Turboshaft Control System Overview

2nd level Specializing
Master Course in Rotary Wing Technologies

Edition 2014-2015
Turboshaft engine and its

installation within rotorcraft
Part 4 :Turboshaft Control System
Turbomeca course
Effective slide : 28
2014
Turboshaft Control System

Introduction
From the very beginning of TURBOMECA turboshafts, control system
skills are as important as bare engine skills
ARTOUSTE Fuel Control Unit (1951)

1/
Ce document et les informations quil contient sont la proprit de Turbomeca. Ils ne doivent pas tre copis ni communiqus un tiers sans lautorisation pralable et crite de Turbomeca.

Introduction
Control system is a strategic component for helicopter
turboshaft application
Enhances the engine performance and its operability

Directly acts on the helicopter handling qualities and on the performance of
NR speed control
Contributes to the pilot workload reduction and to the aircraft safety
Embeds monitoring and diagnosis functions
Counts for 15 thru 20% of engine production cost and has become a major
technical and economical issue
2/
Control System General presentation

Vocabulary
NR rotor speed
Gas generator
Free
turbine
N1
MGB
N2
Combustion
chamber
T45
P3
T1, P0
CH or WF
N1
N2
Torque
Engine Control
system
3/
Collective
pitch XPC

TURBOMECA architectures history
Hydromecanical control
All the functions are achieved by flyweights, hydraulic spool/sleeve, pneumatic
bellows
1990s design
Single channel FADEC with backup manual fuel control protected

mode
Single channel FADEC controls a stepper motor driving the fuel metering valve
Fail freeze failure mode with auxiliary backup allowing manual fuel flow change in
a protected range
2000s design
Dual channel FADEC

Redundancy of critical electronic and electrical functions
Auxiliary backup mode is available for single engine applications
4/
Control System Architectures

Hydromecanical Fuel Control
Rotor
Gas generator
N1
Power
turbine
N2
Combustion
chamber
N1
P3
Fuel
flow
Main
Gear
Box
N2
HMU
(governor)
P0
5/
Collective
pitch

6/

7/

8/

FADEC control
Engine
Helicopter
Gas generator
Power
turbine
N1
BTP
N2
Combustion
chamber
T45
Fuel Flow
P3
EECU
+
Fuel system
N1
N2
Collectif
pitch data
Torque
T1, P0
9/
Pilot commands
(Stop, Idle, Flight)

Dual channel FADEC control
10 /

Dual channel FADEC control
11 /

Fuel system
12 /

Metering unit
Failure mode fail freeze thanks to stepper motor technology : engine

power remains constant in case of electronic or electric failure
13 /
Control system - Architectures

Fuel system manifold control
14 /

FADEC control
15 /

Control system functions
The control system provides the following functions:
Fuel pumping
Fuel filtering
Fuel metering to the start injectors and the main injectors
Fuel shut-off
Electrical self-sufficiency of the control system, thanks to an alternator
Automatic starting without "over-temperature"
Automatic in-flight re-start
16 /

Automatic N2 control in flight mode
Acceleration control (anti-surge protection systems)
Deceleration control (anti-flame-out protection systems)
Temperature limits
Torque limits
N2 overspeed protection (not systematic)
N1 overspeed protection (not systematic)
OEI detection and management of emergency ratings (for twin engines)
OEI training mode (TRAINING) (for twin engines)
17 /

Indications to the helicopter cockpit
Engine maintenance assistance:
engine power check
Available T45 marging to deliver the required power
Available N1 marging to deliver the required power
automatic counting of N1 and N2 cycles

creep counting
failure detection
failure recording
failure context recording
emergency rating usage counters
18 /

Overspeed protection
In case of overspeed due to system or mechanical failure, an independent
subsystem detects the overspeed condition and energizes the fuel shut-off
valve
19 /
Control system- Control laws

N2 and NR control during pilot manoeuvre
Torque engine Torque resistive = inertia x dN2
dt
Resistive torque (TRQr):
on the helicopter, this is a
function of collective pitch XPC
on the engine test bed, this is a
function of the brake valve
position
helicopter inertias (rotors, MGB) + free

turbine inertia of the engine(s)
inertia of inertial flywheel + inertia of the
engine free turbine on test bed
XPC
Pitch decrease
XPC
TRQ
TRQr
TRQ = TRQr
TRQ = TRQr
N2 constant
N2 constant
N2
TRQ > TRQr TRQ < TRQr
N2 increases N2 decreases
TRQr
Pitch increase
TRQ
N2
TRQ = TRQr
N2 constant
TRQ < TRQr
N2 decreases
20 /
TRQ > TRQr

N2 increases
TRQ = TRQr
N2 constant

Speed control loops
21 /

Fuel control and limitations
22 /

Starting control
23 /

Acceleration limitations
Example of limits used during a pitch increase
N1*
Over-torque
Protection
Maximum N1
protection
(thermal)
N1L*
Anti-surge
protection
N2
Goal : best balance between :

quick response to prevent N2/NR undershoot
mandatory surge free compressor acceleration
24 /

Overtorque limitation
Example of over-torque limitation
N1L*
N1L*
N1*
N1*
N1
Engine torque
Engine torque
N1
Over-torque Protection when the N2

speed increases, the acceleration
"breaks off" in order to limit overtorque and yaw kicks
Overtorque
Over-torque
Engine torque
N2
N2
Without over-torque protection
Goal :
Protect helicopter main gear box against overtorque
Prevent yaw jerk in reaction to too high dNR/dt
With over-torque protection
25 /

Deceleration limitation
Example of limits used during a pitch decrease
Anti-flameout
protection
N1*
N1L*
Minimum N1
protection
N2
Goal : best balance between :

quick response to prevent N2/NR overshoot
mandatory flame-out free deceleration
26 /

Surge protection by WF/P3 limitation
WF/P3 limit line
P/P
- - - accel trajectory with power

off-take
- - - accel trajectory without
power off-take
Surge line
N1final
Working line with power offtake
Working line without power
off-take
N1initial
Air Flow
Benefit : adaptive surge margin control vs power extraction on gas generator shaft
27 /

Surge protection by WF/P3 limitation
WF/P3 fuel limit
Surge
Current fuel demand
Benefit : ability to get out from an unexpected surge event

28 /

Starting control
Example of a start-up
T45
maximum
T45
Preset fuel
flow
Combustion
chamber ignition
T45
protection
WFstart*
The pilot orders the startup: the starting
accessories are
commanded (starter, start
electrovalve, on/off electroN1
valve, igniters).
29 /
End of start-up:
starting
accessories cut off
and the engine
switches to control
mode
Control System Control Laws

Rotor speed control Torsional stability
Blade
Helicopter drive train very different from an inertial load
Engine 1
Return torque
Blade lag axis

Torsion
stiffness
Rotor hub
Tail rotor
Main rotor
blades
Main rotor hub

and MGB
Main rotor lag mode

30 /
Engine 2
Control System Control Laws

The control system and the engine can excite the helicopter modes. To avoid this
phenomenon, the engine manufacturer generally adds corrective devices in the control loop
Example of helicopter linear model
Main rotor
frequency
Tail rotor
frequency
Inertial mode :
depends on the
rotating parts
inertias
31 /
Control System Control laws

The control law correction aims to damp the helicopters modes peeks below -6dB, but with
correct phase and gain margins conservation (ARP704 norm).
The main challenge is to damp the modes with a minimal alteration the low frequencies
band (conservation of N2/NR control loop time response)
32 /

Turboshaft Control System Overview

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2nd level Specializing

Master Course in Rotary Wing Technologies

Turboshaft engine and its

Turboshaft Control System

ARTOUSTE Fuel Control Unit (1951)

Turboshaft Control System

Enhances the engine performance and its operability

Control System General presentation

Turboshaft Control System

Single channel FADEC with backup manual fuel control protected

Dual channel FADEC

Control System Architectures

Control System Architectures

Control System Architectures

Control System Architectures

Control System Architectures

Control System Architectures

Control System Architectures

Control System Architectures

Control System Architectures

Failure mode fail freeze thanks to stepper motor technology : engine

Control system - Architectures

Control System Architectures

Control System General presentation

Control System General presentation

Control System General presentation

automatic counting of N1 and N2 cycles

Control System General presentation

Control system- Control laws

helicopter inertias (rotors, MGB) + free

TRQ > TRQr

Control system- Control laws

Control system- Control laws

Control system- Control laws

Control system- Control laws

Goal : best balance between :

Control system- Control laws

Over-torque Protection when the N2

Without over-torque protection

With over-torque protection

Control system- Control laws

Goal : best balance between :

Control system- Control laws

- - - accel trajectory with power

Control system- Control laws

WF/P3 fuel limit

Benefit : ability to get out from an unexpected surge event

Control system- Control laws

Control System Control Laws

Helicopter drive train very different from an inertial load

Blade lag axis

Main rotor hub

Main rotor lag mode

Control System Control Laws

Example of helicopter linear model

Control System Control laws

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