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sensor has two temperature elements, one for channel A and
one for channel B. If both T3 values are valid and are in limits,
the EEC uses the average of the two temperatures. If one T3
value is not valid, the EEC uses the other T3 value. If both
values are not valid, the EEC estimates T3 with other engine
parameters.
GUN ALL PRE SB CFM56-7B 73-44
The EEC uses T3 to control the VSV and BSV systems.
GUN ALL POST SB CFM56-7B 73-44
The EEC use T3 to control the VSV system.
GUN ALL
The EEC sends a no dispatch signal to the DEUs if T12, T25, or
T3 sensors have one of these conditions:
ENGINE FUEL AND CONTROL - ENGINE CONTROL - FUNCTIONAL DESCRIPTION
EFFECTIVITY
GUN ALL 73-21-00
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73-21-00-018
* Both elements are out of range
* The element for the active channel is out of range and the
EEC is in single channel operation.
The DEUs energize the ENGINE CONTROL light on the P5 aft
overhead panel and the MASTER CAUTION lights when these
conditions occur:
* Airplane is on the ground more than 30 seconds after
landing or increasing ground speed is less than 80 knots
* EEC is energized (engine starting, running, or EEC
energized for maintenance)
* A no dispatch engine fault occurs.
The EEC gets HPT case temperature from the HPTACC sensor.
The HPTACC sensor has one element. Both EEC channels get
the HPT case temperature from the HPTACC sensor. The EEC
uses the HPT case temperature to control the HPTACC system.
The EEC uses the T49.5 (Low pressure turbine first stage nozzle
temperature) temperature sensors to protect the engine during
a hot start on the ground and for exhaust gas temperature (EGT)
indications in the flight compartment. EGT is not used for engine
control. See the EGT indicating system section for more
information. (SECTION 77-21)
See the starting section for more information on the engine
starting system. (SECTION 80-00)
Engine Pressure Sensors
The EEC uses P0 (ambient static pressure) and PS3 (burner or
HPC discharge static pressure) to control the servo fuel system.
The EEC gets P0 pressure from four different sources, two from
the ADIRUs and two from P0 transducers in the EEC. The EEC
has two pressure transducers, one for channel A and one for
channel B. If all four P0 signals are valid and in limits, the EEC
uses PO from ADIRU 1 for control. The EEC uses an ADIRU P0
before it uses an EEC PO so that both engines use the same
value for PO when possible. If both ADIRU pressures are not
valid, the EEC uses P0 from the EEC pressure transducers for
engine control.
When the EEC is in the normal mode, P0 and other ADIRU data
is used to calculate airplane speed for engine thrust
management. When the EEC is in an alternate mode, the EEC
uses P0 to estimate PT or to find an assumed PT. See the
ENGINE THRUST MANAGEMENT page in this section for more
information. P0 is also used to control the VSV, VBV, HPTACC,
and LPTACC systems.
ENGINE FUEL AND CONTROL - ENGINE CONTROL - FUNCTIONAL DESCRIPTION
EFFECTIVITY
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BOEING PROPRIETARY - Copyright#- Unpublished Work - See title page for details.
CFM56 ENGINES (CFM56-7) 737-600/700/800/900 AIRCRAFT MAINTENANCE MANUAL
73-21-00-018
The EEC gets PS3 pressures from two PS3 transducers in the
EEC, one for channel A and one for channel B. The EEC uses
PS3 to prevent high pressure compressor stall or surge and to
make sure the bleed pressure is more than the minimum
allowed value. If bleed pressure is less than the minimum
value, the EEC increases the minimum idle speed. If the
compressor is close to stall or surge, the EEC controls the VSV,
VBV, and TBV to protect the compressor.
The EEC sends a no dispatch signal to the DEUs if one of these
conditions occur:
* Both P0 transducers are out of range
* P0 transducer for the active channel is out of range and the
EEC is in single channel operation
* Both PS3 transducers are out of range
* PS3 transducer for the active channel is out of range and the
EEC is in single channel operation.
Autothrottle Computer
The EEC sends this data to the autothrottle computer:
* Thrust lever resolver angle (TRA)
* N1 speed
* Maximum N1
* TRA for minimum idle
* Equivalent TRA for current N1
* N1 for the current TRA
* Minimum TRA for satisfactory engine acceleration for goaround
thrust
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