FR3089130A1 - METHOD AND SYSTEM FOR CONTROLLING AN AIR FILTER IN A VEHICLE USING EVOLUTION PARAMETERS SINCE THE INSTALLATION OF THE AIR FILTER - Google Patents

Abstract

A filter element (EF) of an air filter (1) is checked to determine the right time to make a replacement. The system uses evolution parameters from the installation of the filter element, this element being removably mounted in an air duct (60) of a vehicle. The following steps are provided: - storing, in a unit (10) for characterizing the filter element mounted in the vehicle, collection data relating to a date of installation in the vehicle and / or a mileage traveled since that date - use the collection data and possibly additional context data indicating the driving conditions of the vehicle, during a comparison step with one or more thresholds, in order to determine whether the filter element (EF) should be kept or changed; - transmitting (45), in the event of a required change, information corresponding to a receiving terminal (30). Figure for the abstract: F i gure 2

Description

Description

Title of the invention: METHOD AND SYSTEM FOR CONTROLLING AN AIR FILTER IN A VEHICLE, USING EVOLUTION PARAMETERS SINCE THE INSTALLATION OF THE AIR FILTER [0001] The invention relates to air filter control systems, by example to allow a replacement of the filtering medium before an aging detrimental to the ability to effectively filter an incoming air flow towards a passenger compartment of a vehicle, in particular of motorized vehicle.

More specifically, the invention relates to methods and control systems making it possible to inform of the opportune moment to change a filter element of the type arranged in an air duct and which can be dismantled to allow a replacement.

In air filtration applications, it is known to use filter elements to filter the flow of fluid or gaseous fluids, for example to filter a flow of air which is supplied inside the cabin of a motor vehicle.

The increase in air pollution, in particular in large cities, associated with the use of air conditioning systems in vehicles, requires that the air circulating inside a vehicle be purified and treated, using suitable filters. For this purpose, for example, a particle filter, an odor filter or combinations thereof are taken into account to filter as much as possible the particles contained in the air, the particles and the odors of the raw air sucked in or absorbed . In order to allow effective purification over time, regular replacement is necessary. For this, maintenance intervals can be defined, which depend on the quantity of particles contained in the material (media) of the filter in question or on the wear of the activated carbon.

The cabin air filter of a vehicle needs to be changed on a regular basis in order to guarantee efficient filtration of particles and guarantee healthy cabin air. The air filter must in fact be changed as soon as the maximum clogging rate is reached. Changing it prematurely creates unjustified additional costs for the end user and changing it late can cause a deterioration in the quality of the passenger compartment air which is undesirable for the passengers of the vehicle.

[0006] There are already methods for calculating the clogging state of an air filter which make it possible to determine the clogging state of the filter in real time and to deduce therefrom an estimated replacement interval of the filter. These methods are based on measurements of physico-chemical data, such as for example the pressure difference, the air flow speed, the humidity level, the temperature or a combination of several of these measurements taken within the housing. filtered. The data is then transferred to a processing unit where specially developed software determines a clogging state. In practice, the estimated / evaluated clogging state is an output data item sent to a remote / external terminal with respect to the filtration location (dashboard, computer, mobile phone, etc.). Reference may in particular be made to documents US 2017/0173505, US 7922914 and US 9983114 which describe methods for estimating the clogging rate of an air filter.

These estimation methods have the advantage of providing information which can be very precise on the clogging state of the filter, but they are however very complex to implement.

There is therefore a need to improve the situation, if possible by avoiding in situ measurements or the use of an arrangement of complex / very sensitive sensors.

To this end, there is proposed according to the invention a method of controlling an air filter in a vehicle, using a filter element removably fixed in a ventilation pipe of the vehicle, the method comprising the steps consisting essentially of:

- store, in a unit for characterizing the filter element which is mounted in the vehicle, at least one data item of collection representative of a date of installation of the filter element in the vehicle and / or of a mileage covered by the vehicle since said date of installation of the filter element;

- use at least one data collection item, during a comparison step with one or more predefined thresholds, the comparison step being performed by a comparator module of an electronic processing unit, in order to determine a state of the filter element among at least two possible characterization states, a first state representing a conservation state of the filter element, making it possible to avoid dismantling the filter element, and a second state representing a need to change the filter element; and

- transmit information representative of the determined state to a receiving terminal, at least when the determined state is said second state.

With such an arrangement, it is possible to simply control the filter element, on the basis of robust data, which may reflect an aging of the filter element without the need for measurements. In addition, the use of thresholds facilitates adaptation to laws or recommendations which may differ from one filter (or vehicle) manufacturer to another, and where appropriate from one country to another.

We manage to provide information on the need to change the filter in a predictive mode, or largely predictive, rather than estimating in situ and almost in real time the state of clogging by complex tools. The method is thus simple and makes it possible to give an indication to the end user of the need to change his air filter, the method not using physicochemical data sensors.

For example, for a filter element provided with a particulate filter media, an activated carbon filter media or a composite media (combined), the mileage associated with the filter element (which should not be confused with the total mileage of the vehicle) corresponds to an indicator of interest which may well reflect a level of saturation of the filter medium, without the use of sensors. In preferred implementations, it is understood that the moment of renewal of the filter element is detected in relation to parameters which necessarily take into account the date of installation of the filter element.

The air filter control method is suitable for all vehicle applications, including construction or agricultural vehicles, for which the cost of changing the air filter has a significant cost impact.

According to an option, a processing unit integrated into or associated with the characterization unit can trigger an alert or transmit information of a need to change the filter element for a mileage (correlated to the period elapsed since installation of the filter element) between approximately 10,000 km and 35,000 km, for example of the order of 30,000 km.

According to one feature, the storage step which relates to the date of installation of the filter element is carried out during a replacement operation, so that said filter element whose installation date is stored is no longer recent than the vehicle.

In preferred embodiments, the characterization unit is designed and arranged to communicate exclusively / selectively with a processing and / or receiving part which is separate from the vehicle. This type of configuration advantageously allows monitoring of the filter element, regardless of settings on the vehicle and / or regardless of whether the vehicle initially included or not a monitoring device to alert of a need to change the element. filtering.

In addition, maintenance operations can be avoided at the level of the central electronics of the vehicle. In particular, each data collection can be associated directly with the filter element, independently of the first start-up of the vehicle. This typically avoids having to reset parameters at the level of the vehicle's IT resources. At most, you can possibly reset the characterization unit at the time of a replacement, when this characterization unit is reusable. In options, the characterization unit is mounted directly on the filter element (and not vice versa).

In a preferred embodiment, one uses not only the data or data (s) of collection but also additional context data indicating conditions of running of the vehicle, during the step of comparison with one or more thresholds , to determine if the filter element can be kept or if it needs to be changed. The additional data are for example used to adjust at least one threshold. In one option, this additional data is collected via a communication network, which avoids making measurements in situ.

The additional context data are typically data relating to the environment in which the vehicle is traveling, this data being called in all that follows environmental data. Among the characteristics of the environment, one can cite in particular the type of road or soil, atmospheric conditions (humidity for example, wind force, temperature and level of concentration of dust particles).

Thus, it is taken into account that, depending on the driving conditions (more or less polluted area, the nature of the tarmac roads or dirt road, weather conditions), the passenger compartment air filter fouls more or less quickly. Taking into account the additional context data makes it possible to refine the comparison step and to get as close as possible to the moment when it is actually necessary to change the air filter (moment which occurs more or less early depending on the environment and driving conditions).

The characterization unit can collect environmental data, collected via GPS or weather stations, the characterization unit having a processing unit. Alternatively, such environmental data is sent as input data directly to a processing unit separate from the characterization unit and typically located outside the vehicle. A state corresponding to the need or not to change the filter element is determined by also taking into account the environmental data which are correlated to the actual journey made by the vehicle.

We understand that we can do without in situ measurement for the vehicle, while benefiting from reliable information on the environment, in order to refine the detection of the appropriate time to change the filter element.

In certain options, it is possible to determine an intermediate characterization state, for example when the deviation from a threshold is considered too small. For example, the information transmitted to the receiving terminal (which may be a mobile phone of the vehicle user) may correspond to a recommendation to schedule maintenance in a garage and / or to carry out a visual inspection.

According to a particular feature, the comparison steps are repeated in order to allow monitoring, at regular time intervals, of the state of the filter element. In some options, the initiation of a comparison step is carried out by a terminal of a vehicle user or from a central computer server (remote from the vehicle). Alternatively, the initiation of the comparison step is carried out by the characterization unit, for example at the time of starting a vehicle and / or when receiving information corresponding to an update of a collection data stored in storage means of the characterization unit.

In embodiments of the method according to the invention, one or more of the following characteristics can be used:

- The at least one data collection includes first information representative of the date of installation of the filter element in the vehicle, the storage of this data being for example carried out at the time of a replacement.

the at least one collection item also includes a second item of information representative of the mileage traveled by the vehicle since the date of installation of the filter element, a step of determining this second item of information being carried out using a sensor or odometer provided in the vehicle.

the comparison step comprises, on the one hand, a first comparison between a time period elapsed since the date of installation of the filter element and a duration threshold (for example of the order of 1 year or other recommended duration with regard to the most usual conditions for satisfactory operation), and on the other hand a second comparison between a cumulative distance traveled by the vehicle and a distance threshold.

- the determined state (for the filter element), obtained after the comparison step, is the second state (which represents a need to change the filter element) when it is determined at least one of the first comparison step and second comparison step that at least one of the thresholds is exceeded.

- the second information comes from a GPS system or an accelerometer.

- the second piece of information is determined in a module forming part of the filter element or mounted on a housing or a ventilation pipe receiving the filter element.

- the kilometer sensor can be mounted in a storage module which is placed in the air filter box; in some variants, the kilometer sensor can be located at any other accessible location on the vehicle.

- the said threshold or thresholds are predefined (thus, it is allowed to use prescribed reference values for the filter element, which are for example characteristic of the recommended interval in time for the change of the filter, forming a first threshold value reference, and the recommended interval in kilometers for changing the filter for a second reference threshold value).

- the said threshold or thresholds include an adjustment component which is a function of the driving conditions, preferably on the basis of meteorological data and / or geolocation data (GPS type) correlated to a history of the journey of the vehicle.

- a data collection representative of a date of installation of the filter element in the vehicle is stored in a memory of a wireless communication means, which is preferably an RFID radio frequency marker with identification function (the acronym RFID meaning in English "Radio Frequency Identification). Alternatively, the installation date can be stored on a barcode or QR code and retrieved using a wireless communication system.

- typically, the wireless means of communication belongs to the characterization unit.

- the wireless communication means allows identification of the characterization unit, by a receiver terminal separate from the vehicle or a processing unit separate from the vehicle.

the characterization unit is made integral with the filter element by a removable fixing interface, preferably provided in a region for the passage of the air flow delimited by an annular support for the filter element constituting a periphery of the element filtering.

According to one feature, there is also provided a communication step, allowing reception of environmental data representative of driving conditions and / or parameters of the ambient air around the vehicle during periods of operation of said filter element, in order to collect additional data which is used in the comparison step, the additional data preferably being stored at / by the characterization unit.

In one embodiment, the additional (environmental) data are stored at a distance from the vehicle or separately from the data stored by the characterization unit, and used in the comparison step only by means of one or more weighting parameters retrieved by the processing unit during a comparison step.

In some options, the same weighting parameter (s) can be used in a predefined period, for example of the order of 1 month, for several stages of comparison carried out in this predefined period. An algorithm and / or an update process can be provided for this purpose to limit the frequency of communication of additional data, which may come from a geolocation system having a time-stamped weather database, this additional data may result a correlation between the vehicle driving periods and the geographic areas in which the vehicle is located, in order to reflect ambient air parameters (humidity, dust when the detected roads are not paved, etc.) during operation of the filter element.

According to one option, the environmental data come, at least in part, from a geographic modeling system which distributes driving areas into subcategories which differ from each other by a level representative of the road condition and / or by a level representative of at least one parameter of state of the surrounding air, and in which the at least one parameter of state of air is preferably:

- an average concentration of dust particles;

- an average concentration for at least one gas chosen from carbon monoxide, sulfur dioxide, nitrogen oxide;

- and / or a humidity level.

According to an alternative embodiment, the first information is stored on an RFID marker / tag placed anywhere on the vehicle. The characterization unit can in this case be associated with the filter element without necessarily being placed in a filtration chamber or pipe where an air flow circulates.

Depending on the case, the electronic device where the first information and possibly the second information are stored, as well as some optional additional information, may be of the active type, for example by corresponding to a transponder, a beacon, an active marker or equivalent device. . The principle can remain the same: it includes a radio transmitter and generates itself based which will allow the reader device to note its presence and receive its identification data and / or its status information concerning the filter element, in order whether a user should be alerted to a need to change the filter element.

In a variant, the characterization unit can be devoid of active means of communication (no radio transmitter and therefore no ability to generate waves). In this case, the characterization unit can be a microscopic chip, without power supply, associated with an antenna measuring a few centimeters to constitute an electronic label or tag. An excitation device and forming a detector (if necessary by a communication other than radio, for example by reflectometry), can then probe an electrical state or other response in response to an external excitation, representative of at least one relevant information. to determine the state of the filter element.

More generally, we understand that the method allows traceability using the characterization unit associated with the filter element. In preferred options, the method typically provides for:

- store the first information relating to the date of installation of the filter element on a memory (for example a memory of an active radio communication means);

- collect and store second information relating to the mileage traveled since the date of installation of the filter element by a kilometer sensor or other means of determining this second information;

- transmit this information, optionally by wireless communication, to a processing unit to make a comparison, via a comparator module of this processing unit;

- use reference threshold values, preferably predefined or weighted using environmental data, for the filter element, so as to take into account the interval recommended in time for the change of the filter element (the case if necessary corrected when operating in degraded conditions, for example with humidity and / or dust, as reflected by the environmental data collected by the treatment unit) and the recommended interval in kilometers for changing the filter element (the if necessary corrected when operating in degraded conditions, for example with humidity and / or dust, as reflected by the environmental data collected by the processing unit);

- send a signal to a receiving terminal when at least one of the characterization information or data corresponds to values which exceed the reference threshold value signifying that the filter element must be replaced.

In certain options, the filter element can be partially or entirely inserted in a pipe section or in a housing which, if necessary, can be changed with the filter element if the latter is not mounted detachable relative to to this non-filtering peripheral element. Preferably, however, the replacement only concerns the filter element as such, which makes it possible for example to reuse the air circulation pipe in which the filter element delimits the upstream and downstream zones, and which makes it possible to reuse the characterization unit (the latter receiving up-to-date collection data or the latter being reset at the time of a first replacement or a new replacement).

There is also proposed a device for monitoring a filter element, making it possible to implement the control method according to the invention, the monitoring device comprising:

a characterization unit of the filter element designed and arranged to be mounted in the vehicle equipped with the filter element, the characterization unit having memorization means for storing at least one data collection representative of a date d installation of the filter element in the vehicle and / or of a mileage traveled by the vehicle since said date of installation of the filter element, the characterization unit further comprising a wireless communication means, preferably in the form of an RFID type radioelectric marker;

a comparator module of an electronic processing unit, configured to use one or more thresholds and to determine if any collection data item among the at least one collection item data exceeds a recommendation for changing the filter element, this which allows the comparator module to determine a state of the filter element from among at least two possible characterization states, a first state of which represents a state of conservation of the filter element, making it possible to avoid dismantling the filter element, and a second state representing a need to change the filter element; and

a warning transmitter for selectively transmitting, at least when the determined state is said second state, a signal or information representative of the determined state to a receiving terminal of a user registered by the electronic processing unit, preferably using a communication network chosen from the Internet and a messaging network.

For example, the characterization unit is mounted integral with the filter element before the attachment of the filter element or is mounted integral with a housing wall of the filter element. According to one option, the characterization unit is not a marker identifying only a single determined filtering element and can on the contrary be reused with another filtering element, which preferably has an identical structure and / or a fixing interface identical to that of the determined filter element.

The characterization unit can be simple and without significant bulk (by constituting a storage module with communication function).

According to one feature, the storage means are configured to store, as at least one data collection:

- initial information representative of the date of installation of the filter element in the vehicle; and

- second information representative of the mileage traveled by the vehicle since the date of installation of the filter element;

and in which the second information comes from a kilometer sensor co-located with the wireless communication means, in the characterization unit.

Optionally, provision is made for a connection of the characterization unit with a system for collecting environmental data, preferably meteorological data and / or geolocation (by satellites, GPS or Galileo type, or by a similar system using reference terminals).

In one embodiment, the electronic processing unit presents an environmental data conversion algorithm to convert the environmental data into at least one weighting coefficient, in order to adjust downward, by using the au minus a weighting coefficient, at least one threshold used by the comparator module, so that the comparator module determines the state of the filter element by comparison with one or more corrected threshold values.

The invention can be used to control a filter element for the passenger compartment of a motor vehicle. It is thus permissible to produce a system for controlling the aging of a filter element, comprising:

- an air treatment assembly having an inlet and an outlet, for supplying treated air to an enclosed space in a vehicle via the outlet;

- an air duct integrated into a circuit of the air treatment unit, in communication with the inlet;

- a filter for the filtration of an air flow, provided with the filtering element and placed in the air duct across a flow of air brought from the inlet and circulating in the air duct towards the exit;

a device for monitoring the filtering element, of the aforementioned type (according to the invention), the warning transmitter being co-located with the electronic processing unit which is adapted to receive at least one data item of collection stored by the storage means of the characterization unit.

According to one feature, at least one of the characterization unit and the processing unit can be part of the filter, preferably by being fixed on the filter element so that it can be removed with it during 'an alternative operation.

According to an option, the filtering element comprises a layer of filtering medium forming an external surface exposed to the air flow to be filtered, all or part of which is folded to form a pleated filtering medium which has a plurality of parallel fold lines between them, in order to increase said external surface exposed to the air flow to be filtered.

We now briefly describe the figures of the drawings.

[Fig. 1] Figure 1 is a diagram illustrating an example of data transmission to allow control of a filter element, according to a first embodiment.

[Fig.2] Figure 2 is a diagram illustrating an example of data transmission to allow control of a filter element, according to a second embodiment.

[Fig.3] Figure 3 is a view of an air filter connected before assembly, according to one embodiment for attaching a characterization unit to the media of the filter element of the filter.

[Fig.4] Figure 4 illustrates an example of integration of the filter in an air conditioning system of a vehicle, as a cabin filter.

[Fig.5] Figure 5 is a flowchart showing examples of processing to determine whether the filter element should be changed or not, with an option of taking into account environmental data (weather and / or GPS) for weight comparison thresholds and thus take into account the rolling conditions in the characterization of the filter element.

[Fig.6] Figure 6 illustrates an example of steps that can be implemented to collect several up-to-date / relevant data on the aging of the filter element, before a processing step of the kind shown in the figure 5.

Below is a detailed description of several embodiments of the invention with examples and reference to the drawings. In the various figures, identical references indicate identical or similar elements.

Referring to Figures 1, 2 and 3, we can see an air filter 1 which has a filter element EF provided with a layer of filter media 5, surrounded and maintained by a support 2 which allows to define a given configuration of the filter 1, typically with a face upstream side and an opposite face, downstream side of the filtration. The filter element 5 makes it possible to filter an air flow, in particular an air flow to be introduced into a passenger compartment (or comparable enclosed space 100) of a motor vehicle. When the configuration determined is a flat configuration, the filter element EF generally extends perpendicular to the air flow to be filtered. In FIGS. 1 and 2, the direction of circulation of the flow of purified air is represented by the arrow F. More generally, one of the two faces of the filtering medium 5 has a layer whose surface is exposed to the flow of air to be filtered .

Referring to Figures 1, 2 and 4, the system 70, 70 'for monitoring the aging of the filter element EF comprises a filter 1 for filtering an air flow, provided with the filter element EF and placed in an air duct 60 of a vehicle 8. It is typically an installation in a motor vehicle 8 (see FIG. 5) or other motorized vehicle which can carry passages in a passenger compartment. The contour of the filter 1 may have rectilinear edges, with for example two opposite parallel edges. The air duct 60 is integrated into a circuit of an air treatment unit 50, in communication with an inlet 51 (visible in FIG. 4). The filter element EF extends across an air flow F1 brought from this inlet 51 and circulating in the air duct 60 in the direction of an outlet 52. Here, the system 70 or 70 ′ includes a air treatment assembly 50 having the inlet 51 and the outlet 52, for supplying treated air to an enclosed space 100 in a vehicle 8 via the outlet 52.

Referring now to Figure 4, the air filter 1 may be a cabin filter placed in a pipe of an air conditioning or air renewal system, just upstream of the fan 18 (or other ventilation means) which circulates the filtered air to an evaporator 91 or any other exchanger element.

The filter 1 can be placed downstream of a branch (in the upstream zone Zl) between a pipe section 60 including the exchanger element (s) 91, 92 and an air return line CF used selectively in a closed circuit mode (without supply of air outside the vehicle 8).

Thus, in the use option of FIG. 4, the outside air is sucked in by the fan 18 and the incoming flow F1 can pass through a ventilation grid G (which retains the sheets, the insects and other large particles). Next, the air filter 1 constitutes a cabin filter which removes dust, pollens, soot and other particles, before the purified air reaches the evaporator 91. The latter cools the air. The dry and fresh air can typically heat up in the heat exchanger 92, to reach the chosen passenger compartment temperature generally chosen by the driver). The air is then directed by various flaps and nozzles to the desired locations, inside the passenger compartment or enclosed space 100. A mixing box 93 can participate in the distribution of an air flow L2 discharged towards this space 100.

With a flap V, and a closure on the side of the gate G, it is possible to activate a closed circuit service mode of the air treatment assembly 50, so that the air comes exclusively from the interior. of the passenger compartment (via the return line CL).

An EL filter element monitoring device can be associated with the air filter 1 and the air treatment unit 50, all of these constituents forming the control system 70, 70 ’. The control device typically comprises storage means 10a which can constitute part of a characterization unit 10, in order to store one or more collection data representative of the evolution of the filtering element since its date of installation. A communication interface T, an optional supply battery 14 for supplying the characterization unit 10 are also typically provided in the monitoring device. It is understood that the characterization unit 10 is mounted on the vehicle 8.

In the embodiment of Figure 1, there is provided a data processing unit 80 having a computing capacity to process the collection data from the storage means 10a of the characterization unit 10. Such a unit 80 may be provided at a distance from the vehicle 8 where the filter 1 is mounted, which makes it possible to minimize or eliminate the computing capacities in the characterization unit 10, which can be made compact. A radio tag, for example of the REID type, can optionally constitute the characterization unit 10, in order to be able to communicate data which will be used to determine the appropriate moment for a replacement and / or to transmit an output signal, a message, or other signaling mode, typically to a receiving terminal 30, in order to inform an end user of a need to change the filter element 10. It is understood that the characterization unit 10 can have a means of communication wireless CSE, optionally configured to transmit collection data (case of FIG. 1 for example) or to transmit processing data resulting from processing of collection data (case of FIG. 2 for example).

The receiver terminal 30 is for example an individual mobile phone, typically cellular or connected to any type of wireless communication network, capable of receiving a signal (in the form of a beep, alert by SMS message, MMS or similar) indicating that the filter element should be changed. The receiving terminal 30 can also be a computer, a tablet or any other electronic equipment capable of receiving such a signal.

It may be preferable to install the characterization unit 10 directly on the filter element EF, for example as in the case illustrated in FIG. 3 or with a similar (typically removable) fixing. In alternative embodiments, the characterization unit 10 can be fixed in any suitable manner to a structural support of the vehicle, if necessary by being directly bonded to an internal face of the vehicle 8 (face not visible from the outside), preferably in an area outside / not accessible from the enclosed space 100 forming the passenger compartment of the vehicle 8.

The filter 1 and the characterization unit 10 can be placed in the same aeration pipe 60 of the air treatment assembly 50. The support 2 which delimits an outline of the filter element typically has a peripheral seal function, making it possible to separate the upstream zone ZI where the air to be filtered circulates and the downstream zone Z2 where the purified air circulates after having passed through the filtering medium 5. The support 2 has a zone of circumferential sealing for axial and / or radial contact against a tubular wall of the pipe 60, in the assembly 50 for air treatment.

In practice, the support 2 can include a material, for example flexible and of the elastomer type, to produce the circumferential seal, this material being either attached (in the form of a joint, contact strip / fixing) on a part. more rigid of the support, either constituting the essential or all of the support 2.

A first configuration of the characterization unit 10 can be carried out on the date of installation of the filter element EF in the ventilation duct 60 of a vehicle 8. Such a first configuration advantageously consists in storing a information representative of the date of installation of the filter element EF in the storage means 10, for example in a memory making it possible to store a history of parameters relating to the evolution of the vehicle 8 as well as the date or dates of own installation to each filter element. The characterization unit 10 can optionally be mounted in the ventilation duct 60 or at any other suitable location on the vehicle 8 at the same time (typically the same day) as the installation of the EF filter element to be monitored.

If the filter element EF replaces a degraded filter element which has already been subject to monitoring by use of the characterization unit 10 and the processing unit 80, then the characterization unit 10 may be subject to a reset or a modification of configuration, in order to be able to be reused taking into account the new installation date characteristic of the new filter element EF which has just been installed.

In an option for finely determining the moment for a replacement, the storage means 10a of the characterization unit 10 store not only a first item of information concerning the date of installation of the filter element EF (constituting a first data collection Dl) but also at least one other data collection D2 representative of a mileage traveled by the corresponding vehicle 8, since this date of installation of the filter element EF.

The mileage traveled can be collected using a kilometer sensor C2 on board the vehicle 8. According to one embodiment, the kilometer sensor C2 is placed on a storage module which is placed in the housing. receiver of the filter element (air filter housing or duct) or any other accessible place in the vehicle 8. According to an option, the kilometer sensor C2 on the one hand, and a marker or the memory means 10a for the date storage, on the other hand, are placed in the same storage module belonging to or constituting the characterization unit 10.

Referring to Figures 3 and 4, the characterization unit 10 can be used independently of the operation of / how to control the air treatment unit 50.

In the example of FIG. 3, the air filter 1 comprises a characterization unit 10 having at least one radioelectric marker, for example of the RFID type, and / or storage means 10a in connection with an interface of wireless T communication to transmit at least one piece of information representative of a state of the filter element EF, for example on the basis of a comparison made by the comparator module CP integrated in the unit 10 when the processing unit is on board the characterization unit 10.

Preferably, the support 2 makes it possible to define a flat configuration of the filter 1, as visible in FIG. 3 for example. In other words, filter 1 can belong to the category of flat filters (separate category from the category of round filters). The medium 5 generally extends between two longitudinal ends E1, E2, parallel to an extension direction of two longitudinal edges Bl, B2 parallel to the support 2. The support in the form of a frame can then define / delimit an opening O passage for the air flow to be filtered. This opening O extends along a plane P, called the plane of the opening, in the flat configuration of the filter 1.

The support 2 can be well adapted to the geometry (shape, dimensions) of the housing where the filter 1 can be installed. The support typically has a frame format, with at least four edges, in order to surround the filtering medium 5. Although FIG. 3 shows the example of a rectangular frame (with typically two frame elements 2a, 2b parallel and two other complementary frame elements 2c, 2d forming the long edges Bl, B2, perpendicular to the frame elements 2a, 2b) to form the support 2, other shapes are possible (for example with ends El, E2 of media 5 of different length but parallel to each other) according to the integration needs of the filter 1. It is also possible to provide an EF filter element placed in a housing which closes, presenting a raw air inlet and a purified air outlet.

Power supply means, making the unit 10 autonomous (in the manner of a connected module), are provided internally in a rigid body 10c of the characterization unit 10. The body 10c can include a projection or a graspable extension, facilitating the manipulation of the detection unit 10. Optionally, the energy supply means comprise or consist of one or more batteries 14. A hinged or detachable cover 15 can seal a cavity 13 for receiving the energy supply means.

As will be described in more detail below, the characterization unit 10 is of the removable type in this nonlimiting example, in order to allow the EF filter element to be changed and the characterization unit 10 to be reused .

In one embodiment, a front end of the characterization unit 10, in front of the insertion part 12, is in the form of a connection pin which typically protrudes behind the plane opening P in the final state of insertion of the detection unit 10 through the filter medium 5.

The air filter 1 here has a receiving part 20 in direct contact with the filtering medium 5 and making it possible to place the unit 10 in a typically fixed connection position to the filter element EF, that is to say say without axial movement or significant movement relative to the support 2 (in the example illustrated, the unit 10 is fixed relative to the plane of the opening P, in the connected position). In this option, the receiving part 20 can be integrated into the filter element EF, and discarded with it during the replacement operation. The receiving part 20 can be optionally pre-assembled with the filter element EF to be made inseparable from the filtering medium 5. As a variant, the receiving part 20 corresponds to an assembly originating from a mounting kit pinching the filtering medium 5.

More particularly, the receiving part 20 is here is a ring defining a hollow or central recess for the passage of the fixing part 12a of the unit 10. The fixing part 12a may belong to an insertion part 12 insertable through the central recess. A rod formed integrally with the body 10c constitutes for example all or part of this insertion part 12. An annular seal J can optionally seal the insertion part 12 with respect to the receiving part 20, by forming an annular radial contact against the internal surface of this receiving part 20.

In embodiments, the surface delimiting the central recess can form a thread which is complementary to a thread formed on the fixing part 12a of the rod in the detection unit 10. The receiving part 20 can include a locking member in addition to the threaded section to cooperate with the insertion part 12.

The term "central" for the central recess here means that the ring extends regularly around the recess, without this being interpreted as a limitation as to the relative position between the support 2 and the central recess of the receiving part. It is preferred that the receiving part 20 does not interfere with the circumference of the filter 1 delimited by the support 2, so that the receiving part 20 is generally offset inwards with respect to the periphery of the filter element EF. The example of a ring is given without limitation. The fact of attaching means 3, for fixing the detection unit 10 to the filter element EF, in the form of a ring is advantageous in that the connected module (characterization unit 10) thus formed can be assembled to the ring with a wide variety of robust fasteners to seal the unit 10 against the ring, with ease of handling to detach the unit 10. Of course, a threaded section is not the only example of fixing member for detachably fixing the unit 10. Thus the removable fixing on the fixing member of the receiving part 20 can be carried out by screwing, tightening, pushing, clipping, bayonet coupling, quarter turn.

In certain options, the support 2 consists of sections 2a, 2b, 2c, 2d of flexible or semi-rigid plastic material making it possible to form four sides of which at least two sides form edges Bl, B2 parallel to one another. the other. Depending on the integration needs, the support 2 can optionally form at least one articulation line (not shown) between the sides of the support 2.

The support 2 may have optional notches or more flexible zones on two parallel elements of the support. Such notches, optionally on the longitudinal edges (the longest here), make it possible to fold the support 2 by forming the axes or lines of articulation. The support 2 can have a structure with two edges Bl, B2 parallel to one another, with each line of articulation perpendicular to a general direction of extension of these edges Bl, B2. This type of arrangement can facilitate the insertion of the filter 1 in a bent pipe or with cross-section variations. In the example of FIG. 1, the characterization unit 10 communicates with the delocalized electronic processing unit 80, during a communication step 44. The processing unit typically has a comparator module CP to determine differential parameters of evolution of the filter element EF. At regular time intervals, if necessary in response to a request, the unit 80 recovers the data necessary for the processing for determining the evolution parameters, which are for example a duration (time differential from the moment of installation). ) and / or mileage (differential between current mileage and mileage at the time of installation).

In the example of FIG. 2, the characterization unit 10 comprises the electronic processing unit 80 having the comparator module CP, this unit 80 being in connection with the communication interface T.

At regular time intervals, if necessary in response to a request or a reminder from a communication network (request from outside the vehicle 8), a routine can be executed to use the collection data. of the filter element EF at the level of the processing unit 80, for example the data DI and D2. As will be specified below, these data DI, D2 will make it possible to determine differential parameters concerning the evolution of the filter element EF.

The comparator module CP can be configured to use one or more thresholds and determine whether any collection data item among the collection data DI, D2 exceeds a recommendation threshold for changing the filter element EF. This allows the comparator module CP to determine a state of the filter element EF: to be kept or changed.

The control process can begin at the time of installation of the EF filter element or shortly thereafter, when the vehicle 8 has started to roll using this EF filter element to filter air from the exterior of vehicle 8 (ambient air). With reference to FIG. 6, an initial installation step 40 can be carried out in which a first piece of information or DI collection data is recovered in the storage means 10a of an RFID type marker or in a simple memory of the characterization unit 10. This first item of information here corresponds to the date of installation of the filter element EF and / or can be taken into account of this event to store other information of interest, such as for example the mileage of the vehicle 8 on the date of installation of the EF filter element.

After the reception of the DI collection data by the characterization unit 10, during the initial communication step 40, such a DI data is stored in the storage means 10a in order to be able to be recovered during a subsequent step 43 of global collection, by the processing unit 80, as illustrated in FIG. 6.

Other steps 41, 42 are carried out during driving periods or after the installation of the filter element EF, with a view to recovering other collection data, for example before step 43, here in the storage means 10a. Alternatively, the other collection data D2 and / or D3 can be recovered during a processing step using the first information / data D1, at the level of a processing unit 80 which can be delocalized with respect to the processing unit characterization 10.

In a preferred option, information of another type is recovered, for example from a GPS system (or similar geolocation system, typically integrated in vehicle 8) or from an accelerometer or analog counter C2 present. in the vehicle 8, and optionally co-located with the characterization unit 10. In the nonlimiting case of FIG. 6, it is allowed to store / integrate as input data of an algorithm of the processing processing unit 80, typically in the form of the comparator module CP:

- the cumulative mileage since installation (which constitutes the second data collection D2); and

- additional information or data from collection D3 relating to driving conditions.

Concerning the additional data, it may be meteorological data and / or geolocation data (GPS type for example), which respectively give information on the climate (humidity rate ...) and on the 'road condition (motorway, country road unpaved, and possibly one or more other road condition indicators). A route traceability system, typically centralized and having a GPS track of the vehicle routes, makes it possible to constitute such D3 data. In the following, such a system is called the SMG geographic modeling system.

The integration of these data D3, during a step 41 of communication with the route traceability system makes it possible to refine the estimated date for the change of the filtering element EF. This data relating to the driving conditions can be processed by an algorithm which adjusts the reference values, called thresholds in all that follows, as a function of the environmental driving conditions.

By way of nonlimiting example, if the reference thresholds for a given filter are initially predefined with the following values:

Vl = 1 year with regard to the duration of use since installation; and

V2 = 15,000 km;

and if the driving conditions indicate that, for a sufficient proportion (for example 50% of the driving time), the vehicle 8 has driven in very dusty areas then the reference values are weighted such that:

V1 corr = VI - a. t where a is a weighting coefficient (here dimensionless) and t is the driving time under unfavorable weather conditions (rain, humidity)

V2 corr = V2 - b. d, where b is a weighting coefficient (here dimensionless) and d is the driving distance on dusty roads (dirt road, area under construction).

More generally, it is understood that a conversion algorithm, suitable for converting environmental data into at least one weighting coefficient, can be provided in the processing unit 80, in order to adjust downward, by use at least one weighting coefficient, at least one threshold VI and / or V2 used by the comparator module CP. Thus, the comparator module CP determines the state of the filter element EF by comparison with one or more corrected threshold values VI corr and / or V2 corr better reflecting the effective wear of the filter element EF.

In one embodiment, step 42 of determining the second item of information is carried out using a sensor or kilometer counter C2 provided in the vehicle 8.

Regarding the installation date, it can be saved on a chip, for example a chip which is changed with each change of filter element. It can be stuck on filter 1 or anywhere on vehicle 8. This information can be extracted by an RFID reader or other CSF wireless communication means.

With reference to FIG. 5, the comparator module CP processes the collection data DI, D2 and optionally D3 as input data for a comparison step ECP, in which reference thresholds are used. As indicated above, the reference threshold values can be corrected / weighted thresholds by taking into account the additional data D3. A correspondence table can be used to determine the appropriate weights. Alternatively, the reference thresholds can be predefined and / or no weighting step is performed, in the absence of additional D3 collection data.

The additional data is environmental data D3 which can come, at least in part, from a geographic modeling system SMG. This SMG system divides, for example, taxi areas into subcategories which differ from one another by a level representative of the road condition and / or by a level representative of at least one parameter of the state of the surrounding air. According to implementation options, the at least one air condition parameter is preferably:

- an average concentration of dust particles;

- and / or a humidity level.

A connected network N2, to which the geographic modeling system SMG belongs, can be used to correlate the environmental information with the journey of the vehicle 8. The SMG system can then supply the environmental data D3 to the processing unit 80, for example via the communication interface T of the characterization unit 10 or by communicating directly with the processing unit 80 if the latter is relocated relative to the vehicle 8 and / or relative to the filter 1.

In the embodiment of FIG. 5, the ECP comparison step can comprise, according to a first option:

a first comparison 44a between a time period which has elapsed since the date of installation of the filter element EF and a duration threshold, for example with the threshold VI = 1 year or other predefined duration;

- A second comparison 44b between a cumulative distance traveled by the vehicle and a distance threshold, for example with the threshold V2 = 15,000 km or other predefined distance traveled (for example 30,000 km in another option).

The state determined at the end of the comparison represents the state "to be changed" when it is determined in at least one of the first comparison step 44a and the second comparison step 44b that one at least of said thresholds VI, V2 is exceeded. In FIG. 5, this is the case illustrated on the left with the response "YES", which will trigger a routine for sending a message to the user in order to alert of the need to change the element filtering. In certain options, the registered user / driver of the vehicle can be replaced by an authorized representative or directly by an operator (garage or other) providing maintenance services.

If there are no thresholds VI, V2 exceeded, the answer is “NO” and this can simply trigger a time delay before reiterating the ECP comparison step again and / or no particular action if the triggering of the ECP comparison step is initiated elsewhere than in the processing unit 80.

In the embodiment of FIG. 5, if it is allowed to collect one or more additional D3 collection data, the comparison step 55 is carried out which can include according to a second option (case with addition dotted lines, in Figure 5):

a first comparison 54a between a time period which has elapsed since the date of installation of the filtering element EP and a corrected duration threshold, for example with the threshold VI corr = 10 months or other duration corrected on the basis of the conditions of more severe use of the EP filter element);

- a second comparison 54b between a cumulative distance traveled by the vehicle and a distance threshold, for example with the threshold V2 corr = 11 months or other duration corrected on the basis of the more severe conditions of use of the filtering element EP) .

In the second option mentioned above, the communication step 41 was carried out to receive the environmental data D3, which here is representative of driving conditions and parameters of the ambient air around the vehicle during periods of operation of said filter element. In this way, the processing unit 80 can have (for example after a global step 43 of collecting the available data), additional data which is used in the comparison step 55. In one embodiment, the additional data are stored at the level of the characterization unit 10, which then makes it possible to simplify the communication for transferring the data to a processing unit 80, during step 43 (as visible in FIG. 6).

Of course, provision may be made for making one or more comparisons, in a manner different from the example illustrated, for example according to an intermediate calculation method between the ECP comparison step without weighting and the comparison step. 55 which takes into account environmental data to weight each of the reference thresholds.

The value V1 relative to the date of installation of the filter element EF is data stored on an RFID component. The information is collected by an RFID reader and processed. The RFID component can be installed directly on the filter element or stuck on anywhere on the vehicle. However, one could consider any other means of storing information such that the information can be extracted via wireless communication (QR code, alpha numeric code, ...).

The value V2 relating to the distance traveled since the installation of the filter element EF is typically measured by a GPS system or an accelerometer. The information is stored on an RFID chip or similar storage means 10a. The RFID chip can constitute (therefore be the same as) the RFID component which stores the value VI. As a variant, it is a separate component, in connection with the processing unit 80 which stores the value VI indicating the duration threshold.

As in the case illustrated in FIGS. 1 and 6, it may be preferable for the RFID chip (s), the counter or sensor C2 (GPS and or the accelerometer) to be installed in the same M2 module constituting the unit of characterization 10. The battery 14 can make it possible to supply the energy in order to communicate the data stored on the chip or chips to the remote RFID reader, over long distances (for example with a radius of action greater than or equal to 1 meter) .

Such an M2 module can be installed inside a filter housing or by being fixed to the filter element EF, in the pipe 60 as illustrated in FIGS. 1 and 2. The characterization unit 10 is preferably then detachably attached to the filter element EF. The characterization unit 10 may have a gripping portion making it grippable in a region axially offset from the support 2 (with offset along an axis parallel to the flow passing through the media 5).

The processing unit 80, which has the comparator module CP, can also integrate an RFID reader, which may correspond to an identical or close to the option shown in FIG. 1, but with a location of the 'processing unit 80 in vehicle 8 (in the glove box, dashboard, trunk, or any suitable place, preferably in an area with little vibration ...). In this case, the storage can be carried out at a distance from the processing unit 80 which is less than 2 or 3 meters. As a variant, the processing unit 80 can be placed in the filter 1, typically in the characterization unit 10 as in the case illustrated in FIG. 2.

The values of the data DI and D2, stored by the characterization unit 10 and / or transmitted by remote server units, can be collected by the processing unit 80 via wireless communication (radio wave, Wi -fi, Bluetooth, all types of protocol, SIM card). It is understood that the comparator module CP of the processing unit 80 can process the data thus collected DI, D2 and / or D3 by comparing the input data, relating to the state of evolution of the filter element EF with reference values (VI, VI corr, V2, V2 corr as shown in Figure 5).

The processing unit 80 can initiate a transmission, as illustrated in FIGS. 1, 2 and 5, of a signal to a receiving terminal 30 or other similar control unit, accessible by the end user, by the via wireless communication. The receiving terminal 30 can be a portable telephone provided with a specific application for receiving the signal, or another communication medium (digital medium, with interface with touch screen or not, such as tablet, computer, for example not limiting.). The receiving terminal 30, typically belonging to a user registered by the electronic processing unit 80, receives the information preferably by a communication network chosen from the Internet and a messaging network.

For this, one can provide a warning transmitter to transmit selectively, at least when the determined state is the state "to change", a signal or information representative of the need for change. The interface T, included in or in connection with the characterization unit 10, can constitute such a transmitter in the option of FIG. 2. With reference to FIG. 5, the warning step 48 or 58 can be more or less early, depending on the more or less intensive use of the EF filter element. In practice, step 58 is triggered comparatively earlier than step 48, if it has been determined upstream in the process that the environmental data D3 are representative of conditions for lowering at least one of the reference thresholds (the thresholds VI corr and / or V2 corr being lowered thresholds).

Reiterations RI, RI 'of the steps described above can be carried out later, when the step of comparing ECP or 55 made by the comparator module CP considers that the state of the filter element EF meets the conservation criteria . The time interval between two reiterations can be constant or decrease as the installation date is moved back in time.

With reference to FIG. 3, it is also possible optionally to complete or refine the determination of the state of the filter element EF by collecting measurement data, by a sensor 10b embedded in the characterization unit 10, here removable.

In the examples illustrated, the filter medium 5 is in the form of a layer of filter medium, being folded, typically at regular intervals, to form a pleated filter medium. Thus, there are a plurality of fold lines 5f parallel to each other, in order to increase the surface 5a of the filter medium 5 exposed to the air flow to be filtered. Sub-layers of a different nature can optionally compose the layer of filtering medium 5, as required by filtration. Most preferably, the filter medium 5 is in the form of a strip of paper or similar (tearable) material folded in an accordion. In embodiments, the filter medium 5 is of the type subjected to heat treatment, so that it retains the wrinkling due to a hardening effect.

In variants, the medium 5 can be multilayer and / or have a different folding mode. The filter medium 5 can be fibrous, based on cotton, cellulose, synthetic fibers for example or a mixture of fibers. In options, the filtering medium 5 consists of both a filter paper and a layer of protective nonwoven for coarse filtering (for example for application in very dusty environments).

At least for cabin filter applications, the filter medium 5 of the filter 1 is designed to act as a barrier to solid particles from the outside air, in particular pollens, spores, soot, dust, particles tires, and other residual particles. In embodiments, the filter element 1 incorporates activated carbon into the filter medium 5, so that it retains not only the solid particles, but also harmful gases such as nitrogen oxides, carbon dioxide sulfur, ozone or hydrocarbons (with the typical result of preserving the passenger compartment up to 95%). An incorporated activated carbon layer can be provided, which thus retains the smallest particles. In addition, bad odors are generally also neutralized or greatly reduced with this type of filter media 5.

It should be obvious to those skilled in the art that the present invention allows embodiments in many other specific forms without departing from the scope of the invention as claimed.

Claims (1)

Claims [Claim 1] Method for controlling an air filter (1) in a vehicle (8), using a filter element (EF) detachably fixed in a ventilation duct (60) of the vehicle, the method comprising the steps consisting essentially of: : - store, in a unit (10) for characterizing the filter element which is mounted in the vehicle (8), at least one data item of collection (Dl, D2) representative of a date of installation of the filter element (EF) in the vehicle and / or a mileage traveled by the vehicle (8) since said date of installation of the filter element (EF); - use the at least one data collection (Dl, D2), during a step (ECP; 55) of comparison with one or more thresholds, the step of comparison (ECP; 55) being carried out by a comparator module (CP) of an electronic processing unit (80), in order to determine a state of the filter element (EF) from at least two possible characterization states, a first state of which represents a state of conservation of the filter element, making it possible to avoid dismantling the filter element, and a second state representing a need to change the filter element (EF); and - transmit (45) information representative of the determined state to a receiving terminal (30), at least when the determined state is said second state. [Claim 2] Control method according to claim 1, in which the at least one data item of collection (Dl, D2) comprises: - a first item of information representative of the date of installation (Dl) of the filter element (EF) in the vehicle (8); and - second information representative of the mileage traveled (D2) by the vehicle (8) since the date of installation of the filter element; and in which a step (42) of determining the second information (D2) is carried out using a sensor or odometer (C2) provided in the vehicle (8). [Claim 3] Control method according to claim 2, in which the comparison step (ECP; 55) comprises: - a first comparison (44a; 54a) between a time period which has elapsed since the date of installation of the filter element (EF) and a duration threshold; - a second comparison (44b; 54b) between a cumulative distance traveled by the vehicle (8) and a distance threshold; and in which the determined state is the second state when it is determined at at least one of the first comparison step and the second comparison step that at least one of said thresholds is exceeded. [Claim 4] Control method according to claim 2 or 3, wherein the second information (D2) comes from a GPS system or an accelerometer. [Claim 5] Control method according to claim 2, 3 or 4, wherein the second information (D2) is determined in a module (M2) forming part of the filter element (EF) or mounted on a housing or a receiving ventilation duct of the filter element (EF). [Claim 6] Control method according to any one of the preceding claims, in which the said threshold or thresholds are predefined. [Claim 7] Control method according to any one of the preceding claims, in which the said threshold or thresholds comprise an adjustment component which is a function of the driving conditions, preferably on the basis of meteorological data and / or of geolocation data correlated to a vehicle journey history (8). [Claim 8] Control method according to any one of the preceding claims, comprising a communication step (41), allowing reception of environmental data (D3) representative of driving conditions and / or parameters of the ambient air around the vehicle (8 ) during periods of operation of said filter element (EF), in order to collect additional data which are used in the comparison step (55), the additional data preferably being stored at the level of the characterization unit (10) . [Claim 9] Control method according to claim 8, in which the environmental data (D3) come, at least in part, from a geographic modeling system (SMG) which distributes traffic areas into subcategories which differ from each other by a level representative of the road condition and / or by a level representative of at least one surrounding air state parameter, and in which the at least one air state parameter is preferably: - an average concentration of dust particles; - an average concentration for at least one gas chosen from [Claim 10] [Claim 11] [Claim 12] carbon monoxide, sulfur dioxide, nitrogen oxide; - and / or a humidity level. Control method according to any one of the preceding claims, in which a collection data (Dl) representative of a date of installation of the filter element (EF) in the vehicle (8) is stored in a memory (10a ) a wireless communication means (CSF), which is preferably an RFID marker, belonging to the characterization unit (10), and in which the wireless communication means (CSF) allows identification of the characterization unit (10), by a receiver terminal (30) separate from the vehicle or a processing unit (80) separate from the vehicle. Control method according to any one of the preceding claims, in which the characterization unit (10) is made integral with the filter element (EF) by a removable fixing interface (12a, 20), preferably provided in a region passage of the air flow bounded by an annular support (2) of the filter element constituting a periphery of the filter element (EF). Device for monitoring a filter element (EF) for implementing the monitoring method according to any one of Claims 1 to 11, the monitoring device comprising: - a unit (10) for characterizing the filter element designed and arranged to be mounted in the vehicle equipped with the filter element (EF), the unit (10) for characterization having storage means (10a) for storing at least one data collection item (Dl, D2) representative of a date of installation of the filter element (EF) in the vehicle and / or of a mileage traveled by the vehicle since said date of installation of the filter element, the characterization unit (10) further comprising wireless communication means (CSF), preferably in the form of an RFID type radio tag; - a comparator module (CP) of an electronic processing unit (80), configured to use one or more thresholds and to determine whether any collection data item among the at least one collection data item (Dl, D2) exceeds a threshold recommendation for changing the filter element, which allows the comparator module (CP) to determine a state of the filter element (EF) from at least two possible characterization states, a first state of which represents a conservation state of the filter element, which avoids disassembly of the filter element, and a second state representing a need to change the filter element; and - a warning transmitter for selectively transmitting, at least when the determined state is said second state, a signal or information representative of the determined state to a receiving terminal (30) of a user registered by the electronic unit processing (80), preferably using a communication network selected from the Internet and a messaging network. [Claim 13] Monitoring device according to claim 12, in which the storage means (10a) are configured to store, as at least one data item of collection (Dl, D2): - a first item of information (Dl) representative of the date of installation of the filter element (EF) in the vehicle (8); and - a second piece of information (D2) representative of the mileage traveled by the vehicle since the date of installation of the filter element (EF); and in which the second information comes from a kilometer sensor (C2) co-located with the wireless communication means (CSF), in the characterization unit (10). [Claim 14] Monitoring device according to claim 12 or 13, comprising a connection of the characterization unit (10) with a system for collecting environmental data (SMG), preferably meteorological data and / or a GPS location, in which the electronic processing unit (80) presents an algorithm for converting environmental data to convert the environmental data (D3) into at least one weighting coefficient, in order to adjust downwards, by using the at least a weighting coefficient, at least one threshold used by the comparator module (CP), so that the comparator module (CP) determines the state of the filter element (EF) by comparison with one or more corrected threshold values. [Claim 15] System (70; 70 ’) for controlling the aging of a filter element (EF) installed in a vehicle (8), comprising: - an air treatment assembly (50) having an inlet (51) and an outlet (52), for supplying treated air to an enclosed space (100) in a vehicle via the outlet (52); - an air duct (60) integrated into a circuit of the air treatment unit (50), in communication with the inlet (51); - a filter (1) for the filtration of an air flow, provided with the filter element (EF) and placed in the air duct (60) across an air flow (Fl) supplied from the inlet (51) and flowing in said air duct (60) in the direction of the outlet (52); - a device for monitoring the filter element (EF), as defined in any one of claims 12 to 14, the warning transmitter being co-located with the electronic processing unit (80) which is adapted to receive the at least one data collection (DI, D2) stored by the storage means (10a) of the characterization unit (10). [Claim 16] System according to claim 15, in which at least one of the characterization unit (10) and the processing unit (80) forms part of the filter (1), preferably by attaching to the filter element (EF) so that it can be removed with it during a replacement operation. [Claim 17] System according to claim 15 or 16, in which the filtering element (EF) comprises a layer of filtering medium (5) forming an external surface (5a) exposed to the flow of air to be filtered (Fl), all of which or part is folded to form a pleated filter medium which has a plurality of fold lines (5f) parallel to each other, in order to increase said external surface (5a) exposed to the air flow to be filtered.