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Prop Control R 00
Prop Control R 00
Prop Control R 00
ENGINE CONTROLS
App. O AIAA AIRCRAFT ENGINE DESIGN
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LA DISPENSA E’ DISPONIBILE SU
http://www.ingindustriale.unisalento.it/didattica/
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Università del Salento - FACOLTA’
FACOLTA’ DI INGEGNERIA INDUSTRIALE – Brindisi
Dipartimento di Ingegneria dell’Innovazione - Lecce
fan rotor speed N1 and engine pressure ratio EPR correlate to the two
most significant variables in the equation of the uninstalled thrust
lines of EPR are roughly parallel to the fan stall line - stability
lines of Tt4 relate to fan inlet corrected airflow and fan pressure ratio –
overtemperature protection
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Università del Salento - FACOLTA’
FACOLTA’ DI INGEGNERIA INDUSTRIALE – Brindisi
Dipartimento di Ingegneria dell’Innovazione - Lecce
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Università del Salento - FACOLTA’
FACOLTA’ DI INGEGNERIA INDUSTRIALE – Brindisi
Dipartimento di Ingegneria dell’Innovazione - Lecce
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Università del Salento - FACOLTA’
FACOLTA’ DI INGEGNERIA INDUSTRIALE – Brindisi
Dipartimento di Ingegneria dell’Innovazione - Lecce
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Università del Salento - FACOLTA’
FACOLTA’ DI INGEGNERIA INDUSTRIALE – Brindisi
Dipartimento di Ingegneria dell’Innovazione - Lecce
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Università del Salento - FACOLTA’
FACOLTA’ DI INGEGNERIA INDUSTRIALE – Brindisi
Dipartimento di Ingegneria dell’Innovazione - Lecce
BASIC DYNAMIC
polar moment of inertia of each
rotor – dominant effect
volume of the afterburner tailpipe
there is a weak coupling between
the tailpipe pressure and fan rotor
speed
the two closed-loop control
functions can be viewed as
independent
the main engine fuel flow will
control fan rotor speed
the exhaust nozzle area will
control engine pressure ratio
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Università del Salento - FACOLTA’
FACOLTA’ DI INGEGNERIA INDUSTRIALE – Brindisi
Dipartimento di Ingegneria dell’Innovazione - Lecce
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Università del Salento - FACOLTA’
FACOLTA’ DI INGEGNERIA INDUSTRIALE – Brindisi
Dipartimento di Ingegneria dell’Innovazione - Lecce
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Università del Salento - FACOLTA’
FACOLTA’ DI INGEGNERIA INDUSTRIALE – Brindisi
Dipartimento di Ingegneria dell’Innovazione - Lecce
In control theory, the root locus is the locus of the poles and
zeros of a transfer function as the system gain K is varied on
some interval. The root locus is a useful tool for analyzing
single input single output (SISO) linear dynamic systems. A
system is stable if all of its poles are in the left-hand side of
the s-plane (for continuous systems) or inside the unit circle
of the z-plane (for discrete systems).
In complex analysis, a pole of a meromorphic function is a
certain type of singularity that behaves like the singularity
1/zn at z = 0. This means that, in particular, a pole of the
function f(z) is a point z = a such that f(z) approaches infinity
uniformly as z approaches a.
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FACOLTA’ DI INGEGNERIA INDUSTRIALE – Brindisi
Dipartimento di Ingegneria dell’Innovazione - Lecce
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Università del Salento - FACOLTA’
FACOLTA’ DI INGEGNERIA INDUSTRIALE – Brindisi
Dipartimento di Ingegneria dell’Innovazione - Lecce
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Università del Salento - FACOLTA’
FACOLTA’ DI INGEGNERIA INDUSTRIALE – Brindisi
Dipartimento di Ingegneria dell’Innovazione - Lecce
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Università del Salento - FACOLTA’
FACOLTA’ DI INGEGNERIA INDUSTRIALE – Brindisi
Dipartimento di Ingegneria dell’Innovazione - Lecce
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Università del Salento - FACOLTA’
FACOLTA’ DI INGEGNERIA INDUSTRIALE – Brindisi
Dipartimento di Ingegneria dell’Innovazione - Lecce
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Università del Salento - FACOLTA’
FACOLTA’ DI INGEGNERIA INDUSTRIALE – Brindisi
Dipartimento di Ingegneria dell’Innovazione - Lecce
ACTUATION SUBSISTEM
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FACOLTA’ DI INGEGNERIA INDUSTRIALE – Brindisi
Dipartimento di Ingegneria dell’Innovazione - Lecce
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Università del Salento - FACOLTA’
FACOLTA’ DI INGEGNERIA INDUSTRIALE – Brindisi
Dipartimento di Ingegneria dell’Innovazione - Lecce
Function
To be a true, 100%, Full Authority Digital Engine Control, there must not be any form of
manual override available. This literally places full authority to the operating parameters of
the engine in the hands of the computer. If a total FADEC failure occurs, the engine fails. If
the engine is controlled digitally and electronically but allows for manual override, it is
considered solely an Electronic Engine Control or Electronic Control Unit. An EEC, though a
component of a FADEC, is not by itself FADEC. When standing alone, the EEC makes all of
the decisions until the pilot wishes to intervene.
FADEC works by receiving multiple input variables of the current flight condition including air
density, throttle lever position, engine temperatures, engine pressures, and many others.
The inputs are received by the EEC and analyzed up to 70 times per second. Engine
operating parameters such as fuel flow, stator vane position, bleed valve position, and
others are computed from this data and applied as appropriate. FADEC also controls engine
starting and restarting. The FADEC's basic purpose is to provide optimum engine efficiency
for a given flight condition.
FADEC not only provides for efficient engine operation, it also allows the manufacturer to
program engine limitations and receive engine health and maintenance reports. For
example, to avoid exceeding a certain engine temperature, the FADEC can be programmed
to automatically take the necessary measures without pilot intervention.
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FACOLTA’ DI INGEGNERIA INDUSTRIALE – Brindisi
Dipartimento di Ingegneria dell’Innovazione - Lecce
Safety
With the operation of the engines so heavily relying on
automation, safety is a great concern. Redundancy is
provided in the form of two or more, separate identical digital
channels. Each channel may provide all engine functions
without restriction. FADEC also monitors a variety of analog,
digital and discrete data coming from the engine subsystems
and related aircraft systems, providing for fault tolerant
engine control.
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FACOLTA’ DI INGEGNERIA INDUSTRIALE – Brindisi
Dipartimento di Ingegneria dell’Innovazione - Lecce
Application
To perhaps more clearly illustrate the function of a FADEC, explore a typical civilian transport aircraft
flight. The flight crew first enters the data appropriate to the day’s flight in the flight management system or
FMS. The FMS takes environmental data such as temperature, wind, runway length, runway condition,
cruise altitude etc. and calculates power settings for different phases of flight. For takeoff, the flight crew
advances the throttle (which contains no mechanical linkage to the engine) to a takeoff detent or opts for
an auto-throttle takeoff if available. The FADECs know the calculated takeoff thrust setting and apply it.
The flight crew notes that they have merely sent an electronic signal to the engines, no direct linkage has
been moved to open fuel flow. This procedure is the same for climb, cruise, and all phases of flight. The
FADECs compute the appropriate thrust settings and apply them. During flight, small changes in operation
are constantly being made to maintain efficiency. Maximum thrust is available for emergency situations if
the throttle is advanced to full, but remember, limitations can’t be exceeded. The flight crew has no means
of manually overriding the FADECs, so if they make a decision the crew doesn’t like, it will have to be
accepted.
FADECs today are employed by almost all current generation jet engines and increasingly in newer piston
engines, on fixed-wing aircraft and helicopters.
In piston-engine powered aircraft, the system replaces both magnetos, making obsolete repetitive and
costly magneto maintenance, and eliminates carburetor heat, mixture controls and engine priming. By
controlling each cylinder of the engine independently for optimum fuel injection and spark timing, the need
for the pilot to monitor and control mixture is eliminated. Because imprecise mixture operation can affect
engine life, the FADEC has the potential to reduce operating costs and increase engine life for the
average General Aviation pilot. Tests have also shown significant fuel savings potential. FADEC paid for
itself in reduced operating costs.
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FACOLTA’ DI INGEGNERIA INDUSTRIALE – Brindisi
Dipartimento di Ingegneria dell’Innovazione - Lecce
Advantages
Better fuel efficiency
Automatic engine protection against out-of-tolerance operations
Safer as the multiple channel FADEC computer provides redundancy in case of failure
Care-free engine handling, with guaranteed thrust settings
Ability to use single engine type for wide thrust requirements by just reprogramming the FADECs
Provides semi-automatic engine starting
Better systems integration with engine and aircraft systems
Can provide engine long-term health monitoring and diagnostics
Number of external and internal parameters used in the control processes increases by one order of
magnitude
Reduces the number of parameters to be monitored by flight crews
Due to the high number of parameters monitored, the FADEC makes possible "Fault Tolerant Systems"
(where a system can operate within required reliability and safety limitation with certain fault
configurations)
Can support automatic aircraft and engine emergency responses (e.g. in case of aircraft stall, engines
increase thrust automatically).
Disadvantages
Engineering processes used to design, manufacture, install and maintain the sensors which measure and
report flight and engine parameters to the control system itself
Software engineering processes used in the design, implementation and testing of the software used in
these safety-critical control systems. This led to the development and use of specialized software such as
SCADE.
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FACOLTA’ DI INGEGNERIA INDUSTRIALE – Brindisi
Dipartimento di Ingegneria dell’Innovazione - Lecce
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Università del Salento - FACOLTA’
FACOLTA’ DI INGEGNERIA INDUSTRIALE – Brindisi
Dipartimento di Ingegneria dell’Innovazione - Lecce
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Università del Salento - FACOLTA’
FACOLTA’ DI INGEGNERIA INDUSTRIALE – Brindisi
Dipartimento di Ingegneria dell’Innovazione - Lecce
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Università del Salento - FACOLTA’
FACOLTA’ DI INGEGNERIA INDUSTRIALE – Brindisi
Dipartimento di Ingegneria dell’Innovazione - Lecce
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FACOLTA’ DI INGEGNERIA INDUSTRIALE – Brindisi
Dipartimento di Ingegneria dell’Innovazione - Lecce
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Università del Salento - FACOLTA’
FACOLTA’ DI INGEGNERIA INDUSTRIALE – Brindisi
Dipartimento di Ingegneria dell’Innovazione - Lecce
Reduction gearboxes
Hispano-Suiza has design capability for reduction gearboxes on high-
power, high-speed turbine engines. Reduction gearboxes are used on
both helicopters and turboprop airplanes.
For example, Hispano-Suiza developed the reduction gearbox for the
CTS 800 engine made by LHTEC (originally Rolls-Royce and Allison),
intended for the Lynx helicopter, and now powering the Westland Super
Lynx. Weighing in at 50 kilos, this gearbox transmits about 1,500 kW of
power, lowering the engine speed from 24,000 rpm to 6,000 rpm,
considered the optimum speed for this class of helicopter.
Hispano-Suiza also makes some parts of the reduction gearbox for the
Tyne turboprop engine, which powers the Transall military transport and
the Atlantic maritime patrol aircraft. A coaxial, two-stage gearbox, it
handles 4,400 kW of power - about 6,000 horsepower - and is an elegant
combination of compact design and power.
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FACOLTA’ DI INGEGNERIA INDUSTRIALE – Brindisi
Dipartimento di Ingegneria dell’Innovazione - Lecce
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FACOLTA’ DI INGEGNERIA INDUSTRIALE – Brindisi
Dipartimento di Ingegneria dell’Innovazione - Lecce
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