Adjustable guide vane and fuel calibration method and test system

Abstract

The application discloses a kind of adjustable guide blade and fuel calibration method and test system, including in the cold state after engine whole machine assembly, the following calibration method is executed: initial position calibration, set first guide vane command angle in engine control law, execute cold running to target speed, record and correct the guide vane dial value, actuator displacement and guide vane angular displacement measurement value at this speed;Lift calibration, set second guide vane command angle in control law, execute fake start to target speed, record and correct the guide vane dial value, actuator displacement and guide vane angular displacement measurement value at target speed;Drop calibration, set third guide vane command angle in control law, execute cold running to target speed, record and correct the guide vane dial value, actuator displacement and guide vane angular displacement measurement value at this target speed;And, in the process of fake start, synchronous execution fuel flow calibration step.

Description

Technical Field

[0001] This invention relates to the field of aero-engine technology, and in particular, to an adjustable guide vane and fuel calibration method. Furthermore, this invention also relates to a test system incorporating the aforementioned adjustable guide vane and fuel calibration method. Background Technology

[0002] Turboshaft engines, as a typical type of gas turbine engine, are widely used in aircraft such as helicopters. To maintain high efficiency, high reliability, and good stability across the entire operating range, modern advanced turboshaft engines generally employ adjustable guide vane technology. By adjusting the installation angle of the compressor or turbine inlet guide vanes, the airflow and pressure ratio matching of the engine under different speeds and loads can be optimized, thereby effectively preventing surge, improving combustion efficiency, and increasing power output.

[0003] In practical engineering applications, the angle of adjustable guide vanes is typically driven by an actuator integrated into the fuel pump regulator. The engine electronic controller outputs commands according to a preset control law, which are converted into angular displacement of the guide vanes via a transmission mechanism through the linear displacement of the actuator. At the same time, the engine's fuel supply system (including the fuel pump regulator, fuel manifold, and fuel injectors) precisely supplies fuel to the combustion chamber according to the control law to ensure engine starting, acceleration, deceleration, and steady-state operation.

[0004] Ideally, the geometric relationship between the linear displacement of the actuator and the guide vane angle, as well as the relationship between the commanded fuel flow rate and the actual fuel supply, should strictly adhere to the design values. However, in actual physical implementation, various factors inevitably lead to control deviations: 1. Manufacturing and assembly errors: Key components such as the adjustable guide vane mechanism, fuel pump regulator, and fuel main are usually supplied by different suppliers and integrated on the assembly line. Although each component undergoes independent performance testing before leaving the factory, the tolerances accumulated during assembly, the clearances at mechanical connections, and changes in friction will all cause the actual displacement of the actuator cylinder and the actual rotation angle of the guide vane to deviate from the theoretical design relationship.

[0005] 2. Performance degradation after long-term use: After prolonged operation, the high temperature, high pressure, and high speed environment of a turboshaft engine can cause fatigue deformation of its components. Simultaneously, carbon deposits generated at high temperatures can clog fuel injectors and alter the effective flow area of ​​the fuel manifold. Furthermore, mechanical wear can increase clearances in the transmission mechanism or change frictional resistance. These degradation factors further exacerbate the loss of control precision.

[0006] 3. Limitations of Existing Calibration Methods: Currently, calibration methods for adjustable guide vanes mainly focus on the component or subsystem level. For example, the relationship between guide vane angle and actuator displacement is calibrated separately on a compressor component test bench; or the flow rate of the fuel pump regulator is calibrated on a dedicated test bench. These methods do not consider the comprehensive influence of the overall engine assembly environment, especially the impact of engine-specific factors such as the fuel main and combustion chamber back pressure on fuel flow. More importantly, existing calibration or problem-finding methods usually require performance under warm-up conditions after a successful engine start. Excessive control deviation can lead to engine surge, overheating, or even damage during start-up or acceleration, jeopardizing test safety and severely wasting valuable test resources and time. Summary of the Invention

[0007] This invention provides an adjustable guide vane and fuel calibration method and testing system to solve the technical problems of existing technologies, such as the lack of comprehensive calibration methods for the whole machine in cold state and the high risk and low efficiency of hot engine testing due to inaccurate calibration.

[0008] According to one aspect of the present invention, an adjustable guide vane and fuel calibration method is provided, applied to an aero-engine, comprising performing the following calibration method in a cold-engine state after the engine is fully assembled: Initial position calibration: Set the first guide vane command angle in the engine control law, perform cold running to the target speed, record and calibrate the guide vane dial value, actuator displacement and guide vane angular displacement measurement value at the target speed; Lift calibration: Set the second guide vane command angle in the control law, execute a fake start to the target speed, and record and calibrate the guide vane dial value, actuator displacement, and guide vane angular displacement measurement value at the target speed. Stroke reduction calibration: Set the third guide vane command angle in the control law, perform cold running to the target speed, and record and calibrate the guide vane dial value, actuator displacement, and guide vane angular displacement measurement value at the target speed. In addition, during the dummy start-up process, a fuel flow calibration step is performed simultaneously.

[0009] As a further improvement to the above technical solution, the guide vane angular displacement measurement value is obtained by a high-precision angular displacement sensor directly mounted on the adjustable guide vane shaft; the actuator cylinder displacement is obtained by a displacement sensor integrated on the fuel pump regulator and converted into an angular displacement value according to a preset geometric relationship.

[0010] As a further improvement to the above technical solution, the adjustable guide vane calibration step also includes a return-to-position check step: After completing the descent calibration, the guide vane command angle is restored to the first guide vane command angle, and a cold run is performed to check whether the guide vane can accurately return to the initial position.

[0011] As a further improvement to the above technical solution, the measurement results of the first guide vane command angle, the second guide vane command angle, and the third guide vane command angle are respectively set to cover the intermediate stroke, the large opening stroke, and the small closing stroke of the adjustable guide vane, so as to comprehensively evaluate the linearity and consistency of the guide vane transmission mechanism in different directions; under the increased calibration data requirements, multiple sets of different adjustable guide vane patterns are added to obtain data through multiple cold operation or sham start tests.

[0012] As a further improvement to the above technical solution, the fuel flow rate assessment value is calculated according to the following formula: In the formula, Here, A represents the fuel flow rate assessment value, and A is a coefficient characterizing the fuel header size and fuel density. This represents the oil pressure on the fuel main. This represents the back pressure of the combustion chamber.

[0013] As a further improvement to the above technical solution, the target speed is the maximum stable speed that the engine can achieve under cold operation or dummy start conditions.

[0014] As a further improvement to the above technical solution, the fuel flow calibration step includes: recording the fuel flow setpoint, the measured value of the bench fuel flow meter, and the fuel main oil pressure; calculating the fuel flow evaluation value based on the fuel main oil pressure; and cross-comparing the fuel flow setpoint, the measured value of the bench fuel flow meter, and the fuel flow evaluation value to calibrate the fuel flow control accuracy of the whole machine.

[0015] As a further improvement to the above technical solution, the calibration method also includes: converting the actuator cylinder displacement signal value into an angular displacement value, and cross-verifying it with the guide vane dial and angular displacement sensor, including the consistency of the guide vane rotation stroke and the consistency of the guide vane dial value and the actuator cylinder displacement value at the design point.

[0016] As a further improvement to the above technical solution, the adjustable guide vane and fuel calibration method includes the following steps: S1. Given the initial guide vane angle and fuel flow rate; S2. Perform cold operation and record the maximum speed adjustable guide vane angle, actuator displacement, and angular displacement values; S3. Set the increase value of the adjustable guide vane angle at maximum speed; S4. Perform a mock start and record the maximum speed adjustable guide vane angle, actuator displacement, and angular displacement values; record the fuel flow rate setpoint and the vehicle fuel flow rate. S5. Set the reduction value of the adjustable guide vane angle at maximum speed; S6. Perform cold operation and record the maximum speed adjustable guide vane angle, actuator displacement, and angular displacement values; S7. Restore the initial guide vane angle and fuel flow rate.

[0017] According to another aspect of the present invention, a testing system is also provided, which includes the above-described adjustable guide vane and fuel calibration method. The testing system includes a guide vane dial, an actuator displacement sensor, an angular displacement sensor, a bench fuel flow meter, a fuel mains pressure sensor, and a combustion chamber pressure sensor.

[0018] The present invention has the following beneficial effects: The test results of this calibration method under three sets of guide vane command angles can cover three different guide vane angle positions and both descent and lift directions. It can be used for the angle calibration of adjustable guide vanes in the whole machine state. This calibration method is performed in a cold engine state, i.e., without ignition or with fuel supply but without ignition, fundamentally avoiding the dangers of hot engine start-up surge and overheating caused by inaccurate calibration, ensuring test safety and engine safety. After the whole machine is delivered to the testing department, calibration can be performed directly without waiting for a hot engine start to discover problems and then troubleshooting. The calibration of both the guide vane and fuel systems can be completed simultaneously in a single dummy start or cold run, greatly shortening the debugging cycle and saving test resources such as fuel and manpower. The calibration of the guide vanes uses three unique methods: dial, actuator displacement, and angular displacement. The measurement source enables multiple cross-validation, ensuring high reliability. The calibration covers lift, descent, and return, effectively identifying nonlinear issues such as transmission mechanism clearance and jamming. Fuel flow calibration utilizes a three-way comparison of "command-measurement-estimation," effectively diagnosing problems across the entire chain from the control system to the actuator and fuel injector. Furthermore, this calibration method calibrates adjustable guide vanes and fuel flow control based on the engine control system and bench measurement equipment, eliminating the need for additional dedicated calibration equipment. It can be achieved using existing or conventional bench measurement systems by temporarily modifying the control software, making it simple to operate and easy to implement. This method is suitable not only for new engine delivery and commissioning but also for performance recovery checks after engine overhauls or long-term use.

[0019] In addition to the objectives, features, and advantages described above, the present invention has other objectives, features, and advantages. The invention will now be described in further detail with reference to the figures. Attached Figure Description

[0020] The accompanying drawings, which form part of this application, are used to provide a further understanding of the invention. The illustrative embodiments of the invention and their descriptions are used to explain the invention and do not constitute an undue limitation of the invention. In the drawings: Figure 1 This is a flowchart of the calibration method according to a preferred embodiment of the present invention. Detailed Implementation

[0021] The embodiments of the present invention will be described in detail below with reference to the accompanying drawings. However, the present invention can be implemented in many different ways as defined and covered below.

[0022] Figure 1 This is a flowchart of the calibration method according to a preferred embodiment of the present invention.

[0023] like Figure 1 As shown, the adjustable guide vane and fuel calibration method of this embodiment is applied to an aero-engine, and includes performing the following calibration method in the cold engine state after the engine is assembled: Initial position calibration: Set the first guide vane command angle in the engine control law, perform cold running to the target speed, record and calibrate the guide vane dial value, actuator displacement and guide vane angular displacement measurement value at the target speed; Lift calibration: Set the second guide vane command angle in the control law, execute a sham start to the target speed, record and calibrate the guide vane dial value, actuator displacement and guide vane angular displacement measurement value at the target speed; For stroke calibration, set the command angle of the third guide vane in the control law, perform cold running to the target speed, and record and calibrate the guide vane dial value, actuator displacement and guide vane angular displacement measurement value at the target speed. In addition, during the dummy start-up process, the fuel flow calibration step is performed simultaneously.

[0024] Understandably, the test results of the three sets of guide vane command angles in this calibration method can cover three different guide vane angle positions and both descent and lift directions. It can be used for the angle calibration of adjustable guide vanes in the whole machine state. This calibration method is performed in a cold engine state, i.e., without ignition or with fuel supply but without ignition, fundamentally avoiding the dangers of hot engine start-up surge and overheating caused by inaccurate calibration, ensuring test safety and engine safety. After the whole machine is delivered to the testing department, calibration can be performed directly without waiting for a hot engine start to discover problems and then troubleshooting. The calibration of both the guide vane and fuel systems can be completed simultaneously in one dummy start or cold run, greatly shortening the debugging cycle and saving test resources such as fuel and manpower. The calibration of the guide vane uses the dial, actuator displacement, and angular displacement simultaneously. Three independent measurement sources enable multiple cross-validation, ensuring high reliability. The calibration covers lift, descent, and return, effectively identifying nonlinear issues such as transmission mechanism clearance and jamming. Fuel flow calibration utilizes a three-way comparison of "command-measurement-estimation," effectively diagnosing problems across the entire chain from the control system to the actuator and fuel injector. Furthermore, this calibration method calibrates adjustable guide vanes and fuel flow control based on the engine control system and bench measurement equipment, eliminating the need for additional dedicated calibration equipment. It can be achieved using existing or conventional engine bench measurement systems with temporary modifications to the control software, making it simple to operate and easy to promote. This method is suitable not only for new engine delivery and commissioning but also for performance recovery checks after engine overhauls or long-term use.

[0025] In some preferred embodiments, the target speed is the maximum stable speed that the engine can achieve under cold operation or dummy start conditions.

[0026] In some preferred embodiments, the guide vane angular displacement measurement value is obtained by a high-precision angular displacement sensor directly mounted on the adjustable guide vane shaft; the actuator cylinder displacement is obtained by a displacement sensor integrated on the fuel pump regulator and converted into an angular displacement value according to a preset geometric relationship.

[0027] In some preferred embodiments, the adjustable guide vane calibration step further includes a return-to-position check step: After completing the descent calibration, restore the guide vane command angle to the first guide vane command angle and perform a cold run to check whether the guide vane can accurately return to the initial position. Specifically, observe the three measurement values ​​related to the guide vane angle. They should be able to return to near the recorded initial value. If the return is normal, it proves that there is no abnormal friction or jamming in the guide vane control mechanism.

[0028] In some preferred embodiments, the measurement results of the first guide vane command angle, the second guide vane command angle, and the third guide vane command angle are respectively set to cover the intermediate stroke, the large opening stroke, and the small closing stroke of the adjustable guide vane, so as to comprehensively evaluate the linearity and consistency of the guide vane transmission mechanism in different directions; under the increased calibration data requirements, multiple sets of different adjustable guide vane patterns are added to obtain data through multiple cold operation or sham start tests.

[0029] In some preferred embodiments, the fuel flow rate assessment value is calculated according to the following formula: In the formula, Here, A represents the fuel flow rate assessment value, and A is a coefficient characterizing the fuel header size and fuel density. This represents the oil pressure on the fuel main. The back pressure of the combustion chamber is represented by the fuel flow rate. Fuel flow rate control calibration is primarily performed using three parameters: the fuel flow meter, the fuel flow rate setpoint, and the fuel manifold pressure. The fuel flow meter can directly obtain the fuel mass flow rate or other parameters that can be calculated for mass flow. The fuel flow rate setpoint is the target value for the control system to control the fuel flow rate. The fuel manifold pressure can be used to approximately calculate the fuel flow rate using the formula mentioned above, which can be obtained through the calibration of the fuel manifold and fuel injectors. These three parameters respectively characterize the fuel supply pattern under engine conditions. A dummy start allows for cross-calibration of these three parameters, checking whether the actual fuel supply flow rate matches the controlled fuel flow rate under non-ignition engine conditions. This calibrates the fuel control system. Combining fuel calibration with adjustable guide vane calibration allows for simultaneous calibration of guide vane control and fuel control under cold engine conditions, further enhancing the effectiveness of the adjustable guide vane calibration.

[0030] In some preferred embodiments, the fuel flow calibration step includes: recording the fuel flow setpoint, the measured value of the bench fuel flow meter, and the fuel main oil pressure; calculating the fuel flow evaluation value based on the fuel main oil pressure; and cross-comparing the fuel flow setpoint, the measured value of the bench fuel flow meter, and the fuel flow evaluation value to calibrate the overall fuel flow control accuracy.

[0031] In some preferred embodiments, the calibration method further includes: converting the actuator cylinder displacement signal value into an angular displacement value, and cross-verifying it with the guide vane dial and the angular displacement sensor, including the consistency of the guide vane rotation stroke and the consistency of the guide vane dial value and the actuator cylinder displacement value at the design point.

[0032] In some preferred embodiments, the adjustable guide vane and fuel calibration method includes the following steps: S1. Given the initial guide vane angle and fuel flow rate; Specifically, it is known that the control law of adjustable guide vanes in turboshaft engine control has a direct correspondence with engine speed. The fuel supply law during engine rotation can be adjusted through the fuel control law. Therefore, the guide vane angle and fuel supply during engine rotation can be adjusted by adjusting the control law. The initial guide vane angle and fuel flow rate are set within the maximum engine speed range in the control law. The initial guide vane angle can be set to an intermediate value Ang0. In this state, the fuel flow command is set to the minimum value or zero to ensure no ignition. The readings of the guide vane dial, the actuator displacement sensor signal, and the direct reading of the angular displacement sensor are all very close to the design values, with deviations within the allowable range. This indicates that the initial position of the guide vane is correctly assembled without significant deviation. S2. Perform cold operation and record the maximum speed adjustable guide vane angle, actuator displacement, and angular displacement values; Specifically, by cold running and recording the maximum speed adjustable guide vane scale, actuator displacement, and guide vane angular displacement, the initial design position of the guide vane is calibrated. This is used to check whether it is consistent with the design position of the guide vane scale and the displacement of the fuel pump regulator actuator cylinder. It can be determined whether there are any deviations in the overall assembly of the guide vane actuator mechanism and the fuel pump regulator under the overall machine condition. S3. Set the increase value of the adjustable guide vane angle at maximum speed; Specifically, the guide vane angle at the maximum speed is designed as Ang1 (where Ang1>Ang0) in the control law, which is used for the lift calibration of the guide vane actuation; S4. Perform a dummy start and record the adjustable guide vane angle, actuator displacement, and angular displacement values ​​at maximum speed; record the fuel flow rate setpoint and the vehicle platform fuel flow rate; specifically, perform a dummy start to drive the vehicle and record the adjustable guide vane scale, actuator displacement, and angular displacement values ​​at maximum speed; simultaneously record the fuel flow rate setpoint, the vehicle platform fuel flow meter test value, and the oil pressure value on the fuel main, and check the control accuracy of the guide vane lift actuation and the control accuracy of fuel supply during the driving process; S5. Set the reduction value of the adjustable guide vane angle at maximum speed; Specifically, the guide vane angle at the maximum speed is set to Ang2 in the control law, which is used for the guide vane actuation stroke calibration; S6. Perform cold operation and record the maximum speed adjustable guide vane angle, actuator displacement, and angular displacement values; Specifically, the control accuracy of the guide vane descent actuation is checked by cold running the blade and recording the maximum speed adjustable guide vane scale, actuator displacement, and guide vane angular displacement value. S7. Restore the initial guide vane angle and fuel flow; set the guide vane angle to return to the initial position in the control law, check for any jamming during the guide vane actuation return process, and restore the set control state.

[0033] Following the above steps, the three sets of guide vane angle measurement results are recorded in the table below for calibration. The test results cover three different guide vane angle positions and both descent and lift directions, and can be used for the angle calibration of adjustable guide vanes under full engine conditions. If more calibration data is needed, multiple cold runs or sham start tests can be conducted with different adjustable guide vane patterns to further improve the reliability of the guide vane calibration data. This method calibrates adjustable guide vanes and fuel flow control based on engine control systems and bench measurement equipment, and has good practicality and feasibility compared to existing calibration methods.

[0034] It should be noted that the guide vane dial and the guide vane adjustment mechanism can be considered as a single unit, allowing for calibration of the compressor guide vane mechanism; the actuator displacement and the fuel pump regulator are integrated, allowing for calibration of the guide vane actuator rod displacement; both of these are inspected before delivery to ensure they meet design requirements. The guide vane angular displacement is measured directly from the guide vane shaft using a high-precision angular displacement sensor.

[0035] Guide vane angle calibration consists of two parts: one is calibrating the initial position of the guide vane angle, and the other is calibrating the consistency of the guide vane angle stroke change. For the former, the initial guide vane angle Ang0 can be used as the design calibration guide vane angle. The guide vane dial angle and actuator cylinder displacement are compared to see if they match the design values. If this condition is met, the initial position of the guide vane is considered correct. For the latter, the changes in the guide vane dial value, actuator cylinder displacement, and guide vane angular displacement are compared when the guide vane opens large or small. If the corresponding angle changes are consistent, the control of the adjustable guide vane is calibrated.

[0036] On the other hand, a preferred embodiment of the present invention also provides a testing system that applies the above-mentioned adjustable guide vane and fuel calibration method. The testing system includes a guide vane scale, an actuator displacement sensor, an angular displacement sensor, a test bench fuel flow meter, a fuel manifold pressure sensor, and a combustion chamber pressure sensor. The guide vane scale is installed outside the compressor casing for visually reading the mechanical angle of the adjustable guide vane. The actuator displacement sensor, integrated on the fuel pump regulator, measures the linear displacement of the actuator driving the guide vane; this signal is connected to the engine electronic controller. The angular displacement sensor is a high-precision sensor, directly installed on the shaft of the adjustable guide vane, for directly measuring the actual angular displacement of the guide vane; its signal is connected to the test bench data acquisition system. The test bench fuel flow meter is installed on the fuel supply line of the test bench for measuring the mass flow rate of fuel entering the engine fuel pump regulator. The fuel manifold pressure sensor is installed on the fuel manifold leading to the combustion chamber nozzle for measuring the fuel pressure before the nozzle. The combustion chamber pressure sensor measures the static pressure inside the combustion chamber as a back pressure reference for calculating the fuel flow rate.

[0037] In the description of this invention, it should be noted that the terms "upper", "lower", "front", "rear", etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are only for the convenience of describing this invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limiting this invention.

[0038] In the description of this invention, it should be noted that, unless otherwise explicitly specified and limited, the terms "installation," "connection," and "linking" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection of two components. Those skilled in the art can understand the specific meaning of the above terms in this invention based on the specific circumstances.

[0039] The above description is merely a preferred embodiment of the present invention and is not intended to limit the invention. Various modifications and variations can be made to the present invention by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the scope of protection of the present invention.

Claims

1. An adjustable guide vane and fuel calibration method, applied to aero engines, characterized in that, This includes performing the following calibration method when the engine is cold after assembly: Initial position calibration: Set the first guide vane command angle in the engine control law, perform cold running to the target speed, record and calibrate the guide vane dial value, actuator displacement and guide vane angular displacement measurement value at the target speed; Lift calibration: Set the second guide vane command angle in the control law, execute a fake start to the target speed, and record and calibrate the guide vane dial value, actuator displacement, and guide vane angular displacement measurement value at the target speed. Stroke reduction calibration: Set the third guide vane command angle in the control law, perform cold running to the target speed, and record and calibrate the guide vane dial value, actuator displacement, and guide vane angular displacement measurement value at the target speed. In addition, during the dummy start-up process, a fuel flow calibration step is performed simultaneously.

2. The adjustable guide vane and fuel calibration method according to claim 1, characterized in that, The guide vane angular displacement measurement value is obtained by a high-precision angular displacement sensor directly mounted on the adjustable guide vane shaft; the actuator cylinder displacement is obtained by a displacement sensor integrated on the fuel pump regulator and converted into an angular displacement value according to a preset geometric relationship.

3. The adjustable guide vane and fuel calibration method according to claim 1, characterized in that, The adjustable guide vane calibration procedure also includes a return-to-position check step: After completing the descent calibration, the guide vane command angle is restored to the first guide vane command angle, and a cold run is performed to check whether the guide vane can accurately return to the initial position.

4. The adjustable guide vane and fuel calibration method according to claim 1, characterized in that, The measurement results of the first guide vane command angle, the second guide vane command angle, and the third guide vane command angle are set to cover the intermediate stroke, the large opening stroke, and the small closing stroke of the adjustable guide vane, respectively, to comprehensively evaluate the linearity and consistency of the guide vane transmission mechanism in different directions; under the increased calibration data requirements, multiple sets of different adjustable guide vane patterns are added to obtain data through multiple cold operation or sham start tests.

5. The adjustable guide vane and fuel calibration method according to claim 1, characterized in that, The fuel flow rate assessment value is calculated according to the following formula: ； In the formula, Here, A represents the fuel flow rate assessment value, and A is a coefficient characterizing the fuel header size and fuel density. This represents the oil pressure on the fuel main. This represents the back pressure of the combustion chamber.

6. The adjustable guide vane and fuel calibration method according to claim 1, characterized in that, The target speed is the maximum stable speed that the engine can achieve under cold operation or dummy start conditions.

7. The adjustable guide vane and fuel calibration method according to claim 1, characterized in that, The fuel flow calibration steps include: recording the fuel flow setpoint, the measured value of the bench fuel flow meter, and the fuel main oil pressure; calculating the fuel flow evaluation value based on the fuel main oil pressure; and cross-comparing the fuel flow setpoint, the measured value of the bench fuel flow meter, and the fuel flow evaluation value to calibrate the fuel flow control accuracy of the entire machine.

8. The adjustable guide vane and fuel calibration method according to claim 1, characterized in that, The calibration method also includes: converting the actuator cylinder displacement signal value into an angular displacement value, and cross-verifying it with the guide vane dial and angular displacement sensor, including the consistency of the guide vane rotation stroke and the consistency between the guide vane dial value and the actuator cylinder displacement value at the design point.

9. The adjustable guide vane and fuel calibration method according to any one of claims 1-8, characterized in that, The adjustable guide vane and fuel calibration method includes the following steps: S1. Given the initial guide vane angle and fuel flow rate; S2. Perform cold operation and record the maximum speed adjustable guide vane angle, actuator displacement, and angular displacement values; S3. Set the increase value of the adjustable guide vane angle at maximum speed; S4. Perform a mock start and record the maximum speed adjustable guide vane angle, actuator displacement, and angular displacement values; record the fuel flow rate setpoint and the vehicle fuel flow rate. S5. Set the reduction value of the adjustable guide vane angle at maximum speed; S6. Perform cold operation and record the maximum speed adjustable guide vane angle, actuator displacement, and angular displacement values; S7. Restore the initial guide vane angle and fuel flow rate.

10. A testing system, characterized in that, The application includes the adjustable guide vane and fuel calibration method according to any one of claims 1-9, wherein the test system includes a guide vane dial, an actuator displacement sensor, an angular displacement sensor, a bench fuel flow meter, a fuel main pressure sensor, and a combustion chamber pressure sensor.

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