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and low pressure turbine active clearance control (LPTACC)
* BITE
* Flight compartment indication.
Input Signal Validation and Processing
The EEC gets digital and analog signals from the engine and
other airplane systems. Some of these signals have more than
one source for the same data. This improves engine reliability
because if one data source is inoperative the EEC can use the
other data sources. If the EEC finds that all data sources are
valid, it uses the best data to control the engine. An example of
this is T495 (low pressure turbine nozzle temperature). This
signal is also called exhaust gas temperature (EGT). Each EEC
channel gets two EGT signals. If all four signals are valid, the
EEC uses the average temperature as the selected EGT. If one
of the signals is out of range, the average of the other three
EGTs is used to control the engine.
If all sources of a given parameter are not valid, the EEC will
use a default value to operate the engine safely.
If the EEC finds that one signal is not valid, it will store a
message in BITE memory.
Starting, Shutdown, and Ignition Control
The EEC does enhanced manual starts. An enhanced manual
start uses the same basic start procedures as for other 737
models but adds wet start and hot start protection. See the
engine starting section for more information. (CHAPTER 80)
The EEC controls the normal engine shutdown when the pilot
puts the start lever in the cutoff position.
ENGINE FUEL AND CONTROL - ENGINE CONTROL - ELECTRONIC ENGINE CONTROL
EFFECTIVITY
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The EEC controls which ignition system is energized during the
start and deenergizes the ignition system for a hot start and wet
starts. The EEC can also energize the ignition system
automatically if the engine slows incorrectly. See the ignition
section for more information. (CHAPTER 74)
Engine Power Management
The EEC calculates the engine thrust with N1 speed and
ambient pressure and temperature conditions. The EEC uses
N1 speed to control engine thrust. The flight crew moves the
thrust levers to command more or less engine thrust. The EEC
gets thrust lever angle (TLA) from the thrust lever resolvers.
The resolvers send thrust lever resolver angle (TRA) to the
EEC. See the engine controls section for more information.
(CHAPTER 76)
You can see TRA angles in engine BITE input monitoring pages
on the flight deck CDU. See the TRAINING INFORMATION
POINT pages in this section for more information on BITE.
Reverser Thrust Control
The EEC uses thrust reverser translating sleeve position to limit
reverse thrust until the thrust reversers are deployed. The EEC
energizes the reverse thrust interlock solenoid to keep the
reverse thrust levers in the deploy position until the thrust
reversers are deployed. This gives the flight crew an indication
of when thrust reversers are deployed. See the engine controls
section for more information. (CHAPTER 76)
Engine Core Control
The EEC has hardware and software limits to keep engine
operation safe and satisfactory. The EEC keeps these engine
parameters in limits:
* N2 speed
* PS3 (HPC static pressure)
* Fuel flow.
The EECs control these engine systems and components to
keep engine parameters in limits:
* Engine fuel flow
* BSV
* Variable stator vanes (VSV)
* Variable bleed valve (VBV)
* Transient bleed valve (TBV).
See the engine air system section for more information on VSV,
VBV and TBV. (CHAPTER 75)
HPTACC and LPTACC Control
The EEC heats or cools the turbine case to control the high
pressure and low pressure turbine tip clearances. See the
engine air system section for more information on VSV, VBV
and TBV. (CHAPTER 75)
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BITE
The EEC supplies fault data for engine troubleshooting and
maintenance support. You use the control display unit (CDU) in
the flight compartment to do troubleshooting and to do ground
tests on engine systems. You can also use the CDU to monitor
EEC inputs and outputs. BITE data is available through the CDU
on the ground only. See the TRAINING INFORMATION POINT
　
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