User Manual for “teba“ Solar T-62T
Contents
1. iH HEEL Impressum teba Thomas Baumgart Waldstrasse 29 61250 Usingen Germany Tax No 003 804 30565 VAT Id No DE179748893 EORI No DE7706022 Landline 49 0 6081 980383 Cell phone 49 0 175 8706424 email webmaster te baumgart de2. function available that continues to increase decrease preset RPM if the corresponding switch is pressed longer than one second 20 The RPM trim up function is momentarily inhibited if the actual engine RPM is more than 3 5 below the preset RPM 21 The RPM trim up function is also momentarily inhibited if EGT reaches 600C The indicator will be lit orange and the Devil s Eye will turn on 22 If EGT increases further between 625C and 650C RPM preset will be automatically decremented 23 If EGT exceeds 650C the engine will be shut down 24 If the starter is not disengaged when acceleration mode is entered the engine will be shut down 25 If no oil pressure is signaled to the ECU for longer than one second the engine will be shut down 26 If no oil pressure is signaled to the ECU for less than one second the indicator will be lit orange and the Devil s Eye will turn on If oil pressure returns within this period normal engine operation will be resumed 27 28 29 30 If the main power supply voltage drops below 9V the indicator will be lit orange and the Devil s Eye will turn on If the ECU finds an internal control flag set that checks for faulty code execution in the microprocessor the engine will be shut down If engine RPM exceeds the run mode transition point standard is 80 or configured in firmware as requested by the customer by more than 5 the engine will be shut down The auto increment funct
3. The header describes the contents of the columns each separated by a semicolon for easy import into a spreadsheet program The first column just contains the line numbers identifying the time in seconds before the record was closed The second column represents the engine EGT in degrees Celsius The next columns require some more explanation Since the ECU contains an analog and a digital signal data path for preset and actual engine RPM there are always two values available which should not differ by much more than one percent at rated engine RPM The third and fourth columns contain digital analog engine RPM respectively columns five and six the corresponding analog and digital preset RPM the latter equals the pot setting in a classic governor setup Column seven is designated RPM Destination which is the input to the automatic ramp up ramp down engine which produces the RPM preset as a result see lines 17 21 as an example in line 20 the RPM destination has been changed from 80 to 90 and in the following lines moving up in the list RPM preset follows at a rate of approx 3 per second Finally column 8 specifies the relative driving current supplied to the torque motor that s part of the engine s fuel control system If you have a look at the end of the log list moving up you see simulated engine RPM slowly increasing and approaching the 80 preset As it does so driving current to the torque motor is decreased
4. be shut down except there s a severe overspeed or a failure of the RPM pickup Instead the LED indicator will be lit red permanently indicating that there is a serious problem and continued operation of the engine may not be safe anymore If the engine is installed in an experimental rotorcraft the craft MUST be landed immediately in the shortest available safe spot The engine can fail anytime and a real full down autorotation may become necessary Appendix 3 Log Download Since the ECU is logging engine data on a secondly schedule a simple way is provided to retrieve this information from the ECU non volatile memory The memory itself is arranged as a 8192 record circular buffer which means the oldest information is overwritten by new data So always the last 8192 seconds 136 5 minutes of engine time are kept in memory Requirements to establish communication A mini USB interconnection cable A laptop running a Microsoft Windows Operating System Versions XP 8 will do The FTDI USB Serial drivers need to be installed on the computer http www ftdichip com Drivers VCP htm A terminal program is required to communicate with the ECU we recommend the free HTerm http www der hammer info terminal Connect the ECU to a USB port of your computer the mini USB connector of the ECU is located under the blue cap Don t power up the ECU right now Please check the Microsoft Windows device manager or e
5. during power up commences The 0 5A current to the torque motor permits to check the proper movement range power of the fuel metering system Now here s the sequence that is processed during engine start up 1 The engine operator presses and holds the Start Engine button 2 The ECU checks the battery voltage has to be more than 12V while the starter is not energized 3 The Master Caution Light Devil s Eye is illuminated for two seconds to permit to check it s working 4 The digital throttle preset pot is initialized to idle RPM 5 The governor circuitry of the ECU is enabled and reset 6 The starter motor is energized 7 Now the system checks if the startup cycle is commanded as a real start or just a cold crank cycle in which case the following steps except for the starter time limit check are skipped 8 The backup supply is switched on 9 At 2 engine RPM the ignition exciter is energized 10 At 4 RPM the start fuel valve is opened 11 At 15 RPM the EGT is checked to be at least 100C 212F If this is found true the main fuel valve is opened The start fuel valve will stay energized at that time so the engine accelerates on both start fuel and main fuel the latter routed through the acceleration limiting valve by the energized start fuel valve 12 At 35 RPM the engine is able to self sustain and the starter and ignition exciter are de energized The start fuel valve still stays energized to allow smooth accelerat
6. for understanding the engine operation It is sufficient to know that after a successful relight the engine will be accelerated back to the RPM where the flameout occurred Shutdown 36 37 38 39 The shutdown button has to be pressed longer than 0 5 seconds in order to have an effect If during normal operation the shutdown signal is active for less than 0 5 seconds continuously the ECU will log a Shutdown Signal Error and display a warning after shutdown to indicate a possible electrical problem with the shutdown line If the shutdown has been successfully commanded the main fuel valve is closed the governor is shut down and RPM is monitored while the engine coasts to a halt The time the engine rotor needs to coast from 35 to a complete stop is logged and compared to the previous coast down time If there s a difference of more than five seconds a warning code is flashed In this case the situation should be further analyzed by downloading the logs and comparing the conditions Only after the engine rotor has come to a complete stop the engine log record is closed the coastdown time written and then the backup power supply is cut This means even if the main power is removed from the engine before the records will be closed in a clean manner and if the engine has been converted to a NO main fuel valve configuration the main fuel valve will stay closed until the fuel pump stopped turning preventing smoke or
7. pressing the up down switch a single time in any direction The auto ramp mode doesn t exclude manual trim so it s still possible to use the mode best suitable for a particular engine RPM change The auto ramp mode is entered by two short trim clicks followed by a long one or morse code U in the desired direction The timing is as follows short click lt 0 55 pause lt 1s short click lt 0 55 pause lt 1s long click gt 0 55 pause gt 1s to next input in same trim direction Above 100 RPM only manual trim inputs are accepted The auto ramp function only operates between to RPM setpoints and will have to be initiated again for the next interval after the previous RPM setpoint had been reached Incremental Encoder RPM Input This is an option that s meant to emulate an analogue potentiometer as the RPM preset device yet with an acceleration and deceleration control function This option poses a certain problem to the operator since he doesn t get a feedback of the RPM that he s actually dialed in The displayed preset RPM is only the one that s currently scheduled by the acceleration control the destination RPM won t be displayed on the analog engine instruments A digital EFIS interface RDAC is currently being designed and assembled and will be initially available for MGL systems that will eliminate that problem Yet in my opinion the use of the incremental encoder RPM input option is limited An
8. pulled to ground After the startup cycle is complete the relay contacts should open If they don t most probably the starter contactor welded in place and doesn t disconnect the starter anymore Since with a running turbine engine this cannot be audibly noticed it is advisable to use the aforementioned circuitry to sense this condition If this problem is diagnosed the engine will be shut down directly after the start attempt to indicate to the operator to take countermeasures If this condition remains unnoticed a risk of a starter or battery fire may result or the battery may be depleted prematurely Overvoltage Monitoring There have been reports of alternator run aways This means the alternator voltage regulator fails in a way to increase the field coil current to a value only limited by its internal DC resistance This causes the generated DC voltage to increase again leading to a higher field current and so on until the magnetic laminations in the alternator saturate In this condition an average alternator can easily produce 100 volts at 6000RPM Initially the battery will help limiting the DC bus voltage but eventually its electrolyte will boil up and the battery impedance will increase allowing the bus voltage to increase as well The ECU will now monitor the DC voltage and shut down the engine in start and acceleration mode if the DC bus is found to be higher than 17 volts for longer than 0 5 seconds In run mode the conditio
9. tighten the nuts on the stud bolts The following diagram shows the basic minimum interconnection for a running system For testing only the backup battery can be omitted The master caution light is optional Attention Reversal of either Main or Back Up Battery Polarity WILL damage the ECU 11 Ignition Exciter BI Oil Pressure Switch a VP 3 Backup Battery SUBS Master Caution Light DEU 24V max 12W 2 RPM Trim Up Down Switch 3 i Shutdown Switch U kg AUX Digital IN D AUX 12V OUT fr ART a AUX IN OUT k AUX 12V GND The ground connection is of essential importance Since the voltages at the EGT thermocouple terminals are just a 5 few millivolts while the body of the engine may carry several hundreds of amperes of current electric interference is a sure thing if the instructions provided here aren t followed Most important thing to observe Avoid P major ground loops Connect the battery negative only to UT 7 33 the place where the highest current consumption is expected This is the mounting flange of the starter motor see above diagram The ECU is connected to the engine gearbox by two substantial wires of at least 4mm cross section AWG 6 that are to be kept as short as reasonably possible GND1 and GND2 are arbitrarily interchangeable Further system ground connections have to be refe
10. 0 4 080 4 038 6 12 5V 0030 0416C 078 9 079 4 079 5 080 4 080 4 038 6 12 5V 0031 0416C 078 9 079 4 079 5 080 4 080 4 038 6 12 5V 0032 0416C 078 4 079 0 079 5 080 4 080 4 046 9 12 5V 0033 0416C 078 4 079 0 079 5 080 4 080 4 046 9 12 5V 0034 0412C 078 4 079 0 079 5 080 4 080 4 047 7 12 5V 0035 0416C 078 0 078 4 079 5 080 4 080 4 055 6 12 5V 0036 0412C 078 0 078 4 079 5 080 4 080 4 056 8 12 5V 0037 0412C 077 6 078 0 079 5 080 4 080 4 064 3 12 5V 1V 028C STOP 00000010 1V 028C STOP 00000010 1V 028C STOP 00000010 1V 028C STOP 00000010 1V 028C RELIGHT 00000000 1V 028C RELIGHT 00000000 1V 028C RELIGHT 00000000 1V 028C RUN 00000000 1V 028C RUN 00000100 1V 028C RUN 00000000 1V 028C RUN 00000000 1V 028C RUN 00000000 1V 028C RUN 00000000 1V 028C RUN 00000000 1V 028C RUN 00000000 1V 028C RUN 00000000 1V 028C RUN 00000000 1V 028C RUN 00000000 1V 028C RUN 00000000 1V 028C RUN 00000000 1V 028C RUN 00000000 1V 028C RUN 00000000 1V 028C RUN 00000000 1V 028C ACCEL 00000000 1V 028C ACCEL 00000000 1V 028C ACCEL 00000000 UT UT UT AT ATIATI AT AT AT AT AT nnn nnn This is an excerpt of a downloaded log file that has been produced with an Engine Simulator for convenience easily understandable from the constant EGT reading
11. 1 Basic Features of the ECU v yy yy y User Manual for teba Solar T 62T 32 ECU Firmware Revision 1 6 a i oe MA specifically designed for the Solar T 62T 32 turbine engines controls all the engine systems and monitors their functions includes analogue governor RPM stability appr 0 5 no load full load startup sequencer safety monitoring systems internal data logging of the last 136 minutes of operation on a secondly schedule as well as total run time and startup cycle counter data can be retrieved by an USB 2 0 interface onto a PC post shutdown status indicator to show the reason for a red light if any during engine operation optional 12V lead acid chemistry back up battery can be attached so the engine will be kept running if main power fails backup battery is recharged during normal operation operates from 12V to 28V maximum current consumption during startup 25A during normal operation approx 5A 12V operation internal electronic RPM preset pot to eliminate long RFl sensitive and safety critical wires as well as failure prone mechanical pots control panel is equipped with three back lit LCDs to show preset RPM percentage actual engine RPM percentage and EGT in degrees centigrade can be modified to display fahrenheit one momentary start engine switch and an ultrabright two colour LED indicator to indicate engine status connections for rpm trim up rpm trim down and kill engin
12. 7 The wires should be stripped about 8mm long twisted and tinned Then they are just pushed into the connector as far as they will go To remove them push in the orange tab with a small flat screwdriver and pull out the wire Only a single wire can be connected to each socket EFIS 10 Extension Module This schematic shows the changes necessary if the ECU will be used without the engine control terminal and connected to a customer supplied EFIS or other display terminal To eliminate ground loops the IA will have to ea be used as an interface The input section of the IA receives its power from ope ee the ECU These wires must not be connected to any other place Since the HN Seer Spey five lines that connect the ECU to the IA are RFI insensitive it is recommendable to locate the IA in close proximity of the EFIS The output section of the IA receives its supply voltage from the EFIS The ground wire from the EFIS to the IA has to be solely used for the IA No _ other devices must be connected to this wire If EG 8 another device needs to be referenced to this ground S pe point run another separate wire from the EFIS ground terminal to the appropriate terminal of the additional device Outpui Gan Gi Since the start engine switch and the dual color engine status indicator are part of the engine control terminal they will have to be connected separately as shown The colors specified in the schematic refer to the
13. ECU is installed on an engine disconnect the starter and the ignition exciter connectors so there won t be any chance for the engine to be started in case of a malfunction if the ECU during flashing then connect the ECU to a USB port of your computer For details on the communication please refer to appendix 3 Before actually updating the firmware it is recommendable to download the engine logs and statistics and save them in a file on a USB stick to keep them with the engine documentation as described in the aforementioned section Once the Microsoft Windows device manager is open and the virtual COM port associated with the ECU is located choose the Port Settings tab and select Extended Settings Set the COM port number to an address between COM1 and COM4 The Colt booltloader tool unfortunately won t work with high COM port numbers Edit the file bootloader properties provided with the bootloader package so the line portName COMx matches with your assigned port number Now Cott Bootloader amp 3 you can start Colt load the file N ECUx y HEX x and y N_ECUT_6HEX matching the version number of the firmware to install check only ee I Program Data EEPROM the boxes Reload before Program and Reset after Program M Reload before Program I Reset aher Progam Program Config and Program Data EEPROM have to stay COMPot comi x Baudate 11520 x Pcie Unchecked Then press the Program button and power up
14. a torching turbine Attention This list represents the operation sequence of firmware revision 1 5 Though it matches the basic principles of the follow up versions as well there may be deviations and extensions in detail This list is kept here for understanding the basics Appendix 2 Error codes The code will be flashed with the red LED and the Devil s Eye if connected There will be a number of flashes displayed after engine shutdown in quick sequence followed by a pause Count Colour Description Countermeasures of flashes Infinite Green normal manual shutdown no errors 1 Red no oil pressure signal present for longer than one second 2 Red EGT extremely high beyond 650 C 3 Red relight attempt not successful terminated shutdown 4 Red engine RPM went below 35 if this occurs during acceleration phase check clutch 5 Red engine speed has exceeded 110 and as a consequence has been shut down by the ECU 6 Red startup attempt took longer than 30 seconds and has been terminated by the ECU 7 Red start button has been released before the engine reached self sustain speed 8 Red battery voltage less than 12V before engine startup or less than 9V during operation 9 Red intermittent signals on the kill engine line check wiring kill switch 10 Red engine coast down time 35 gt 0 differs more than 5 seconds from last time check engine oil bearing
15. an oil change or a long period of rest of the engine Make sure that the engine reaches at least 15 RPM If it won t check and recharge the battery and the starter Don t cold crank the engine too long since it highly stresses the starter and the battery and allow the starter to cool for several minutes before attempting another cold crank or start If not done by the operator before the cold crank cycle will be terminated by the ECU after 30 seconds Since the engine has not reached self sustain the indicator will always flash an error code either 6 flashes indicating that the startup attempt took longer than 30 seconds if the ECU terminated the cycle or 7 flashes indicating that the startup button has been released before self sustain speed was reached The system can be returned to the ready to start mode by momentarily pressing the start button Now that all systems have been checked successfully it s time for the first real engine start Press and hold the engine start button until the engine exceeds approx 35 RPM and the fast flashing of the green indicator will go solid The engine should smoothly accelerate to the preset idle RPM and stabilize around there If the engine continues to accelerate immediately shut it down and unscrew the minimum stop setscrew at the FCU by half a turn With the ECU powered up and idle make sure the throttle control lever is actually touching the minimum stop setscrew If it is not you may r
16. by the governor circuitry to stabilize engine RPM at that setpoint The following columns specify internal ECU parameters that nevertheless may be useful to identify problems These figures are main DC supply voltage in column nine internal stabilized 5V supply voltage in column ten and the temperature inside the ECU in column eleven This temperature record may be quite useful since before the first start of the day this should fairly accurately resemble ambient temperature So with this information engine performance under different ambient condition can be compared Column twelve holds the engine status start acceleration run relight stop The possible value idle doesn t relate to an engine condition but indicates a part of a memory block of the ECU that stayed unused Since the memory can only be accessed in 256 byte blocks between the end of a record and the beginning of the next a few lines of unused memory may exist Column 13 finally displays the value of an important internal flag register that may be useful for in depth engine troubleshooting but won t be relevant to the average user of the ECU If you need assistance on this please get in touch with me It is very advisable to download and archive the engine log once in a while even if the system performs flawlessly This information may come in handy in case some troubleshooting may be required later on Every engine has some characteristics that are unique If there is a
17. ce this will take into account the engine load by monitoring EGT and momentarily disable the alternator in case of high power demand See Appendix 5 for an electrical schematic of a complete helicopter installation 3 Accessories Upon inquiries of some customers we decided to offer so far two optional extension boxes to interface the ECU to third party equipment such as an EFIS type glass cockpit an air condition compressor or an alternator with extended control capabilities These two extension boxes are the Isolation Amplifier IA to eliminate ground voltage differentials when interfacing the analog engine parameters to an EFIS and the Switch Box SB containing two independently controllable relays in SPOC configuration The IA features an adjustment to calibrate the values displayed on the EFIS and to match the output voltage to the input voltage range of the particular EFIS model The IA is independent of the ECU firmware and can be used with any version ofthe ECU The SB will be connected to the two auxiliary in out channels of the ECU X106 and also receives its power from the ECU The firmware needs to be adapted to the particular functions required by the customer and has to be negotiated upon for every new application A customized firmware version will be supplied for flashing into the ECU The connectors of the accessory modules are spring loaded wire clamps The rated cross section for flexible wires is 1mm AWG 1
18. change in parameters these earlier logs may be helpful to determine actual or pending problems Appendix 4 Firmware Update Starting from firmware revision 1 5 the ECU features an easy way to upload a new firmware version This is done via the Colt bootloader Since the individual ECU installations are specific and sometimes one of a kind there won t be a one for all firmware supplied but instead the code is modified and adapted for every customer Small modifications like changing RPM settings valve operation or integration of the Switch Box into the software are done free of charge Larger modifications or code extensions will be quoted for before they are done If you would like to try a new firmware please check for modifications updates that have been published on the ECU web site http www technologie entwicklung de Gasturbines T 62T 32_ECU Production_ECU production_ecu html You re also welcome to supply ideas for modifications or nice to haves that you think of To get in touch please use the contact information in the impressum In order to install a new firmware you ll need a mini USB interconnection cable a laptop running a Microsoft Windows Operating System Versions XP 8 will do with FTDI USB Serial drivers installed http www ftdichip com Drivers VCP htm the Colt bootloader and the Firmware HEX file supplied by US Now here s how to proceed If the
19. e momentary switches up to four auxiliary inputs for pressure or temperature switches or chip detectors two auxiliary digital analogue inputs outputs to interface to optional switch box or sensors RFI insensitive optocouplers on all digital external connections including USB hermetically sealed aluminium enclosure Amphenol Cannon MIL style connector sealed industrial USB connector ECU is pre adjusted to work directly without additional adjustment on any stock T 62T 32 engine with an aftermarket 12V starter original starters will also work if 24V power system or external 24V supply is used ECU firmware is user upgradable through the USB port by a boot loader running on a PC 2 Installation The ECU is mounted in close proximity to the turbine engine preferably at the right hand side of the gearbox when looking at the exhaust Four rubber damping elements are provided to isolate the ECU from high frequency vibration of the engine or the mounting frame The orientation of the ECU is arbitrary Yet it may be useful to have the USB connector easily accessible for engine data download If this isn t possible an USB extension lead with sealed connectors is available The main electrical connector to the engine and control accessories is a single 35 pin Amphenol MIL style connector type M53106R32 7S which is supplied with the ECU The ground connection is established via two M6 stud bolts Suitable ring wire lugs are supplied Don t over
20. e manual increments to 102 5 If you notice hunting tendencies the FCU may not be properly adjusted or the friction washers on top of the FCU s throttle control shaft may not be installed or not properly pre tensioned To correct this is a delicate thing and it should be done by somebody who s experienced with the engine When trimming down the RPM too quickly the engine may flame out between 70 and 50 RPM which is a result of the FCU having never been designed for this kind of operation If it is desirable to trim down back to idle completely automatically a firmware version with a slow auto decrement is available upon request At 100 RPM no load the EGT will read 340C on a good engine Shut down the engine by pressing and holding the Shutdown button for at least half a second Don t turn off the electrical systems before the engine came to a complete rest 5 Options Add Ons Development of the ECU has not stopped and since experience wishes suggestions and findings of owners of the teba ECU keep on dropping in several optional extensions and add ons have evolved Some are safety related others are just for convenience or to control not directly engine related equipment Starter Cutout Switch This option comprises a relay its coil wired in parallel with the starter motor behind the contactor Its NO contact pair is connected to auxiliary input D and ground As long as the alternator is cranking the engine input D will be
21. eadjust the return spring at the torque motor lever a little to arrange this Then reattempt a start If the engine idles satisfactorily have a close look at the position of the throttle control lever and check that the distance between the minimum stop setscrew and the lever is approximately equivalent to a quarter turn of the setscrew Otherwise correct this If you manually move the lever to the minimum stop the engine should slowly decelerate but not flame out If you release the lever again the engine should immediately accelerate back to idle NEVER Manipulate The Throttle Control Lever With The Engine Running Above 65 RPM You may cause a dangerous runaway situation since the engine will accelerate more aggressively the higher it revolves The ECU will shut down the engine in case of a severe overspeed but if for instance an NO modified main fuel valve is being used and the connector was pulled or electric power is lost all the safety systems are bypassed The engine will self destruct between 120 and 130 RPM At idle without any mechanical load EGT should read between 300C and 350C depending on ambient temperatures Now you can trim up engine RPM At around 80 or whatever acceleration run mode transition speed had been configured you may notice a slight RPM instability and a slight tendency to hunting that should even out within a second It should be possible to smoothly trim up the engine to 100 and only with a further fiv
22. he list Here s a short excerpt Protocol of last 8192 seconds of engine time Line EGT RPM analog RPM digital Preset analog Pot setting RPM Destination TorqueMotor Battery Voltage Vcc ECU Temp EngStat Flag CORRUPT NOUPTRIM FASTTHR LOWOILP RPMDWN RPMUP STOP START 0012 0416C 079 3 080 0 088 9 090 0 090 0 000 0 12 6V 0013 0416C 079 3 080 0 088 9 090 0 090 0 000 0 12 6V 0014 0416C 079 3 080 0 088 9 090 0 090 0 000 0 12 5V 0015 0416C 079 3 080 0 088 9 090 0 090 0 018 1 12 6V 0016 0416C 079 3 080 0 088 9 090 0 090 0 099 8 12 5V 0017 0416C 079 3 080 0 088 9 090 0 090 0 099 8 12 5V 0018 0416C 079 3 080 0 087 5 088 6 090 0 099 8 12 5V 0019 0416C 079 3 080 0 084 4 086 2 090 0 099 4 12 5V 0020 0416C 079 3 080 0 081 7 083 3 090 0 064 3 12 5V 0021 0416C 079 3 080 0 079 5 080 4 080 4 029 9 12 5V 0022 0416C 079 3 080 0 079 5 080 4 080 4 029 9 12 5V 0023 0416C 079 3 080 0 079 5 080 4 080 4 029 9 12 5V 0024 0416C 079 3 080 0 079 5 080 4 080 4 029 9 12 5V 0025 0416C 079 3 080 0 079 5 080 4 080 4 029 9 12 5V 0026 0416C 079 3 080 0 079 5 080 4 080 4 029 9 12 5V 0027 0416C 079 3 080 0 079 5 080 4 080 4 029 9 12 5V 0028 0416C 079 3 080 0 079 5 080 4 080 4 029 9 12 5V 0029 0416C 078 9 079 4 079 5 08
23. ing on the supply voltage so the EFIS wouldn t need to be configured too sensitive five to ten volt full scale would be ideal The lower part of the schematic shows the interconnection of the SB with the ECU Again the wires must be used only for the SB and shouldn t be connected to anything else Also these lines are RFI insensitive so they can be kept at an arbitrary length The interconnection with the accessories to be controlled via the SB has to be figured out depending on the particular set up The relays in the SB have a contact rating of 24VDC 250VAC at 16A Yet due to the connectors the maximum continuous current should be limited to 10A 4 Operation of the ECU Once everything is installed checked and re checked it s time to power up the system for the first time When initially powering up the torque motor will be energized with the rated current of 0 5A for about 1 5 seconds This can be used to check if the return spring of the throttle actuating mechanism is configured correctly The throttle control lever has to move all the way to the maximum stop setscrew After that the torque motor current is reduced to the minimum The throttle control lever must now touch the minimum stop setscrew Now the indicator will blink slowly in green color signaling that the ECU is initialized and ready to start the engine Before actually starting the engine for the first time it is a good idea to check that the EGT thermocouple is co
24. ion The startup cycle is completed and the system switches over to acceleration mode The green indicator stops flashing and goes solid The startup cycle counter in the engine logs is incremented The Start Engine button can be released At the same time the following parameters are monitored to identify a malfunction and to prevent the engine from being damaged 13 If the Start Engine button is released before step 12 the startup cycle is immediately terminated 14 If the start cycle takes longer than 30 seconds it is terminated to prevent the starter from overheating 15 If at 30 engine RPM no oil pressure is indicated the startup cycle is terminated 16 If EGT exceeds 600C 1112F the startup cycle is terminated 17 If the ECU finds an internal control flag set that checks for faulty code execution in the microprocessor the startup cycle is terminated The fault conditions can be identified by an unique flash pattern of the Devil s Eye or by downloading and checking the engine logs see Appendix 2 for details Acceleration mode 18 The engine accelerates to preset idle RPM and stays governed there provided the mechanical minimum fuel flow adjustment at the FCU matches the electronic idle RPM setting Up to this speed the governor will keep the throttle valve fully open i e at the maximum stop setscrew 19 The RPM can now be trimmed up and down by inputs to the trim switches There is an auto increment decrement
25. ion will terminate at the run mode transition point and the ECU will wait for actual engine RPM to reach that RPM by a margin of no more than one percent If then RPM Trim Up is pressed once the ECU de energizes the start fuel valve and switches over to run mode Run Mode 31 32 33 34 35 In run mode the acceleration limiter valve in the FCU is bypassed and the acceleration can be quite violent if preset RPM is increased too quickly The engine protection features of start mode and acceleration mode are disabled and only warnings are issued via the Devil s Eye if a possible problematic engine condition is identified It s the pilot s decision to take corrective action There are two situations that are indicative for an automatic engine shutdown and that s either a faulty engine RPM signal or an engine RPM reading of more than 110 If either of these failures occur the engine cannot be governed anymore and further operation is a bigger hazard than a forced landing The auto increment will permit to accelerate the engine up to 100 rpm Manually the RPM can be trimmed up to 102 5 if the situation requires that If actual RPM drops by more than 5 below preset RPM and an EGT less than 450C is recorded the ECU assumes a flameout and will attempt a relight which can take several seconds requires the engine to be unloaded and may even not be successful The procedure in detail is quite complex and isn t essential
26. n is indicated by the LED glowing orange permanently If the Switch Box is used to control the alternator aux channel j it will be disabled automatically If this problem occurs the alternator the regulator and the associated wiring will have to be checked repaired replaced and the main battery must be replaced since it most probably has already suffered partial damage and may not be able to limit the DC bus voltage in another similar situation If a different DC bus voltage than 12V is used on a particular installation cut off the threshold can be adapted accordingly Double Action Shutdown The reasoning that led to this option was how to find a way to eliminate the risk of unintended engine shutdowns while the engine is operating in run mode Since the start button is not used anymore once the engine is running it seemed appropriate to use it for a double action shutdown function With this option installed this means if the engine is operating in run mode i e above the threshold where the start fuel valve is de energized simply pressing the shutdown button won t effect anything except recording spurious shutdown line activity To actually shut down the engine both start and shutdown switches will have to be pressed simultaneously for at least half a second If the engine is used in a helicopter this means both start and stop switches will have to be located either on the collective box or on top
27. n is selected the engine will only ramp up to acceleration gt run transition speed RPM setpoint 2 since at that speed the start fuel valve will be de energized This also effects bypassing the main fuel flow restrictor resulting in a short surge of power That s something the operator of the engine should be aware of and not experience this unexpectedly Hence the auto ramp function is halted here momentarily to require interaction by the operator and make him aware of the situation Any further movement of the Command Switch will continue acceleration of the engine Deceleration is accomplished the same way yet there is no pause implemented 213 Plane Four Position Switch ra e The Command Switch co exists with the standard RPM trim function The standard trim inputs always override an RPM ramping operation just as laid out in the section on the Auto Ramp function The final 2 5 of permitted over speed are once again only accessible via individual trim increments Appendix 1 The operation of the ECU in detail When the ECU is powered up the main fuel valve is closed and the torque motor is supplied with the full drive current 0 5A for slightly less than two seconds That s actually the time the ECU is being reset and waits for the bootloader program to establish communication If the bootloader master is not found normal operation governor sequencer mode or data communication mode if the stop switch is being pressed
28. nnected properly Point a torch or a heat gun at the tip of the thermocouple and observe that the EGT gauge actually shows an increase in temperature If it doesn t reverse the polarity at the thermocouple terminals The analog RPM measuring circuitry of the ECU that also provides the signal for the RPM gauge is only working properly if there s an input frequency present at the RPM pickup terminals If the engine is at rest the RPM value may droop This is not a fault and will automatically reset upon the first revolution of the engine Please also make sure that the engine has got a good supply of fuel and that the fuel system is primed i e with the main fuel cock open and the fuel boost pump energized carefully loosen the fuel inlet fitting at the FCU a tiny bit until fuel starts to weep from it Also check the oil level and tip up if necessary Make sure that both the compressor intake and the turbine exhaust aren t obstructed and that there s no loose material nearby that can be sucked in or blown over After the system is prepared so far a cold crank should be attempted To do this momentary press the Engine Shutdown button The slow green flashing of the indicator will go solid green In this configuration upon the next start cycle neither the ignition exciter nor the main or start fuel valves will be opened This is useful for blowing out excessive fuel or fuel vapor after a failed start or for priming the lubrication system after
29. of the cyclic so they can both be pressed without having to let go of the controls This way it s virtually impossible to shut down the engine accidentally or as the result of an electrical failure in the switches connectors wiring or the input circuitry of the ECU Once the engine speed is reduced to acceleration mode the normal operation of the shutdown switch is resumed Auto Ramp Function That s a convenient option to accelerate and decelerate the engine without having to continually press the RPM trim switch It has been suggested by a customer To incorporate this function in the code substantial modifications were necessary Four RPM setpoints have been introduced which are idle usually 40 to 60 acceleration gt run mode transition usually between 65 and 85 an RPM just below rated speed to practice autorotations if used in a helicopter usually 90 to 95 and finally 100 Each of the intervals between the setpoints has its own acceleration deceleration rate and if accelerating an EGT limit where the trim up pauses That limit is currently set to 600C but can be adapted to other values if required more than 630C is not recommendable since this is the manufacturer s limit for the engine different settings apply to the T 62T 32A The accel decel rates can also be adapted to the requirements and may have to be evaluated step by step for every new application The auto ramp mode can be terminated at any time by
30. quivalent program report the presence of an FTDI USB Serial device If you don t find it you may have to install or re install the drivers see link above The USB circuitry inside the ECU is powered by the USB host your computer and doesn t require the ECU to be powered up Actually the USB port is electrically isolated from the ECU circuitry by a set of photocouplers there is a 1MOhm resistor to provide a high impedance link between the two grounds in order to prevent the build up of static electricity Once the connection between computer and ECU is established you should find a USB Serial Device in the device manager The associated port number will have to be selected in the HTerm port configuration raHifenn 0 6100 enn ere SER line Please start HTerm File Options View Help 3 Part COM m RJ sad 115200 Tv Datals Te stop 1 Im Parity None m CCTS Flow control press R to scan for COM ports and chose the proper 1x l Reset count 0 S 0 Reset Newline at CRLF x o 3 gt 1 ver Eloe Don saeasa le Ocea a of i niee 0 Ji anossa Dis s ola go y port number as described su characters Received Data above Configure the other cr N ar kG yay Ga am E parameters as shown in the 07 EE screenshot then press Connect To verify that the communication is estab lished power up the ECU while holding the engine shutdown button depressed until the indicator LED lights up orange After that the zo shu
31. renced to GND1 or GND2 at the ECU enclosure A stack of multiple wire lugs may be used on these threaded bolts Only very high current return lines should be directly referenced to the starter mounting flange like the ground return of an alternator for example NEVER rely solely on a metallic frame structure to close the ground circuit The main battery positive must be fused for all devices connected to it except the starter motor It s a good practice to place a high current fuse i e 100A in close proximity to the battery as a fire protection device Also try to keep the positive wire from the battery to the starter as short as possible use good quality wire and sleeve it so it won t fray if it touches vibrating metallic surfaces Thoroughly isolate the connections of the substantial positive wires so they cannot be touched accidentally with tools or other instruments Always disconnect the NEGATIVE of the main battery when working on the electrical system The backup battery is of the 12V lead acid chemistry and should be able to provide a current of at least 10A The capacity of this battery is of secondary importance A 5Ah lead gel battery as used for small uninterruptable power supplies should do Since the backup battery is a safety critical component it should be considered a consumable and be replaced every year Acheck of the backup power system is mandatory and should be included in the check list In the schematic shown a switch is
32. s 11 Red starter did not disengage if installation includes a disengagement check switch relay 12 Red Supply voltage exceeded 17V check alternator and regulator Infinite Red An error in execution of the firmware has been detected have the ECU checked replaced Warning conditions during engine operation Indicated by a momentary or permanent orange LED and an illuminated Devil s EYE if installed which are momentary high EGT between 620 C and 650 C momentary low oil pressure indication of less than one second duration momentary slight overspeed between 105 and 110 momentary low supply voltage less than 9V excessive supply voltage permanent indicates a possible alternator run away and disables the alternator if it is controlled via one channel of the Switch Box These limiting situations except for the last are considered acceptable if they don t persist for a substantial time or occur repeatedly They are meant as a warning signal to catch the engine operator s attention before actually a dangerous situation evolves If these conditions are exceeded or persist longer than specified or other serious malfunctions in the power plant system are detected the ECU will take preventive measures depending on its current operation mode During engine startup or acceleration the engine will be shut down by the ECU since this won t be safety critical During run mode the engine won t
33. tdown button can be TT released The ECU is now in data transfer mode In the eertonsmasd Plasei Clec Close Clon sendon erter cr ore Ge Input Control window of type SC WT I HTerm please enter ati rem followed by Enter If the Ex communication is okay the ECU should reply with its status and configuration information as shown in the screenshot To download the engine logs clear the received data window and then enter in the input control line att Enter The data will stream for several minutes from the ECU to the received data buffer of HTerm After the transfer has terminated press Save Output and copy the data to a filename in a directory of your choice The Log File may look like this d Switch on B and C active on D controlled by SwitchBox Channel 3 0 History 1 10 Connect to COMI b 115200 d 8 s 1 piNone Solar T 62T 32 A Governor Rev 1 6 c teba 2013 Engine statistics Engine time 0034 20 hours Engine cycles 0072 Last 35 gt 0 coastdown time 35 1 seconds This is the header containing the basic engine information like total engine time and cycles since first installation or complete reset of the ECU Also the coastdown time of the last shutdown is shown The next section actually contains the detailed engine log The most recent record is on top stepping one second back in time with every line of t
34. the ECU E The bootloader should identify the microcontroller of the ECU jade PIC18F4553 and start uploading the new firmware version When Fom _ Cancel esc you receive the firmware update package you will be advised if it s necessary to reset the ECU memory and how to do so Once finished switch off the power to the ECU disconnect the USB cable close USB connector cap and reconnect the engine connectors The ECU should work as before except for the added updated features Appendix 5 Complete Electrical Schematic of our Ultrasport 496 Installation This schematic is included here as an example of a basic installation of the Solar T 62T 32 engine controlled by the teba ECU The helicopter is just equipped with the basic instrumentation no EFIS or any other gadgets To operate the Westach dual tachometer from the signals provided by the ECU a simple but highly accurate Voltage Frequency converter has been designed and included to drive the tachometer s engine RPM input The second convenient add on is the Audible Alarm Box that modulates a frequency onto the headphone signal of the VHF transceiver if any of three alarm inputs is active The low rotorspeed alarm will be suppressed if the collective lever is completely down and presses the Collective Control Down Switch So during engine startup and acceleration the alarm won t disturb the pilot passenger
35. used to directly supply main power to the ECU Since the current consumption of the ECU is substantial especially during engine startup up to 25A it may not be viable to use a key switch directly for this purpose The following schematic shows a method to use a power relay to remove the substantial currents for the Main Power key switch The relay should be rated at least 60A The schematic features an additional Jain Power advantage by incorporating the diode D1 as a reverse polarity protection device If the main battery is accidentally connected in reverse the diode will block and the relay will not close the circuit to the ECU Otherwise the ECU will be damaged if the supply is connected in reverse In the schematic shown above an alternator is added we modified the Solar gearbox to accommodate the alternator opposite to the starter if anyone is interested in this conversion a PDF describing the required modifications is available The Alternator we used is a Nippon Denso model 31400 75F0 F5 found in a Suzuki Wagon R 1 01 48kW The color scheme of the wires refers to that particular alternator Another interesting detail shown in the schematic is the utilization of the start fuel valve signal to activate the alternator only after the engine transitions from acceleration to run mode by using a normally closed relay configuration Yet the optional Switch Box is a more elegant way to control an alternator sin
36. wires of the supplied pre configured dual color LED Parallel with the red element of the dual color LED a Master Caution Light aka Devil s Eye may be connected Independent of the system supply voltage this light has to be of the 24V type and must not be higher power than 12W Dual Colour Indicator Light Master Caution Light 24V max 12W AUX H2V OUT wars The IA includes three 20 turn trimmers to calibrate G the instruments of the EFIS After you set up the EFIS to display three analog gauges for preset RPM PRS actual engine RPM RPM and exhaust gas temperature EGT only connect X103 Y to input A of the IA as well as the power supply X103 W and a So far leave the inputs B and C of the IA unconnected Power up the system and trim RPM to maximum Then adjust Gain A so you get a display reading for the preset RPM PRS of 102 5 Now connect the wire X103 Y to input B of the IA Adjust Gain B to get a reading of the actual engine RPM gauge of 100 0 After that you calibrate the EGT gauge by moving the wire from X103 Y to input C of the IA and adjusting Gain C to display 1000 C or 1832F if you prefer this temperature scale This finalizes the IA EFIS calibration and you can connect the wires to the inputs of the IA as shown in the schematic If you find the adjustment to be very sensitive you may have selected a too high sensitivity of the EFIS inputs The IA can supply up to 12V at the outputs depend
37. y quadrature encoder that features NPN open collector phase and index outputs is compatible with the ECU The interconnection is as follows ECU Connector Encoder Function Original Function Phase A Phase B RPM Trim Up N Phase B Phase A RPM Trim Down b Index Engine Shutdown g 12V Supply 12 AUX Supply h Ground AUX GND The inputs for Phase A and Phase B may be reversed to change the desired direction of operation The encoder option is not co existent with any other RPM preset option Shutdown is accomplished by twisting the RPM preset encoder against a spring detent mechanism opposite to the normal operating range a certain angle over the zero position index The mechanical encoder configuration has to be arranged quite accurately by the customer Command Switch This option has much in common with the Auto Ramp option yet the RPM setpoints are not accessed incrementally by pressing the RPM trim switches in a certain sequence but by a rotary or linear four position switch Interconnection is as follows In case a single plane switch is used a diode decoupling network has to be utilized If a multiple plane switch is available it can be connected directly The schematics show the switches in the idle position In order to start the engine the command switch has to be placed in the idle position otherwise the start function is inhibited If after starting the engine directly the 100 positio
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