Air filter blockage detection method, vehicle and storage medium

Abstract

The invention provides an air filter blockage detection method, a vehicle and a storage medium, and relates to the technical field of vehicles. The method comprises the following steps: acquiring a plurality of target curves corresponding to the current working condition of a vehicle; wherein each target curve is used for representing the corresponding relation between the rotating speed of the supercharger and the supercharging pressure under different blocking degrees of the air filter, and the target curves are obtained based on a bench test; the current rotating speed and the current supercharging pressure of a supercharger of the vehicle are obtained; and based on the current rotating speed and the current supercharging pressure of the supercharger and the target curve, the current blocking degree of the air filter is determined. According to the technical scheme provided by the invention, the problem that the blockage of the air filter cannot be treated in time due to the fact that whether the air filter is blocked or not is difficult to detect in time in the prior art can be solved.

Description

Technical Field

[0001] This application relates to the field of vehicle technology, and more specifically, to a method for detecting air filter blockage, a vehicle, and a storage medium. Background Technology

[0002] The air filter is a crucial component of a vehicle's intake system, its function being to filter dust and other impurities from the air, providing clean air for combustion within the engine. During use, dust and other impurities accumulate in the air filter, eventually causing blockage and leading to insufficient air intake for the engine. However, current technology struggles to detect air filter blockage promptly, resulting in delayed intervention and impacting engine performance. Summary of the Invention

[0003] Based on the defects and shortcomings of the aforementioned related technologies, this application proposes an air filter clogging detection method, vehicle, and storage medium, which can solve the problem in the related technologies that it is difficult to detect whether the air filter is clogged in a timely manner, thus making it impossible to deal with the air filter clogging in a timely manner.

[0004] According to a first aspect of this application, a method for detecting air filter blockage is provided, the method comprising: Multiple target curves corresponding to the current operating conditions of the vehicle are obtained; wherein, each target curve is used to represent the relationship between the turbocharger speed and the boost pressure under different degrees of air filter blockage, and the target curves are obtained based on bench tests; Obtain the current speed and current boost pressure of the vehicle's supercharger; Based on the current speed and pressure of the turbocharger and the target curve, the current degree of clogging of the air filter is determined.

[0005] This application utilizes the principle that the turbocharger's speed and boost pressure change accordingly when the air filter is clogged. Bench tests are conducted to obtain the relationship curves between the turbocharger's speed and boost pressure under different operating conditions and varying degrees of air filter clogging. These curves are then incorporated into the vehicle. During actual vehicle use, the turbocharger's speed and boost pressure can be monitored in real-time or periodically, and compared with the relationship curve under the same operating conditions to determine the degree of air filter clogging. This enables timely detection of the air filter's condition, improves the sensitivity of air filter clogging detection, and provides a foundation for timely handling of air filter clogging. Furthermore, since these relationship curves are obtained from bench tests, which are simulations closely resembling real vehicle operating conditions, their reliability is high. Therefore, using these relationship curves for air filter clogging detection can improve the accuracy of clogging detection.

[0006] In some alternative embodiments, after determining the current degree of clogging of the air filter, the method further includes: Based on the current degree of clogging of the air filter, a corresponding target control strategy is executed; wherein, different degrees of clogging correspond to different control strategies, and the control strategies are used to overcome the problems caused by different degrees of clogging.

[0007] In this application, different control strategies can be set for different degrees of air filter clogging to overcome or alleviate the problems caused by different degrees of air filter clogging and reduce the safety risks caused by air filter clogging.

[0008] In some alternative embodiments, the step of executing a corresponding target control strategy based on the current degree of clogging of the air filter includes: Determine the upper limit of boost pressure corresponding to the current degree of clogging of the air filter; wherein different degrees of clogging correspond to different upper limit values ​​of boost pressure; The boost pressure of the booster is controlled based on the upper limit of the boost pressure.

[0009] In this application, when air filter blockage is detected, a corresponding upper limit for boost pressure can be determined based on the current degree of blockage. Based on this upper limit, the boost pressure of the turbocharger is controlled to be less than or equal to this upper limit, thereby limiting the turbocharger speed and preventing overspeeding. By actively controlling the boost pressure before turbocharger damage occurs, a dynamic boost pressure control mechanism can be implemented. This allows for timely prevention of turbocharger damage issues, such as overspeeding and oil leaks, improving the timeliness and effectiveness of engine protection measures. It also enhances engine reliability, extends engine lifespan, avoids significant losses due to turbocharger malfunctions, and reduces maintenance costs.

[0010] In some alternative embodiments, the step of executing a corresponding target control strategy based on the current degree of clogging of the air filter includes: If the current level of clogging in the air filter is considered to be slightly clogging, record the clogging level data; If the air filter is currently moderately clogged, a warning message will be output; the warning message is used to remind the user to check the air filter. If the air filter is severely clogged, the engine torque output is controlled within a preset torque range and / or the turbocharger boost pressure is controlled within a preset pressure range, based on the engine power loss ratio of the vehicle.

[0011] In this application, if the air filter is only slightly clogged, no intervention is required; only the clog level data is recorded for future reference during vehicle maintenance and repair to determine if air filter treatment is necessary, thus preventing severe clog and potential damage to the vehicle. If the air filter is moderately clogged, a warning message can be issued to remind the user to check the air filter and address it promptly, preventing further damage. If the air filter is severely clogged, engine torque output and / or boost pressure can be limited based on the engine's power loss ratio to match the vehicle's powertrain load-bearing capacity.

[0012] In some optional embodiments, obtaining multiple target curves corresponding to the current operating condition of the vehicle includes: If the current operating condition is determined to be a transient operating condition, the first change curve of the intake pressure under the current operating condition is obtained; Determine whether the first change curve matches a preset second change curve under the same operating conditions; wherein, the second change curve is the change curve of intake pressure when the air filter is not clogged under the same operating conditions; If the first change curve and the second change curve do not match, obtain the multiple target curves corresponding to the current working condition.

[0013] In this application, if the first and second curves match, it indicates that the vehicle's actual dynamic response is consistent with the expected dynamic response. In this case, the intake system is normal, and the possibility of air filter blockage is low. Under such transient conditions, it is unnecessary to determine whether the air filter is blocked, thus reducing unnecessary judgments. If the first and second curves match, it indicates that the vehicle's actual dynamic response is inconsistent with the expected dynamic response. In this case, the intake system may be abnormal, and the air filter may be blocked. Further judgment can then be made regarding whether the air filter is blocked, allowing for timely handling of the blockage.

[0014] In some optional embodiments, determining whether the first variation curve matches a preset second variation curve under the same operating conditions includes: Determine the first pressure change gradient of the first change curve within a preset time period, and determine the second pressure change gradient of the second change curve within the preset time period; If the absolute value of the difference between the first pressure change gradient and the second pressure change gradient is less than or equal to the difference threshold, it is determined that the first change curve matches the preset second change curve under the same working conditions. If the absolute value of the difference between the first pressure change gradient and the second pressure change gradient is greater than the difference threshold, it is determined that the first change curve does not match the preset second change curve under the same working conditions.

[0015] In this application, the matching of a first change curve and a second change curve can be determined based on the pressure change gradient within a preset time period. If the pressure change gradients of the two curves are the same or similar within the same time period, it indicates that the first change curve and the second change curve match. If the pressure change gradients of the two curves differ significantly within the same time period, it indicates that the first change curve and the second change curve do not match. The pressure change gradient within the same time period reflects the changing trend of the two curves within the same time period, thereby allowing for a more accurate determination of whether the first change curve and the second change curve match.

[0016] In some alternative embodiments, after determining the current degree of clogging of the air filter, the method further includes: Determine whether the target sensor has malfunctioned; wherein, the target sensor includes: a first sensor for detecting the speed of the turbocharger and a second sensor for detecting the boost pressure of the turbocharger; If the target sensor is not malfunctioning, the previously determined current degree of clogging of the air filter is confirmed to be valid.

[0017] In this application, to avoid data anomalies caused by a single sensor failure, which could lead to a false diagnosis of air filter blockage, it is possible to first determine whether the first sensor used to detect the turbocharger speed and the second sensor used to detect the turbocharger boost pressure are malfunctioning. For example, by detecting whether the two sensors generate fault codes, it can be determined whether the first and second sensors are malfunctioning, thereby improving the accuracy of air filter blockage detection.

[0018] In some optional embodiments, obtaining multiple target curves corresponding to the current operating condition of the vehicle includes: Determine the altitude of the vehicle's location; Determine the multiple target curves corresponding to the altitude and the current operating conditions.

[0019] In this application, altitude affects the ambient air pressure and density, which in turn affects the turbocharger's boosting result. That is, the curves of the change between turbocharger speed and boost pressure are different at different altitudes under the same operating conditions. Therefore, when conducting bench tests, different vehicle operating conditions and different degrees of air filter blockage at different altitudes can be simulated to obtain the corresponding curves of the change between turbocharger speed and boost pressure, so as to improve the accuracy of air filter blockage judgment during actual vehicle use.

[0020] According to a second aspect of this application, an air filter clogging detection device is provided, the device comprising: The first acquisition module is used to acquire multiple target curves corresponding to the current operating conditions of the vehicle; wherein, each target curve is used to represent the correspondence between the turbocharger speed and the boost pressure under different degrees of air filter blockage, and the target curve is obtained based on bench tests; The second acquisition module is used to acquire the current speed and current boost pressure of the vehicle's turbocharger; The detection module is used to determine the current degree of blockage of the air filter based on the current speed and pressure of the turbocharger and the target curve.

[0021] According to a third aspect of this application, an electronic device is provided, comprising: a memory and a processor; The memory is connected to the processor and is used to store programs; The processor is used to implement the air filter blockage detection method as described in the first aspect by running the program in the memory.

[0022] According to a fourth aspect of this application, a vehicle is provided, comprising: an electronic device as described in the third aspect, the vehicle implementing the air filter clogging detection method as described in the first aspect via the electronic device.

[0023] According to a fifth aspect of this application, a storage medium is provided that stores a computer program, which, when executed by a processor, implements the air filter clogging detection method as described in the first aspect.

[0024] According to a sixth aspect of this application, a computer program product or computer program is provided, the computer program product including the computer program, wherein a processor executing the computer program implements the steps in the air filter blockage detection method as described in the first aspect. Attached Figure Description

[0025] By reading the detailed description of the embodiments below, the advantages and benefits of various embodiments will become clear to those skilled in the art. To more clearly illustrate the technical solutions in the embodiments of this application, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the drawings described below are merely embodiments of this application, and those skilled in the art can obtain other drawings based on the provided drawings without creative effort.

[0026] Figure 1 This application provides one of the schematic flowcharts of an air filter clogging detection method.

[0027] Figure 2 This application provides a second schematic flowchart of an air filter clogging detection method.

[0028] Figure 3 This is a block diagram of an air filter clogging detection device provided in an embodiment of this application.

[0029] Figure 4 This is a schematic diagram of the structure of an electronic device provided in an embodiment of this application.

[0030] Figure 5 This is a structural schematic diagram of a vehicle provided in an embodiment of this application. Detailed Implementation

[0031] The technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, and not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0032] Application Overview An air filtration system is essential for the proper functioning of a vehicle engine and is also a crucial component of the vehicle's intake system. When the engine is running, outside air enters the pistons through the air filter and intake cooling system, mixing with fuel. After ignition, the chemical energy of the air-fuel mixture is converted into heat and mechanical energy through combustion, and the mechanical energy propels the vehicle.

[0033] The main function of an air filter is to filter dust and other impurities from the air, providing clean air for combustion inside the engine. During use, dust and other impurities can accumulate in the air filter. Over time, these impurities can clog the filter, leading to insufficient air intake for the engine. Furthermore, during vehicle maintenance, foreign objects such as towels and gloves may be left in the air filter, reducing its intake cross-sectional area and further contributing to insufficient air intake for the engine.

[0034] In related technologies, engine control units (such as ECUs) can detect whether the intake air volume is insufficient based on intake manifold pressure sensors, but they cannot determine whether the insufficient intake air volume is caused by a clogged air filter.

[0035] Furthermore, when the engine intake is insufficient, the engine control unit (such as the ECU) will adjust the boost pressure of the turbocharger to maintain the engine's intake demand, such as by increasing the boost pressure. To achieve this boost pressure, the turbocharger will increase its speed. If the speed exceeds the control limit, it will affect the service life of the turbocharger and may even cause damage to the turbocharger.

[0036] Therefore, this application provides an air filter clogging detection technology. Since the turbocharger's speed and boost pressure change accordingly when the air filter is clogged, this technology can obtain the relationship curve between the turbocharger's speed and boost pressure under different operating conditions and varying degrees of air filter clogging based on bench tests, and then incorporate this curve into the vehicle. During actual vehicle use, the turbocharger's speed and boost pressure can be monitored in real-time or periodically, and then compared with the relationship curve under the same operating conditions to determine the degree of air filter clogging. This enables timely detection of the air filter's condition, improves the sensitivity of air filter clogging detection, and provides a basis for timely handling of air filter clogging. For example, when air filter clogging is detected, a warning message can be output to remind the user to handle it promptly, thereby solving the problem of insufficient engine intake and reducing the risk of turbocharger damage. Furthermore, since this relationship curve is based on bench tests, which are simulation tests, meaning the relationship curve is obtained through repeated simulation tests, its reliability is high. Therefore, using this relationship curve for air filter blockage detection can also improve the accuracy of blockage detection.

[0037] The air filter clogging detection technology provided in this application embodiment is detailed below.

[0038] Exemplary methods This application provides a method for detecting air filter blockage, which is applied to vehicles and can be executed by the engine control unit (ECU) in the vehicle.

[0039] The method is described in detail below through some embodiments. The following embodiments can be combined with each other, and the same or similar concepts or processes may not be described again in some embodiments.

[0040] like Figure 1 As shown, the method may include steps 101 to 103, as described below: Step 101: Obtain multiple target curves corresponding to the current operating conditions of the vehicle.

[0041] Each target curve represents the relationship between turbocharger speed and boost pressure under different degrees of air filter clogging during the current operating condition. The degree of clogging can be categorized according to actual needs, such as 10%, 20%, ..., 90%, etc. The target curve can include a curve representing 0% clogging, i.e., the relationship between turbocharger speed and boost pressure when the air filter is not clogged. The horizontal axis of the target curve can be the boost pressure of the turbocharger, and the vertical axis can be the turbocharger speed.

[0042] The target curve is obtained based on bench tests. In bench tests, the engine system, including the intake system, can be used as the test object. The intake system includes the air filter and the turbocharger.

[0043] During bench testing, varying degrees of blockage can be simulated by sealing the air intake of the intake system to different extents. The degree of blockage must be marked on the testing system for each instance. Alternatively, the air filter itself can be directly sealed to different degrees.

[0044] Under each level of blockage, the turbocharger's speed and boost pressure changes were tested under different vehicle operating conditions to obtain the turbocharger's speed-boost pressure curves for different vehicle operating conditions. For example, a full-load test was performed at a fixed engine speed (e.g., 1500 RPM, 2500 RPM, 3500 RPM, etc.) to obtain the turbocharger's speed-boost pressure curves for different vehicle operating conditions. Another example is testing under rapid acceleration (e.g., climbing a slope from 1000 RPM to 4000 RPM) and rapid deceleration conditions to obtain the corresponding turbocharger speed-boost pressure curves for those conditions.

[0045] The speed-boost pressure curve of the booster obtained from bench tests can be written into a real vehicle, such as into the vehicle's ECU, to detect whether the air filter becomes clogged during actual vehicle use and the degree of clogging when it does.

[0046] The vehicle's operating conditions can be categorized based on at least one of the following: vehicle speed, engine output torque, and engine speed. For example, different engine output torque ranges can be set to correspond to different operating conditions, different vehicle speed ranges can be set to correspond to different operating conditions, and different engine speed ranges can be set to correspond to different operating conditions. To more accurately categorize vehicle operating conditions, multiple factors such as vehicle speed, engine output torque, and engine speed can be combined to determine the vehicle's operating conditions, which can be set according to actual needs.

[0047] Step 102: Obtain the current speed and boost pressure of the vehicle's supercharger.

[0048] In this embodiment, the current speed of the turbocharger can be detected by a speed sensor, and the current pressure of the turbocharger can be detected by a pressure sensor. The speed sensor and pressure sensor are configured to detect the required data; their specific locations are not limited in this embodiment.

[0049] Step 103: Determine the current degree of blockage in the air filter based on the current speed and pressure of the turbocharger and the target curve.

[0050] In this embodiment of the application, the turbocharger data (i.e., speed and boost pressure) of the actual vehicle under the same working conditions can be compared with the turbocharger data (i.e., target curve) obtained from the bench test, so as to detect whether the air filter is blocked and the degree of blockage when it is blocked.

[0051] For example, if the data point z(r1, p1) (r1 represents the current speed of the turbocharger and p1 represents the current boost pressure of the turbocharger) formed by the actual vehicle turbocharger data falls on the target curve with a blockage degree of 50%, it indicates that the air filter is blocked and the blockage degree is 50%; if the data point z(r1, p1) falls on the target curve with a blockage degree of 0%, it indicates that the air filter is not blocked.

[0052] Optionally, when the horizontal axis of the target curve represents the boost pressure of the turbocharger and the vertical axis represents the turbocharger speed, during the comparison, the same boost pressure in the target curve can be determined based on the current boost pressure of the turbocharger. Then, the first speed corresponding to the same boost pressure in each target curve can be obtained. Next, the first speed closest to the current speed of the turbocharger can be determined. Finally, the degree of blockage indicated by the target curve corresponding to the closest first speed can be determined as the current degree of blockage of the air filter.

[0053] In determining the first speed closest to the current speed of the turbocharger, the difference between the current speed of the turbocharger and each first speed can be calculated, and the first speed corresponding to the smallest difference can be determined as the first speed closest to the current speed of the turbocharger.

[0054] The air filter clogging detection method provided in this application is based on the principle that the turbocharger's speed and boost pressure change accordingly when the air filter is clogged. Through bench testing, the relationship curves between the turbocharger's speed and boost pressure under different operating conditions and varying degrees of air filter clogging are obtained, and these curves are then incorporated into the vehicle. During actual vehicle use, the turbocharger's speed and boost pressure can be monitored in real-time or periodically, and then compared with the relationship curves under the same operating conditions to determine the degree of air filter clogging. This enables timely detection of the air filter's condition, improves the sensitivity of air filter clogging detection, and provides a basis for timely handling of air filter clogging. For example, when air filter clogging is detected, a warning message can be output to remind the user to address the issue promptly, thereby resolving insufficient engine air intake and reducing the risk of turbocharger damage. Furthermore, since this relationship curve is based on repeated bench tests, and bench tests are simulation tests that closely resemble the actual working conditions of a vehicle, the reliability of this relationship curve is high. Therefore, using this relationship curve to detect air filter blockage can improve the accuracy of blockage detection.

[0055] In some alternative embodiments, such as Figure 2 As shown, after determining the current degree of clogging of the air filter in step 103, the method may further include: Step 104: Execute the corresponding target control strategy based on the current degree of clogging of the air filter.

[0056] Different levels of blockage correspond to different control strategies. The control strategies described here are used to overcome problems of different levels of blockage, such as turbocharger overspeed and engine performance problems that may occur when there is severe blockage.

[0057] In this embodiment, different control strategies can be set for different degrees of air filter clogging to overcome or alleviate the problem of different degrees of air filter clogging and reduce the safety risks caused by air filter clogging.

[0058] In one embodiment, step 104: executing a corresponding target control strategy based on the current degree of clogging of the air filter may include: Determine the upper limit of boost pressure corresponding to the current degree of clogging of the air filter; based on this upper limit of boost pressure, control the boost pressure of the booster.

[0059] Different degrees of blockage correspond to different upper limits of boost pressure.

[0060] During bench testing, in addition to obtaining the relationship curve between turbocharger speed and boost pressure under different operating conditions and different degrees of air filter blockage, it is also possible to determine the upper limit of turbocharger boost pressure under the same operating conditions and different degrees of air filter blockage. If the upper limit is exceeded, the turbocharger is at risk of damage, such as turbocharger bearing oil leakage, which also increases the potential risk of engine failure.

[0061] In this embodiment of the application, when it is determined that the air filter is clogged, the upper limit of the boost pressure can be determined based on the current degree of clogging, and the boost pressure of the booster can be controlled based on the upper limit of the boost pressure, so that the boost pressure of the booster is less than or equal to the upper limit of the boost pressure, thereby limiting the speed of the booster and avoiding the problem of overspeed.

[0062] The embodiments of this application can actively control the turbocharger before it is damaged, and implement a dynamic control mechanism for the boost pressure. This can prevent turbocharger damage problems such as overspeeding and oil leakage in time, improve the timeliness and effectiveness of engine protection measures, and at the same time improve engine reliability, extend engine service life, avoid major losses caused by turbocharger abnormalities, and reduce maintenance costs.

[0063] Optionally, to further reduce the risk of turbocharger damage and oil leakage, a boost pressure control upper limit with a control margin can be set based on the boost pressure upper limit corresponding to different degrees of blockage. For example, for a 50% blockage degree, the boost pressure upper limit calibrated by bench testing is 200 kPa, while the boost pressure control upper limit can be set to 180 kPa, leaving a 20% control margin. Therefore, when controlling the boost pressure of the turbocharger based on this boost pressure upper limit value, it can be done by: determining the boost pressure control upper limit based on the boost pressure upper limit value, and controlling the boost pressure of the turbocharger to be less than or equal to the boost pressure control upper limit. The boost pressure control upper limit is less than the boost pressure upper limit calibrated by bench testing.

[0064] It is understandable that the upper limit of the boost pressure control can be calculated based on the upper limit of the boost pressure and the preset control margin; or it can be preset. For the latter, if it is determined that the air filter is clogged, the corresponding upper limit of the boost pressure control can also be determined directly based on the degree of clogging.

[0065] Optionally, considering that mild air filter clogging (e.g., clogging degree less than or equal to 20%) has a relatively small impact on the engine system, the turbocharger boost pressure control described in the above embodiments may not be implemented. Instead, the technical solution provided in the above embodiments is implemented only when the air filter clogging degree is detected to be greater than or equal to the clogging threshold, thereby reducing ineffective control. The clogging threshold mentioned here is a preset value, which can be set to represent mild clogging. The specific value can be set according to actual needs, and this application does not impose specific limitations on it.

[0066] In another embodiment, step 104: Based on the current degree of clogging of the air filter, execute the corresponding target control strategy, which may include steps A1 to A3, as described below: Step A1: If the air filter is currently only slightly clogged, record the degree of clogging.

[0067] Step A2: If the air filter is currently moderately clogged, output a warning message.

[0068] The warning information is used to prompt you to check the air filter.

[0069] Step A3: If the air filter is severely clogged, control the engine torque output within a preset torque range and / or control the turbocharger boost pressure within a preset pressure range based on the engine power loss ratio.

[0070] Steps A1, A2, and A3 are parallel steps.

[0071] In this embodiment of the application, the degree of clogging of the air filter can be classified into levels, specifically into mild clogging, moderate clogging, and severe clogging. The classification criteria for each level can be preset. For example, it can be set that: when the clogging degree is less than or equal to 30%, it is considered mild clogging; when the clogging degree is greater than 30% and less than or equal to 60%, it is considered moderate clogging; and when the clogging degree is greater than 60%, it is considered severe clogging.

[0072] In this embodiment of the application, different control strategies can be set for different levels of congestion.

[0073] For example, if the air filter is only slightly clogged, no intervention is necessary. The clog level data can be recorded for future reference during vehicle maintenance and repair to determine whether the air filter needs to be treated, thus preventing serious clogs that could damage the vehicle.

[0074] For example, if the air filter is moderately clogged, a warning message can be issued to remind the user to check the air filter and address it promptly to prevent serious blockage from damaging the vehicle.

[0075] For example, if the air filter is severely clogged, the engine torque output and / or boost pressure can be limited (by adjusting the exhaust bypass valve opening) based on the engine's power loss ratio. This controls the engine torque output within a preset torque range or the turbocharger boost pressure within a preset pressure range, thereby matching the vehicle's powertrain load-bearing capacity. The engine power loss ratio is calculated as [(rated power - actual power) / rated power] × 100%, where rated power is the maximum power the engine can output under ideal conditions and is a known value. Actual power refers to the engine's current actual output power. When an engine experiences power loss, it results in insufficient engine power, causing the driver to press the accelerator pedal deeper in an attempt to obtain the desired power. To meet the driver's request, the engine ECU increases the boost pressure of the turbocharger, thereby increasing the turbocharger's speed. This process may generate instantaneous torque close to or even exceeding the engine's normal operating torque. This abnormally high torque may exceed the load-bearing capacity of the entire vehicle's powertrain, increasing the risk of damage to the powertrain hardware. This process may also cause the turbocharger to overspeed, increasing the risk of turbocharger damage. This application's embodiments avoid these problems by limiting engine torque output and / or reducing boost pressure.

[0076] Optionally, if the detected power loss ratio of the engine is greater than or equal to the ratio threshold, the torque output of the engine can be controlled within a preset torque range and / or the boost pressure of the turbocharger can be controlled within a preset pressure range based on the power loss ratio.

[0077] Different preset torque ranges and / or preset pressure ranges can be set for different power loss ratios. The specific settings can be determined according to actual needs, and this application embodiment does not impose limitations.

[0078] In some optional embodiments, step 101: obtaining multiple target curves corresponding to the current operating condition of the vehicle may include steps B1 to B3, as described below: Step B1: If the current operating condition is determined to be a transient condition, obtain the first change curve of the intake pressure under the current operating condition.

[0079] For vehicle operating conditions, they can be further divided into steady-state operating conditions and transient operating conditions.

[0080] Steady-state operating conditions refer to the operating conditions under which an engine operates at a constant speed and constant load. At this time, all operating parameters of the engine (such as speed, torque, power, temperature, pressure, etc.) remain in a relatively stable state with very small fluctuations.

[0081] Transient operating conditions refer to the transitional process in which the engine speed and load change significantly over time. It is a dynamic and unstable state, such as rapid acceleration or rapid deceleration.

[0082] Under transient operating conditions, a dynamic response consistency analysis can be performed first to determine whether the vehicle's actual dynamic response matches the expected dynamic response. Under transient operating conditions, the intake pressure of the intake system also changes rapidly; therefore, embodiments of this application can determine whether the vehicle's actual dynamic response matches the expected dynamic response based on the intake pressure of the intake system.

[0083] In the process of determining whether the actual dynamic response of a vehicle is consistent with the expected dynamic response based on the intake pressure of the intake system, in this embodiment of the application, the change curve of the intake pressure under transient conditions (i.e., the first change curve) can be obtained to obtain the actual dynamic response of the vehicle.

[0084] Step B2: Determine whether the first variation curve matches the preset second variation curve under the same working conditions.

[0085] The second curve represents the change in intake pressure under the same operating conditions when the air filter is not clogged, and is used to represent the vehicle's expected dynamic response.

[0086] This application embodiment can determine whether the actual dynamic response of the vehicle is consistent with the expected dynamic response by judging whether the first change curve and the second change curve match.

[0087] If the first change curve matches the second change curve, it is determined that the vehicle's actual dynamic response is consistent with the expected dynamic response; conversely, if the first change curve does not match the second change curve, it is determined that the vehicle's actual dynamic response is inconsistent with the expected dynamic response.

[0088] In this curve, the horizontal axis of the first and second variation curves can represent time, and the vertical axis can represent pressure value.

[0089] Step B3: If the first change curve and the second change curve do not match, obtain the target curve corresponding to the current working condition.

[0090] If the first and second curves match, it indicates that the vehicle's actual dynamic response is consistent with the expected dynamic response. In this case, the intake system is normal, and the possibility of air filter blockage is low. Under such transient conditions, it is unnecessary to determine whether the air filter is blocked to reduce unnecessary judgments. If the first and second curves match, it indicates that the vehicle's actual dynamic response is inconsistent with the expected dynamic response. In this case, the intake system may be abnormal, and the air filter may be blocked. In this case, it is necessary to further determine whether the air filter is blocked, that is, to execute steps 101 to 103 to deal with the blockage in a timely manner.

[0091] Optionally, step B2: determining whether the first variation curve matches the preset second variation curve under the same working conditions may include steps B21 to B23, as described below: Step B21: Determine the first pressure change gradient of the first change curve within a preset time period, and determine the second pressure change gradient of the second change curve within a preset time period.

[0092] Step B22: If the absolute value of the difference between the first pressure change gradient and the second pressure change gradient is less than or equal to the difference threshold, determine that the first change curve matches the preset second change curve under the same working conditions.

[0093] Step B23: If the absolute value of the difference between the first pressure change gradient and the second pressure change gradient is greater than the difference threshold, it is determined that the first change curve does not match the preset second change curve under the same working conditions.

[0094] In this embodiment, the matching of a first change curve and a second change curve can be determined based on the pressure change gradient within a preset time period. If the pressure change gradients of the two curves are the same or similar within the same time period (i.e., the absolute value of the difference between the first and second pressure change gradients is less than or equal to a difference threshold), then the first and second change curves match. If the pressure change gradients of the two curves differ significantly within the same time period (i.e., the absolute value of the difference between the first and second pressure change gradients exceeds a difference threshold), then the first and second change curves do not match. The pressure change gradient within the same time period reflects the changing trend of the two curves within the same time period, thereby allowing for a more accurate determination of whether the first and second change curves match.

[0095] In some optional embodiments, step 101: obtaining multiple target curves corresponding to the current operating condition of the vehicle may include: Determine the altitude of the vehicle's location; identify multiple target curves corresponding to this altitude and the current operating conditions.

[0096] Altitude affects ambient air pressure and density, which in turn affects the turbocharger's boost output. In other words, the curves of turbocharger speed versus boost pressure will differ at different altitudes under the same operating conditions. Therefore, bench tests can simulate different vehicle operating conditions and different degrees of air filter clogging at different altitudes to obtain the corresponding curves of turbocharger speed versus boost pressure. This will improve the accuracy of air filter clogging assessment during real-world vehicle use.

[0097] In some alternative embodiments, after determining the current degree of clogging of the air filter, the method may further include: Determine if the target sensor is malfunctioning; if the target sensor is not malfunctioning, confirm that the previously determined current degree of clogging of the air filter is valid.

[0098] The target sensor may include: a first sensor for detecting the turbocharger speed and a second sensor for detecting the turbocharger boost pressure.

[0099] To avoid data anomalies caused by a single sensor failure, which could lead to misjudgments of air filter blockage, embodiments of this application can determine whether a first sensor used to detect turbocharger speed and a second sensor used to detect turbocharger boost pressure are malfunctioning. For example, by detecting whether the two sensors generate fault codes, it can be determined whether the first and second sensors are malfunctioning, thereby improving the accuracy of air filter blockage detection.

[0100] Optionally, in this embodiment of the application, it is also possible to determine whether other sensors related to the engine system, such as the intake manifold pressure sensor, throttle opening sensor, oxygen sensor, and temperature sensor (a sensor used for engine thermal management), are malfunctioning, thereby further eliminating misjudgment events caused by a single sensor malfunction.

[0101] In some alternative embodiments, to improve the accuracy of bench test results, simulation verification can be performed on a real vehicle, and the turbocharger data (i.e., speed-boost pressure curves) corresponding to different degrees of air filter blockage obtained from the bench test can be compared with actual turbocharger data for different degrees of blockage. If a deviation occurs, the speed-boost pressure curves obtained from the bench test are corrected to obtain more accurate speed-boost pressure curves.

[0102] Table 1 illustrates the parameters to be collected during bench testing, the purpose of collection, the units of parameter values, and the comparison indicators with data from the same vehicle under the same operating conditions.

[0103] Table 1 In summary, the embodiments of this application can obtain the relationship curves between the turbocharger speed and boost pressure under different operating conditions and varying degrees of air filter clogging based on bench tests. During actual vehicle use, the turbocharger speed and boost pressure can be monitored in real time or periodically, and then compared with the relationship curves of speed and boost pressure under the same operating conditions, thereby promptly determining the degree of air filter clogging and providing a basis for timely handling of air filter blockage. The embodiments of this application can also proactively control the turbocharger before damage occurs, implementing a dynamic boost pressure control mechanism to prevent turbocharger damage problems such as overspeeding and oil leakage, improving the timeliness and effectiveness of engine protection measures, enhancing engine reliability, extending engine lifespan, avoiding significant losses due to turbocharger malfunctions, and reducing maintenance costs.

[0104] Exemplary device Accordingly, this application also provides an air filter blockage detection device for use in vehicles, specifically the method can be executed by the engine control unit (i.e., engine ECU) in the vehicle.

[0105] like Figure 3 As shown, the device may include: The first acquisition module 301 is used to acquire multiple target curves corresponding to the current operating conditions of the vehicle.

[0106] Each of the target curves represents the relationship between the turbocharger speed and the boost pressure under different degrees of air filter clogging. The target curves are obtained based on bench tests.

[0107] The second acquisition module 302 is used to acquire the current speed and current boost pressure of the vehicle's turbocharger.

[0108] The detection module 303 is used to determine the current degree of blockage of the air filter based on the current speed and current boost pressure of the booster and the target curve.

[0109] Optionally, the device may further include: The control module is used to execute a corresponding target control strategy based on the current degree of clogging of the air filter; wherein different degrees of clogging correspond to different control strategies, and the control strategies are used to overcome the problems of different degrees of clogging.

[0110] Optionally, the control module may include: A determining unit is used to determine the upper limit of the boost pressure corresponding to the current degree of clogging of the air filter.

[0111] The upper limit of the boost pressure is less than the calibrated boost pressure when the air filter is not clogged under the same operating conditions.

[0112] A control unit is used to control the boost pressure of the booster based on the upper limit of the boost pressure.

[0113] Optionally, the control module may include: The first control unit is used to record clogging level data when the current clogging level of the air filter is mild.

[0114] The second control unit is used to output a warning message when the current level of clogging of the air filter is moderate.

[0115] The warning information is used to remind users to check their air filters.

[0116] The third control unit is used to control the torque output of the engine within a preset torque range and / or control the boost pressure of the turbocharger within a preset pressure range, based on the power loss ratio of the vehicle's engine, when the current clogging level of the air filter is severe clogging.

[0117] Optionally, the first acquisition module 301 may include: The first acquisition unit is used to acquire the first change curve of the intake pressure under the current operating condition when it is determined that the current operating condition is a transient operating condition.

[0118] The matching unit is used to determine whether the first change curve matches a preset second change curve under the same working conditions.

[0119] The second variation curve is the variation curve of intake pressure when the air filter is not clogged under the same operating conditions.

[0120] The second acquisition unit is used to acquire the multiple target curves corresponding to the current working condition when the first change curve and the second change curve do not match.

[0121] Optionally, the matching unit may be specifically used for: The system determines a first pressure change gradient of the first change curve within a preset time period, and a second pressure change gradient of the second change curve within the preset time period; if the absolute value of the difference between the first pressure change gradient and the second pressure change gradient is less than or equal to a difference threshold, the system determines that the first change curve matches a preset second change curve under the same operating conditions; if the absolute value of the difference between the first pressure change gradient and the second pressure change gradient is greater than a difference threshold, the system determines that the first change curve does not match a preset second change curve under the same operating conditions.

[0122] Optionally, the device may further include: The determination module is used to determine whether the target sensor has malfunctioned.

[0123] The target sensor includes a first sensor for detecting the speed of the turbocharger and a second sensor for detecting the boost pressure of the turbocharger.

[0124] The verification module is used to confirm the validity of the previously determined current degree of clogging of the air filter, provided that the target sensor is not malfunctioning.

[0125] Optionally, the first acquisition module 301 may include: The first determining unit is used to determine the altitude of the vehicle's location.

[0126] The second determining unit is used to determine the multiple target curves corresponding to the altitude and the current working condition.

[0127] The air filter clogging detection device provided in this embodiment belongs to the same concept as the air filter clogging detection method provided in the above embodiments of this application. It can execute the air filter clogging detection method provided in any of the above embodiments of this application and has the corresponding functional modules and beneficial effects of the method. Technical details not described in detail in this embodiment can be found in the specific processing content of the air filter clogging detection method provided in the above embodiments of this application, and will not be repeated here.

[0128] Exemplary electronic devices This application also provides an electronic device, such as... Figure 4 As shown, the electronic device includes a memory 400 and a processor 410.

[0129] The memory 400 is connected to the processor 410 and is used to store programs.

[0130] The processor 410 is used to implement the air filter blockage detection method in the above embodiments by running the program stored in the memory 400.

[0131] Specifically, the aforementioned electronic device may also include: a communication interface 420, an input device 430, an output device 440, and a bus 450.

[0132] The processor 410, memory 400, communication interface 420, input device 430, and output device 440 are interconnected via a bus. Among them: Bus 450 may include a pathway for transmitting information between various components of a computer system.

[0133] The processor 410 can be a general-purpose processor, such as a general-purpose central processing unit (CPU), a microprocessor, etc., or an application-specific integrated circuit (ASIC), or one or more integrated circuits used to control the execution of the program of the present invention. It can also be a digital signal processor (DSP), an application-specific integrated circuit (ASIC), an off-the-shelf programmable gate array (FPGA), or other programmable logic devices, discrete gate or transistor logic devices, or discrete hardware components.

[0134] Processor 410 may include a main processor, as well as a baseband chip, modem, etc.

[0135] The memory 400 stores a program that executes the technical solution of this invention, and may also store an operating system and other key business functions. Specifically, the program may include program code, which includes computer operation instructions. More specifically, the memory 400 may include read-only memory (ROM), other types of static storage devices capable of storing static information and instructions, random access memory (RAM), other types of dynamic storage devices capable of storing information and instructions, disk storage, flash memory, etc.

[0136] Input device 430 may include a device for receiving user input data and information, such as a keyboard, mouse, camera, scanner, light pen, voice input device, touch screen, pedometer, or gravity sensor.

[0137] Output device 440 may include devices that allow information to be output to a user, such as a display screen, printer, speaker, etc.

[0138] The communication interface 420 may include a device that uses any transceiver to communicate with other devices or communication networks, such as Ethernet, Radio Access Network (RAN), Wireless Local Area Network (WLAN), etc.

[0139] The processor 410 executes the program stored in the memory 400 and calls other devices, which can be used to implement the various steps of the air filter blockage detection method provided in the above embodiments of this application.

[0140] Exemplary vehicle This application also provides a vehicle, exemplarily, such as... Figure 5 As shown, the vehicle 500 includes a memory 501 and a processor 502. The memory 501 stores executable program code 5011, and the processor 502 is used to call and execute the executable program code 5011 to execute the indicator light display control method provided in the above embodiments of this application.

[0141] This application embodiment can divide the vehicle into functional modules according to the above method example. For example, each function can be assigned to a separate module, or two or more functions can be integrated into one processing module. The integrated module can be implemented in hardware. It should be noted that the module division in this application embodiment is illustrative and only represents one logical functional division. In actual implementation, there may be other division methods.

[0142] When each functional module is divided according to its corresponding function, the vehicle may include: a first acquisition module 301, a second acquisition module 302, and a detection module 303, etc. It should be noted that all relevant content of each step involved in the above method embodiments can be referenced from the functional descriptions of the corresponding functional modules, and will not be repeated here.

[0143] The vehicle provided in this application embodiment is used to perform the above-described air filter blockage detection method, and thus can achieve the same effect as the above-described implementation method.

[0144] When using integrated units, the vehicle may include a processing module and a storage module. The processing module is used to control and manage the vehicle's actions. The storage module supports the vehicle in executing program code and data.

[0145] The processing module may be a processor or a controller, which can implement or execute various exemplary logic blocks, modules, and circuits as disclosed in this application. The processor may also be a combination of computing functions, such as a combination of one or more microprocessors, a combination of digital signal processing (DSP) and a microprocessor, etc., and the storage module may be a memory.

[0146] Exemplary computer program products and storage media In addition to the methods and devices described above, embodiments of this application may also be computer program products, which include computer program instructions that, when executed by a processor, cause the processor to perform the steps in the air filter clogging detection method described in the embodiments of this application.

[0147] The aforementioned computer program product can be implemented through hardware, software, or a combination thereof. In one optional embodiment, the computer program product is specifically embodied in a computer storage medium; in another optional embodiment, the computer program product is specifically embodied in a software product, such as a software development kit (SDK), etc.

[0148] The computer program product can be written in any combination of one or more programming languages ​​to perform the operations of the embodiments of this application. The programming languages ​​include object-oriented programming languages ​​such as Java and C++, as well as conventional procedural programming languages ​​such as C or similar languages. The program code can be executed entirely on the user's computing device, partially on the user's computing device, as a standalone software package, partially on the user's computing device and partially on a remote computing device, or entirely on a remote computing device or server.

[0149] Furthermore, embodiments of this application may also be storage media storing a computer program, which is executed by a processor in the steps of the air filter blockage detection method described in the embodiments of this application.

[0150] In addition, embodiments of this application may also be chips, which include processors and data interfaces. The processor reads instructions stored in the memory through the data interface to execute the steps in the air filter blockage detection method described in the embodiments of this application.

[0151] For the foregoing method embodiments, in order to simplify the description, they are all described as a series of actions. However, those skilled in the art should understand that this application is not limited to the described order of actions, because according to this application, some steps can be performed in other orders or simultaneously. Furthermore, those skilled in the art should also understand that the embodiments described in the specification are all preferred embodiments, and the actions and modules involved are not necessarily essential to this application.

[0152] It should be noted that the various embodiments in this specification are described in a progressive manner, with each embodiment focusing on the differences from other embodiments. Similar or identical parts between embodiments can be referred to interchangeably. For apparatus embodiments, since they are basically similar to method embodiments, the description is relatively simple; relevant parts can be referred to the descriptions in the method embodiments.

[0153] The steps in the methods of the various embodiments of this application can be adjusted, merged, or deleted in order according to actual needs, and the technical features described in each embodiment can be replaced or combined.

[0154] The modules and sub-modules in the devices and terminals in the various embodiments of this application can be merged, divided, and deleted according to actual needs.

[0155] It should be understood that the disclosed terminals, devices, and methods can be implemented in other ways, given the several embodiments provided in this application. For example, the terminal embodiments described above are merely illustrative. For instance, the division of modules or sub-modules is only a logical functional division, and in actual implementation, there may be other division methods. For example, multiple sub-modules or modules may be combined or integrated into another module, or some features may be ignored or not executed. Furthermore, the coupling or direct coupling or communication connection shown or discussed may be indirect coupling or communication connection through some interfaces, devices, or modules, and may be electrical, mechanical, or other forms.

[0156] The modules or submodules described as separate components may or may not be physically separate. The components that constitute a module or submodule may or may not be physical modules or submodules; that is, they may be located in one place or distributed across multiple network modules or submodules. Some or all of the modules or submodules can be selected to achieve the purpose of this embodiment's solution, depending on actual needs.

[0157] Furthermore, the functional modules or sub-modules in the various embodiments of this application can be integrated into one processing module, or each module or sub-module can exist physically separately, or two or more modules or sub-modules can be integrated into one module. The integrated modules or sub-modules described above can be implemented in hardware or in the form of software functional modules or sub-modules.

[0158] Those skilled in the art will further recognize that the units and algorithm steps of the various examples described in conjunction with the embodiments disclosed herein can be implemented in electronic hardware, computer software, or a combination of both. To clearly illustrate the interchangeability of hardware and software, the components and steps of the various examples have been generally described in terms of functionality in the foregoing description. Whether these functions are implemented in hardware or software depends on the specific application and design constraints of the technical solution. Those skilled in the art can use different methods to implement the described functions for each specific application, but such implementation should not be considered beyond the scope of this application.

[0159] The steps of the methods or algorithms described in conjunction with the embodiments disclosed herein can be implemented directly by hardware, a software unit executed by a processor, or a combination of both. The software unit can be located in random access memory (RAM), main memory, read-only memory (ROM), electrically programmable ROM, electrically erasable programmable ROM, registers, hard disk, removable disk, CD-ROM, or any other form of storage medium known in the art.

[0160] Finally, it should be noted that in this document, relational terms such as "first" and "second" are used only to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitations, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes said element.

Claims

1. A method for detecting air filter blockage, characterized in that, The method includes: Multiple target curves corresponding to the current operating conditions of the vehicle are obtained; wherein, each target curve is used to represent the relationship between the turbocharger speed and the boost pressure under different degrees of air filter blockage, and the target curves are obtained based on bench tests; Obtain the current speed and current boost pressure of the vehicle's supercharger; Based on the current speed and pressure of the turbocharger and the target curve, the current degree of clogging of the air filter is determined.

2. The air filter clogging detection method according to claim 1, further comprising, after determining the current degree of clogging of the air filter: Based on the current degree of clogging of the air filter, a corresponding target control strategy is executed; wherein, different degrees of clogging correspond to different control strategies, and the control strategies are used to overcome the problems of different degrees of clogging.

3. The air filter clogging detection method according to claim 2, characterized in that, The step of executing a corresponding target control strategy based on the current degree of clogging of the air filter includes: Determine the upper limit of boost pressure corresponding to the current degree of clogging of the air filter; wherein different degrees of clogging correspond to different upper limit values ​​of boost pressure; The boost pressure of the booster is controlled based on the upper limit of the boost pressure.

4. The air filter clogging detection method according to claim 2, characterized in that, The step of executing a corresponding target control strategy based on the current degree of clogging of the air filter includes: If the current level of clogging in the air filter is considered to be slightly clogging, record the clogging level data; If the air filter is currently moderately clogged, a warning message will be output; the warning message is used to remind the user to check the air filter. If the air filter is severely clogged, the engine torque output is controlled within a preset torque range and / or the turbocharger boost pressure is controlled within a preset pressure range, based on the engine power loss ratio of the vehicle.

5. The air filter clogging detection method according to claim 1, characterized in that, The acquisition of multiple target curves corresponding to the current operating condition of the vehicle includes: If the current operating condition is determined to be a transient operating condition, the first change curve of the intake pressure under the current operating condition is obtained; Determine whether the first change curve matches a preset second change curve under the same operating conditions; wherein, the second change curve is the change curve of intake pressure when the air filter is not clogged under the same operating conditions; If the first change curve and the second change curve do not match, obtain the multiple target curves corresponding to the current working condition.

6. The air filter clogging detection method according to claim 5, characterized in that, Determining whether the first variation curve matches a preset second variation curve under the same operating conditions includes: Determine the first pressure change gradient of the first change curve within a preset time period, and determine the second pressure change gradient of the second change curve within the preset time period; If the absolute value of the difference between the first pressure change gradient and the second pressure change gradient is less than or equal to the difference threshold, it is determined that the first change curve matches the preset second change curve under the same working conditions. If the absolute value of the difference between the first pressure change gradient and the second pressure change gradient is greater than the difference threshold, it is determined that the first change curve does not match the preset second change curve under the same working conditions.

7. The air filter clogging detection method according to claim 1, characterized in that, After determining the current degree of clogging of the air filter, the method further includes: Determine whether the target sensor has malfunctioned; wherein, the target sensor includes: a first sensor for detecting the speed of the turbocharger and a second sensor for detecting the boost pressure of the turbocharger; If the target sensor is not malfunctioning, the previously determined current degree of clogging of the air filter is confirmed to be valid.

8. The air filter clogging detection method according to claim 1, characterized in that, The acquisition of multiple target curves corresponding to the current operating condition of the vehicle includes: Determine the altitude of the vehicle's location; Determine the multiple target curves corresponding to the altitude and the current operating conditions.

9. A vehicle, characterized in that, include: A memory and a processor, wherein the memory is connected to the processor and is used to store programs; The processor is used to implement the air filter clogging detection method as described in any one of claims 1 to 8 by running a program in the memory.

10. A storage medium, characterized in that, The storage medium stores a computer program, which, when executed by a processor, implements the air filter clogging detection method as described in any one of claims 1 to 8.

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