A diesel engine intake system detection method and detection system

Abstract

The application discloses a diesel engine intake system detection method and detection system, the method comprises the following steps in sequence: load parameter acquisition, mapping table construction, supercharger power regulation, actual parameter comparison, abnormality identification and fault grading response steps, the supercharging power calculation model and the optimal mapping table are constructed through the load scene adaptation, the supercharging power is accurately regulated and controlled by combining the rotating speed and the load rate, the intake system blockage and air leakage faults are identified according to the parameter deviation and the change trend, the graded power regulation is performed according to the fault type, and the regulation limit is set, and the alarm is triggered if the limit is exceeded. The system comprises a turbocharger, an intake pipe, an intercooler and a detection sensor module, reliable sealing and limiting are realized by adopting a V-shaped clamp and a plug-in pipe, data are collected by the sensor module in multiple points and transmitted to an ECU for processing. The application realizes the integration of detection and regulation, improves the supercharging power matching degree and fault identification accuracy, reduces energy consumption and guarantees the safe operation of equipment.

Description

Technical Field

[0001] This invention relates to the field of diesel engines, and more specifically to a method and system for testing the intake system of a diesel engine. Background Technology

[0002] Diesel engines, as the core power source, are widely used in various industrial scenarios. Turbocharging technology is a key means to improve the combustion efficiency and output torque of diesel engines, and the application of variable-flow turbochargers makes boost power control possible. However, existing control and detection technologies for diesel engine intake systems still have many shortcomings: traditional boost power control mostly adopts a fixed strategy, which cannot match the optimal boost power according to the load characteristics of the actual application scenario, easily leading to low combustion efficiency, excessive energy consumption, and accelerated wear and tear on diesel engine components, affecting their service life; intake system fault identification relies solely on a single parameter threshold, without considering the parameter change trends of engine speed and actual load rate, making it difficult to accurately distinguish between common faults such as blockage and leakage, and easily leading to misdiagnosis and missed diagnosis; fault response lacks differentiated graded adjustment strategies, and the judgment standard for turbocharger power adjustment limits is vague, easily leading to improper adjustment or delayed alarm mechanism triggering, failing to guarantee the safe operation of diesel engines under fault conditions. At the same time, the existing mechanical connection structure of the intake system has insufficient design rationality in terms of sealing and limiting, the layout of sensor data acquisition points is singular, and the data accuracy is greatly affected by the vibration of diesel engine operation, further reducing the reliability of detection and control. The aforementioned problems make it difficult for the diesel engine intake system to meet the operational stability and intelligence requirements of actual operations, and there is an urgent need to propose a technical solution that balances optimal control of boost power and accurate detection of the intake system. Summary of the Invention

[0003] In view of the shortcomings of the existing technology, the purpose of this invention is to provide a method and system for testing the intake system of a diesel engine.

[0004] To achieve the above objectives, the present invention provides the following technical solution: A method for testing a diesel engine intake system, comprising: The load parameter acquisition step involves determining the corresponding load type based on the actual application scenario of the engine, determining the variable load point in that scenario based on the load type, and configuring the corresponding engine torque. The mapping table construction step involves constructing a turbocharger power calculation model, and based on the variable load point and the corresponding engine torque, combined with the comprehensive optimization target formed by the diesel engine service life, combustion efficiency and engine energy consumption, outputting the optimal boost power of the current engine torque, and constructing a mapping table of engine torque and optimal boost power. The mapping table also includes the ideal engine torque after turbocharger power adjustment. The turbocharger power adjustment step involves installing sensors on the mechanical structure of the diesel engine intake system to collect the current real-time speed and actual load rate in real time, calling the optimal boost power from the mapping table based on the real-time speed and actual load rate, and adjusting the turbocharger according to the optimal boost power. The actual parameter comparison step involves collecting the actual operating parameters of the diesel engine intake system after turbocharger adjustment in real time through sensors, comparing the actual operating parameters with the ideal parameters in the mapping table in real time, and outputting an intake system abnormality signal when the parameter deviation of the comparison result is greater than a preset threshold. The anomaly identification step loads the anomaly identification strategy based on the anomaly signal, identifies whether there is a blockage or air leakage fault in the diesel engine intake system according to the preset anomaly identification strategy, and outputs the specific fault identification results. The fault classification and response steps involve adjusting the power of the converter turbocharger based on the fault identification results. If the power adjustment range of the converter turbocharger cannot match the operating requirements of the fault condition, an alarm mechanism is immediately triggered and an alarm signal is output.

[0005] As a further improvement of the present invention, a turbocharger power calculation model is built and initialized, the basic calibration parameters of the converter turbocharger structure and converter control module are imported, and then the variable load points, corresponding torque requirements and basic performance parameters of the diesel engine are imported. The diesel engine service life, combustion efficiency and energy consumption are set as multi-objective optimization functions, calculation constraints are set and the weight of each objective is defined. After simulation and iterative calculation of each load point, the optimal boost power corresponding to each torque is selected, the initial mapping table is generated by association and matching and ideal parameters are supplemented. The final mapping table is obtained after verification by simulating the working conditions of key test points.

[0006] As a further improvement of the present invention, the construction of the comprehensive optimization objective includes: performing quantitative modeling based on the service life, combustion efficiency and energy consumption of the diesel engine; constructing a quantitative function for each individual objective based on engine speed, boost pressure and intake flow parameters; configuring corresponding weight coefficients for the quantitative function of each individual objective based on the load characteristics of the diesel engine application scenario; constructing a weighted summation comprehensive optimization objective function based on the quantitative function of each individual objective and the corresponding weight coefficients; and taking the optimal value as the calculation standard value for turbocharger power calculation.

[0007] As a further improvement of the present invention, the mapping table includes core matching parameters, ideal operating parameters, and comparison judgment parameters. The core matching parameters are the corresponding data of engine torque and optimal boost power and the correlation matching data of different engine real-time speeds, actual load rates, and optimal boost power. The ideal operating parameters include the ideal engine torque, ideal boost pressure, ideal intake air flow, ideal intake air temperature, and ideal exhaust pressure corresponding to the turbocharger power adjustment. The comparison judgment parameters are the allowable deviation thresholds corresponding to each ideal operating parameter.

[0008] As a further improvement of the present invention, the anomaly identification strategy includes: judging anomalies based on the deviation between the actual operating parameters of the intake system and the ideal operating parameters in the mapping table, combined with the real-time engine speed and actual load rate; if the actual values ​​of boost pressure and intake flow are both lower than the corresponding ideal values ​​and the deviation exceeds the threshold, and the deviation continues to increase when the engine speed increases, the output result is intake system blockage; if the actual value of boost pressure is lower than the corresponding ideal value and the deviation exceeds the threshold, and the actual value of intake flow deviates from the ideal value and fluctuates irregularly, and the boost pressure deviation continues to increase when the engine load rate increases, the output result is intake system leakage.

[0009] As a further improvement of the present invention, the fault classification and response steps include: when the output result is an intake system blockage fault, increasing the boost power of the converter turbocharger step by step according to the deviation ratio of the actual values ​​of boost pressure and intake flow rate from the ideal values, increasing the intake boost pressure and intake flow rate by adjusting the opening of the electronically controlled regulating valve and increasing the opening angle of the variable flow channel blades, and monitoring the engine torque and intake temperature parameters in real time during the adjustment process until the actual operating parameters return to the allowable deviation threshold; when the output result is an intake system leakage fault, slightly increasing the boost power of the turbocharger according to the boost pressure deviation ratio, monitoring the fluctuation range of intake flow rate, and if the flow rate fluctuation range narrows, continuously fine-tuning the boost power until the parameters return to the threshold; if the flow rate fluctuation does not improve, reducing the turbocharger power to a safe value suitable for the leakage condition, and limiting the increase in engine load rate.

[0010] As a further improvement of the present invention, the fault classification and response steps also include, when the turbocharger power is adjusted, the upper limit of boost power corresponding to the maximum opening degree of the electronically controlled regulating valve and the maximum opening angle of the variable flow channel blades under the blockage fault condition, and the lower limit of boost power adapted to the air leakage condition under the air leakage fault condition.

[0011] A diesel engine intake system detection system includes a turbocharger, an intake manifold, an intercooler, and a detection sensor module; The turbocharger and intercooler are connected by an intake pipe. The turbocharger and intake pipe are connected by a V-shaped clamp and sealed with an O-ring. The intake pipe and intercooler are radially limited and sealed by a connector and finally fixed by an L-shaped bracket.

[0012] As a further improvement of the present invention, the detection sensor module includes three integrated temperature and pressure sensors, which are respectively installed in the intake manifold, before the intercooler, and after the intercooler. The integrated temperature and pressure sensors collect temperature and pressure data at different locations of the diesel engine and transmit them to the diesel engine ECU in real time through the wiring harness. The ECU filters and calibrates the data and calculates the temperature difference, pressure difference, and trend of change.

[0013] The beneficial effects of this invention are as follows: The diesel engine intake system detection method and system provided by this invention realize the integrated design of intake system detection and boost power control, effectively solving the problems of low boost power matching degree, poor fault identification accuracy, and unreasonable fault response in the prior art. The detection method constructs a comprehensive optimization target based on the load characteristics of the actual application scenario of the diesel engine, forms the optimal boost power mapping table through simulation calculation, and achieves precise control of boost power by combining real-time speed and load rate, thereby improving the combustion efficiency of the diesel engine, reducing operating energy consumption, reducing component wear, and effectively extending the service life of the diesel engine. The mechanical connection structure of the detection system adopts the design of V-type clamps with O-rings and plug pipes with L-type brackets, which realizes more precise sealing and radial limiting, reducing the impact of diesel engine vibration on the system. At the same time, the detection sensor module is deployed at multiple key positions in the intake system, and the collected temperature and pressure data are more accurate after being filtered and calibrated by the ECU, providing stable and reliable hardware support for the implementation of the detection method. Attached Figure Description

[0014] Figure 1 This is a flowchart of a diesel engine intake system testing method according to an embodiment of the present invention.

[0015] Figure 2 This is an assembly diagram of a diesel engine intake system detection system according to an embodiment of the present invention.

[0016] Figure 3 This is a schematic diagram of the clamp structure of a diesel engine intake system detection system according to an embodiment of the present invention.

[0017] Figure 4 This is a schematic diagram of the intercooler side assembly of a diesel engine intake system testing system according to an embodiment of the present invention.

[0018] Attached diagram labels: 1. Turbocharger; 2. Intercooler; 3. Intake pipe; 4. V-clamp; 401. V-groove of clamp; 402. Outer ring of clamp; 403. T-pin; 404. Self-locking nut; 405. Bolt; 5. Connecting pipe; 501. Stainless steel frame; 502. Silicone rubber; 6. L-shaped bracket. Detailed Implementation

[0019] The present invention will be further described in detail below with reference to the accompanying drawings and embodiments. Identical components are denoted by the same reference numerals. It should be noted that the terms "front," "rear," "left," "right," "upper," and "lower" used in the following description refer to directions in the accompanying drawings, and the terms "bottom surface," "top surface," "inner," and "outer" refer to directions toward or away from the geometric center of a specific component, respectively.

[0020] This invention provides a method for testing a diesel engine intake system, comprising: The load parameter acquisition step involves determining the corresponding load type based on the actual application scenario of the engine, determining the variable load point under that scenario based on the load type, and configuring the corresponding engine torque.

[0021] The load parameter acquisition step is a fundamental step that provides core operating condition input parameters for the subsequent construction of the turbocharger power calculation model and the construction of the optimal mapping table. This step is based on the actual operating scenarios of the diesel engine and completes the calibration of operating condition parameters throughout the entire operating cycle. The specific implementation process is as follows: first, determine the corresponding load type based on the actual operating field and operating mode of the diesel engine; then, delineate the matching variable load points based on the operating characteristics of the load type; and finally, complete the engine torque adaptation configuration for each delineated variable load point.

[0022] When determining the load type of a diesel engine, the actual operating scenario in which the diesel engine is used is used as the basis for judgment. Based on the operating mode of the diesel engine in the operating scenario, the overall change pattern of the load during the operation, and the characteristics of torque demand, the corresponding load categories are divided. Different operating scenarios have different operating requirements, resulting in load types with differentiated load change characteristics. The determination of the load type needs to be based on a full-process analysis of the actual operating conditions of the diesel engine, clarifying the core characteristics such as the load change trend and the load level of continuous operation during the operation. This serves as the key basis for load type division, ensuring that the classified load type can accurately match the actual operating state of the diesel engine.

[0023] Under the established load type, the variable load points are defined. Variable load points are several load nodes with typical torque demand characteristics within the dynamic load change range during the actual operation of the diesel engine under that load type. When defining these nodes, it is necessary to combine the power output range, torque response characteristics, and actual operating condition coverage requirements of the diesel engine under that load type to reasonably divide the dynamic load change range. This ensures that each defined variable load point can fully cover the main operating conditions under that load type, while ensuring the continuity of load changes between each variable load point. This allows the variable load points to match the dynamic load change state of the diesel engine during actual operation, so that the subsequent mapping table built based on the variable load points can adapt to all operating conditions of the diesel engine.

[0024] After defining the variable load points, engine torque is configured for each point. This configuration process considers three key factors: first, the diesel engine's rated torque output capability, ensuring the configured torque value does not exceed the engine's design torque output range to guarantee operational safety; second, the actual operating torque requirement at that variable load point, ensuring the configured torque value meets the power demands of that node to guarantee operational effectiveness; and third, the turbocharger system's boost adjustment potential, reserving reasonable adjustment space for subsequent turbocharger power optimization to ensure the configured torque value achieves optimal matching with the turbocharger power. Once the engine torque configuration for each variable load point is complete, the torque values ​​for all load points will be used as core operating parameters and synchronously input into the subsequent turbocharger power calculation model, providing a foundation for the model's simulation calculations.

[0025] The mapping table construction step involves building a turbocharger power calculation model, and based on the variable load point and the corresponding engine torque, combined with the comprehensive optimization target formed by the diesel engine's service life, combustion efficiency, and engine energy consumption, outputting the optimal boost power for the current engine torque, and constructing a mapping table between engine torque and optimal boost power. The mapping table also includes the ideal engine torque after turbocharger 1 power adjustment.

[0026] Specifically, such as Figure 1As shown, a turbocharger power calculation model was built and initialized. The basic calibration parameters of the converter turbocharger 1 structure and converter control module were imported. Then, the variable load points, corresponding torque requirements and basic performance parameters of the diesel engine were imported. The diesel engine service life, combustion efficiency and energy consumption were set as multi-objective optimization functions. The calculation constraints were set and the weights of each objective were defined. After simulation and iterative calculation of each load point, the optimal boost power corresponding to each torque was selected. The initial mapping table was generated by association and matching and the ideal parameters were supplemented. The final mapping table was obtained after verification by simulating the working conditions of key test points. A multi-objective optimization calculation model for turbocharger power was constructed. The model was initialized by importing the structural parameters of the converter turbocharger 1, which is equipped with a converter control module. The variable flow channel blade opening adjustment range and the pressure adjustment range of the electronically controlled regulating valve of the converter control module were used as the basic calibration parameters of the model. All variable load points determined in the load parameter acquisition step, the engine torque requirements corresponding to each variable load point, and the basic performance parameters of the diesel engine, such as rated speed, rated power, and displacement, were imported into the initialized multi-objective optimization calculation model for turbocharger power. The diesel engine service life, combustion efficiency, and engine energy consumption were used as the model's multi-objective optimization functions. Simultaneously, engine torque output deviation, turbocharger power adjustment range, and intake system boost pressure threshold were set as constraints for the model calculation, clarifying the weight ratio of each optimization objective. Based on the imported parameters... Based on the set parameters, optimization objectives, and constraints, a multi-objective optimization calculation model for turbocharger power is used to perform multiple rounds of simulation iterations for each variable load point to solve for the turbocharger power calculation value corresponding to the engine torque that satisfies the comprehensive optimization objective at each load point. The turbocharger power calculation values ​​at each load point are screened, and calculation values ​​that exceed the power adjustment range of the converter turbocharger 1 are eliminated to determine the optimal boost power corresponding to each engine torque. Each engine torque is associated and matched with the corresponding optimal boost power to generate an initial engine torque and optimal boost power mapping table. At the same time, the ideal engine torque, ideal boost pressure, and ideal intake flow after turbocharger 1 power adjustment under each operating condition are added to the initial mapping table. The parameter matching of the mapping table is verified by simulating the operating conditions of key test points. After the verification is passed, the final engine torque and optimal boost power mapping table is obtained.

[0027] Specifically, such as Figure 1As shown, the construction of the comprehensive optimization objective is the core step in realizing the optimal solution for comprehensive performance under multiple operating conditions in the turbocharger power calculation model. This step involves quantitative analysis and function construction around three core performance dimensions: diesel engine lifespan, combustion efficiency, and engine energy consumption. The analysis process for each dimension is completed in conjunction with three key operating parameters of the intake system: engine speed, boost pressure, and intake flow rate, ensuring that the constructed comprehensive optimization objective is highly compatible with the actual intake boosting conditions of the diesel engine. The specific implementation process is as follows: First, quantitative modeling is carried out for diesel engine lifespan, combustion efficiency, and engine energy consumption respectively. Then, based on the modeling results and the three key operating parameters, quantitative functions for each individual objective are constructed. Next, according to the load characteristics of the diesel engine application scenario, matching weight coefficients are configured for the quantitative functions of each individual objective. Finally, based on the quantitative functions of each individual objective and the corresponding weight coefficients, a weighted summation comprehensive optimization objective function is constructed, and the optimal value of this function is used as the calculation standard value for turbocharger power calculation.

[0028] Quantitative modeling is the process of transforming the abstract performance characteristics of various core performance dimensions of a diesel engine into quantifiable indicators that can be numerically calculated. For diesel engine lifespan, it analyzes the impact of various parameter changes on the fatigue wear of core internal components by combining the dynamic changes in engine speed, boost pressure, and intake airflow, and quantitatively characterizes the wear rate of components under different parameter combinations, thus achieving quantitative modeling of diesel engine lifespan. For combustion efficiency, based on the piston motion state of the diesel engine determined by engine speed, and combined with the in-cylinder intake volume determined by boost pressure and intake airflow, it quantitatively characterizes the completeness of fuel combustion in the cylinder, establishing a quantitative correlation between combustion efficiency and various key operating parameters, thus completing quantitative modeling of combustion efficiency. For engine energy consumption, combining the power demand of the turbocharger system determined by boost pressure and intake airflow, and the mechanical operating losses of the diesel engine corresponding to engine speed, it quantitatively characterizes the fuel consumption level corresponding to the unit power output of the diesel engine, thus achieving quantitative modeling of engine energy consumption.

[0029] The quantitative functions for each individual objective are constructed based on the quantitative modeling results of the corresponding dimension. These quantitative functions are the core carriers that reflect the numerical correlation between the core performance dimensions of the diesel engine and engine speed, boost pressure, and intake air flow. The function construction process is based on the actual reasonable operating range of various key operating parameters. Combined with the influence trend of various parameters on the corresponding performance dimensions, the correlation law between parameter changes and performance index numerical changes is determined. This ensures that the quantitative functions for each individual objective can accurately reflect the numerical change characteristics of the corresponding diesel engine performance dimensions when various key operating parameters change. The three dimensions of diesel engine service life, combustion efficiency, and engine energy consumption each have an independent quantitative function. Each function is independent of the others and can reflect the change law of the corresponding performance dimension.

[0030] The weighting coefficients are configured based on the load characteristics of the diesel engine application scenario. The weighting coefficients are quantitative indicators that characterize the importance of each individual metric quantification function in the comprehensive optimization objective. Different load types correspond to different weighting coefficient configuration logics. If the diesel engine application scenario has high requirements for continuous operation capability, the weighting coefficient of the diesel engine service life dimension quantification function is increased. If the application scenario has high requirements for operation efficiency and energy utilization efficiency, the weighting coefficient of the combustion efficiency dimension quantification function is increased. If the application scenario has high requirements for operating cost control, the weighting coefficient of the engine energy consumption dimension quantification function is increased. The weighting coefficients of each dimension are adapted and adjusted according to the actual operation requirements of the scenario. The weighting coefficients of all individual metric quantification functions are superimposed to form a fixed quantification benchmark, thereby ensuring the rationality of the weighting configuration and the consistency of subsequent comprehensive calculations.

[0031] The construction of the weighted summation comprehensive optimization objective function is based on the scalarization functions of each individual item and their corresponding weight coefficients. By assigning corresponding weight coefficients to each individual scalarization function and then comprehensively superimposing them, a comprehensive scalarization function is formed that simultaneously reflects the three core dimensions of diesel engine performance: service life, combustion efficiency, and engine energy consumption. The numerical change of this function can intuitively reflect the superiority or inferiority of the diesel engine's comprehensive performance under different parameter combinations. In the calculation of turbocharger power, the optimal value of this comprehensive optimization objective function is used as the calculation standard value for turbocharger power. The determination of the optimal value is based on the core principle of optimal comprehensive diesel engine performance; that is, the parameter combination corresponding to this value enables the diesel engine to achieve a comprehensive balance in the three dimensions of service life, combustion efficiency, and engine energy consumption, while accurately matching the engine torque demand at the current load point. This ensures that the turbocharger power calculated based on this standard value enables the diesel engine to achieve optimal comprehensive performance under the corresponding operating conditions.

[0032] Specifically, such as Figure 1 As shown, the construction of the comprehensive optimization objective includes: quantitatively modeling the diesel engine's service life, combustion efficiency, and engine energy consumption; constructing quantitative functions for each individual objective based on engine speed, boost pressure, and intake air flow parameters; configuring corresponding weight coefficients for the quantitative functions of each individual objective according to the load characteristics of the diesel engine application scenario; constructing a weighted summation comprehensive optimization objective function based on the quantitative functions of each individual objective and the corresponding weight coefficients; and taking the optimal value as the calculation standard value for turbocharger power calculation.

[0033] The quantitative modeling of diesel engine service life focuses on analyzing the cumulative fatigue effects of three factors: mechanical load fluctuations caused by engine speed changes, in-cylinder working pressure changes caused by abnormal boost pressure, and in-cylinder combustion instability caused by uneven intake airflow. These factors collectively affect the core moving components of the diesel engine, such as the piston, crankshaft, and cylinder walls. By quantifying the accumulation rate and variation patterns of these effects, the service life of the diesel engine can be quantitatively characterized. The quantitative modeling of combustion efficiency is based on the in-cylinder scavenging efficiency determined by engine speed, combined with the in-cylinder fresh air-fuel mixture supply quantity and rhythm determined by boost pressure and intake airflow. This quantitatively characterizes the completeness of fuel combustion in the cylinder, while also considering the impact of the matching degree of these three parameters on the in-cylinder combustion rhythm. Finally, the quantitative modeling of engine energy consumption comprehensively analyzes the mechanical friction losses corresponding to engine speed, the power losses of the turbocharger system required for boost pressure, and the fuel consumption losses caused by the matching degree of intake airflow and fuel supply. This quantitatively characterizes the fuel consumption level corresponding to the unit effective power output of the diesel engine, thus completing the quantitative modeling of engine energy consumption. When constructing the weighted summation comprehensive optimization objective function, the calculation results of each individual item's scalarized function are correlated and combined with the corresponding weight coefficients. The performance characteristics of the diesel engine's lifespan, combustion efficiency, and engine energy consumption are integrated through weighted superposition to form a comprehensive optimization objective function that reflects the overall performance of these three aspects. The optimal value of this function is determined based on the core principle of achieving the optimal comprehensive performance of the diesel engine at the current load point. Simultaneously, it must also consider the engine torque output requirements at the current load point. That is, the parameter combination corresponding to the optimal value must achieve an optimal synergistic balance among the three performance dimensions—lifespan, combustion efficiency, and engine energy consumption—while ensuring the diesel engine can stably output the torque required at the current load point. This optimal value is used as the standard value for calculating turbocharger power, ensuring that the calculated turbocharger power is highly compatible with the current operating conditions of the diesel engine, achieving accurate and reasonable turbocharger power adjustment.

[0034] Specifically, such as Figure 1As shown, the mapping table is a multi-dimensional parameter association data system, which is the core data basis for the turbocharger power adjustment and anomaly judgment of the diesel engine intake system. The three types of parameters, namely core matching parameters, ideal operating parameters, and comparison and judgment parameters, are hierarchically related and each has its own functional positioning, which together provide data support for operating condition adaptation and anomaly detection. The core matching parameters are the basic matching dimensions of the mapping table, which carry the adaptation relationship between diesel engine power output and boost power. They include one-to-one correspondence data between engine torque and optimal boost power, and also incorporate the correlation matching data between real-time engine speed, actual load rate and optimal boost power. This provides a basic boost power matching basis for each load point, and can adapt to dynamic changes in speed and load rate to achieve precise boost power retrieval. The ideal operating parameters are the set of optimal operating parameters that the intake system and diesel engine should achieve after turbocharger 1 completes power adjustment. They include the ideal engine torque, ideal boost pressure, ideal intake air flow, ideal intake air temperature and ideal exhaust pressure corresponding to turbocharger 1 after power adjustment. They cover all key operating dimensions of power output, intake boost and exhaust, and are the core reference benchmark for determining whether the actual operating state meets the standard. The comparison judgment parameters are the allowable deviation thresholds corresponding to each ideal operating parameter. These thresholds are comprehensively set in combination with the diesel engine design performance, safe operating range and load characteristics of the application scenario. Different ideal operating parameters match different threshold standards, which are the only quantitative basis for determining whether the parameter deviation exceeds the reasonable range in the actual parameter comparison step.

[0035] The turbocharger power adjustment step is the core execution link to achieve dynamic adaptation between turbocharger power and actual diesel engine operating conditions. This step is based on real-time data acquisition from sensors and uses the optimal parameters of the mapping table as the adjustment basis to complete the precise control of the power of the converter turbocharger 1. Specifically, the implementation is as follows: First, matching sensor acquisition components are deployed at key positions of the mechanical structure of the diesel engine intake system. The deployment of the sensor components must conform to the structural characteristics of the intake system to ensure that the acquisition points can accurately capture the operating status parameters of the diesel engine. At the same time, the stable combination of the sensor components and the mechanical structure is achieved to avoid the impact of vibration during diesel engine operation on the accuracy of data acquisition. The deployed sensor components continuously and in real time acquire the current real-time speed and actual load rate of the diesel engine during operation. The acquisition of the two types of parameters maintains synchronicity and continuity to adapt to the dynamic changes in diesel engine operating conditions. The real-time engine speed and actual load rate are then used as the retrieval basis. Multi-dimensional parameter matching is performed in a pre-built mapping table to accurately retrieve the optimal boost power that is suitable for the current operating conditions. The retrieval process relies on the diesel engine ECU to complete the rapid data retrieval and matching, ensuring the real-time performance of the adjustment. Finally, with the retrieved optimal boost power as the adjustment target, an adjustment command is sent to the converter turbocharger 1. The power adjustment is completed through the converter control module of the converter turbocharger 1. Specifically, the opening degree of the electronically controlled regulating valve and the opening angle of the variable flow channel blades are adjusted to change the intake and exhaust volume and boost pressure at the turbine end, thereby accurately adjusting the actual output power of the turbocharger 1 to the optimal boost power. This ensures that the turbo boost power is highly compatible with the current engine torque demand and operating conditions, guaranteeing that the diesel engine operates in the optimal state under the current load.

[0036] The actual parameter comparison step is a crucial step in the initial judgment of abnormal intake system operation. Following the operating state after turbocharger power adjustment, it achieves rapid identification and signal triggering of intake system anomalies through real-time comparison of actual operating parameters with ideal parameters. Specifically, after turbocharger 1 completes power adjustment and enters a stable operating state, the actual operating parameters of the diesel engine intake system are collected synchronously and in real-time using integrated temperature and pressure sensors and other sensing components deployed in the intake system. The range of actual operating parameters collected is consistent with the ideal operating parameters in the mapping table, covering core parameters such as actual engine torque, actual boost pressure, actual intake air flow, actual intake air temperature, and actual exhaust pressure after turbocharger 1 power adjustment, ensuring the completeness and correspondence of parameter collection. The collected actual operating parameters are then compared... The data is transmitted to the diesel engine ECU, which performs a one-to-one real-time comparison between the actual operating parameters and the ideal operating parameters under the same operating conditions in the mapping table. The comparison process strictly follows the principle of parameter correspondence and matching, that is, the actual parameters of the same operating dimension are only compared with the ideal parameters of the same dimension of the corresponding operating conditions in the mapping table. After the parameter comparison is completed, the comparison judgment parameters in the mapping table are used as the judgment basis to compare the actual comparison deviation value of each parameter with the allowable deviation threshold of the corresponding ideal operating parameter. If the deviation value of any core operating parameter is greater than its corresponding preset allowable deviation threshold, or the deviation values ​​of multiple parameters exceed the threshold range at the same time, the diesel engine ECU will immediately output an intake system abnormal signal. This abnormal signal serves as the trigger condition for subsequent abnormal identification steps, providing preliminary signal support for the accurate identification of intake system blockage and leakage faults.

[0037] The anomaly identification step is the core of accurate fault determination in the intake system and a key step connecting the initial judgment of intake system anomalies with fault classification and response. This step uses the diesel engine ECU as the core execution carrier. After receiving the intake system anomaly signal output from the actual parameter comparison step, it immediately loads the corresponding anomaly identification strategy from the system's preset strategy library. The core judgment criteria are the actual operating parameters of the intake system after filtering and calibration, the real-time engine speed, and the actual load rate. It strictly follows the preset judgment logic and judgment criteria in the anomaly identification strategy to accurately analyze the fault type of the intake system, distinguish whether there is a blockage or leakage fault in the intake system, and finally generate a clear and specific fault identification result. This result is synchronously transmitted to the subsequent fault classification and response steps, providing accurate fault type basis for the feedback adjustment of the power of the converter turbocharger 1 or the triggering of the alarm mechanism.

[0038] Specifically, such as Figure 1As shown, the judgment logic of the anomaly identification strategy revolves around the deviation values ​​between the actual operating parameters of the intake system and the ideal operating parameters under the same working conditions in the mapping table. At the same time, it combines the dynamic changes of the engine real-time speed and actual load rate, focusing on the trend characteristics of parameter deviation values ​​with changes in speed and load rate, so as to achieve differentiated and accurate judgment of two types of faults: blockage and leakage. The judgment of this strategy is based on the premise that the deviation value of each parameter exceeds the corresponding allowable deviation threshold in the mapping table. Normal parameter fluctuations that do not exceed the threshold are not included in the fault judgment scope. Moreover, the actual operating parameters used for judgment are all valid data collected in real time by sensors after the power adjustment of turbocharger 1 and filtered and calibrated by diesel engine ECU, ensuring the accuracy and effectiveness of the fault judgment basis. If the actual values ​​of boost pressure and intake flow rate in the intake system are both lower than the corresponding ideal values ​​under the same operating conditions in the mapping table, and the deviation values ​​of the two types of parameters have exceeded their respective allowable deviation thresholds, then the real-time engine speed is monitored. If the deviation values ​​of boost pressure and intake flow rate do not show signs of convergence but instead show a continuous expansion trend when the engine speed is increasing, it is determined that there is a blockage fault in the intake system. This judgment logic is consistent with the characteristic that the intake passage flow cross section is reduced due to the blockage of the intake system. When the engine speed increases, the intake demand increases synchronously, but the intake volume cannot match the increase in demand under the blockage state, thus causing the parameter deviation to continue to expand as the speed increases. If the actual boost pressure is lower than the ideal value under the same operating conditions in the mapping table and the deviation exceeds the corresponding allowable deviation threshold, and the actual intake air flow deviates from the ideal value under the same operating conditions and exhibits irregular fluctuations without a fixed upward or downward trend, then the actual engine load rate is monitored. If the engine load rate shows an upward trend and the boost pressure deviation does not show any signs of convergence but instead shows a continuous expansion trend, then it is determined that there is a leak in the intake system. This judgment logic is consistent with the characteristic that an intake system leak causes the boost pressure to be unable to be established stably. When the engine load rate increases, the demand for boost pressure increases, and the loss of boost pressure in the leak state intensifies with the increase of the load rate. At the same time, the airflow disturbance at the leak point will cause irregular fluctuations in the intake air flow, ultimately forming a identifiable leak fault parameter characteristic.

[0039] The fault classification and response procedure is the core execution step in handling diesel engine intake system faults. It takes the specific fault type result output from the anomaly identification step, uses a differentiated adjustment strategy as its core, and prioritizes safe equipment operation to complete targeted feedback adjustment of the power of the converter turbocharger 1. Simultaneously, it sets a power adjustment limit judgment logic to promptly trigger an alarm mechanism when the turbocharger's adjustment capability cannot match the fault condition requirements. The entire procedure is led and executed by the diesel engine ECU, achieving dynamic adjustment of boost power under fault conditions and dual protection of equipment safety. Specifically, it uses the blockage or leakage fault identification result obtained from the anomaly identification step as the sole adjustment basis, performing a matching power feedback adjustment operation on the converter turbocharger 1. During the adjustment process, it monitors the changing trends of the core operating parameters of the intake system in real time. If the adjusted parameters can return to within the allowable deviation threshold, the fault condition adaptation is complete. If, after adjusting the converter turbocharger 1 to its own adjustment limit, the core parameters still cannot return to the threshold, it is determined that the turbocharger's power adjustment range cannot match the operating requirements of the fault condition. At this time, the ECU will immediately trigger a preset alarm mechanism and output an alarm signal, providing a clear fault indication for subsequent manual maintenance.

[0040] Specifically, such as Figure 1As shown, the fault classification response steps are designed with differentiated power adjustment logic for two types of faults in the intake system: blockage and leakage, to achieve precise adaptation to fault conditions. When the output result is an intake system blockage fault, the ECU first calculates the deviation ratio of the actual values ​​of boost pressure and intake flow rate relative to the ideal values ​​of the same condition in the mapping table. Based on this deviation ratio, the boost power of the converter turbocharger 1 is increased step by step. During the adjustment process, the opening degree of the electronically controlled regulating valve is precisely increased, and the opening angle of the variable flow channel blades is increased to improve the intake and exhaust volume and boost pressure at the turbine end. This, in turn, simultaneously increases the actual boost pressure and intake flow rate of the intake system, compensating for the insufficient intake volume caused by blockage. Throughout the adjustment process, the two core parameters of engine torque and intake temperature are continuously monitored in real time to avoid damage to intake system components due to excessive intake temperature caused by the increase in boost power. At the same time, it ensures that the engine torque always matches the basic requirements of the current load until the core operating parameters such as boost pressure and intake flow rate return to the allowable deviation threshold corresponding to the mapping table, thus completing the power adjustment adaptation for the blockage fault. When the output indicates an intake system leak fault, the ECU first slightly increases the turbocharger's boost power based on the deviation of the actual boost pressure from the ideal value. This slight adjustment avoids excessive boosting, which could exacerbate intake system leaks. After adjustment, the ECU continuously monitors the fluctuation range of the intake airflow. If the fluctuation range of the intake airflow gradually narrows, it indicates that the power adjustment direction is suitable for the fault condition. At this point, the ECU will continue to fine-tune the boost power until all core operating parameters return to within the allowable deviation threshold. If the fluctuation range of the intake airflow does not improve significantly or even continues to expand, it indicates that the current boost power adjustment is not suitable for the leak condition. In this case, the ECU will gradually reduce the turbocharger power to a pre-calibrated safe value suitable for the leak condition, while actively limiting the increase in engine load rate. This prevents the diesel engine from experiencing insufficient power output and increased component wear due to excessive load rate under leak conditions, ensuring the basic operational safety of the diesel engine under fault conditions.

[0041] Specifically, such as Figure 1As shown, the fault classification and response steps also set clear power adjustment limits for the two types of faults. These limits are the adjustment boundaries of the converter turbocharger 1 for different faults, and are also the core basis for determining whether the turbocharger has the ability to adapt to fault conditions: For the intake system blockage fault, the power adjustment limit is the upper limit of boost power corresponding to the maximum opening of the electronic control valve and the maximum opening angle of the variable flow channel blades. This upper limit is determined by the hardware structure and performance parameters of the converter turbocharger 1 and is the maximum boost power that the turbocharger can output. When this upper limit is reached, the adjustment mechanism of the turbocharger is at its physical limit and cannot further increase the boost power; For the intake system leakage fault, the power adjustment limit is the safe lower limit of boost power adapted to the leakage condition. This lower limit is comprehensively calibrated by combining the operating characteristics of the leakage condition, the basic power requirements of the diesel engine, and the equipment safety operation standards. It can ensure the basic power output of the diesel engine under leakage conditions, and can also avoid insufficient engine torque due to excessively low boost power, while preventing excessive power from aggravating airflow loss and component wear at the leakage point. The power regulation limits for both types of faults are pre-entered into the diesel engine ECU as a quantitative basis for determining whether the turbocharger adjustment range matches the operating requirements of the fault condition.

[0042] The second embodiment of the present invention also proposes a diesel engine intake system detection system, such as... Figures 2 to 4 As shown, the system includes a turbocharger 1 (with a converter control module), an intake manifold 3, an intercooler 2, and a detection sensor module. It also integrates a speed sensor, a load rate sensor, an engine torque sensor, and an ECU electronic control core. This system provides full-process hardware execution and data acquisition support for the diesel engine intake system detection method of the first embodiment. All designs of its mechanical connections, sensor acquisition, and electronic control execution are adapted to the parameter requirements, control logic, and fault response strategies of each step of the detection method, realizing the hardware and software synergy between the detection method and the detection system.

[0043] The turbocharger 1 and the intercooler 2 are connected by the intake pipe 3. The turbocharger 1 and the intake pipe 3 are connected by a V-shaped clamp 4 and sealed by an O-ring. The intake pipe 3 and the intercooler 2 are radially limited and sealed by a connector 5 and finally fixed by an L-shaped bracket 6. The V-shaped clamp 4 includes a clamp V-groove 401, a clamp outer ring 402, a three-way pin 403, a self-locking nut 404 and a bolt 405. By tightening the self-locking nut 404, the three-way pin 403 is pressed, so that the clamp V-groove 401 presses against the mating surface of the turbocharger 1 and the intake pipe 3. The sealing and limiting performance of this mechanical connection structure is compatible with the pressure / flow change conditions in the turbocharger power adjustment and fault classification response steps of the detection method: Under blockage faults, the detection method will gradually increase the boost power of turbocharger 1, and the boost pressure and intake flow in the intake system will increase simultaneously. The self-locking clamping structure of V-type clamp 4 can provide dual radial and lateral clamping forces to resist the risk of loosening of the connection surface caused by high-pressure airflow; Under leakage faults, the detection method will adjust the turbocharger power to the safe value under leakage conditions. The flexible sealing structure of connector 5 can adapt to small pressure fluctuations under fault conditions, avoiding sealing failure of the hard connection due to pressure oscillation. From the mechanical structure level, this provides operational safety assurance for the fault response of the detection method.

[0044] By adjusting the installation sequence, ensuring the intake pipe 3 is in a free state, tighten the clamp nuts and bracket bolts 405. The installation sequence is as follows: first, install the connector 5 onto the intercooler 2, then install the intake pipe 3 onto the connector 5. At this point, the intake pipe 3 and connector 5 can be finely adjusted axially and can also rotate axially. Next, install the O-ring and V-clamp 4 onto the intake pipe 3. By rotating and adjusting the axial clearance of the intake pipe 3, ensure the intake pipe 3 and turbocharger 1 fit tightly in a free state. Finally, tighten the L-shaped bracket 6 and the self-locking nut 404 of the V-clamp 4. Based on the installation process, a post-installation calibration procedure is added, which is linked to the mapping table construction step of the testing method: After the mechanical installation is completed, the ECU sends a basic adjustment command to the converter control module of the turbocharger 1 to perform full-stroke debugging of the electronically controlled regulating valve and the variable flow channel blades, records the basic calibration parameters of the regulating mechanism (such as the correspondence between opening degree and power, and the correspondence between blade angle and pressure), and directly imports the parameters into the turbocharger power calculation model of the testing method as the core basic data for model initialization; at the same time, the smoothness of the flow channels of the intake pipe 3 and the intercooler 2 is tested to eliminate the interference of flow channel burrs and installation gaps on the intake airflow, and ensure the accuracy of intake flow parameter acquisition and calculation in the testing method.

[0045] Specifically, such as Figures 2 to 4As shown, the detection sensor module is a multi-dimensional integrated acquisition unit. The core includes three integrated temperature and pressure sensors, as well as a speed sensor, a load rate sensor, and an engine torque sensor. The three integrated temperature and pressure sensors are respectively installed in the intake manifold 3, before the intercooler 2, and after the intercooler 2. This arrangement is precisely matched with the parameter comparison of the actual parameters of the detection method and the parameter acquisition requirements of the anomaly identification step, which can achieve full coverage of temperature and pressure data of the entire intake system. The speed sensor and the load rate sensor are integrated at the crankshaft end of the diesel engine, and the torque sensor is installed at the output end of the turbocharger 1. The above sensors form a data linkage with the load parameter acquisition and turbocharger power adjustment steps of the detection method, which can collect the core operating parameters such as engine speed, actual load rate, and engine torque required by the method in real time. All sensors transmit data to the diesel engine ECU in real time via shielded wiring harnesses. The wiring harnesses are secured with shock-resistant clips to reduce interference from diesel engine vibrations on data transmission and ensure the stability of the acquired data. The ECU filters, calibrates, and converts the acquired multi-dimensional data. In addition to calculating temperature difference, pressure difference, and trends, it can also calculate the actual intake air flow required for anomaly identification and parameter comparison based on temperature and pressure parameters combined with the characteristics of the three-channel intake manifold. At the same time, it dynamically corrects the speed, load rate, and torque data, providing high-precision and highly synchronous raw data input for each step of the detection method. Furthermore, the sensor acquisition frequency is set to a high frequency of 10Hz, which is compatible with the real-time parameter comparison requirements of the detection method and ensures timely judgment of parameter deviations.

[0046] The O-ring is made of fluororubber, with a temperature resistance range of -20℃ to 250℃, which can meet the dynamic change requirements of the intake air temperature after the turbocharger 1 under different boost power adjustment conditions in the testing method. The connector 5 is composed of a stainless steel skeleton 501 and silicone rubber 502. The stainless steel skeleton 501 provides radial support to ensure the stability of the flow channel diameter and avoid the flow channel deformation caused by pressure changes from affecting the intake air flow acquisition. The silicone rubber 502 provides a flexible seal, which can adapt to small pressure fluctuations under leakage faults in the testing method, while reducing the mechanical vibration. Wear on the sealing surface; the intake pipe 3 is made of cast aluminum in one piece, and the material has the characteristics of high temperature resistance and low flow resistance. One end of the intake pipe 3 is machined with an annular groove for installing an O-ring and a bevel for installing a V-clamp 4. Axial sealing is achieved by the deformation of the O-ring. The turbocharger 1 and the intake pipe 3 are fixed by the radial force and lateral force of the V-clamp 4. The inner flow channel of the intake pipe 3 is polished, and the smoothness of the flow channel is ≤0.02mm, which minimizes the impact of airflow turbulence on the intake flow rate and pressure, and ensures the authenticity of the intake system operating parameters collected in the detection method.

[0047] The turbocharger 1's built-in converter control module provides a dedicated actuator for the turbocharger power adjustment and fault classification response steps of the detection method. This module integrates an electronically controlled regulating valve, variable flow vanes, and a corresponding electric drive unit, enabling bidirectional communication with the ECU: the ECU can convert the optimal boost power retrieved from the mapping table into specific adjustment commands for the opening degree of the electronically controlled regulating valve and the opening angle of the variable flow vanes, according to the turbocharger power adjustment steps of the detection method, and send them to the drive unit to achieve precise control of the boost power; the drive unit can feed back the actual adjustment position signals of the electronically controlled regulating valve and the variable flow vanes to the ECU in real time, serving as the core basis for determining the adjustment limit in the fault classification response steps of the detection method. When the adjustment reaches the maximum opening degree of the electronically controlled regulating valve and the maximum opening angle of the variable flow vanes under a blockage fault, the feedback signal will trigger the ECU to determine that the turbocharger has reached the boost power limit. If the parameters have not returned to the threshold at this time, an alarm will be triggered immediately; when the adjustment reaches the safe boost power value under a leakage fault, the feedback signal will lock the minimum effective opening degree of the adjustment mechanism, and the ECU will limit the increase in engine load rate according to the logic of the detection method.

[0048] As the core hardware and software hub of the detection system and method, the ECU incorporates the complete set of algorithmic logic for the detection method in the first embodiment, including the turbocharger power calculation model, engine torque-optimal boost power mapping table, anomaly identification strategy, fault classification adjustment algorithm, and alarm triggering logic. This enables fully automated execution of the entire process from data acquisition, operating condition determination, power adjustment, parameter comparison, anomaly identification, fault response, and alarm, corresponding one-to-one with the steps of the detection method. Load parameter acquisition stage: The ECU receives load type, variable load point, and engine torque data collected by the sensor module as the basic operating condition input for the mapping table construction; Mapping table construction stage: The turbocharger power calculation model built into the ECU completes simulation iterative calculation and generates and stores the optimal mapping table based on the collected operating parameters and preset comprehensive optimization objectives (lifespan, combustion efficiency, energy consumption); During the turbocharger power adjustment phase: The ECU automatically retrieves the optimal boost power from the mapping table based on the real-time speed and actual load rate, and sends the adjustment command to the turbocharger 1 converter control module. Actual parameter comparison stage: The ECU compares the actual operating parameters collected by the sensor module with the ideal parameters in the mapping table in real time, automatically determines whether the parameter deviation exceeds the threshold and outputs an abnormal signal; Anomaly identification and fault classification response phase: After receiving an anomaly signal, the ECU automatically loads the anomaly identification strategy, determines the blockage / leakage fault based on parameter deviation and change trend, and performs feedback adjustment on turbocharger 1 according to the fault classification adjustment algorithm. At the same time, it determines whether the adjustment limit has been reached based on the feedback signal of the adjustment mechanism. If the limit is exceeded, the alarm mechanism is immediately triggered and an alarm signal is output.

[0049] In addition, the ECU is equipped with an erasable and rewritable storage module, which can record sensor data, turbocharger 1 adjustment actions, fault occurrence and response records under various load conditions of the diesel engine in real time. This data can be used as sample data for the turbocharger power calculation model and the optimal mapping table iterative optimization in the detection method. Through subsequent data review, the ideal parameters and deviation thresholds of the mapping table can be dynamically corrected, further improving the turbocharger power matching degree and fault identification accuracy of the detection method.

[0050] The detection system in this embodiment, through the expansion of the above-mentioned structure and functions, achieves full-step technical crossover with the detection method in the first embodiment. The hardware design of the system provides the detection method with a precise data acquisition source, a power regulation actuator, and a fault condition protection structure. The algorithm logic of the detection method provides the system's hardware operation with an intelligent control strategy, operating condition judgment basis, and fault response plan. The two form an integrated system of software and hardware collaboration, ultimately achieving deep integration of diesel engine intake system detection and boost power regulation, effectively improving boost power matching degree and fault identification accuracy, reducing energy consumption, and ensuring equipment operation safety.

[0051] The foregoing has illustrated and described the basic features, principles, and advantages of the present invention. It should be noted that the present invention is not limited to the above embodiments, but only to some embodiments. Any improvements and additions made without departing from the spirit and scope of the present invention are considered to be within the scope of protection of the present invention.

Claims

1. A method for testing a diesel engine intake system, characterized in that, include: The load parameter acquisition step involves determining the corresponding load type based on the actual application scenario of the engine, determining the variable load point in that scenario based on the load type, and configuring the corresponding engine torque. The mapping table construction steps involve constructing a turbocharger power calculation model, and based on the variable load point and the corresponding engine torque, combined with the comprehensive optimization target formed by the diesel engine service life, combustion efficiency and engine energy consumption, outputting the optimal boost power of the current engine torque, and constructing a mapping table of engine torque and optimal boost power. The mapping table also includes the ideal engine torque after the turbocharger (1) power adjustment. The turbocharger power adjustment steps involve installing sensors on the mechanical structure of the diesel engine intake system to collect the current real-time speed and actual load rate in real time, calling the optimal boost power in the mapping table based on the real-time speed and actual load rate, and adjusting the turbocharger (1) based on the optimal boost power. The actual parameter comparison step involves collecting the actual operating parameters of the diesel engine intake system after the turbocharger (1) is adjusted by the sensor in real time, comparing the actual operating parameters with the ideal parameters in the mapping table in real time, and outputting an abnormal signal of the intake system when the parameter deviation of the comparison result is greater than the preset threshold. The anomaly identification step loads the anomaly identification strategy based on the anomaly signal, identifies whether there is a blockage or air leakage fault in the diesel engine intake system according to the preset anomaly identification strategy, and outputs the specific fault identification results. The fault classification and response steps are as follows: the power of the turbocharger (1) is adjusted according to the fault identification result. If the power adjustment range of the turbocharger (1) cannot match the operating requirements of the fault condition, the alarm mechanism is immediately triggered and an alarm signal is output. The anomaly identification strategy includes determining anomalies based on the deviation between the actual operating parameters of the intake system and the ideal operating parameters in the mapping table, combined with the real-time engine speed and actual load rate. If the actual values ​​of boost pressure and intake flow are both lower than the corresponding ideal values ​​and the deviation exceeds the threshold, and the deviation continues to increase as the engine speed increases, the output result is intake system blockage. If the actual value of boost pressure is lower than the corresponding ideal value and the deviation exceeds the threshold, and the actual value of intake flow deviates from the ideal value and fluctuates irregularly, and the boost pressure deviation continues to increase as the engine load rate increases, the output result is intake system leakage.

2. The method for testing a diesel engine intake system according to claim 1, characterized in that, The mapping table construction steps also include building and initializing the turbocharger power calculation model, importing the basic calibration parameters of the turbocharger (1) structure and converter control module, then importing each variable load point, corresponding torque demand and basic performance parameters of the diesel engine, setting the diesel engine service life, combustion efficiency and energy consumption as multi-objective optimization functions, setting calculation constraints and clarifying the weight of each objective, performing simulation iteration calculations on each load point, selecting the optimal boost power corresponding to each torque, generating an initial mapping table by association and matching and supplementing ideal parameters, and obtaining the final mapping table after verifying the working conditions through key test points.

3. The method for testing a diesel engine intake system according to claim 2, characterized in that, The construction of the comprehensive optimization objective includes: quantitatively modeling the diesel engine's service life, combustion efficiency, and engine energy consumption; constructing quantitative functions for each individual objective based on engine speed, boost pressure, and intake air flow parameters; configuring corresponding weight coefficients for the quantitative functions of each individual objective according to the load characteristics of the diesel engine application scenario; constructing a weighted summation comprehensive optimization objective function based on the quantitative functions of each individual objective and the corresponding weight coefficients; and taking the optimal value as the calculation standard value for turbocharger power calculation.

4. The method for testing a diesel engine intake system according to claim 1, characterized in that, The mapping table includes core matching parameters, ideal operating parameters, and comparison judgment parameters. The core matching parameters are the corresponding data of engine torque and optimal boost power and the correlation matching data of real-time engine speed, actual load rate and optimal boost power of different engines. The ideal operating parameters include the ideal engine torque, ideal boost pressure, ideal intake flow rate, ideal intake temperature and ideal exhaust pressure corresponding to the power adjustment of the turbocharger (1). The comparison judgment parameters are the allowable deviation thresholds corresponding to each ideal operating parameter.

5. The method for testing a diesel engine intake system according to claim 1, characterized in that, The fault classification and response steps include: when the output result is an intake system blockage fault, the turbocharger (1) boost power is gradually increased according to the deviation ratio of the actual values ​​of boost pressure and intake flow rate from the ideal values. The intake boost pressure and intake flow rate are increased by adjusting the opening of the electronic control regulating valve and increasing the opening angle of the variable flow channel blades. During the adjustment process, the engine torque and intake temperature parameters are monitored in real time until the actual operating parameters return to the allowable deviation threshold. When the output result is an intake system leakage fault, the boost power of the turbocharger is slightly increased according to the deviation ratio of the boost pressure. The fluctuation range of the intake flow rate is monitored. If the flow rate fluctuation range narrows, the boost power is continuously fine-tuned until the parameter return threshold is reached. If the flow rate fluctuation does not improve, the turbocharger power is reduced to a safe value suitable for the leakage condition, and the increase in engine load rate is limited.

6. A diesel engine intake system testing system, applicable to the diesel engine intake system testing method according to any one of claims 1 to 5, characterized in that, It includes a turbocharger (1), an intake manifold (3), an intercooler (2), and a detection sensor module; The turbocharger (1) and the intercooler (2) are connected by an intake pipe (3). The turbocharger (1) and the intake pipe (3) are connected by a V-shaped clamp (4) and sealed by an O-ring. The intake pipe (3) and the intercooler (2) are radially limited and sealed by a connector (5) and finally fixed by an L-shaped bracket (6). The V-shaped clamp (4) includes a clamp V-groove (401), a clamp outer ring (402), a three-way pin (403), a self-locking nut (404), and a bolt (405). By tightening the self-locking nut (404), the three-way pin (403) is pressed, so that the clamp V-groove (401) presses against the mating surface of the turbocharger (1) and the intake pipe (3).

7. A diesel engine intake system detection system according to claim 6, characterized in that, The detection sensor module includes three integrated temperature and pressure sensors, which are installed in the intake manifold (3), before the intercooler (2) and after the intercooler (2), respectively. The integrated temperature and pressure sensors collect temperature and pressure data at different locations of the diesel engine and transmit them to the diesel engine ECU in real time through the wiring harness. The ECU filters and calibrates the data and calculates the temperature difference, pressure difference and trend.

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