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庞巴迪环球5000公务机机组操作手册 Bombardier Global-动力装置(9)

时间:2011-11-11 09:42来源:蓝天飞行翻译 作者:公务机 点击:
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. Automatic start and relight.
. Idle Speed Control.
. Acceleration and deceleration.
. Engine power setting.
. Limit protection for N1 and N2 speeds.
. Limit protection for temperature.
. Independent overspeed protection of N1 and N2.


.  
Compressor airflow control via the VSV and HP compressor bleed valves, to ensure:
. Surge free acceleration and deceleration.
. Surge recovery.
. Stable operation.


.  
Control of oil and fuel temperature.

.  
Control of the ignitors and start air valve.

.  
Partial control of the thrust reverser system functions.

.  
Control of the engine power in reverse thrust.

.  
Control of system electrical supply, either 28VDC or dedicated generator output to the EEC and through to the FADEC.

 

Volume 2  Flight Crew Operating Manual Rev 2A, Apr 11, 2005
POWER PLANT
ENGINE ELECTRONIC CONTROLLER (EEC)
The EEC is the controlling unit of the FADEC system and is located on the top of the engine in a fireproof trough.
ENGINE ELECTRONIC CONTROLLER(EEC)
GF1810_020
The EEC is an electronic control unit containing two channels A and B. Each channel is comprised of a Central Processor Unit (CPU), Power Supply Unit (PSU) and two Independent Overspeed Protection (IOP) units.
The PSU controls the power supplies to the FADEC system and to the EECs, CPU and IOP.
The PSU will control the switch over from the airplane 28VDC supply to power supplied by the Dedicated Generator (DG). Normally the FADEC is powered by the DG when the engine is operating. If DG power fails, the PSU will revert to the airplane power supply, to continue operation of the engine. The DG is mounted on the front of the accessory gearbox.
DEDICATED GENERATOR AIR STARTER
HYDRAULIC PUMP


FRONT VIEW
OIL TANK
VARIABLE FREQUENCY GENERATOR No.1
DRY DRAINS OUTLET
GF1810_021
Rev 2A, Apr 11, 2005 Flight Crew Operating Manual Volume 2

POWER PLANT
 
ENGINE ELECTRONIC CONTROLLER (EEC) (CONT'D)
The CPU receives and processes all input signals and calculates the output signals. Control of the engine automatically alternates between channel A and channel B. If channel A is in control, channel B is the backup for the duration of that flight. On the next engine start channel B is in control and channel A is backup. The change command is triggered by the engine shut down on the ground. An interlock prevents both channels from being in control at the same time. Each CPU operation is monitored by a “watchdog timer”. If the watchdog timer senses a CPU malfunction within a set time scale, then it will momentarily pass control to the other channel, while the faulty CPU resets. After four CPU resets the watchdog will impose a freeze and control will pass to the other channel for the remainder of the flight.
 
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