(2)
Np Governing maintains power turbine speed at 100%.
(3)
Load Sharing matches the TRQ output of both engines within 5%, and balances the power output of both engines.
(4)
Np Overspeed Protection prevents power turbine speed from rising above 106 ± 1% (Still available during ECU Lockout).
(5)
Conditioning of Cockpit Signals are forwarded by the ECU from the power turbine speed (Np) and torque (Q).
(6)
History Data Recorder Feed of TGT and Ng speed is provided for life tracing of the GG rotors and IPS blower.
(7) NP reference to the cockpit (96-100% RPM 1 & 2).
The Overspeed Circuit Connector is where the blue cable is connected to the ECU. The blue cable carries signals between the torque and overspeed sensor, the ECU, and the POU. Of these systems, it is important to note that the Np Overspeed Switch has circuits with redundant electrical power sources.
The Control Circuit Connector is where the yellow cable is connected to the ECU. The yellow cable carries signals between the ECU, speed sensor, HMU, thermocouple assembly, history recorder, and alternator. It is important to note, of these systems; the TGT limiting is inoperative and or ineffective during engine start, ECU lockout, alternator failure, and compressor stall. And the data feed to the history recorder contains circuits with a redundant electrical power source.
The (Diagnostic) Interface Connector is used for troubleshooting the engine or electrical control system while the aircraft is on the ground. The (Aircraft) Interface Connector, green cable, transmits information to the cockpit instruments.
d. Electrical Control Unit Input Signals:
(1) Alternator electrical power, which powers all ECU circuits.
(2)
Main AC generator to power Np O/S protection function and history data recorder should the engine alternator fail.
(3)
T4.5 thermocouple harness for TGT limiting (relayed to cockpit for TGT indication).
(4)
Np sensor for Np governing function and Np tachometer signal for the cockpit.
(5)
TRQ and Np O/S sensor input for load share, cockpit TRQ indication, and an Np speed signal for Np O/S protection function.
(6)
Np reference input from collective INCR/DECR switches to set Np governing speed.
(7)
Torque signal from the other engine (Q1 or Q2) for torque matching.
The engine alternator is the primary power source for all ECU circuits. When alternator power is absent (alternator failure) all ECU circuits except Np O/S protection and the history data feed are rendered inoperative. The No. 1 and No. 2 ECU's accept AC primary bus electrical power as a backup power source (in the event of alternator failure) for Np O/S protection circuits and history data recorder circuits.
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