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* TRA for N1 target
* TRA for maximum allowable thrust
* Engine maximum thrust.
* Estimate engine net thrust
* Engine control mode
* Airplane model
* Engine thrust rating.
The autothrottle system uses this data to control the thrust
levers when autothrottle is engaged.
See the autothrottle section for more information on the
autothrottle system. (SECTION 22-31)
Engine Speed Sensors
The N1 speed sensor transmits the speed of the low pressure
compressor (LPC) and low pressure turbine (LPT) to the EEC.
The EEC uses N1 speed for thrust management. The EEC also
sends N1 speed data to the DEUs. The speed sensor also sends
N1 speed data directly to the DEUs.
The N2 speed sensor transmits the speed of the high pressure
compressor (HPC) and high pressure turbine (HPT) to the EEC.
The EEC uses N2 speed data for thrust management and idle
control. The EEC sends N2 speed data to the DEUs. The speed
sensor also sends N2 speed data directly to the DEUs.
The EEC sends a no dispatch signal to the DEUs if one of these
conditions occur:
ENGINE FUEL AND CONTROL - ENGINE CONTROL - FUNCTIONAL DESCRIPTION
EFFECTIVITY
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CFM56 ENGINES (CFM56-7) 737-600/700/800/900 AIRCRAFT MAINTENANCE MANUAL
73-21-00-018
* Both N1 speed signals are out of range
* N1 speed signal for the active channel is out of range and the
EEC is in single channel operation
* Both N2 speed signals are out of range
* N2 speed signal for the active channel is out of range and the
EEC is in single channel operation.
See the engine tachometer system section for more information
on the N1 and N2 speed sensors. (SECTION 77-11)
Servo System Position Sensors
The EEC measures the position of these components in the
turbine clearance system:
* High pressure turbine active clearance control (HPTACC)
actuator
* Low pressure turbine active clearance control (LPTACC)
actuator.
See the HPTACC valve section for more information.
(SECTION 75-21)
See the LPTACC valve section for more information.
(SECTION 75-22)
The EEC measures the position of these components in the
engine airflow control system:
* Variable stator vane (VSV) actuators
* Variable bleed valve (VBV) actuators
* Transient bleed valve (TBV) actuator.
See the VSV actuation system section for more information on
the VSV system. (SECTION 75-31)
See the VBV actuation system section for more information on
the VBV system. (SECTION 75-32)
See the transient bleed section for more information on the
TBV. (SECTION 75-23)
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The burner staging valve (BSV) also supplies position data to
the EEC.
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See the fuel distribution system section for more information on
the BSV. (SECTION 73-11)
The EEC uses data and control inputs to calculate the necessary
position of the servo system components. If the components are
in the correct position, the EEC keeps them in that position. If
one or more of the components are not in the correct position,
the EEC uses servo fuel pressure to move the components to
the correct position.
ENGINE FUEL AND CONTROL - ENGINE CONTROL - FUNCTIONAL DESCRIPTION
EFFECTIVITY
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CFM56 ENGINES (CFM56-7) 737-600/700/800/900 AIRCRAFT MAINTENANCE MANUAL
73-21-00-018
The EEC ENGINE CONTROL light logic for these servo systems
is almost the same:
* FMV
* VSV
* VBV
* TBV
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* BSV
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* HPTACC.
The EEC sends a no dispatch signal to the DEUs when one of
these conditions occur for one of the above servo systems:
* Demand and position signals do not agree within limits for
more than a minimum amount of time on any or both EEC
channels
* Control current to the EHSV or solenoid is out of limits for
both EEC channels while in dual channel operation or the
active channel while in single channel operation.
* Position signal for actuator or valve is out of limits for both
EEC channels while in dual channel operation or the active
channel while in single channel operation.
Identification Plug
The engine identification plug supplies this data to the EEC:
* Engine type (5C/7B)
* N1 trim
* Engine thrust rating
* Engine condition monitoring (option)
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* BSV active
　
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