73 - Full Authority Digital Engine Control

Contents

Page Description

1 FADEC System

3 Pressure and Temperature Stations

5 Engine Electronic Controller (EEC)

7 Data Entry Plug

9 Permanent Magnet Alternator

11 Engine Protection Systems

13 Power Setting – Basic Control Loop

15 EEC Functions from On-board Maintenance System

17 FADEC System Test

19 EEC Configuration Report

  Rolls-Royce plc 2005
Trent 900 B1 Training course Engine Control

FADEC System
Introduction FADEC Functions:
A Full Authority Digital Engine Control system (FADEC), • Control engine start – pneumatic starter sequence,
together with the aircraft systems, provides control for engine ignition, fuel & hydraulic pump off-load (as necessary).
starting, shut down, power management and engine
instrumentation • Control fuel and airflow to provide steady state and
transient response for all environmental conditions.
The FADEC system is made of sub-systems working together
to form a closed loop control system, maintaining efficient • Schedule engine power levels as necessary for aircraft
engine operation. The two channel Engine Electronic operation.
Controller (EEC) uses embedded software to control • Schedule thrust reverser deploy and stow control
functions. It also has segregated and duplicated electrical
circuits for engine sensors, actuators and digital data busses • Provide limit protection for N1, N2, N3, & P30 (plus EGT
to aircraft systems. during ground automatic start)

FADEC is used for engine control of the following: • Provide HP, IP & LP turbine tip clearance control

• Fuel Metering Valve • Shut-off fuel in the event of an N1 or N2 overspeed or LP

shaft breakage
• Minimum pressure and shut-off valve
• Shut-off or limit fuel flow (as permitted by the aircraft) in
• VSV actuators the event of thrust control malfunction
• Handling bleed valves • Provide auto-relight (ignition) if a flame-out occurs
• Ignition • Provide recovery if an engine surge occurs
• Starting: starter control valve and pneumatic starter • Provide instrumentation, engine and control data to the
• Turbine Case Cooling aircraft for control computers, cockpit displays,
maintenance and data recorders.
• Hydraulic pump off-load solenoid (request to A/C system)
• Thrust Reverser (request to A/C system),

Initial Issue Page -1

  Rolls-Royce plc 2005
Trent 900 B1 Training course Engine Control

Initial Issue Page -2

  Rolls-Royce plc 2005
Trent 900 B1 Training course Engine Control

Pressure and Temperature Stations

Engine parameters are measured at various stations The pressures and temperatures measured or synthesised
throughout the engine. at the various engine stations are as follows:
The diagram shows the international system of numbering 20 Pressure & Temperature
the stations throughout the powerplant and can be 24 Temperature (Synthesised)
described as follows:
25 Pressure & Temperature
0 In front of intake lip (atmospheric)
30 Pressure & Temperature
20 Inlet to LP compressor (fan)
44 Temperature (TGT) Only
24 Inlet to IP compressor
50 Pressure Only
25 Inlet to HP compressor
160 Pressure Only
30 Exit from HP compressor
40 Inlet to HP turbine
44 Inlet to LP turbine
50 Exit from LP turbine
160 Fan stream (by-pass)
EGT (T44) is measured at station 44
Turbofan Power Ratio (TPR) is the ratio of P30 √ EGT
P20 √ T20

Initial Issue Page -3

  Rolls-Royce plc 2005
Trent 900 B1 Training course Engine Control

Initial Issue Page -4

  Rolls-Royce plc 2005
Trent 900 B1 Training course Engine Control

Electronic Engine Controller (EEC)

Location Functional Description
The Electronic Engine Controller (EEC) is located on the The EEC is a microprocessor controlled digital unit, which
upper left side of the fan case at approximately the 10 o’clock has two channels of operation, identified as Channel A and
position. Channel B. Each channel is supplied with inputs from the
aircraft, FADEC system and cockpit sources. Each channel
Function
can monitor and control the operation of the engine using
The main function of the EEC is to control the engine through torque motors, solenoids and relays and transmit engine data
all ground & flight modes and environmental conditions. to the aircraft. The EEC also maintains and supplies data for
Physical Description fault analysis and output to other systems on the aircraft.

The EEC is bolted through 4 anti-vibration mounts at each One channel is the control computer (channel in control)
corner of the EEC housing, to the mount brackets on the fan while the other channel is the stand-by computer. The control
case. The EEC is grounded and protected against Electro computer can access the input and output interfaces of the
Magnetic Interference (EMI). stand-by computer and would stay in control if a related input
or output becomes defective. If there is a failure of the control
The unit has two almost identical housings, which contain the computer circuits or power supply, then control would be
EEC channels, A and B. Each control housing contains the given to the stand-by computer, which then becomes the
power supply/input circuits, pressure sensors and EEC control computer. The channel in control is normally
channel circuits. The two EEC channels are isolated from alternated on each engine run to make sure the circuits are
each other. used and to minimise the risk of dormant faults. During start,
The power supply/input circuits regulate power for each between starter cut-out and idle, the EEC will select a
channel of the EEC from the aircraft and dedicated generator channel change using the following selection procedure (in
inputs. Each channel is provided with a stable DC input. priority):
There are 17 electrical receptacles on the EEC housing, 9 on If one channel has defects then the channel with no
the channel A housing and 8 on the channel B housing. They defects will get control.
connect to the mating connectors from the aircraft and engine If both channels have defects, the channel in control
systems. They are keyed to prevent incorrect fitment. The when the defects are found, will stay in control.
Data Entry Plug (DEP) receptacle is located on the Channel
B housing at the top of the EEC.

Initial Issue Page -5

  Rolls-Royce plc 2005
Trent 900 B1 Training course Engine Control

Initial Issue Page -6

  Rolls-Royce plc 2005
Trent 900 B1 Training course Engine Control

Data Entry Plug (DEP)

Location Engine Serial Number
The Data Entry Plug (DEP) is located on the channel B The engine serial number is stored in the DEP so that the
housing of the EEC at the top and fastened to the engine by a aircraft can identify engine health data transmitted from the
lanyard. EEC.
Function Engine Rating selection
The EEC has been designed to control all possible The EEC is programmed with all possible engine ratings. The
configurations of the engine, regardless of individual data stored in the DEP lets the EEC make the selection from
characteristics. The function of the DEP is to supply the memory of the applicable ratings for the aircraft operation.
specific engine related data for EEC operation.
TPR Trim
Description The necessary TPR trim is calculated during the engine test to
The DEP is a dual channel memory device providing storage make the TPR indications (at the cockpit) the same for all
for Engine specific performance and configuration information. engines of the same build standard. And changes the
The DEP consists of a plug and housing, which contains two calibration of the engine thrust to TPR relation. This relation
EEPROM (Electrically Erasable Programmable Read Only can be different for each engine because of the manufacturing
Memory) devices located inside the plug, one for each tolerances. The data stored in the DEP gives the EEC the
channel of the EEC. level of trim that is necessary for the engine.
Data Stored in the DEP EGT Trim
Both DEP EEPROMS are programmed with identical data: The EGT trim factors the actual engine EGT to a lower value
for display in the cockpit. The EGT trim is calculated from data
• Engine Serial Number
obtained during the engine manufacturers type test to align
• Engine Ratings Selection approved EGT levels with the cockpit indications.
• TPR/Thrust Trim Relationship Idle Trim
• EGT Trim The EEC can trim the idle speeds for minimum and approach
idle, as necessary, for the aircraft operation. The data stored
• Idle Trim in the DEP gives the EEC the trim levels that are necessary
for this function.

Initial Issue Page -7

  Rolls-Royce plc 2005
Trent 900 B1 Training course Engine Control

Initial Issue Page - 8

  Rolls-Royce plc 2005
Trent 900 B1 Training course Engine Control

Dedicated Alternator
Location The stator is an outer cover, which contains two electrical
windings in an aluminium stator housing.
The unit is installed on the external gearbox front face and
driven by direct drive from the HP shaft (N3). The rotor is aligned with the windings in the stator housing
when the two parts are assembled to the gearbox module. An
Purpose
electrical current is magnetically induced in these windings
The purpose of the Dedicated Alternator is to provide the when the rotor is turned.
main source of power to the EEC and provide a speed
Two electrical connectors (Ch A & Ch B) are attached to the
reference signal of the HP shaft speed (N3).
bottom side of the stator. The harness routing is to the EEC
Description where they connect to their related EEC Channels.
The EEC dedicated alternator supplies three-phase power for When the engine HP shaft turns it causes the gears in the
each EEC Channel during engine operation. The alternator external gearbox module to turn. This causes the alternator
has four independent windings, two isolated three-phase rotor to turn. An electrical alternating current then flows
outputs to operate the control electronics and two single- through the stator windings and alternator output harnesses.
phase outputs to supply the N3 speed to the cockpit. The frequency of these voltages is in proportion to the N3
A satisfactory power output is available to the EEC from the shaft speed.
alternator at N3 speeds higher than approximately 8 percent. At engine speeds higher than 8 percent N3, the output from
At N3 speeds between 5 and 8 percent the power supply to the alternator only is sufficient for the EEC to use (as
the EEC is from the alternator and the 115V AC aircraft regulated by the EEC power supply circuits).
stand-by power.
Note: The primary source of N3 speed for vibration
The alternator is the assembly of a rotor and a stator. monitoring is transmitted from the EEC Channel A to the
The rotor is a cylinder, which contains a set of permanent Engine Monitoring Unit (EMU).
magnets (below the surface). It is assembled to the related
output shaft on the gearbox module.

Initial Issue Page -9

  Rolls-Royce plc 2005
Trent 900 B1 Training course Engine Control

Initial Issue Page -10

  Rolls-Royce plc 2005
Trent 900 B1 Training course Engine Control

Engine Protection Systems

Introduction System Operation
The Protection System is incorporated into the EEC and Each channel of the EEC has a hardware protection system
provides hardware to perform the following functions: incorporated in it, which is separate from the other EEC
control functions.
• LP & IP Rotor Overspeed protection
Comparators are used to determine if an overspeed or TCM
• LP Turbine Overspeed protection have exceeded the threshold values. If set, a fuel shutoff or
• Thrust Control Malfunction (TCM) protection reduction command is sent to both protection PAL’s
(Programmable Array Logic) from the channel that has
LP & IP Rotor Overspeed System
detected the condition. The first set of this channels torque
The EEC monitors the LP & IP compressor shaft speeds (N1 rail enable switches are closed. The protection PAL
& N2). If the measured values are above the defined limits, determines if there is a request from the opposite channel for
overspeed of the engine is detected and the engine is fuel shutdown or reduction and if so, closes the second set of
automatically shut down. enable switches. Combinational logic is then used to set the
Turbine Overspeed System (TOS) current command required for fuel reduction or shutdown to
the protection motor in the Hydromechanical Unit (HMU).
The EEC compares the LP compressor speed with the LP
Turbine speed. If the speed difference is more than the limit, In normal operation both sets of enable switches need to be
it is an indication of a shaft breakage and the engine is closed before the Protection system outputs to the protection
automatically shutdown. motor in the HMU. In degraded operation (power supply or
processor failure), shutdown or fuel reduction can be
Thrust Control Malfunction (TCM) activated by one set of enable switches.
The EEC monitors the engine thrust, both Turbofan Power
Ratio (TPR) and N1 speed. If the actual thrust or N1 speed
exceeds the commanded values in excess of the limits, the
TCM protection system will operate and will either reduce
engine power or shut the engine down automatically,
depending upon the aircraft speed and altitude.

Initial Issue Page -11

  Rolls-Royce plc 2005
Trent 900 B1 Training course Engine Control

Initial Issue Page -12

  Rolls-Royce plc 2005
Trent 900 B1 Training course Engine Control

Power Setting – Basic Control Loop

Description
The Engine Electronic Control (EEC) receives a command
signal from the cockpit Throttle Resolver (TRA.) which is
converted by the EEC into an Turbofan Power Ratio (TPR)
or N1 demand.
Alternatively the EEC receives a Flight Control & Flight
Guidance (FCFG)/auto-thrust computed TPR signal. The
EEC also receives signals from engine mounted and
Aircraft (air data) sensors.
The command signal and other relevant input signals are
processed within the EEC Output control signals are
transmitted to engine accessory mounted control units.
The primary engine control unit is the Hydromechanical
Metering Unit (HMU). Inside the HMU, a torque motor
receives the EEC output signal. The torque motor
modulates fuel servo pressure to move the Metering Valve
(MV), which is integral of the HMU
Once operating, many of the engine accessories feed
status signals back to the EEC e.g. movement of the MV is
sensed by a LVDT which feeds back a position signal to
the EEC
The EEC uses these feedback signals to make
comparisons with software logic to process output signals
to engine control units as necessary i.e. adjust fuel
schedule.

Initial Issue Page -13

  Rolls-Royce plc 2005
Trent 900 B1 Training course Engine Control

Initial Issue Page -14

  Rolls-Royce plc 2005
Trent 900 B1 Training course Engine Control

EEC Functions from the Onboard Maintenance System

Description Engine Procedures
The On-board Maintenance System allows access to each • Fan Trim Balance
channel of the EEC to carry out tests, special functions and
procedures and also to obtain a number of reports. • Core Washing procedure

Each function is listed under four (4) separate headings: • Bleed Valve Scheduling Test

• Tests Specific Functions

• Reports • Engine Running Simulation

• Engine Procedures • Reset Fuel Used

• Special Functions
Tests
• System Test
• Audible test of igniters
• Variable Stator Vane System test
• P20/T20 Probe Heater Test
• Hydraulic Pump Off-Load Test
• Harness Test
Reports
• EEC Configuration report
• EGT Exceedance report
• Shaft Speed Exceedance report
• Status of Hardwired Inputs

Initial Issue Page -15

  Rolls-Royce plc 2005
Trent 900 B1 Training course Engine Control

Illustration to follow

Initial Issue Page -16

  Rolls-Royce plc 2005
Trent 900 B1 Training course Engine Control

FADEC System Test

Description Operation of the Test
This test provides the most comprehensive static test Selected through the On-Board Maintenance Terminal
possible for the control system. During the test the EEC (OMT) on the On-Board Maintenance System (OMS)
energises the solenoids and torque motor drives and Make a decision on the EEC channel you need to set
monitors the system for failure messages in normal mode. during the Test
It checks the following drives during the test: Note: During the test the EEC does full checks on the
Fuel MeteringValve drives channel that you set. It does some checks on the other
channel, but these checks cannot identify all the faults on
Variable Stator Vane drives
the other channel. Thus, you must select the correct
IP & HP bleed valve drives channel for the full test.
TCC drives Note: The TSM procedures for the applicable fault will tell
Overspeed torque motor drives you which EEC channel to set during the test.
Make sure all engine related switches are in the correct
position for the test.
On the OMS home page, select:
o System Report/Test
o ATA 73
o Applicable EEC Channel
Start the test and follow the instructions shown on the
OMT
Results of test will be shown at the end of the test.

Initial Issue Page -17

  Rolls-Royce plc 2005
Trent 900 B1 Training course Engine Control

ILLUSTRATION TO FOLLOW

Initial Issue Page -18

  Rolls-Royce plc 2005
Trent 900 B1 Training course Engine Control

EEC Configuration Report

Description
The EEC operates and controls the engine. It does this in
relation to the data values that are kept in the Non-Volatile
Memory (NVM). This procedure makes sure that the data
values kept in the NVM of the EEC are correct for the
engine and aircraft operation.
Operation of the Test
Use the On-Board Maintenance Terminal (OMT) to get
the EEC Configuration Report
Make a decision on the EEC channel you need to set
during the Test
Note: You can use Channel A or Channel B of the EEC.
Your selection will make no difference because the two
channels can show the EEC configuration values equally.
Make sure all engine related switches are in the correct
position for the test.
On the OMS home page, select:
o System Report/Test
o ATA 73
o Applicable EEC Channel
o Reports
o EEC Configuartion Report
The EEC configuration report comes into view – get a
printout.
Make sure the data is correct – compare with the data in
the engine records.
Initial Issue Page -19
  Rolls-Royce plc 2005
Trent 900 B1 Training course Engine Control

ILLUSTRATION TO FOLLOW

Initial Issue Page -20

  Rolls-Royce plc 2005
Trent 900 B1 Training course Engine Control

End of Section

Initial Issue Page -21