump state received at a later point in time during the drive cycle indicates that the recoverable fault of the pump is corrected.In a further non-limiting embodiment of any of the foregoing assemblies, the pump state is a first pump state, and further comprises, in response to a second pump state, preventing any stop-start cycles during a remainder of the drive cycle.In a further non-limiting embodiment of any of the foregoing assemblies, the vehicle control device includes a powertrain control module.In a further non-limiting embodiment of any of the foregoing assemblies, the engine, the pump, and the vehicle control device are parts of a stop-start vehicle.In a further non-limiting embodiment of any of the foregoing assemblies, the engine, the pump, and the vehicle control device are portions of an electrified vehicle.BRIEF DESCRIPTION OF THE FIGURESThe various features and advantages of the disclosed examples will become apparent to those skilled in the art from the detailed description. The figures attached to the detailed description may be briefly described as follows: FIG. 1 shows a side view of an example stop-start vehicle. FIG. 2 shows a highly schematic view of the stop-start vehicle from FIG. 1. FIG. 3 graphically illustrates vehicle, engine, and pump speeds during a selected portion of a drive cycle of the vehicle of FIG. 1. FIG. 4 shows an example pump response method used by the vehicle of FIG. 1.DETAILED DESCRIPTIONThis disclosure relates to monitoring and responding to conditions of a pump within a vehicle. Some pump conditions reflect a recoverable fault associated with the pump. In response to such a pump condition, the vehicle aborts or prevents a stop-start cycle within a drive cycle, but permits a subsequent stop-start cycle at a later time during the drive cycle.Referring to FIG. 1, an example vehicle 10 includes an engine 14, a pump 18, and a vehicle controller 22. The example vehicle 10 is a stop-start vehicle with an integrated stop-start system. At least the engine 14, the pump 18 and the controller 22 are parts of the stop-start system.The engine 14 may be used as a drive source for wheels 24 of the vehicle 10. The vehicle 10 may be a rear wheel drive, front wheel drive, or all-wheel drive vehicle.In one embodiment, the internal combustion engine 14 is an internal combustion engine. Although not shown herein, in hybrid vehicle embodiments, the vehicle 10 may include additional propulsion devices, such as an electric machine (i.e., an electric motor, generator, or a combined motor-generator), capable of propelling wheels of the vehicle 10. That is, the vehicle 10 may be an electrically powered vehicle or other type of vehicle with an integrated stop-start system. In a specific example, the vehicle 10 is a micro-hybrid vehicle. Further examples may include mild hybrid and roll stop start vehicles.The example pump 18 is an electric transmission (ePump) pump that maintains the pressure of a liquid within the vehicle 10. The liquid may circulate through portions of the engine 14 and through other areas of the vehicle 10, for example, through a transmission associated with the engine 14. In some examples, the pump 18 may circulate the liquid in addition to maintaining the liquid pressure.The pump 18 is typically used to maintain a pressure on the liquid and to circulate the liquid when the engine 14 is unable to do so, for example, when an off command is given to the engine 14 during a stop-start cycle.The controller 22 is operatively connected to the engine 14 and the pump 18. The controller 22 may cause the engine 14 to stop operating or may cause the engine 14 to start operating.Although shown schematically as a single device, controller 22 may be part of a larger control system within vehicle 10 and may be controlled by various other controllers within vehicle 10, such as a vehicle system controller including a powertrain control unit, a transmission control unit, an engine control unit, etc. It is thus understood that the control device 22 can be referred to as a control device that controls various functions of the vehicle 10, for example, by means of a plurality of connected algorithms. Functions controlled by the controller 22 include stopping and starting the engine 14 and stopping and starting the pump 18. In one embodiment, the various controllers that make up the vehicle system controller may communicate with each other using a common bus protocol (e.g., CAN).In an example start-stop cycle of the vehicle 10, the engine 14 is automatically shut down at times when the vehicle 10 is not moving or does not require significant torque from the engine 14. The engine 14 is then powered on again as necessary when the vehicle 10 begins to move or is required to run to power accessories of the engine 14. The vehicle 10 with the stop-start functionality may shut down and re-start the engine 14 to reduce the amount of time the engine 14 idles, which may desirably reduce fuel consumption and emissions. Automatically shutting down engine 14 may be advantageous for vehicles that spend considerable time waiting at traffic lights or that are frequently operating in congested traffic.In some examples, the vehicle 10 may transition to an auto-stop mode (i.e., the engine 14 is automatically stopped when certain vehicle propulsion conditions are met), such as when the driver has applied the brakes and the speed of the vehicle 10 is below a predetermined speed threshold. As soon as the driver indicates a request for vehicle propulsion (for example by releasing a brake pedal), the control device 22 automatically instructs the internal combustion engine 14 to be switched on again.When the engine 14 is turned off, the pump 18 is actuated to maintain pressure and to circulate liquid. A switch-on instruction for the pump 18 is usually carried out directly before the internal combustion engine 14 is switched off at the beginning of a stop-start cycle. Starting the pump 18 immediately prior to the stop-start cycle ensures that fluid pressure and circulation during the stop-start cycle are sufficient.In the past, even if an undesirable condition of the pump 18 was detected, the controller 22 nevertheless allowed the internal combustion engine 14 to be turned off and the stop-start cycle to begin. The undesirable condition associated with pump 18 then resulted in insufficient fluid pressure, insufficient fluid circulation, or both. Insufficient fluid pressure or circulation may result in undesirable impacts in the drive shaft when the engine 14 is restarted at the end of the stop-start cycle. The exemplary embodiment addresses these problems by, among other things, preventing a stop-start cycle of the engine 14 when certain conditions of the pump 18 are detected.Referring now to FIG. 2 and still referring to FIG. 1, the example pump 18 is an auxiliary electric transmission oil pump. The pump 18 may be referred to as an e-pump. The pump 18 includes an electric motor 26 that is energized to drive the pump 18. When energized, the pump 18 may maintain fluid pressure and circulate fluid within the engine 14, a transmission associated with the engine 14, or both.The example vehicle control device 22 includes a processor 30 and a memory portion 34. The processor 30 may be programmed to execute a program stored in the memory portion 34. The program may be stored in the storage section 34 as software code. The program stored in the storage portion 34 may include one or more additional or separate programs, each including an ordered listing of executable instructions for implementing logic functions that may be associated with, for example, controlling stop-start cycles of the engine 14 in response to conditions received from the pump 18.Referring now to FIG. 3, and with continued reference to FIGS. 1 and 2, a plot 50 shows speeds of the vehicle 10 during a selected portion of a drive cycle of the vehicle 10.Typically, the drive cycle begins when a user turns the vehicle 10 from an off state. The drive cycle continues until the user turns off the vehicle 10 when, for example, the user has reached a desired destination. In some examples, the vehicle 10 is turned on with a button to begin a drive cycle and turned off with a button to complete a drive cycle. For purposes of this disclosure, a driving cycle should not be interpreted as related to general changes in the operating conditions of the vehicle 10 during driving of the vehicle 10. For example, if the vehicle 10 turns off the engine 14 to begin a stop-start cycle, this does not represent the completion of a drive cycle as long as the vehicle 10 is not button turned off.The selected portion of the drive cycle includes two stand-alone stop-start cycles. The first stop-start cycle starts at time T 2 and ends at time T 3. The second stop-start cycle starts at time T 5 and ends at time T 6. The engine 14 is commanded off and does not run during the two stop-start cycles. The engine 14 is commanded to turn off at time T 2 to begin the first stop-start cycle, and is commanded to turn on at time T 3 to end the first stop-start cycle. The engine 14 is commanded to turn off at time T 5 to begin the second stop-start cycle, and is commanded to turn on at time T 6 to end the second stop-start cycle.The pump 18 is commanded to turn on and begins increasing speed at time T 1 to support the first stop-start cycle. Then, the pump 18 is instructed to turn off at time T 3. The pump 18 is commanded to turn on and begins increasing speed at time T 4 to support the second stop-start cycle. Then, the pump 18 is instructed to turn off at time T 6. The time periods from T 1 to T 2 and from T 4 to T 5 may be considered as pre-stage periods for the respective stop-start cycles. In some examples, the pump 18 is commanded to turn on three milliseconds before the beginning of a stop-start cycle.The vehicle controller 22 continuously monitors the pump 18 during the drive cycle. The pump 18 can communicate specific pump states to the control device 22 by means of electronic communication. In some examples, the pump 18 may send a signal to the controller 22. The signal changes to represent a particular pump state.The signal transmitted from the pump 18 to the controller 22 may be a pulse width modulated signal. In such an example, the pump 18 may vary a pulse period of the modulated signal pulse to represent a particular pump state.Referring now to FIG. 4 and still to FIG. 2, an example pump response method 100 begins at step 110 where a pump condition is received at the control unit 22. The method 100 then proceeds to step 120 where it is evaluated whether the engine 14 is commanded to shut down during a first stop-start cycle. The engine 14 is commanded to shut down during a first stop-start cycle from time T 2 to T 3 in this example. If the evaluation determines that the engine 14 is off, the method 100 proceeds to a step 130. If there is no shutdown instruction for the internal combustion engine 14 and the latter thus runs, the method continues to a step 140.At step 130, the method 100 calculates whether to continue the first stop-start cycle. If yes, the method 100 proceeds to a step 150. If no, the method 100 proceeds to a step 160 where the engine 14 is commanded to turn on so that the engine 14 is running and aborts the first stop-start cycle. Assessing whether to continue the first start-stop cycle depends at least in part on the pump state received at step 110. Some pump conditions require aborting a stop-start cycle, while others may allow continuation of the stop-start cycle.At step 150, the method 100 calculates whether to allow subsequent stop-start cycles. If so, the method 100 returns to step 110. If no, the method 100 moves to a step 170 that causes the engine 14 to run during a remainder of the drive cycle. Assessing whether to allow subsequent start-stop cycles depends at least in part on the pump state received at step 110. Some pump conditions require preventing stop-start cycles during a remainder of the drive cycle, while others, such as those indicative of recoverable pump faults, may allow subsequent stop-start cycles to allow recovery of such faults.Returning to step 140, the engine 14 is commanded to turn on and run. At step 140, method 100 calculates whether to allow a first stop-start cycle. If so, the method 100 moves to step 150. If no, the method 100 proceeds to a step 180 that continues to run the engine 14 to prevent the first stop-start cycle. Assessing whether to allow the first start-stop cycle depends at least in part on the pump state received at step 110. Some pump conditions require preventing any stop-start cycles, while others, for example, those indicating recoverable pump faults, may allow the first stop-start cycle and then prevent subsequent stop-start cycles if the pump fault has not been corrected.The pump state received by the controller 22 may represent a plurality of states associated with the pump 18 and operation of the pump 18. Some pump conditions indicate that the pump 18 is functioning properly. Others may represent pump faults that may be eliminated. That is, the pump 18 may self-regulate during operation to remedy the pump fault. Other pump faults cannot be eliminated. Various example pump conditions are described below.In one example, the controller 22 receives a pump state indicating that the pump 18 is under-current / charge, but the speed of the electric motor 26 is correct. This pump state may mean that a current at pump 18 is below a threshold percentage of a regular current (e.g., 10% of the regular current operating range at present and normal speeds, speed + / - 10%). If this pump state is received outside a stop-start cycle of the internal combustion engine 14, the controller 22 may prevent an imminent stop-start cycle of the internal combustion engine 14 by keeping the internal combustion engine 14 running. As the engine 14 continues to operate, the drive shaft is prevented from hitting or other undesirable factors due to the engine 14 being reactivated. If this pump state is detected when the engine 14 is off during a stop-start cycle, the controller 22 may allow the stop-start cycle to continue and the stop-start cycle is not interrupted. This pump condition is considered to be a recoverable fault. That is, when the state is detected after the engine 14 is turned off, the state may self-regulate during a subsequent start-stop cycle at a later time during the drive cycle at which a re-pumping is most likely to occur. After the state itself has regulated, the control device 22 will no longer recognize the state.In another example, the controller 22 receives a pump state indicating that the pump 18 has an over-current / charge, but the speed of the electric motor 26 is correct. This pump state may mean that a current at pump 18 is above a threshold percentage of a regular current (e.g., 10% of the regular current operating range at present and normal speeds, speed + / - 10%). In response to this pump condition, the controller 22 may shut down the electric motor 26 after a threshold delay, for example ten seconds. Turning off the electric motor 26 may protect the electric motor 26. In response to this pump condition, the controller 22 may further prevent any imminent stop-start cycles of the engine 14 by continuing to keep the engine 14 running for a remainder of the drive cycle. If this pump state is detected when the internal combustion engine 14 is switched off during a stop-start cycle, the control device 22 starts the internal combustion engine 14 in order to abort the stop-start cycle. Restarting the engine 14 may prevent damage to the pump 18. This pump condition is generally considered an unreasonable fault.In another example, the controller 22 receives a pump condition indicating that a temperature associated with the pump 18 exceeds a threshold temperature. In response to this pump condition, the controller 22 may shut down the electric motor 26. For example, the controller 22 could shut down the electric motor 26 when the pump temperature exceeds another engine-off threshold temperature. In response to this pump state, the controller 22 may delay an imminent stop-start cycle. This pump condition is, in some examples, the result of a heat source separate from the pump 18. The heat source may lose heat, which may result in a drop in the temperature associated with the pump 18 below the threshold temperature. This pump state is thus potentially a recoverable fault. In particular, because the stop-start cycle is delayed or avoided until the temperature has recovered and falls below the threshold temperature, an operator of the vehicle 10 may not perceive this pump state, which may be desirable.In another example, the controller 22 receives a pump condition indicating that a speed of the pump 18 is below a threshold speed (e.g., a speed of 100 rpm 300 ms after commanding the speed). This pump condition may indicate that the pump 18 is stuck or otherwise unable to achieve a desired speed. In response to this pump state, the controller 22 may shut down the electric motor 26 after a threshold delay, for example 2000 milliseconds. In response to this pump condition, the controller 22 may continue to prevent any imminent stop-start cycles of the engine 14 by continuing to run the engine 14 for a remainder of the drive cycle. If this pump condition is detected when the engine 14 is shut down during a stop-start cycle, the controller 22 allows the stop-start cycle to continue because restarting the engine while the condition exists may result in a strike in the drive line. Because this pump condition is not likely to result in damage to the pump, the current stop-start cycle is allowed to continue in the hope that the fault will be resolved.This pump condition is generally considered an unreasonable fault. The controller 22 may allow a stop-start cycle but then, in response to this pump state, prevent any further stop-start cycles for a remainder of the drive cycle. Alternatively, in response to this condition, controller 22 may prevent engine 14 from being automatically shut down throughout the drive cycle.In another example, the controller 22 receives a pump state indicating that the pump 18 has a correct current and speed state. The pump state may reflect that the operating current of pump 18 is within 10% of a regular operating range and a current speed is within 10% of a commanded speed.In another example, the controller 22 receives a pump condition indicating that the pump 18 is running at overspeed but at proper flow. This pump state may mean that a speed of the pump 18 is above a threshold percentage of a commanded speed (e.g., 110% of a commanded speed). In response to this pump condition, the controller 22 may shut down the electric motor 26 after a threshold delay, for example 15 seconds. When this pump state is received, the controller 22 does not prevent or abort a stop-start cycle of the engine 14. This pump condition typically does not result in durability issues or functional issues perceptible to a driver.In another example, the controller 22 receives a pump condition indicating that the pump 18 is running at under speed but at proper flow. This pump state may mean that a speed of the pump 18 is below a threshold percentage of commanded speed (e.g., 90% of commanded speed). The operating current at this pump state may be within 10% of a normal operating range. In response to this pump condition, the controller 22 may prevent any imminent stop-start cycles of the engine 14 by continuing to run the engine 14 for a remainder of the drive cycle. The pump condition may undesirably result in the drive shaft hitting or other undesirable features. Thus, avoiding impending stop-start cycles for the remainder of the drive cycle may be desirable. If this pump state is detected when the internal combustion engine 14 is switched off during a stop-start cycle, the control device 22 does not switch the internal combustion engine 14 on again in response to this pump state in order to abort the stop-start cycle. If this is detected when the internal combustion engine 14 is switched off during a stop-start cycle, switching on again nevertheless takes place, so that permission to continue the stop-start cycle can supply the pump 18 with sufficient time to remedy this pump state.In another example, the controller 22 receives a pump state indicating that the pump 18 has a current and speed state that is outside a threshold range. This pump condition may be responsive to a measured speed deviating by more than 10% from a commanded speed and a measured current deviating by more than 10% from a current corresponding to the commanded speed. In response to this pump state, the controller 22 may shut down the electric motor 26 after a threshold delay. The deceleration may be calibrated to protect the electric motor. In response to this pump state, the controller 22 may avoid impending stop-start cycles during the remainder of the drive cycle and may further re-activate the engine 14 to abort a stop-start cycle when the pump state is received during a stop-start cycle. This pump condition may indicate that damage may occur to the pump 18 so that operating the engine 14 may be desirable so that operation of the pump 18 is not required.In another example, the controller 22 receives a pump state indicating that the pump 18 has and a state of inactive speed where no command signal is received at the pump 18. The pump state may indicate that the controller 22 does not recognize an instruction signal sent to the pump 18 to the controller 22 (e.g., the powertrain control module). In response to this pump state, the controller 22 may shut down the electric motor 26 after a threshold delay, for example 2000 milliseconds. This pump condition is generally considered a recoverable fault. Thus, in response to this pump condition, the controller 22 may start the engine 14 or continue to operate the engine 14 to abort a stop-start cycle and avoid impending stop-start cycles. The controller 22 continues to keep the engine 14 running during the drive cycle until the pump state changes and indicates that an instruction signal is received.In another example, the controller 22 receives a pump state indicating that the signal transmitted from the pump 18 to the controller 22 has a frequency that is outside a specified range. This pump condition is generally considered a recoverable fault. Thus, in response to this pump condition, the controller 22 may start the engine 14 or continue to operate the engine 14 to abort a stop-start cycle and avoid impending stop-start cycles. The controller 22 continues to keep the engine 14 running during the drive cycle until the pump state changes and indicates that a signal sent from the pump 18 to the controller 22 has returned to be within the specified range.In another example, the signal sent from the pump 18 to the controller 22 is a pulse width modulated signal having a pulse period that is varied to represent certain pump conditions. The controller 22 may receive a pump state indicating that the signal has a pulse period that is outside a specified range. This pump condition is generally considered a recoverable fault. Thus, in response to this pump condition, the controller 22 may start the engine 14 or continue to operate the engine 14 to abort a stop-start cycle and avoid impending stop-start cycles. The controller 22 continues to keep the engine 14 running during the drive cycle until the pump condition changes and indicates that a signal sent from the pump 18 to the controller 22 has a pulse period that is within the specified range so that the controller 22 can receive further pump conditions.The foregoing description is to be considered exemplary rather than limiting. Variations and modifications of the disclosed examples, which do not necessarily depart from the spirit of this disclosure, may be apparent to those skilled in the art. Thus, the scope of legal protection given to this disclosure can only be determined by studying the following claims.EXPLANATION OF CHARACTERSFIG. 4 110 Pump state receives 120 First stop-start cycle of engine stop instruction? 130 First stop-start cycle of engine continued? 160 Engine on, first stop-start cycle of engine abort 140 First stop-start cycle of engine allowed? 150 Subsequent stop-start cycles of engine allowed? 180 Engine on to prevent first stop-start cycle 170 Engine during the rest of the drive cycle of operation Yes No No

Claims

A pump state response method comprising: operating an internal combustion engine (14) in response to a pump state within a vehicle (10) to abort or prevent a first stop-start cycle during a drive cycle and then allowing a second stop-start cycle during the drive cycle, characterised in that the pump state is a recoverable fault and in response to this pump state the vehicle aborts or prevents the first stop-start cycle but allows the second stop-start cycle at a later time during the drive cycle.The method of claim 1, wherein the pump state is a first pump state and further comprising, in response to a second pump state, operating the engine (14) during a remainder of the drive cycle to prevent any stop-start cycles during the drive cycle.The method of claim 2, wherein the second pump state is a non-recoverable fault.The method of any one of claims 1 to 3, wherein the operation comprises idling.The method of any of claims 1 to 4, wherein the pump condition is a recoverable fault and is received when the turning on of the pump is commanded and the turning off of the engine (14) is commanded, and wherein the method further comprises starting the engine (14) and then receiving an additional pump condition at a later time during the drive cycle, the method allowing the second stop-start cycle when the additional pump condition indicates that the recoverable fault of the pump has been recovered.An electrically operated vehicle assembly comprising: a pump (18); an internal combustion engine (14); and a vehicle controller (22) configured to abort or prevent a first stop-start cycle by an activation instruction of the internal combustion engine (14) in response to a pump condition received during a drive cycle, wherein the vehicle controller (22) is further configured to allow a second stop-start cycle of the internal combustion engine (14) at a later time during the drive cycle, characterized in that the pump condition is a recoverable fault and in response to this pump condition, the vehicle aborts or prevents the first stop-start cycle but allows the second stop-start cycle at a later time during the drive cycle.The electrically operated vehicle assembly of claim 6, wherein the pump state is a first pump state and the vehicle controller (22) is further configured to command the internal combustion engine (14) to operate in response to a second pump state during a remainder of the drive cycle.The electrically operated vehicle assembly of claim 7, wherein the second pump state is a non-recoverable fault.The electrically operated vehicle assembly according to any one of claims 6 to 8, wherein the pump state is the recoverable fault and is received when the turning on of the pump is commanded and the turning off of the engine is commanded, and the controller is further configured to command the turning on of the engine and to allow the second stop-start cycle when a pump state received at a later time during the drive cycle indicates that the recoverable fault of the pump is recovered.The electrically operated vehicle assembly of any of claims 6 to 9, wherein the vehicle control device (22) comprises a powertrain control module.The electrically operated vehicle arrangement according to any one of claims 6 to 10, wherein the internal combustion engine (14), the pump (18) and the vehicle control device (22) are parts of a stop-start vehicle.The electrically operated vehicle arrangement according to any one of claims 6 to 11, wherein the internal combustion engine (14), the pump (18) and the vehicle control device (22) are parts of an electrically operated vehicle (10).

Images