Air filter working state prompting method and device, terminal, medium and product

Abstract

The application discloses an air filter working state prompting method and device, a terminal, a medium and a product, and belongs to the technical field of new energy automobile engines. The method comprises the following steps: acquiring a torque output request of a target vehicle; determining a first throttle opening degree of the target vehicle based on the torque output request; determining a second throttle opening degree of the target vehicle in response to an increase in air intake resistance of an engine in the target vehicle; determining an air intake resistance increase amount corresponding to the target vehicle based on the increase in the throttle opening degree; acquiring a limit value corresponding to the air intake resistance; and sending first prompt information, i.e. air filter working state prompt information, to a driver of the target vehicle according to a comparison result of the air intake resistance increase amount and the limit value. The application can determine the air intake resistance increase amount by acquiring the relationship between the throttle opening degree and the air intake amount, does not need to increase an additional pressure sensor on the air filter, and can determine whether the air filter needs to be replaced by comparing the air intake resistance increase amount with the limit value.

Description

TECHNICAL FIELD

[0001] Embodiments of the present application relate to the technical field of new energy vehicle engine, and particularly relate to an air filter working state prompting method and device, a terminal, a medium and a product. BACKGROUND

[0002] In the field of hybrid vehicles, in order to extend the driving range of the vehicle, the engine and the electric motor can be used together to drive the vehicle. The engine needs clean air to run, and the air filter (referred to as air filter) is an important part to ensure air cleanliness. If the air filter cannot be maintained or replaced in time, it will cause abnormal mechanical wear to the engine.

[0003] In related technologies, in order to monitor the condition of the air filter, additional hardware such as a pressure sensor can be added to the air filter. The pressure sensor measures the pressure of the intake system, thereby reflecting the degree of blockage of the air filter.

[0004] However, adding hardware to the air filter increases the cost of the vehicle, and the pressure sensor needs additional maintenance. SUMMARY

[0005] The present application provides an air filter working state prompting method, device, terminal, medium and product, which can determine whether the air filter needs to be replaced by determining the increase in intake resistance. The technical solution is as follows:

[0006] According to an aspect of the present application, an air filter working state prompting method is provided, the method comprising:

[0007] Obtaining a torque output request of a target vehicle;

[0008] Based on the torque output request, determining a first throttle opening degree of the target vehicle, the first throttle opening degree being a throttle opening degree of the target vehicle under a first intake resistance;

[0009] In response to an increase in intake resistance of an engine in the target vehicle, determining a second throttle opening degree of the target vehicle, the second throttle opening degree being a throttle opening degree of the target vehicle under a second intake resistance;

[0010] Based on the increase in throttle opening degree, determining an increase in intake resistance corresponding to the target vehicle, the increase in intake resistance being a difference between the first intake resistance and the second intake resistance;

[0011] The acquisition module is configured to acquire a limited value corresponding to the intake resistance, and the sending module is configured to send first prompt information to a driver of the target vehicle according to a comparison result of the intake resistance increase and the limited value, the limited value being a preset threshold value obtained based on engine bench testing, and the first prompt information being prompt information of the air filter working state.

[0012] According to an aspect of the present application, a prompt device for an air filter working state is provided, and the device comprises:

[0013] An acquisition module is configured to acquire a torque output request of a target vehicle.

[0014] A determination module is configured to determine a first throttle opening degree of the target vehicle based on the torque output request, the first throttle opening degree being a throttle opening degree of the target vehicle under a first intake resistance.

[0015] The determination module is configured to determine a second throttle opening degree of the target vehicle in response to an increase in intake resistance of an engine in the target vehicle, the second throttle opening degree being a throttle opening degree of the target vehicle under a second intake resistance.

[0016] The determination module is configured to determine an intake resistance increase corresponding to the target vehicle based on an increase in the throttle opening degree, the intake resistance increase being a difference between the first intake resistance and the second intake resistance.

[0017] A sending module is configured to acquire a limited value corresponding to the intake resistance, and send first prompt information to a driver of the target vehicle according to a comparison result of the intake resistance increase and the limited value, the limited value being a preset threshold value obtained based on engine bench testing, and the first prompt information being prompt information of the air filter working state.

[0018] According to another aspect of the present application, a vehicle-mounted terminal is provided, comprising a processor and a memory, the memory storing at least one program, the at least one program being loaded and executed by the processor to implement the prompt method for the air filter working state as described in the above aspect.

[0019] According to another aspect of the present application, a computer storage medium is provided, the computer readable storage medium storing at least one computer instruction, the at least one computer instruction being loaded and executed by a processor to implement the prompt method for the air filter working state as described in the above aspect.

[0020] According to another aspect of the present application, a computer program product is provided, which comprises a computer program stored in a computer readable storage medium; the computer program is read and executed by a processor of a computer device from the computer readable storage medium, so that the computer device performs the air filter working state prompting method according to the above aspect.

[0021] The technical scheme provided by the embodiments of the present application has at least the following beneficial effects:

[0022] By obtaining the torque output request of the target vehicle, the vehicle terminal calculates the required air intake amount according to the torque output request, and the throttle actuator in the vehicle terminal controls the first throttle opening degree of the target vehicle to meet the torque output request according to the air intake amount; as the air intake resistance increases, the first throttle opening degree is increased under the condition of maintaining sufficient air intake amount, and at this time the throttle opening degree of the target vehicle is the second throttle opening degree. Optionally, the throttle opening degree can be measured by a throttle position sensor and provided to an engine control unit (ECU). Optionally, the vehicle terminal can calculate the air intake resistance increase amount according to the increased throttle opening degree, and compare the air intake resistance increase amount with a limited value (a preset threshold value), and determine whether the air filter needs to be replaced according to the comparison result. This way, the air intake resistance can be obtained without adding an additional pressure sensor to the air filter, reducing the cost of the target vehicle.

[0023] Further, the driver can replace the air filter at the appropriate time through the prompt of the vehicle terminal, thereby avoiding additional wear and tear on the engine. BRIEF DESCRIPTION OF DRAWINGS

[0024] In order to more clearly illustrate the technical schemes in the embodiments of the present application, the drawings needed in the embodiment description will be briefly introduced. Obviously, the drawings in the following description are only some embodiments of the present application, and other drawings can be obtained by those skilled in the art without creative labor.

[0025] Figure 1 is a schematic diagram of the architecture of the vehicle terminal provided by an exemplary embodiment of the present application;

[0026] Figure 2 is a schematic diagram of the relationship between the throttle opening degree and the air intake amount provided by an exemplary embodiment of the present application;

[0027] Figure 3 is a flowchart of the air filter working state prompting method provided by an exemplary embodiment of the present application;

[0028] Figure 4is a flow chart of the prompting method of the air filter working state provided by an exemplary embodiment of the present application;

[0029] Figure 5 is a flow chart of the prompting method of the air filter working state provided by an exemplary embodiment of the present application;

[0030] Figure 6 is a structural block diagram of the prompting device of the air filter working state provided by an exemplary embodiment of the present application;

[0031] Figure 7 is a structural block diagram of the vehicle-mounted terminal provided by an exemplary embodiment of the present application. DETAILED DESCRIPTION

[0032] In order to make the objects, technical solutions and advantages of the present application clearer, the following will further describe the embodiments of the present application in combination with the drawings.

[0033] The exemplary embodiments will be described in detail herein with reference to the drawings. When the following description refers to the drawings, the same numbers in different drawings represent the same or similar elements unless otherwise indicated. The implementations described in the following exemplary embodiments represent merely examples consistent with the present application. Rather, they are merely examples of apparatus and methods consistent with some aspects of the present application as detailed in the appended claims.

[0034] The terms used in the present disclosure are merely for the purpose of describing particular embodiments and are not intended to limit the present disclosure. The singular forms "a," "an," and "the" used in the present disclosure and the appended claims are also intended to include the plural forms unless the context clearly indicates otherwise.

[0035] In the embodiments of the present application, the user information (including but not limited to user equipment information, user personal information, etc.) and data (including but not limited to data for analysis, stored data, displayed data, etc.) involved in the present application are all information and data authorized by the user or fully authorized by all parties, and the collection, use and processing of related data need to comply with relevant laws, regulations and standards of relevant countries and regions. For example, the attack operation and other object behaviors involved in the present application are obtained under full authorization.

[0036] It should be understood that, although the terms first, second, etc. can be employed in this disclosure to describe various information, such information should not be limited to these terms. These terms are only used to differentiate one piece of information from another. For example, a first parameter can also be termed a second parameter, and, similarly, a second parameter can also be termed a first parameter, without departing from the scope of the present disclosure. Depending on the context, the word "if' as used herein can be interpreted to mean "when" or "in response to determining" or "in response to ascertaining".

[0037] First, a brief introduction to the terms involved in the embodiments of the present application:

[0038] Air filter: Air filter. The air filter is an important component installed in the engine intake system, its main function is to filter the air entering the engine, prevent dust, sand and other impurities from entering the engine interior, ensure the cleanliness of the air sucked by the engine. Inside it has a replaceable filter element, the filter element needs to be cleaned if it accumulates dust to a certain extent, and needs to be replaced after multiple cleaning operations.

[0039] Torque: refers to the torque output by the engine, which is the ability to generate rotational force. If the center of the rotating shaft is regarded as the fulcrum, the product of the force on the circumference of the rotating object and the force arm is called torque, and the force arm is the distance perpendicular to the direction of the force from the center of the rotating shaft. In the process of vehicle driving, the torque of the engine determines the acceleration performance and power output of the vehicle. Larger torque means that the engine has greater driving force and can more effectively push the vehicle to move.

[0040] Throttle opening: Throttle opening angle, refers to the opening degree of the throttle relative to the fully closed state during the intake process. The throttle is a device used to control the intake amount (i.e. the amount of air entering the cylinder) in the engine. By changing the opening angle of the throttle, the intake amount can be adjusted, thereby affecting the output power and performance of the engine.

[0041] Intake resistance: refers to the resistance to air flow in the engine intake system. Intake resistance affects the air intake efficiency of the engine, and increased intake resistance leads to reduced intake volume.

[0042] Bench: refers to the test equipment for engine calibration, also known as engine bench. The engine bench is used to test the performance parameters of the engine under various operating conditions, such as speed, torque, fuel injection quantity and emissions, etc. In the embodiments of the present application, the engine bench is calibrated and simulated to determine the relationship between the engine intake volume, throttle opening and intake resistance. By simulating the intake resistance under various conditions, the warning threshold and fault threshold of the intake resistance can be determined.

[0043] ECU: refers to the control module of the internal system of the vehicle, the main part of which is the central processing unit (CPU). For example, the ECU can be used for engine control, such as ignition, throttle adjustment, starter motor adjustment, starting clutch adjustment, fuel injection adjustment, etc.

[0044] In related technologies, in order to monitor the condition of the air filter, additional hardware such as a pressure sensor can be added in the air filter. The pressure sensor measures the pressure of the intake system, thereby reflecting the degree of blockage of the air filter. However, the way of adding hardware in the air filter will increase the cost of the vehicle, and additional maintenance is required for the pressure sensor.

[0045] In the embodiment of the present application, by obtaining the torque output request of the target vehicle, the required air intake amount is calculated according to the torque output request. First, the current throttle opening of the target vehicle is determined according to the air intake amount. As the air intake resistance increases, the throttle opening is increased while maintaining sufficient air intake amount, and the throttle opening of the target vehicle at this time is determined. The relationship between the air intake resistance and the throttle opening is confirmed by engine bench test, and the increase of the air intake resistance is determined by the increase of the throttle opening. Alternatively, according to the engine bench test, the alarm prompt threshold and the fault prompt threshold corresponding to the air intake resistance are determined, and the increase of the air intake resistance is compared with the preset threshold, and whether the air filter needs to be replaced is determined according to the comparison result.

[0046] Please refer to Figure 1 which shows the architecture diagram of the vehicle terminal provided by an exemplary embodiment of the present application. The implementation environment can include a target vehicle 100 and a server 200. Among them, the target vehicle 100 includes a vehicle terminal 120, and the vehicle terminal 120 and the server 200 can be directly or indirectly connected through wired or wireless communication, which is not limited in the present application.

[0047] Alternatively, the target vehicle 100 includes a traditional car, a smart car, an unmanned vehicle, etc. It can be manually driven by a driver, or it can be driven by an automatic driving system to realize unmanned driving. Alternatively, the target vehicle 100 also has vehicle-mounted sensors, cameras, steering wheels, controllers, data processors and other functional modules. The above functional modules can realize the exchange and sharing between traffic participants by means of Internet of Vehicles, 5G (5th Generation Mobile Networks, 5th Generation Mobile Communication Technology) and V2X (Vehicle-to-Everything, Vehicle Wireless Communication Technology) and other modern mobile communication and network technologies, so as to have the functions of sensing and perception, decision planning, control execution and other functions in complex environment.

[0048] In some embodiments, the master control system of the target vehicle 100 is composed of a hardware part and a software part intelligent vehicle-mounted operating system, which is used to control the driving route and driving parameters of the vehicle and can obtain real-time information of the vehicle. The target vehicle 100 is deployed with a vehicle-mounted terminal 120, which can be a control system of the target vehicle 100. The vehicle-mounted terminal 120 can be installed with a client running a target application, which can be an application with information acquisition and engine control functions, such as a vehicle controller. The control system can also include an instrument controller, a body controller, an audio host controller, and an engine controller. Among them, the vehicle controller realizes mutual communication with the instrument controller, the body controller, the engine controller, and the audio host controller through the communication network inside the vehicle. The vehicle controller can be the main controller of the target vehicle 100, which can determine the torque distribution of the engine and the electric motor, the closing and opening of high-voltage electricity, the starting of the engine, and other operations according to the user's intention, the driving state of the vehicle, and the running state of each component (including the engine, gearbox, motor, battery, etc.). The engine controller realizes accurate control of the engine operation by integrating various sensors, actuators, and ECUs.

[0049] Optionally, the server 200 can be a standalone physical server, or a server cluster or distributed system composed of multiple physical servers, or a cloud server providing cloud computing services, a cloud database, cloud computing, cloud functions, cloud storage, network services, cloud communication, middleware services, domain name services, security services, content distribution networks, and basic cloud computing services such as big data and artificial intelligence platforms. The cloud server of the big data and artificial intelligence platform can provide artificial intelligence cloud services. The server 200 can be a background server of the target application, which is used to provide background services for the client of the target application.

[0050] In some embodiments, the server 200 stores the warning alarm value and the fault alarm value of the intake resistance of the engine. Optionally, the warning alarm value and the fault alarm value of the intake resistance can be calibrated values obtained through engine bench testing. The engine bench refers to a test device used for engine calibration, which can be used to test the performance parameters of the engine under various working conditions. In the embodiments of the present application, the engine bench is simulated to determine the relationship between the engine intake amount, the throttle opening, and the intake resistance. By simulating the intake resistance under different conditions through the engine bench, the warning alarm value and the fault alarm value of the intake resistance can be obtained.

[0051] In some embodiments, the vehicle terminal 120 can perform the prompting method of the air filter working state alone. The vehicle terminal 120 is installed with an application program having a data processing function, for example, an application program capable of calculating and processing the intake resistance of the target vehicle 100. In some embodiments, the vehicle terminal 120 can perform the prompting method of the air filter working state in cooperation with the server 200. The embodiments of the present application do not limit this.

[0052] For example, the vehicle terminal 120 can perform the prompting method of the air filter working state in cooperation with the server 200. When the target vehicle 100 is in a driving state and the engine of the vehicle is in an open state, the vehicle terminal 120 can obtain the throttle opening degree. Correspondingly, the vehicle terminal 120 can send the throttle opening degree to the server 200. The server 200 determines the intake resistance corresponding to the current throttle opening degree according to the relationship between the throttle opening degree and the intake resistance measured by the engine test bench, calculates the actual increase of the intake resistance, compares the actual increase of the intake resistance with the warning alarm value and the fault alarm value of the intake resistance, and feeds back the corresponding information to the vehicle terminal 120 according to the comparison result. Optionally, the comparison result includes that the actual increase of the intake resistance is less than the warning alarm value of the intake resistance, the actual increase of the intake resistance is greater than the fault alarm value of the intake resistance, and the actual increase of the intake resistance is between the warning alarm value and the fault alarm value of the intake resistance. The vehicle terminal 120 makes a corresponding feedback according to the comparison result of the server 200. When the comparison result is that the actual increase of the intake resistance is between the warning alarm value and the fault alarm value of the intake resistance, the vehicle terminal 120 initiates an alarm prompt to remind the driver to replace the air filter; when the comparison result is that the actual increase of the intake resistance is greater than the fault alarm value of the intake resistance, the vehicle terminal 120 initiates a fault prompt to remind the driver to replace the air filter immediately.

[0053] Figure 2 The following is a schematic diagram of the relationship between the throttle opening degree and the intake amount. For reference Figure 2 The intake resistance increase is determined by testing the relationship between the throttle opening degree and the intake resistance by the engine test bench, and then it is determined whether the air filter needs to be replaced. The following steps are briefly introduced:

[0054] 1) The relationship between the throttle opening degree and the corresponding intake amount is recorded by testing the engine test bench.

[0055] In the initial stage, the data of the intake amount (M0) and the throttle opening degree (A0) are collected by testing the engine test bench, and the reference intake resistance (P0) at this time is recorded. Optionally, the intake amount and the throttle opening degree in the initial state are in a linear relationship.

[0056] 2) Simulate the increase of the intake resistance.

[0057] Simulate the increase of intake resistance at different simulation points of the engine bench (for example, use different pollution levels of air filter), detect the influence of different intake resistance on the engine, and determine the intake resistance P1 of the air filter in the replaceable state and the intake resistance P2 in the failure state.

[0058] 3) Determine the relationship between intake resistance and throttle opening.

[0059] Using the measured data described above, a statistical method or machine learning algorithm can be used to determine the relationship between intake resistance and throttle opening. For example, a regression analysis can be used to establish a mathematical model between intake resistance and throttle opening. Alternatively, the mathematical model can be linear, nonlinear or other complex forms to describe the relationship between intake resistance and throttle opening.

[0060] Alternatively, there is a positive correlation between intake resistance and throttle opening. The engine torque output mainly depends on the intake amount, which is determined by both the throttle opening and the intake resistance. When the throttle opening is fixed, the change of intake resistance will directly affect the intake amount. If the intake resistance increases, even if the throttle opening does not change, the intake amount will decrease. In order to maintain the same torque output, when the intake resistance increases, the throttle opening needs to be increased in order to obtain sufficient intake amount, that is, there is a positive correlation between intake resistance and throttle opening.

[0061] 4) Set the warning prompt threshold and failure prompt threshold of intake resistance;

[0062] Alternatively, simulate the influence of different intake resistance on the engine through the engine bench test, set the warning prompt threshold ΔPmin=P1-P0 of the intake resistance corresponding to the failure prompt threshold ΔPmax=P2-P0 of the intake resistance.

[0063] 5) Determine whether the air filter needs to be replaced.

[0064] Real-time data at the simulation point is obtained by ECU, including the intake amount and throttle opening of the engine. In the new air filter state, the throttle opening (A0) and the corresponding intake amount (M0) obtained by the engine bench test, and the intake resistance (P0) at this time are obtained. In the polluted air filter state, measure the intake amount (M1 or M2) under the same throttle opening (A1 or A2), combine the relationship model of intake resistance and throttle opening in step 3, calculate the current intake resistance, and compare the current intake resistance with the baseline intake resistance (P0) measured in the initial stage to obtain the actual increase of intake resistance (ΔP=P-P0).

[0065] The actual intake resistance increase (ΔP) is compared with a preset threshold value, if ΔP exceeds ΔPmin and is less than ΔPmax, a reminder alarm is triggered to prompt the driver to replace the air filter element; if ΔP exceeds ΔPmax, a fault alarm is triggered, the driver needs to replace the air filter element immediately.

[0066] For example, assuming that in the new air filter element state, the throttle opening A0 = 30 degrees, the intake amount M0 = 100 cfm, and the intake resistance P0 = 1 kPa. In the pollution state (intake resistance increases), the same throttle opening A1 = 30 degrees, the intake amount M1 = 90 cfm, in order to ensure sufficient intake amount, the throttle opening is increased to 40 degrees, at this time the intake resistance P1 = 1.5 kPa, then the intake resistance increase ΔP = P1-P0 = 1.5 kPa-1 kPa = 0.5 kPa. Assuming that through engine bench test data, set ΔPmin = 0.3 kPa as the alarm prompt threshold, ΔPmax = 0.7 kPa as the fault prompt threshold. Then the intake resistance increase is greater than the alarm prompt threshold and less than the fault prompt threshold, at this time the alarm prompt is triggered.

[0067] In combination with the above-mentioned brief introduction of terms and description of the implementation environment, the air filter working state prompting method provided in the embodiments of the present application is described. Figure 3 is a flowchart of air filter working state prompting provided by an exemplary embodiment of the present application. The method can be executed by a vehicle terminal, as shown in Figure 3 The method comprises the following steps:

[0068] Step 210: Obtain the torque output request of the target vehicle;

[0069] The torque output request refers to the requested torque amount of the engine in the target vehicle.

[0070] In some embodiments, the torque output request represents the torque amount that the engine needs to provide to meet the current driving demand, such as acceleration, driving, etc. Alternatively, the torque output request can be determined by the ECU of the target vehicle according to the throttle input of the driver, vehicle speed, engine load, etc.

[0071] Step 220: Determine the first throttle opening of the target vehicle based on the torque output request;

[0072] The first throttle opening is the throttle opening of the target vehicle under the first intake resistance. That is, the first throttle opening is the throttle opening angle required to achieve the torque output request under the first intake resistance. The throttle opening, i.e. the throttle opening angle, refers to the opening degree of the throttle valve relative to the fully closed state during the intake process.

[0073] In some embodiments, the intake resistance refers to the resistance that the air flow in the engine intake system encounters. The first intake resistance can represent the intake resistance of the engine under the first driving condition. Alternatively, the first driving condition can be a driving condition in which the target vehicle is in a low load or low speed state or a low mileage state, i.e., the first intake resistance can represent the intake resistance of the engine under the low load or low speed state or the low mileage state of the target vehicle. Alternatively, the first intake resistance can affect the air intake efficiency of the engine, and an increase in the first intake resistance can result in a decrease in the intake air amount.

[0074] In some embodiments, based on the torque output request, the intake air amount required by the target vehicle is calculated; and based on the intake air amount required by the target vehicle, the first throttle opening degree of the target vehicle is determined. Alternatively, the torque output of the engine is determined by the intake air amount, and the intake air amount required by the target vehicle can be calculated based on the torque output request.

[0075] In some embodiments, the driver sends an acceleration request through the accelerator pedal, and the position sensor of the accelerator pedal sends the accelerator opening degree information to the ECU; the ECU receives the torque output request from the driver's accelerator pedal, and can measure the current driving condition through various sensors, including engine speed, load, air temperature, and other working condition data, which can help determine the current working state of the engine. Next, the ECU determines the relationship between the torque and the intake air amount of the engine, and can determine the intake air amount required by the target vehicle according to the mapping relationship between the torque and the intake air amount of the engine (which is usually obtained through engine bench testing during the development stage of the engine), and the mapping relationship is usually determined according to the design characteristics, performance curve, and current driving condition of the engine. Alternatively, the ECU adjusts the throttle opening degree according to the intake air amount required by the target vehicle, and sends a control signal to the throttle actuator to adjust the throttle opening degree to meet the intake air amount required by the target vehicle, and the throttle opening degree at this time is the first throttle opening degree under the first intake resistance.

[0076] For example, it is assumed that at a certain working point, the ECU calculates that 100 cfm (cubic feet per minute) of intake air amount is required to meet the torque demand according to the torque output request. The ECU finds through the lookup table that if the intake air amount is reached, the throttle needs to be opened to 40% of the opening degree. The ECU sends a signal to the throttle actuator to adjust the throttle to the throttle opening degree.

[0077] Step 230: determining a second throttle opening degree of the target vehicle in response to an increase in the intake resistance of the engine in the target vehicle;

[0078] wherein the second throttle opening degree is the throttle opening degree of the target vehicle under the second intake resistance.

[0079] In some embodiments, the intake resistance refers to the resistance that the air flow in the engine intake system is subjected to. The second intake resistance can represent the intake resistance of the engine under the second driving condition of the air filter. Alternatively, the second driving condition can be a driving condition in which the target vehicle is in a high load or high speed state or a high mileage, i.e., the second intake resistance can represent the intake resistance of the engine under the high load or high speed state or high mileage of the target vehicle. It should be noted that the load of the target vehicle under the second driving condition is higher than that under the first driving condition, or the speed is higher, or the mileage is higher. That is, the "high" of the second intake resistance is relative to the "low" of the first intake resistance.

[0080] In some embodiments, the increase in intake resistance can be caused by various situations (illustrated by taking the air filter as the main cause of the increase in intake resistance):

[0081] · The air filter is blocked by the external environment: if the air filter of the target vehicle is blocked or contaminated seriously, the intake resistance will increase. Alternatively, the air filter can be blocked due to environmental reasons, for example, high humidity or dusty environment can accelerate the blocking of the air filter, resulting in an increase in intake resistance.

[0082] · Time causes the air filter to age: after a long time of use, or the mileage of the target vehicle reaches a preset mileage, the air filter can age and become hard, causing the filtering effect to decrease, so that too many impurities pass through the air filter into the engine, increasing the intake resistance of the intake system.

[0083] It should be noted that the reasons for the increase in intake resistance also include various situations, for example, in a high temperature environment, the low air density can increase the intake resistance; or when driving in high altitude areas, the air density will decrease, thereby increasing the intake resistance, etc., which are not limited by the present application. The embodiments of the present application only take the air filter as the main cause of the increase in intake resistance for illustration.

[0084] In some embodiments, the intake amount decreases when the throttle opening degree is unchanged, i.e., the current intake amount cannot meet the torque output request of the target vehicle, indicating that the intake resistance under the current environment increases, and the throttle opening degree needs to be increased to maintain sufficient intake amount to meet the torque output request of the target vehicle. Alternatively, in response to the increase in intake resistance of the engine in the target vehicle, a second throttle opening degree of the target vehicle is determined, which is the throttle opening degree of the target vehicle under the second intake resistance. The first throttle opening degree is the throttle opening degree under the first intake resistance to achieve the required torque output request. The second throttle opening degree is a new throttle opening degree that the ECU needs to calculate when the intake resistance increases from the first intake resistance to the second intake resistance (such as due to the blocking of the air filter), in order to maintain the same torque output. Alternatively, the second throttle opening degree is greater than the first throttle opening degree to compensate for the increased intake resistance.

[0085] In some embodiments, the vehicle terminal calculates the required intake air amount according to the torque output request, and the throttle actuator in the vehicle terminal controls the first throttle opening degree of the target vehicle to meet the torque output request according to the intake air amount; as the intake resistance increases, the first throttle opening degree is increased while maintaining sufficient intake air amount, and the throttle opening degree of the target vehicle at this time is the second throttle opening degree.

[0086] Step 240: determining the increase in intake resistance of the target vehicle based on the increase in throttle opening degree;

[0087] The increase in intake resistance is the difference between the first intake resistance and the second intake resistance.

[0088] In some embodiments, the intake air amount is determined by the throttle opening degree and the intake resistance. The throttle opening degree, i.e. the angle at which the throttle is opened, determines the opening area of the intake passage, thereby affecting the intake air amount. The larger the throttle opening degree, the larger the opening area of the intake passage, and the more the intake air amount. Intake resistance refers to the resistance encountered by air entering the engine. When the intake resistance increases, the engine will not be able to obtain sufficient intake air amount under the same throttle opening degree. Therefore, in order to ensure sufficient intake air amount, the throttle opening degree needs to be increased. The ECU adjusts the throttle opening degree according to the feedback of the intake air amount to ensure that sufficient intake air amount is provided under different intake resistances. Alternatively, the intake air amount of the engine is controlled based on the throttle opening degree.

[0089] In some embodiments, the increase in intake resistance can be determined by the intake air amount and the throttle opening degree. The intake air amount is monitored by the ECU (alternatively, the intake air amount of the vehicle during driving is monitored by a Mass Airflow Sensor (MAF), which transmits the intake air amount to the ECU). If the actual intake air amount monitored by the ECU is lower than the target intake air amount, i.e. the actual intake air amount cannot meet the torque output request of the target vehicle, the ECU sends an instruction to the throttle actuator to adjust the throttle opening degree, thereby increasing the throttle opening degree to compensate for the actual intake air amount to reach the target intake air amount. Alternatively, the ECU determines the corresponding increase in intake resistance based on the increase in throttle opening degree.

[0090] In some embodiments, a relationship between the throttle opening degree and the intake resistance can be established, and the increase in intake resistance of the target vehicle can be determined by the increase in throttle opening degree. Alternatively, the increase in throttle opening degree can be controlled by the throttle actuator to increase the throttle opening degree from the first throttle opening degree to the second throttle opening degree. The increase in intake resistance is the difference between the first intake resistance and the second intake resistance.

[0091] For example, assume that in the initial state, the first throttle opening degree is A, and the corresponding first intake resistance is P, which can meet the target intake amount M. As the air filter is blocked, the intake resistance increases to the second intake resistance P*, at which time the intake amount decreases at the same throttle opening degree A. The first throttle opening degree A is increased to the second throttle opening degree A* through the throttle actuator control, so that the intake amount returns to the target intake amount M. At this time, the intake resistance increase ΔP is the difference between P and P*.

[0092] Step 250: Obtain the limit value corresponding to the intake resistance, and send the first prompt information to the driver of the target vehicle according to the comparison result of the intake resistance increase and the limit value.

[0093] The limit value is a preset threshold value obtained based on engine bench testing, and the first prompt information is the prompt information of the air filter working state.

[0094] In some embodiments, the intake resistance limit value of the target vehicle is obtained through engine bench testing, that is, the preset threshold value of the intake resistance is obtained through engine bench testing. The preset threshold value can be the maximum intake resistance value of the engine in the abnormal working state. Alternatively, the intake resistance increase is calculated through the above steps, and the intake resistance increase and the limit value are compared. If the intake resistance increase exceeds the limit value, the ECU will determine that the air filter may be blocked and needs to be replaced.

[0095] Alternatively, the ECU informs the driver of the prompt information of the air filter working state. When the intake resistance increase is less than the limit value, the ECU sends the prompt information of the air filter in the normal working state to the driver; when the intake resistance increase is greater than the limit value, the ECU sends the prompt information of the air filter needing to be replaced to the driver.

[0096] In one possible implementation, the relationship between the intake resistance increase and the limit value is combined to display the current use state of the air filter. When the intake resistance increase is less than the limit value, the ECU will inform the driver of the current use state of the air filter. For example, the relationship between the intake resistance increase and the limit value is combined to display the current use state percentage of the air filter. When the intake resistance increase reaches one quarter of the limit value, the current use state of the air filter is displayed as 25%; when the intake resistance increase reaches half of the limit value, the current use state of the air filter is displayed as 50%. Alternatively, the current use state of the air filter is displayed on the instrument panel or information display screen of the vehicle.

[0097] In one possible implementation, the relationship between the increase in intake resistance and a limit value is combined to display the usable time of the air filter. When the increase in intake resistance is less than the limit value, the ECU notifies the driver of the current usable time of the air filter. Optionally, the usable time of the air filter is measured in hours, days, weeks, or months. For example, the relationship between the increase in intake resistance and the limit value is combined to display the usable time of the air filter. When the increase in intake resistance is much less than the limit value, the usable time of the air filter is displayed as 60 days; when the increase in intake resistance is close to the limit value, the usable time of the air filter is displayed as 10 days. Optionally, the current usage status of the air filter is displayed on the vehicle's instrument panel or information display screen.

[0098] In one possible implementation, the relationship between the increase in intake resistance and a predetermined value is combined to display the usable mileage of the air filter. The increase in intake resistance is compared to a preset threshold; when the increase in intake resistance is less than the predetermined value, the ECU notifies the driver of the current usable mileage of the air filter. For example, the relationship between the increase in intake resistance and the predetermined value is combined to display the usable mileage of the air filter. When the increase in intake resistance reaches half of the predetermined value, the usable mileage of the air filter is displayed as 30,000 kilometers. Optionally, the current usage status of the air filter is displayed on the vehicle's instrument panel or information display screen.

[0099] In summary, the method provided in this application, by acquiring the torque output request of the target vehicle, allows the on-board terminal to calculate the required intake air volume based on the torque output request. The throttle actuator in the on-board terminal controls the first throttle opening of the target vehicle to meet the torque output request based on the intake air volume. As the intake resistance increases, the first throttle opening is increased while maintaining sufficient intake air volume, at which point the throttle opening of the target vehicle becomes the second throttle opening. Optionally, the throttle opening can be measured by a throttle position sensor and provided to the engine control unit. Optionally, the on-board terminal can calculate the increase in intake resistance based on the increased throttle opening and compare the increase in intake resistance with a predetermined value (preset threshold), determining whether the air filter needs to be replaced based on the comparison result. This method eliminates the need for an additional pressure sensor on the air filter to obtain the intake resistance, reducing the cost of the target vehicle.

[0100] Furthermore, drivers can use the onboard terminal to remind them to replace the air filter at the appropriate time, thus avoiding additional wear on the engine.

[0101] In some embodiments, the correlation between throttle opening and intake resistance can be obtained through engine bench testing, and the increase in intake resistance can be determined based on this correlation. For example... Figure 4 As shown, step 240 above can also be implemented as steps 241 and 242 as follows:

[0102] Step 241: Obtain the correlation between throttle opening and intake resistance;

[0103] The correlation is a positive correlation obtained from engine bench testing.

[0104] In some embodiments, the intake air volume is determined by the throttle opening and intake resistance. Throttle opening, or the angle at which the throttle opens, determines the open area of ​​the intake manifold, thus affecting the intake air volume. Intake resistance refers to the resistance encountered by air as it enters the engine. When intake resistance increases, the engine will not receive sufficient intake air at the same throttle opening. To ensure sufficient intake air volume, the throttle opening needs to be increased. That is, there is a positive correlation between throttle opening and intake resistance; when intake resistance increases, the throttle opening will also be larger.

[0105] In some embodiments, the correlation between throttle opening and intake resistance can be obtained through engine bench testing. Optionally, the correlation between throttle opening and intake resistance can be determined as follows:

[0106] • Obtain the basic calibration parameters of the target vehicle;

[0107] Among them, the basic calibration parameters include the basic calibration parameters of throttle opening and intake resistance.

[0108] In some embodiments, in the initial state, such as Figure 2 As shown, the engine's intake air volume and throttle opening have a linear relationship, i.e., M = k·A + P0. Here, M represents the engine's intake air volume, A represents the throttle opening, P0 is the intake resistance in the initial stage (reference state), and k is a constant. Optionally, in the initial stage, i.e., when the engine's intake air volume and throttle opening have a linear relationship, the throttle opening is chosen as A0, and its corresponding intake air volume is M0. Optionally, the throttle opening A0, intake air volume M0, and intake resistance P0 in the reference state are used as basic calibration parameters.

[0109] • Obtain the intake resistance at multiple simulated points and the intake valve opening corresponding to the intake resistance at multiple simulated points;

[0110] Among them, multiple simulation points are different simulation points that simulate the increase in intake resistance.

[0111] In some embodiments, the increase of the intake resistance is simulated at different simulation points of the engine bench, and the influence of the different intake resistances on the engine is detected. Optionally, at different simulation points, the increase of the intake resistance can be achieved by increasing the intake resistance in the intake passage of the engine, for example, by adding a choke in the intake passage, changing the shape of the intake passage, or adjusting the length of the intake passage, etc. Optionally, the corresponding throttle opening degree under different intake resistances is determined.

[0112] In some embodiments, at each simulation point, the corresponding throttle opening degree A and the intake amount M of the engine are recorded when the intake resistance is P. These data will be used for subsequent analysis and comparison (the specific test data can be determined when the engine bench is tested, which is not limited here).

[0113] • fitting the base calibration parameters and the intake resistances of the plurality of simulation points and the corresponding intake valve opening degrees to determine the correlation between the throttle opening degree and the intake resistance.

[0114] In some embodiments, a statistical method or a machine learning algorithm can be used to determine the relationship between the intake resistance and the throttle opening degree. For example, a regression analysis can be used to establish a mathematical model between the intake resistance and the throttle opening degree. Optionally, the mathematical model can be linear, nonlinear, or other complex forms, and the mathematical model is used to describe the relationship between the intake resistance and the throttle opening degree. Optionally, the above-mentioned intake resistances and the corresponding throttle opening degrees tested at different simulation points can be input into the mathematical model for fitting to obtain the fitting relationship between the intake resistance and the throttle opening degree.

[0115] Optionally, the intake resistance and the throttle opening degree are positively correlated. The engine torque output mainly depends on the intake amount, which is determined by both the throttle opening degree and the intake resistance. When the throttle opening degree is fixed, the change of the intake resistance will directly affect the intake amount. If the intake resistance increases, even if the throttle opening degree does not change, the intake amount will decrease. In order to maintain the same torque output, when the intake resistance increases, in order to obtain sufficient intake amount, the throttle opening degree needs to be increased, that is, the intake resistance and the throttle opening degree are positively correlated.

[0116] Step 242: determining the increase amount of the intake resistance corresponding to the target vehicle based on the correlation relationship through the increase of the throttle opening degree.

[0117] wherein the correlation relationship is a positive correlation relationship based on the engine bench test, that is, the intake resistance and the throttle opening degree are positively correlated.

[0118] Optionally, the increase of the throttle opening degree is a difference between the first throttle opening degree and the second throttle opening degree. The difference between the second throttle opening degree and the first throttle opening degree is calculated, and the difference reflects the additional throttle opening degree required to overcome the increase of the intake resistance.

[0119] In some embodiments, the relationship between the intake resistance and the throttle opening degree is fitted through engine bench testing. The intake resistance corresponding to the current throttle opening degree can be determined through the throttle opening degree, and the increase of the intake resistance can be determined through the increase of the throttle opening degree.

[0120] For example, it is assumed that the target vehicle demand intake amount M is calculated to be 100 cfm according to the torque output request, the first throttle opening degree A of the target vehicle is determined to be 30 degrees according to the target vehicle demand intake amount M, and the first intake resistance P is determined to be 1 kPa according to the relationship between the throttle opening degree and the intake resistance obtained through engine bench testing. In the case of an increase of the intake resistance, the intake amount M* is 90 cfm, and the throttle opening degree needs to be increased in order to maintain sufficient intake amount, i.e., to maintain the same intake amount M*=M=100 cfm. At this time, the second throttle opening degree A* is 40 degrees, and the second intake resistance P* is 1.5 kPa according to the relationship between the throttle opening degree and the intake resistance obtained through engine bench testing. Therefore, the increase of the intake resistance ΔP is 0.5 kPa.

[0121] The method provided in the embodiments of the present application determines the increase of the intake resistance according to the relationship between the throttle opening degree and the intake resistance. Optionally, the relationship is a positive relationship obtained through engine bench testing. Through engine bench testing, the increased intake resistance and the throttle opening degree thereof are obtained under the condition that the intake amount is maintained, and the intake resistance and the throttle opening degree are fitted to obtain a relationship model. In actual application, the intake resistance corresponding to the current throttle opening degree can be determined through the throttle opening degree, and the increase of the intake resistance corresponding to the target vehicle can be determined through the increase of the throttle opening degree. Optionally, the throttle opening degree can be monitored through the ECU of the vehicle, and can be conveniently integrated into the control system of the vehicle. In this way, an additional pressure sensor does not need to be added to the air filter to measure the pressure (i.e., the intake resistance) on the air filter, and the change of the intake resistance of the engine intake system can be obtained through the throttle opening degree, thereby reducing the cost and complexity.

[0122] In some embodiments, the maximum resistance point of the engine intake system is determined by engine bench test, which can be a resistance threshold value triggering the reminder alarm, i.e. reaching the alarm reminder threshold value prompting the driver to replace the air filter; or, the maximum resistance point can be a resistance threshold value triggering the fault alarm, i.e. reaching the fault reminder threshold value prompting the driver to replace the air filter immediately.

[0123] Figure 5 is a flow chart of the air filter working state reminder provided by an exemplary embodiment of the present application. As shown in Figure 5 the above step 250 can also be alternatively implemented as steps 251a, 251b, or steps 252a, 252b; or, steps 253a, 253b:

[0124] The limit value comprises an alarm prompt threshold value:

[0125] Step 251a: obtaining the alarm reminder threshold value;

[0126] The alarm reminder threshold value is the threshold value when the air intake resistance increase triggers the alarm reminder.

[0127] In some embodiments, the air intake resistance limit value of the target vehicle is obtained by engine bench test, i.e. the alarm reminder threshold value of the air intake resistance is obtained by engine bench test, which can be the threshold value when the air intake resistance increase triggers the alarm reminder. Alternatively, the alarm reminder threshold value is the minimum resistance threshold value affecting the engine performance. The alarm reminder threshold value is usually used as a safety boundary value to remind the driver before the air filter fails.

[0128] Step 251b: in response to the air intake resistance increase being less than the alarm reminder threshold value, sending the air filter normal working state reminder information to the driver of the target vehicle.

[0129] Alternatively, the relationship between the throttle opening and the air intake resistance is determined by engine bench test, and the air intake resistance increase is determined according to the increase of the throttle opening. Alternatively, the throttle opening can be monitored by the ECU of the vehicle, which can be easily integrated into the control system of the vehicle. Alternatively, the ECU can calculate the air intake resistance increase according to the increase of the throttle opening.

[0130] In some embodiments, the air intake resistance increase and the alarm reminder threshold value are compared, and in the case that the air intake resistance increase is less than the alarm reminder threshold value, the ECU sends the reminder information to the driver, informing that the air filter is in normal working state.

[0131] In some embodiments, the relationship between the intake resistance increase amount and the warning prompt threshold can be combined when the intake resistance increase amount is less than the warning prompt threshold. Alternatively, when the intake resistance increase amount is less than the warning prompt threshold, the current use state of the air filter is displayed, the ECU notifies the driver of the current use state of the air filter, for example, the current use state of the air filter is displayed as 50%; when the intake resistance increase amount is less than the warning prompt threshold, the usable time of the air filter is displayed, the ECU notifies the driver of the usable time of the air filter, for example, the usable time of the air filter is displayed as 60 days; when the intake resistance increase amount is less than the warning prompt threshold, the usable mileage of the air filter is displayed, the ECU notifies the driver of the usable mileage of the air filter, for example, the usable mileage of the air filter is displayed as 30,000 kilometers.

[0132] For example, through engine bench test data, set ΔPmin = 0.8 kPa as the warning prompt threshold, when the intake resistance increase amount ΔP = 0.5 kPa, the ECU sends the driver that the air filter is currently in normal working state, and sends the current use state of the air filter as 62.5%.

[0133] In the embodiments of the present application, by obtaining the warning prompt threshold of the intake resistance, if the intake resistance increase amount does not reach the warning prompt threshold, i.e. in the case that the intake resistance increase amount is less than the warning prompt threshold, the ECU can send a prompt information to the driver, informing the driver that the intake air filter is in normal working state. This way can ensure that the driver understands the state of the intake system of the target vehicle, and provides feedback of the normal working state without the need for emergency intervention.

[0134] The limit value comprises a fault prompt threshold value:

[0135] Step 252a: obtaining a fault prompt threshold;

[0136] The fault prompt threshold is the threshold when the intake resistance increase amount triggers a fault prompt.

[0137] In some embodiments, the intake resistance limit value of the target vehicle is obtained through engine bench test, i.e. the fault prompt threshold of the intake resistance is obtained through engine bench test, which can be the threshold when the intake resistance increase amount triggers a fault prompt, i.e. when the intake resistance increases to the fault prompt threshold, a fault prompt is triggered to prompt the driver to replace the air filter immediately. Alternatively, the fault prompt threshold is the maximum resistance threshold that affects the performance of the engine.

[0138] Step 252b: in response to the intake resistance increase amount being greater than the fault prompt threshold, sending a prompt information to the driver of the target vehicle to replace the air filter.

[0139] Optionally, the relationship between the throttle opening and the intake resistance is determined by engine bench test, and the increase of the intake resistance is determined according to the increase of the throttle opening. Optionally, the throttle opening can be monitored by the ECU of the vehicle, which can be conveniently integrated into the control system of the vehicle. Optionally, the ECU can calculate the increase of the intake resistance according to the increase of the throttle opening.

[0140] In some embodiments, the increase of the intake resistance is compared with the failure prompt threshold value, and the ECU sends prompt information to the driver to inform the driver that the air filter needs to be replaced immediately when the increase of the intake resistance is greater than the failure prompt threshold value.

[0141] For example, by engine bench test data, set ΔPmax=1kPa as the failure prompt threshold value, when the increase of the intake resistance ΔP=1.1kPa, the ECU will send a failure alarm to the driver and inform the driver that the air filter needs to be replaced immediately.

[0142] In the embodiments of the present application, by obtaining the failure prompt threshold value of the intake resistance, if the increase of the intake resistance reaches the failure prompt threshold value, that is, in the case that the increase of the intake resistance is greater than the failure prompt threshold value, the ECU sends prompt information to the driver to inform the driver that the air filter needs to be replaced immediately. This way can ensure that the driver understands the state of the intake system of the target vehicle, and in the case of intervention, guide the driver to take appropriate action to ensure the normal operation and maintenance of the target vehicle.

[0143] The limit value comprises an alarm prompt threshold value and a fault prompt threshold value:

[0144] Step 253a: obtaining an alarm prompt threshold value and a failure prompt threshold value;

[0145] The alarm prompt threshold value is the threshold value when the increase of the intake resistance triggers the alarm prompt; and the failure prompt threshold value is the threshold value when the increase of the intake resistance triggers the failure prompt.

[0146] In some embodiments, the intake resistance limit value of the target vehicle is obtained by engine bench test, that is, the alarm prompt threshold value and the failure prompt threshold value of the intake resistance are obtained by engine bench test. Optionally, the alarm prompt threshold value is the minimum resistance threshold value that affects the performance of the engine. The failure prompt threshold value is the maximum resistance threshold value that affects the performance of the engine.

[0147] Step 253b: in response to the increase of the intake resistance being greater than the alarm prompt threshold value and less than the failure prompt threshold value, sending prompt information to the driver of the target vehicle to remind the driver to replace the air filter.

[0148] Optionally, the relationship between the throttle opening and the intake resistance is determined by engine bench test, and the intake resistance increase is determined according to the increase of the throttle opening. Optionally, the throttle opening can be monitored by the ECU of the vehicle, which can be conveniently integrated into the control system of the vehicle. Optionally, the ECU can calculate the intake resistance increase according to the increase of the throttle opening.

[0149] In some embodiments, the intake resistance increase, the alarm prompt threshold and the fault prompt threshold are compared, and in the case that the intake resistance increase is greater than the alarm prompt threshold and less than the fault prompt threshold, an alarm prompt is triggered, and the ECU sends prompt information to the driver to remind the driver to replace the air filter.

[0150] For example, by engine bench test data, set ΔPmin=0.8kPa as the alarm prompt threshold, and ΔPmax=1kPa as the fault prompt threshold, when the intake resistance increase ΔP=0.9kPa, the intake resistance increase is greater than the alarm prompt threshold and less than the fault prompt threshold, an alarm prompt is triggered, and the ECU reminds the driver to replace the air filter.

[0151] In the embodiments of the present application, by obtaining the alarm prompt threshold and the fault prompt threshold of the intake resistance, if the intake resistance increase is greater than the alarm prompt threshold and less than the fault prompt threshold, the ECU sends prompt information to the driver to remind the driver to replace the air filter. This way can ensure that the driver understands the state of the intake system of the target vehicle, and in the case of intervention, guide the driver to take appropriate action to ensure the normal operation and maintenance of the target vehicle.

[0152] Figure 6 A structural block diagram of a prompt device for the working state of the air filter provided by an embodiment of the present application is shown. The device has the functions of implementing the above-mentioned prompt method for the working state of the air filter, which can be implemented by hardware or corresponding software executed by hardware. The device can be a server introduced above or can be arranged in a server. As shown in the figure, the device 600 can include an acquisition module 610, a determination module 620 and a sending module 630. Figure 6

[0153] The acquisition module 610 is configured to acquire a torque output request of a target vehicle.

[0154] The determination module 620 is configured to determine a first throttle opening of the target vehicle based on the torque output request, the first throttle opening being a throttle opening of the target vehicle under a first intake resistance.

[0155] ​The determining module 620 is configured to determine a second throttle opening degree of the target vehicle in response to an increase in intake resistance of an engine in the target vehicle, the second throttle opening degree being a throttle opening degree of the target vehicle under a second intake resistance;

[0156] The determining module 620 is configured to determine an increase in intake resistance corresponding to the target vehicle based on the increase in throttle opening degree, the increase in intake resistance being a difference between the first intake resistance and the second intake resistance.

[0157] The sending module 630 is configured to obtain a limit value corresponding to the intake resistance, and send first prompt information to a driver of the target vehicle according to a comparison result of the increase in intake resistance and the limit value, the limit value being a preset threshold value obtained based on engine bench testing, and the first prompt information being prompt information of a normal working state of the air filter.

[0158] In some embodiments, the determining module 620 further includes an obtaining sub-module and a determining sub-module.

[0159] In an optional example, the obtaining sub-module is configured to obtain a correlation between the throttle opening degree and the intake resistance, the correlation being a positive correlation obtained based on the engine bench testing; and the determining sub-module is configured to determine the increase in intake resistance corresponding to the target vehicle based on the correlation through the increase in throttle opening degree, the increase in throttle opening degree being a difference between the first throttle opening degree and the second throttle opening degree.

[0160] In an optional example, the obtaining sub-module is configured to obtain a basic calibration parameter of the target vehicle, the basic calibration parameter including a basic calibration parameter of the throttle opening degree and the intake resistance; the obtaining sub-module is configured to obtain intake resistances of a plurality of simulation points and intake valve opening degrees corresponding to the intake resistances of the plurality of simulation points, the plurality of simulation points being different simulation points simulating the increase in intake resistance; and the determining sub-module is configured to fit the basic calibration parameter and the intake resistances of the plurality of simulation points and the intake valve opening degrees corresponding thereto to determine the correlation between the throttle opening degree and the intake resistance.

[0161] In some embodiments, the sending module 630 further includes an obtaining sub-module and a sending sub-module.

[0162] In an optional example, the limit value corresponding to the intake resistance includes an alarm prompt threshold value; the obtaining sub-module is configured to obtain the alarm prompt threshold value, the alarm prompt threshold value being a threshold value when the increase in intake resistance reaches a trigger of an alarm prompt; and the sending sub-module is configured to send prompt information of a normal working state of the air filter to the driver of the target vehicle in response to the increase in intake resistance being less than the alarm prompt threshold value.

[0163] In an optional example, the limit value corresponding to the intake resistance includes a failure prompt threshold; the obtaining submodule is configured to obtain the failure prompt threshold, which is a threshold when the intake resistance increase reaches a trigger of a failure prompt; and the sending submodule is configured to send prompt information to the driver of the target vehicle to replace the air filter in response to the intake resistance increase being greater than the failure prompt threshold.

[0164] In an optional example, the limit value corresponding to the intake resistance includes an alarm prompt threshold and a failure prompt threshold; the obtaining submodule is configured to obtain the alarm prompt threshold and the failure prompt threshold; and the sending submodule is configured to send prompt information to the driver of the target vehicle to replace the air filter in response to the intake resistance increase being greater than the alarm prompt threshold and less than the failure prompt threshold.

[0165] In some embodiments, the determining module 620 further includes a calculating submodule and a determining submodule.

[0166] In an optional example, the calculating submodule is configured to calculate the intake amount required by the target vehicle based on the torque output request; and the determining submodule is configured to determine the first throttle opening of the target vehicle according to the intake amount required by the target vehicle.

[0167] In summary, the present application provides a prompt device for an air filter working state, which obtains a torque output request of a target vehicle, calculates an intake amount required according to the torque output request, determines a first throttle opening of the target vehicle according to the intake amount, increases the first throttle opening while maintaining sufficient intake amount as the intake resistance increases, and the throttle opening of the target vehicle is a second throttle opening at this time. Optionally, the vehicle-mounted terminal can calculate an intake resistance increase according to the increased throttle opening, compare the intake resistance increase with a limit value (a preset threshold), and determine whether the air filter needs to be replaced according to the comparison result. By replacing the air filter at an appropriate time, premature or late replacement is avoided, thereby avoiding additional wear on the engine.

[0168] It should be noted that the specific limitations in the above-described one or more embodiments of the prompt device for an air filter working state can refer to the limitations of the prompt method for an air filter working state described above, which will not be described here. The modules of the above-described device can be realized by software, hardware, and combinations thereof, in whole or in part. The modules can be embedded in or independent of the processor of the computer device in hardware form, or stored in the memory of the computer device in software form, so as to be called and executed by the processor to perform the operations corresponding to each module.

[0169] The above sequence numbers of the embodiments of the present application are only for description, and do not represent the advantages and disadvantages of the embodiments.

[0170] Figure 7 A structure block diagram of a vehicle terminal 700 provided by an example embodiment of the present application is shown. The vehicle terminal 700 can be a smart phone, a tablet computer, an MP3 (Moving Picture Experts Group Audio Layer III) player, an MP4 (Moving Picture Experts Group Audio Layer IV) player, a notebook computer, or a desktop computer. The vehicle terminal 700 can also be referred to as a user equipment, a portable terminal, a laptop terminal, a desktop terminal, or other names.

[0171] Generally, the vehicle terminal 700 includes a processor 701 and a memory 702.

[0172] The processor 701 can include one or more processing cores, such as a 4-core processor, an 8-core processor, etc. The processor 701 can be implemented in at least one of a hardware form of a DSP (Digital Signal Processing), an FPGA (Field-Programmable Gate Array), and a PLA (Programmable Logic Array). The processor 701 can also include a main processor and a coprocessor. The main processor is a processor for processing data in an awake state, also referred to as a CPU (Central Processing Unit). The coprocessor is a low-power processor for processing data in a standby state. In some embodiments, the processor 701 can be integrated with a GPU (Graphics Processing Unit) for rendering and drawing content required to be displayed on a display screen. In some embodiments, the processor 701 can further include an AI (Artificial Intelligence) processor for processing computing operations related to machine learning.

[0173] The memory 702 can include one or more computer-readable storage media. The memory 702 can also include high-speed random access memory and non-volatile, computer-readable storage media such as one or more magnetic disk storage devices, flash memory devices. In some embodiments, the non-transitory computer-readable storage medium in the memory 702 is used to store at least one instruction for being executed by the processor 701 to implement the prompting method of the air filter working state provided by the method embodiments in the present application.

[0174] In some embodiments, the vehicle terminal 700 further includes other components, which can be understood by those skilled in the art, Figure 7 The structure shown in the figure does not constitute a limitation on the vehicle terminal 700, and can include more or fewer components than shown, or combine certain components, or adopt different component arrangements.

[0175] The present application also provides a computer device, comprising: a processor and a memory, the memory storing at least one instruction, at least one program, a code set or an instruction set, which is loaded and executed by the processor to implement the prompting method of the air filter working state provided by the above-mentioned method embodiments.

[0176] Embodiments of the present application also provide a computer-readable storage medium having stored thereon at least one instruction, at least one program, a code set or an instruction set, which is loaded and executed by the processor to implement the prompting method of the air filter working state provided by the above-mentioned method embodiments.

[0177] Embodiments of the present application also provide a computer program product or computer program, which includes computer instructions stored in a computer-readable storage medium. The processor of the vehicle terminal reads the computer instructions from the computer-readable storage medium, and the processor executes the computer instructions to make the vehicle terminal execute the prompting method of the air filter working state described in any of the above embodiments.

[0178] The above-mentioned serial numbers of the embodiments of the present application are only for description, not representing the advantages and disadvantages of the embodiments.

[0179] Those skilled in the art can understand that all or part of the steps of the above-mentioned embodiments can be completed by software, or by a program instructing related software, and the program can be stored in a computer-readable storage medium, and the above-mentioned storage medium can be a read-only memory, a magnetic disk or an optical disk, etc.

[0180] The above merely provides the optional embodiments of the present application, and is not intended to limit the present application. Any modification, equivalent replacement, improvement, etc. made within the spirit and principle of the present application shall be included in the protection scope of the present application.

Claims

1. An air cleaner working state prompting method characterized by comprising: The method is executed by a vehicle terminal, and the method comprises: acquiring a torque output request of a target vehicle; determining a first throttle opening degree of the target vehicle based on the torque output request, the first throttle opening degree being a throttle opening degree of the target vehicle under a first intake resistance; determining a second throttle opening degree of the target vehicle in response to an increase in the intake resistance of an engine in the target vehicle, the second throttle opening degree being a throttle opening degree of the target vehicle under a second intake resistance; determining an increase in the intake resistance corresponding to the target vehicle based on an increase in the throttle opening degree, the increase in the intake resistance being a difference between the first intake resistance and the second intake resistance; acquiring a limit value corresponding to the intake resistance, and sending first prompt information to a driver of the target vehicle according to a comparison result of the increase in the intake resistance and the limit value, the limit value being a preset threshold value obtained based on engine bench testing, and the first prompt information being prompt information of a normal working state of the air filter.

2. The method of claim 1, wherein, The determination of the increase in the intake resistance corresponding to the target vehicle based on the increase in the throttle opening degree comprises: acquiring a correlation between the throttle opening degree and the intake resistance, the correlation being a positive correlation obtained based on the engine bench testing; determining the increase in the intake resistance corresponding to the target vehicle based on the correlation, the increase in the throttle opening degree being a difference between the first throttle opening degree and the second throttle opening degree.

3. The method of claim 2, wherein, The acquisition of the correlation between the throttle opening degree and the intake resistance comprises: acquiring a basic calibration parameter of the target vehicle, the basic calibration parameter comprising a basic calibration parameter of the throttle opening degree and the intake resistance; acquiring intake resistances of a plurality of simulation points and intake valve opening degrees corresponding to the intake resistances of the plurality of simulation points, the plurality of simulation points being different simulation points simulating an increase in the intake resistance; fitting the basic calibration parameter and the intake resistances of the plurality of simulation points and the intake valve opening degrees corresponding thereto to determine the correlation between the throttle opening degree and the intake resistance.

4. The method according to any one of claims 1 to 3, characterized in that, The limit value corresponding to the intake resistance comprises an alarm prompt threshold value; The acquisition of the limit value corresponding to the intake resistance and the sending of the first prompt information to the driver of the target vehicle according to the comparison result of the increase in the intake resistance and the limit value comprise: acquiring the alarm prompt threshold value, the alarm prompt threshold value being a threshold value when the increase in the intake resistance triggers an alarm prompt; in response to the increase in the intake resistance being less than the alarm prompt threshold value, sending prompt information of a normal working state of the air filter to the driver of the target vehicle.

5. The method according to any one of claims 1 to 3, characterized in that, The limit value corresponding to the intake resistance comprises a fault prompt threshold value; The acquisition of the limit value corresponding to the intake resistance and the sending of the first prompt information to the driver of the target vehicle according to the comparison result of the increase in the intake resistance and the limit value comprise: acquiring the fault prompt threshold value, the fault prompt threshold value being a threshold value when the increase in the intake resistance triggers a fault prompt; In response to the intake resistance increase being greater than the failure prompt threshold, a prompt message for replacing the air filter is sent to a driver of the target vehicle.

6. The method of claim 5, wherein, The defined value corresponding to the intake resistance includes an alarm prompt threshold and a failure prompt threshold; The obtaining of the defined value corresponding to the intake resistance and the sending of the first prompt message to the driver of the target vehicle according to a comparison result of the intake resistance increase and the defined value include: The alarm prompt threshold and the failure prompt threshold are obtained; In response to the intake resistance increase being greater than the alarm prompt threshold and less than the failure prompt threshold, a prompt message for replacing the air filter is sent to the driver of the target vehicle.

7. The method of claim 1, wherein, The determining of the first throttle opening of the target vehicle based on the torque output request includes: The intake air amount required by the target vehicle is calculated based on the torque output request; The first throttle opening of the target vehicle is determined according to the intake air amount required by the target vehicle.

8. An air cleaner working state prompting device characterized by comprising: The apparatus includes: An obtaining module is configured to obtain a torque output request of a target vehicle. A determining module is configured to determine a first throttle opening of the target vehicle based on the torque output request, the first throttle opening being a throttle opening of the target vehicle under a first intake resistance. The determining module is configured to determine a second throttle opening of the target vehicle in response to an increase in an intake resistance of an engine in the target vehicle, the second throttle opening being a throttle opening of the target vehicle under a second intake resistance. The determining module is configured to determine an intake resistance increase amount corresponding to the target vehicle based on an increase in the throttle opening, the intake resistance increase amount being a difference between the first intake resistance and the second intake resistance. A sending module is configured to obtain a defined value corresponding to the intake resistance, and send a first prompt message to a driver of the target vehicle according to a comparison result of the intake resistance increase and the defined value, the defined value being a preset threshold obtained based on an engine bench test, and the first prompt message being a prompt message for an operating state of the air filter.

9. A vehicle terminal, characterized by The vehicle-mounted terminal includes a processor and a memory, the memory stores at least one program, the at least one program is loaded and executed by the processor to implement the prompt method for the operating state of the air filter according to any one of claims 1 to 7.

10. A computer-readable storage medium, characterized in that, The computer readable storage medium stores at least one computer instruction, the at least one computer instruction is loaded and executed by the processor to implement the prompt method for the operating state of the air filter according to any one of claims 1 to 7.

11. A computer program product, characterised in that, The computer program product includes a computer program stored in a computer readable storage medium; the computer program is read and executed by the processor of the computer device from the computer readable storage medium, so that the computer device executes the prompt method for the operating state of the air filter according to any one of claims 1 to 7.

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