Fuel Control Main Menu

Non-DLE Fuel Control

Fuel Control Objectives
Fuel Function Overview
Mechanical System Components
Fuel Function Descriptions
Start Control
N1 Control
N3 Control
N1 Underspeed Control
N2 Control
Pc Control
Te Control
Ambient Bias
Accel Limiter
Decel Limiter
Contents Copyright 1990-2005, Rolls-Royce Energy Systems Inc.
1 of 28

Rev. 2.1,Feb. 2005

Operate the unit within R-R

design specifications

Fuel Control Objectives

The fuel controller is responsible for
starting, stopping and normal operation of

Gas Generator Acceleration Limiting

the unit. The PLC controller takes data

from unit control devices and uses the
information to control the following tasks
required to operate the unit safely.

Gas Generator Deceleration Limiting

Ambient Temperature Biased Power
Limiting
Safety Monitoring and/or Shutdown

Starting Fuel Flow Scheduling

Air
Intake

Operate Gas Turbine at a steady

state condition

Gas
Generator
LP - N1

Power
Turbine

HP - N2
H L
P P

N3
H L
P P

Provide Loading and Unloading

Rates
Reg.

Electric Fuel Valve

Provide Operating Limits for:

- Gas Generator

T1
RTD

N1
FREQ

N2
FREQ

- Power Turbine

PCD
MV

Regulator
Control

Analog
Inputs

- Driven Equipment
Sequencer
Commands

Digital
Inputs

Valve
Driver

Valve
Feedback

CTRL
PROC

Digital
Output

TE
KTC

N3
FREQ

Analog
Output

RAM
ROM

Fuel
Pressure

Flexcomm
Communications
to Peers and Ft210
Status, Alarm and
Shutdown Outputs

Main Menu
2 of 28

Unit Control Fuel Devices

Fuel Control Objectives

Temperature - A number of temperature

Air
Intake

Gas
Generator
LP - N1

devices are used to calculate the Mass Air

flow through the unit while exhaust gas
temperatures are used to determine
maximum operating temperature limits.

Power
Turbine

HP - N2
H L
P P

N3
H L
P P

Pressure - Compressor discharge pressure is

Reg.

Electric Fuel Valve

T1
RTD

N1
FREQ

N2
FREQ

PCD
MV

Regulator
Control

Analog
Inputs

Sequencer
Commands

Digital
Inputs

Valve
Driver

Valve
Feedback

CTRL
PROC

Digital
Output

TE
KTC

N3
FREQ

Analog
Output

RAM
ROM

Fuel
Pressure

used in calculating Mass Air flow, while the

regulated fuel pressure and the differential
pressure across the fuel valve is use to
calculate the fuel flow to the engine.

Flexcomm
Communications
to Peers and Ft210
Status, Alarm and
Shutdown Outputs

The PLCPLC receives data from unit

transmitters and uses that information to
determine the fuel required to operate the
unit.

Speed - N1, N2, N3 and Ns provide

information about the speed of each unit
component.

The fuel program evaluates both digital and

analog control signals and determines the
proper position of the fuel valve. Feedback
from the valve is used by the controller to
verify that the unit is performing as required.
Should the controller detect a problem, it will
send an alarm or shutdown to the UCP
controller and initiate a safe shutdown
sequence for the unit.

Main Menu
3 of 28

Fuel Flow

Fuel Control Functions

Fuel Flow

The PLC based fuel controller must provide

the proper fuel gas supply to the engine
for the available combustion air delivered
by the gas generators compressor. The
amount of mass air is directly related to
compressor discharge pressure and
ambient temperature which takes into
consideration air density.

Fuel Flow Measurement provides

operating protection to the GG by:
Acceleration Limiting to eliminate over
fueling which causes:
High Exhaust Temperatures
GG Compressor Stalling
Compressor Surge

Knowing the mass air flow the fuel

controller calculates the required fuel
flow needed to operate the gas generator.

Deceleration Limiting prevents flame

extinction.

A constant fuel pressure is maintained by

a fuel gas regulator ismonitored by two
pressure transmitters and one RTD
temperature sensor.

Steady State Operation to prevent

damage caused by oscillatory fuel flow.

Fuel Flow is determined by Fuel

Manifold Measurements that include:

Upstream and downstream transmitters

provide the necessary information for
calculating fuel flow through the fuel
valve.

Engine Burner Size

Engine Compressor Discharge pressure

Knowing the mass fuel flow, Constants

table entries provide the controller with
the fuel analysis data to calculate the LHV
of the fuel gas. Factoring in LHV results in
a fuel flow measured in BTU/sec.

Fuel Analysis
Regulated fuel pressure, fuel valve diff.
pressure and gas temperature

Main Menu
4 of 28

Fuel Flow

Fuel Control Functions

AC

BTU/SEC

LSS

PID

HSS

PC

Flow calculations are also used as

inputs to both the Acceleration and
Deceleration limiters.

BTU/SEC

DC

BTU/SEC

BTU/SEC

The acceleration limiter compares

the fuel flow to the output of a
curve whose input is compressor
discharge pressure.

PID

N1

LHV
BTU/LB

Fuel Flow

Derived from Constants

table entry

LB/SEC

0-20 Ma
Valve
Upstream

Ma

PSIG

Zero
Fuel Flow
Calculations

0-20 Ma
Valve
Downstream

Ma

PSIG

The deceleration limiter also

compares fuel flow but its setpoint
is derived from a curve whose input
is N1 speed. As N1 and Pc change,
the flow rate setpoint into both
acceleration and deceleration
limiters changes.

Fuel Rate
(BTU/sec)

Zero

Mass Flow
(lb/sec)

Fuel Heat Value

(BTU/lb)

Main Menu
5 of 28

Fuel Flow

Fuel Control Functions

The fuel controller uses fuel flow to determine
the setpoints to both the acceleration limiter and
the deceleration limiter.

LSS
AC

BTU/SEC

HSS

PID

PC
BTU/SEC

Compressor discharge pressure is the input to a

curve whos output is fuel flow and becomes the
setpoint into the acceleration limiter.

DC

BTU/SEC

10

PID

N1

GG Compressor Deliver Static Pressure

20

30

40

50

60

70

80

90

100

120

130

140

lbf/in
150

80k

70k

Applicable at ISO
Conditions

60k

AVON Example

70k

BTU/SEC

The deceleration limiter prevents the gas

generator from flaming out. The setpoint
input to the deceleration limit is a curve
whose input is N1 speed.
To the right is a chart example of an
AVON unit and its acceleration and
deceleration lines. Note the difference
between the weak extinction lines
between liquid fuel and gas.
Both acceleration and deceleration
curves may be viewed dynamically from
the HMI (FT310) but may not be modified.

FUEL FLOW

60k

50k

50k

Over fueling limit

Typical Acceleration Line

40k

40k

30k

30k

20k

20k

10k

Normal Weak Extinction

Line (Gas)

10k

Worst Weak Extinction

Line (Gas)
Weak Extinction Line (Liquid)

N1 SPEED

Main Menu
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Fuel Flow

Fuel Control Functions

Fuel
Valve

Fuel Gas Regulator

and Flow Meter
Fuel Gas Regulator
Fuel Valve and Flow Meter

Main Menu
7 of 28

Fuel Valve Control - Valve Driver

Fuel Control Functions

Engine Fuel
Manifold

HSS

Fuel Demand
Setpoint Signal

Actuator Driver/
LVDT Conditioner

Position Setpoint
from Flow Loop

QV

-60 - +60
Ma

PID

Ma

ACT
DRVR

Fuel
Valve

4-20 Ma

Gain

Actual Valve Open

Position Feedback
Percentage

Zero

LVDT Feedback
Loop

An LVDT or RVDT, an integral part of the

fuel valve, sends back information on
the actual position of the fuel valve. The
controller uses valve position data as an
input to the valve driver PID. The
output from the driver increases or
decreases until the actual valve position
matches the setpoint the controller is
trying to achieve.

Ma

ACTUATOR STROKE

4-20 Ma

Fuel Gas
Supply

Valve Zero
Position

12.5%

87.5%

1 INCH STROKE

The above graphic shows that the output of the fuel

controller is a 4 - 20 mA signal to the fuel valve
driver card which amplifies this signal to a higher
current. Depending on the type of fuel valve used,
the higher current drives a hydraulic servo valve to
move the fuel valve. If electric fuel valves are used,
the output to the fuel valve is generated by the fuel
controllers electric valve driver card.

0%

100%

3/4 INCH STROKE

0%

100%

VALVE STROKE

Main Menu
8 of 28

Valve Position Feedback

Fuel Control Functions

The initial position of the fuel valve must be

ACTUATOR STROKE
Linear Variable Differential Transformer
Feedback Signal
12.5%

87.5%

1 INCH STROKE
0%

100%

entered into the PLCs Constants when

the valve is initially installed or change. Entries
may include, the feedback when the valve is
fully closed and the gain of the feedback signal
which takes into consideration that the stoke of
the LVDT is greater than the stoke of the valve.
The following formulas can be used to
determine the actual valve position when the
feedback signal is known.

3/4 INCH STROKE

VALVE POSITION =

100%
OPEN

0%
CLOSE

GAIN (ACTUATOR STROKE VALVE ZERO POSITION)

VALVE STROKE
Physical Valve Movement

GAIN =
The stroke of the LVDT is factory matched to the
stroke of fuel valve. When the fuel valve is 50%
open, the LVDT is at the center of its stoke.

ACTUATOR STROKE
VALVE STROKE

1.333 =

1.00
0.75
Main Menu

9 of 28

Basic Fuel System Components

Fuel Control Components

Actuator Hydraulic
Oil Supply

Filter
Regulator Pressure must
be measured a minimum
distance of 5 X (Inside
Pipe Diameter)

Actuator Drain

Accumulator

Min
5d

FUEL GAS
REGULATOR

Servo
Valve
Actuator

Max. Back Presssure

= 25 PSIG

S
FUEL
ISOLATION
VALVE

FUEL
VALVE

Critical Minimum Distance

All fuel systems are made up of three basic components. A regulator to control the supply
pressure, a fuel shutoff solenoid valve to isolate fuel from the engine when the unit is down,
and a fuel valve. In the above case the fuel valve is a hydraulically operated valve requiring a
hydraulic oil supply. When an electric fuel valve is used, no hydraulic oil is required.
Note above that distances between components is critical and requires the fuel components
be mounted close to the engine.

Main Menu
10 of 28

Fuel Flow Transmitter

Fuel Control Components

Although the fuel valve is extremely accurate,
the fuel controller does not totally rely on the
accuracy of the pressure transmitters. A optional
flow transmitter installed prior to the fuel valve
measures the fuel flow in the manifold. The PLC
software compares the flow transmitter
data to the calculated fuel flow.

The upper photo shows the electric fuel

valve with upstream and downstream
transmitter connections. Behind the valve
and in the photo to the right is the fuel flow
transmitter. The large pipe is the fuel
regulator loop that supplies multiple fuel
manifolds for an RB211 DLE. Note the
regulated fuel pressure transmitter
connections.

Main Menu
11 of 28

Fuel Gas Regulator

Fuel Control Components

The photo at the left shows the fuel gas
regulator supply loop. A high speed shut-off
valve shown in the upper left of the photo
isolates fuel gas when the unit is down. The
regulator assures a constant fuel gas supply
pressure through the entire fuel flow range.

The regulator is normally operated in two stages. A

lower pressure during starting allows for more
accurate positioning of the fuel valve for the small
flow rate required to start the unit.
Once the gas generator reaches idle, the regulator
pressure is increased. To compensate for an
increase in supply pressure. the fuel valve closes
down to maintain the desiredfuel flow.

Main Menu
12 of 28

Fuel Gas Regulator Supply Loop

Fuel Control Components

The complete fuel gas
regulator supply loop is show
at the left. Some additional
components are indicated in
the diagram. The two supply
pressure transmitter and the
addition of two solenoids
mounted to the support. The
large solenoid is responsible
for changing the regulator
pressure when the unit
reaches idle. The accumulator
dampens the change in
pressure.
The small solenoid at the top
of the support stand works in
conjunction with the high
speed shut-off valve. When
the unit is down and gas has
been isolated from the
regulator, the solenoid vents
fuel gas from the fuel
manifold to atmosphere.

Main Menu
13 of 28

Fuel Control System Diagram

Fuel Software Components

T1

OHM

AB
FILT

N1

Hz

RPM

AB
FILT

T1
PWR
LMT

SPD

RPM

AB
FILT

T1
N2

Hz

T1
N3
Ma

Hz

RPM

PC

Ma

T1
TE

MV

HSS

PID

AB
FILT

ZERO

T1
PWR
LMT

Ma

PSIG

ZERO

Ma

PSIG

ZERO

LVDT

LSS
PID

Parameter Control Loop Signal

Ma

PARAMETER
CONTROLLER

BTU/SEC

PID

PID

PC

AC

Zero

HSS
PID

LEAD
COMP

AB
FILT

DC

BTU/SEC

PID

PID

N1

Gain

PRIMARY
CONTROLLER

BTU/SEC

T1
PWR
LMT

T1

PID

For a more detailed description

of any controller, click on the
appropriate portion of the
diagram.

SPD

SPD

PSIG

The total fuel control system is

represented by this block
diagram.

ENGINE
SCHEDULED
LIMITERS

PID

T1
PWR
LMT

HYS
CNTL

RPM

LSS

N1 U

Local Control

FF

T1
PWR
LMT

QV
To Actuator

Position Setpoint
from Flow Loop

BTU/SEC
SPD

Fuel Flow
Calc. &
Flow
Compens.

HYS

SPD

Fuel Flow

INT

BTU/SEC

Main Menu
14 of 28

T 1 Bias Signal
100%

Fuel Manifold
Pressure
Upper Limit

Nominal N3 Control

Unit Limits

aaaa
aaaa

N1 Upper N3 Upper
Limit
Limit

N1

N2
N3

FF

N2 Upper
Limit

Start Control N1 Control

Exh. Gas Temp. CDP Pressure

Upper Limit
Upper Limit

Gas Turbine Parameter

Control Loop
FF

Min Load.

Fuel Flow

N 1 IP Shaft Speed
N 2 HP Shaft Speed

N3 Lower
Limit

Speed (%)

N 3 Power Turbine Speed

P C Compressor Discharge Pressure

Idle
N1 Lower
Limit

T E Exhaust Temperature
T 1 Inlet Temperature

Fuel On

0%

Time

The red line in the graph above shows a idealized start ovelayed on the control modes. From Fuel On to N1 Idle, the display will show
Start Control. From N1 Idle to Minimum Load, The Diplay will show N1 Control. And from Minimum load through 100% load, you will
typically see the display in N3 Control unless one of the system parameters for N1, N2, Te, or Pc come into play, switching Fuel control
into one of those modes.
15 of 28

Start Control

Fuel Control Functions

Start Control

Fuel Manifold
Pressure Signals
Valve
Upstream

Fuel Valve
Position Setpoint

0-20 Ma
Ma

PSIG

Zero
Fuel Flow
Calculations
& Flow
Compensation

0-20 Ma
Valve
Downstream

Ma

PSIG

Zero

Flow Meter
LHV of
Fuel Gas

INT

SPD

SETPOINT DRIVER FUNCTIONS

Instantaneous fuel flow increase to a flow
rate less than required for ignition.
Increase fuel flow rate at a slow rate from
a low ignition point to a high ignition point
Increase fuel flow at a calculated rate to
safely achieve N1 idle speed.

The Start Control Setpoint driver

schedules fuel to the GG from the
Fuel On command until N1 Idle
has been achieved. Fuel flow is
compared to the flow scheduled by
the setpoint driver. A pair of
transmitters measure the upstream
and downstream pressure across
the fuel valve. Along with the
regulated pressure and temperature
the controller is able to calculate
the fuel flow in pounds/second.
Calculating in the LHV of the fuel,
the output of the flow calculations
becomes BTU/sec.
An in line flow meter is used to
verifies the accuracy of the flow
rate calculations. Should the
controller detect an error between
the two, appropriate action will be
taken.

Limit the maximum fuel flow and manifold

pressure.

Main Menu
16 of 28

Start Control Setpoint Driver

Fuel Control Functions

Start Control

Fuel Manifold
Pressure Signals
Valve
Upstream

Fuel Valve
Position Setpoint

0-20 Ma
Ma

PSIG

Zero

0-20 Ma
Valve
Downstream

Ma

PSIG

Zero

Flow Meter
LHV of
Fuel Gas

Fuel Flow
Calculations
& Flow
Compensation

INT

SPD

During the initial start the fuel valve is scheduled

by the action of the setpoint driver. An inital step
brings the fuel valve open to the Low Ignition
point which is defined as a fuel flow that will not
result in ignition. The fuel valve is then integrated
toward the High Ignition point at a slow rate.
Between the Low and High Ignition point the
50

Preset 3
GG IdlePoint

fuel and air mixture will ignite. Ignition

is verified by the measurement of the
rate of change of the exhaust gas
temperature. When the controller sees a
6 degree F/sec rise in temperature,
ignition has been verified. The setpoint
driver now continues to open the fuel
valve at a medium rate until the gas
generator reaches idle speed. The N1
controller takes control at idle and the
Start Controller moves to the top at a
fast rate to become the high fuel
pressure limiters.

Fuel Manifold Pressure

Setpoint, PSIG

40

30

20
Ignition
Verification

10

Slow
Rate

High Ignition Point (Preset 2)

Low Ignition Point (Preset 1)

0
10

20

30
40
50
Time (sec)

60

70

80

Main Menu
17 of 28

N1 Control

Fuel Control Functions

The N1 Speed Controller assures the GG safely
maintains Idle speed during warmup. When the
load command is issued the GG will accelerate to
unit load speed where N3 takes control.

N1 Control
N1

Hz

RPM

T1

T1
PWR
LMT

AB
FILT

SPD

N1 speed control continues to drive to its upper

limit and becomes N1s upper speed limit.

PID

LSS

Since N1 is also ambient biased, the upper limit

will lower when ambient temperatures drop to
low.

T1 BIAS

SETPOINT DRIVER
The setpoint driver consists of a lower limit, Idle,
a load limit and an upper limit, and the
appropriate drive rates from one limit to the
next.
The Unit Power Rating
GG Inlet Temperature (T1), or ambient bias

Reduces the upper limit speed setpoint at

lower ambient temperatures because N1 is
sensitive to Air Density.
When the air is less dense (warmer), the
speed of N1 must be higher to achieve the
same power that can be achieved with
denser (colder) air at lower ambient
temperatures.

Main Menu
18 of 28

N1 Control

Fuel Control Functions

N 1 Speed
Signal

N1 speed pulses are converted to RPM and

filtered before they become the input to the
N1 PID controller.

27 Pulses/Rev

N1

Power
Rating

Hz

RPM

N1
LIMIT

AB
FILT

PID

SPD

LSS

T1

The setpoint driver below shows N1s

control range starts at idle and continues
until N3 speed reaches its control range
lower limit.

LSS

GG Max Power Rating

GG Peak Power Rating

The above diagram shows N1s upper limit is

ambient biased to reduce N1 maximum speed
when ambient temperatures drop.
The three power ratings indicate an elevation of
the gas generator upper limit allowing customers
to operate the unit with higher than normal
power output but reduces the time between gas
generator overhauls.

100

GG Base Power Rating

N3 Control Point
N1 Speed (%)

Once N3 assumes control, The N1 setpoint

continues to drive to its upper limit and become
the N1 upper limit controller.

80
Warmup
Period

60

GG Idle Point
40

20

0
Time

Main Menu
19 of 28

Fuel Valve Control - N3 Control

Fuel Control Functions

N
N3

Hz

RPM

The N3 Controller is used to control

Power Turbine speed. The driven
equipment and process parameters
entered in the Constants table determine
the minimum and maximum speed range.

Control
AB
FILT

PID

Remote Control
Ma

HYS
CNTL

RPM

SPD

Local Control

LSS

SETPOINT DRIVER

HYSTERESIS CONTROL

The setpoint driver determines the lower to

the upper limit speed limits. The signal
moving the speed upward or downward
originates from;

The Hysteresis controller is used to

dampen the remote speed setpoint signal,
avoiding the effects of noise generated
instability on the remote current loop.

Local or remote manual Increase/

Decrease Contacts
Local or remote speed control from
process controllers.
The upper Limit is determined by the
unit power rating.

Main Menu
20 of 28

N3 Control

Fuel Control Functions

N
N3

Hz

RPM

N3 speed pulses are converted to RPM and

filtered to remove noise. N3 speed is then
compared to one of two setpoint inputs. The
Local Control loop is controlled by the
increase or decrease button on the front of
the control panel. The remote signal is the
customer speed control input.

Control
AB
FILT

PID

Remote Control
Ma

RPM

HYS
CNTL
SPD

Local Control

LSS

GG Max Power Rating

GG Peak Power Rating
GG Base Power Rating and
N3 Upper Limit

100

driver are entries in the PLC constants.

In most cases the upper limit of a controller
can not be moved. N3 though must be
moved in order to test power turbine
overspeed. Increase N3s upper limit by

N3 Speed (%)

The upper and lower limits of the setpoint

80

N3 Lower Limit and

Control Point

60
N3 acceleration
under N1 control

40

changing the value in the constants

N3 Idle Point and
Warmup Period

20

and download the new value to the PLC.

N3 speed can now be increased above
overspeed setpoint by pressing the speed
increase button. (Use with extreme
caution.)

Time

Main Menu
21 of 28

N1 Underspeed Control

Fuel Control Functions

N1 Underspeed Control
N1

LSS

N 1U

HSS

PID
SPD

The controller forces the Gas Generator to maintain

a minimum power output during idle and loaded
operation by preventing the fuel valve from closing
further even though the fuel demand from the
Parameter Control Loop calls for a further reduction
in speed.
Setpoints entered in the constants table determine
the minimum power setting for various operating
conditions. In most instances this controller is used
to set a minimum N1 speed just below idle speed,
but in some cases the controller has also been

Parameter Control Loop Signal

used as a two stage controller by adding

another setpoint used as a minimum power
setpoint.
Although adding a setpoint is an option, the
setpoint just below idle should not be removed.
Should the GG drop below the N1 Underspeed
setpoint the unit may be operating in a high
vibration area resulting in damage to the gas
generator.

Setpoint selector values determine the

minimum operating power during normal
operation. During starting, the N1
Underspeed function is bypassed. At all
other times the second value determines
minimum power output at idle. Additional
setpoints can be added to determine a
minimum load speed.

Main Menu
22 of 28

N2 Control

Fuel Control Functions

N

N2
Hz

RPM

T1

The GG N2 Speed Controller is a maximum

limiting control to prevent operation above a set
N2 speed.

Control
AB
FILT

LSS

The starter motor turns the N2 rotor to

establish combustion air for ignition and assists
N2 until the GG obtains self sustaining speed.

PID

T1
PWR
LMT

In normal operation N2 rotor operates

independently at a higher speed than the N1
rotor.

T1 BIAS

SETPOINT

Reduces the upper limit setpoint at lower

ambient temperatures because this
parameter is sensitive to Air Density.

Two factors determine the setpoint value for

the upper operating limit:
The Unit Power Rating
GG Inlet Temperature (T1) ambient bias

When the air is less dense (warmer), this

parameter may need to be higher to achieve
the same power that can be achieved with
denser (colder) air at a lower ambient
temperature.

Main Menu
23 of 28

PC Control

Fuel Control Functions

The fuel controller monitors the gas
generators compressor discharge pressure.
The maximum allowable pressure is an entry in
the Constants table. When the actual
compressor discharge pressure matches the
setpoint, the fuel valve not be allowed to open
further.

P C Control
PC

LSS

Ma

PSIG

T1

ZERO

PID

Compressor discharge pressure is also an input

into the acceleration schedule where the
maximum fuel flow rate allowed during
acceleration is dependent on compressor
discharge pressure.

T1
PWR
LMT

SETPOINT

T 1 BIAS

Two factors determine the setpoint for the

upper operating limit:

Reduces the upper limit setpoint at lower

ambient temperatures because this
parameter is sensitive to Air Density.

The Unit Power Rating

GG Inlet Temperature (T1) ambient bias

When the air is less dense (warmer), this

parameter may need to be higher to achieve
the same power that can be achieved with
denser (colder) air at a lower ambient
temperature.

Main Menu
24 of 28

TE Control

Fuel Control Functions

The GG Exhaust Temperature Controller is a
maximum temperature limiting controller to
prevent over temperature operation.

T EControl

TE
F

MV

T1

LEAD
COMP

T1
PWR
LMT

AB
FILT

SPD

PID

LSS

When the temperature reaches the limiting

value, the fuel controller will not allow a fuel
increase even though N3 has not reached its
upper limit.
The measured values are derived from a set of
thermocouples located in the exhaust cone of
the GG.

SETPOINT

T 1 BIAS

The upper limit is determined by three factors:

The Unit Power Rating
GG Inlet Temperature (T1) ambient bias
Decreased Max. Temp. Setpoint for Start
(RB211 Only)

Reduces the upper limit speed setpoint at

lower ambient temperatures because N1 is
sensitive to Air Density.
When the air is less dense (warmer), the
speed of N1 must be higher to achieve the
same power that can be achieved with
denser (colder) air at a lower ambient
temperature.

Main Menu
25 of 28

Ambient Bias

N1 Speed
Rev/Min

Fuel Control Functions

Emergency

8000

Peak

7500

Base
7000
30K
28K

Emergency

Exhaust Gas Power

26K

The chart at the left shows the Exhaust Gas

Power rating for an engine and the effect of
ambient temperature on the output power. At
high temperatures, when the air is less dense, the
power output is considerably reduced. At very
low temperatures the air density increases to the
point where the available air exceeds the power
rating of the gas generator.

Peak

To prevent exceeding the power limits of the

engine, as the ambient temperature drops, so
does the maximum N1 speed at which the engine
can operate.

Base

The PLC measured ambient temperature input

is read in ohms and converted to degrees F. The
information is then filtered to remove noise and
becomes the input to the power limiting curve
contained in the controller.

24K
22K
20K
18K
16K
12K
-10

12K
-30

0
-20

10

20

-10

30 40
0

50 60

70 80 90 100 110 120

10

20

30

40

50

Ambient Temperature

T1

OHM

AB
FILT

T1
PWR
LMT

Main Menu
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Acceleration Limiter

Fuel Control Functions

Acceleration Limiter

LSS
Parameter Control Loop Signal

BTU/SEC

PC

BTU/SEC

LHV

Fuel
Flow

BTU/LB

PID

AC

To prevent an over fueling condition which could

result in compressor surge, the Acceleration
Limiter output is compared to the Parameter
Control Loop Output.
Low signal selection determines which signal
becomes the fuel demand signal.

Fuel Flow
Calculations

LB/SEC

PC

BTU/SEC

BTU/SEC

LHVBTU/LB

Fuel
Flow
Rolls - Royce supplies the
schedule that determines the
fuel flow rate for a certain
Compressor Discharge pressure.
The curve output becomes the
PID setpoint.

LB/SEC

Fuel Flow
Calculations

The actual measured value which

the controller compares to the
manufacturer's schedule is
calculated by the BTU content of
the fuel gas and the mass fuel
flow.

Main Menu
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Deceleration Limiter

Fuel Control Functions

Deceleration Limiter
Fuel Demand From
Acceleration Limiter

N1

BTU/SEC

BTU/SEC

LHV

Fuel
Flow

PID

DC

BTU/LB
LB/SEC

Fuel Flow
Calculations

To prevent an under fueling condition which

could result in a flame-out condition, the
Deceleration Limiter output is compared to the
Parameter Control Loop Output. The High Signal
Selector determines the maximum signal, which
then becomes the fuel demand signal.

HSS

BTU/SEC

N1

LHVBTU/LB

Fuel
Flow

Rolls - Royce supplies the

schedule that determines the fuel
flow rate for a certain N1 speed.
The curve output becomes the PID
setpoint.

LB/SEC

Fuel Flow
Calculations

The actual measured value which

the controller compares to the
manufacturer's schedule is
calculated by the BTU content of
the fuel gas and the mass fuel flow.

Main Menu
28 of 28