Investigation of Electro-Mechanical Fuel System of

AGT-1500 Gas Turbine Engine

Omar Salah Islam Nasser
Department of Mechanical Engineering Department of Mechanical Engineering
Military Technical College Military Technical College
Cairo, 11766, Egypt Cairo, 11766, Egypt
[email protected] [email protected]

Abstract— Fuel flowrate and direction of air flow are the main a tank turbine engine, The AGT1500 was designed by AVCO
parameters affecting the gas turbine engine performance. The Lycoming (now Honeywell Defense and Space) to be the
main objective of this thesis is to study the performance and alternative power source for the diesel powered multinational
characteristics of the fuel management system for the AGT-1500.
The fuel management system is a full authority digital electronic Main Battle Tank (MBT) 70 tank.
computing (FADEC) control system. It consists of two control Jet engine controllers have changed in two main areas,
units working in conjunction with each other. These units are the their hardware and the concept of control. They have been
electro-mechanical fuel system (EMFS) and the digital electronic investigated in many studies, The historical progress of the
control unit (DECU), in order to position the inlet guide vanes development of gas turbine engine controllers’ hardware
(IGV) and power turbine stators (PTS), and meter the fuel flow
to the engine through fuel metering system (FMS) to obtain could be divided into five main categories:
the optimum performance. First, a complete physics – based • Hydro-mechanical fuel controllers;
model for the IGV and PTS systems have been investigated • Hydro-mechanical/Electronic Fuel Control;
and validated through numerical simulations. On the other • Digital Electronic Engine Control (DEEC);
hand, and due to the complicity and integrity of the FMS, it
• Full Authority Digital Electronic Control (FADEC);
is modeled as a black box. Therefore, a SIMULINK® system
identification toolbox is applied to the FMS to estimate and • Advanced Engine Control.
validate its model. Second, a closed – loop linear controller is The historical progress of the development of gas turbine
designed and implemented to control the whole system, where a
engine (GTE) control systems could be divided into four
linear variable differential transformer (LVDT) and two rotary
variable differential transformers (RVDT) are used to measure phases: [1]
the injected fuel flowrate, and the positions of the IGV and PTS • Single-input single-output (SISO) control algorithm;
actuators, respectively. Finally, experimental and simulation • Min–Max or cascade control algorithm;
results are obtained to validate the driven model, and ensure a
• Advanced control algorithm;
good representation of the physical system. Results show that the
obtained model follows the system with satisfactory accuracy. • More electric and electronic control algorithm.
Index Terms— Gas turbine engine, Hydraulic control, The investigated gas turbine engine is controlled with a full
Electro-mechanical fuel system, Inlet guide vanes , power authority digital electronic computing control system.This
turbine stator, fuel metering system.
system consists of two control units that must work in
conjunction with each other. These units are the electro-
I. I NTRODUCTION mechanical fuel system (EMFS) and the digital electronic
Engines start was not only prior 1860s but it even started control unit (DECU).
before 350 BCE with the fire piston, the first device to In this paper we aim to build a complete dynamic model
exploit compression-ignition. Ever since, engines have been that can be used in the analysis of the system response and
developing to overcome the facing problems and to improve validate this model, in addition to build a controller for the
their performance reaching petrol and diesel engines. After system along all the working conditions.
World War II, it was clear that gas turbine engine had a The organization of the paper is
big advantage over both engines for its lower weight, less • section (2) : Methodology
noise, less smoke emissions, greater power and mechanical • section (3) : System description
efficiency. Using engines power instead of steam power used • section (4) : Mathematical Model
in navy, pump stations and power generation gave the idea • section (5) : Control system
of using a gas turbine power plant in an armored land • section (6) : Exprimental work
vehicle. In October 1965, the U.S. Army Tank Automotive • section (7) : Results
Command (TACOM) awarded a contract for development of • section (8) : Conclusion and future work
 II. M ETHODOLOGY A. Inlet Guide Vanes (IGV) subsystem
Inlet guide vanes (IGV) subsystem is a part of the fuel
The methodology plan of the project is described as:
management and control system of AGT1500 gas turbine
• Study the fuel supply system of M1A1 MBT, gas turbine engine. It is considered as electro-hydraulic servo actuator
engine AGT 1500 and its electro-mechanical fuel system system (EHSA) which accurately controls the inlet guide
(EMFS). vanes of the engine. The subsystem has been built in three
• Setting a test rig which will be responsible to be the main parts, these parts are:
reference to validate our dynamic model and controller. • Electro-magnetic proportional solenoid.
• Measure all the influential parameters and dimensions • Electro-hydraulic servo-proportional valve.
identifying the system and affect its operation. • Electro-hydraulic servo actuator.
• Design a graphical user interface (GUI) using LabVIEW
Supply pump is used to supply the system with diesel
to display and log the system response to validate the
fuel. In order to regulate the pump pressure at 9 bars, a
mathematical model.
pressure regulator valve is used. The regulated pressure is
• Design a mathematical model which represent the actual
pumped into a directional control valve. The valve’s spool
system using SIMULINK.
location identifies the direction and the flow rate comes
• Comparing the measured and the predicted results for
out from the valve to the actuator. The spool location is
the open loop configuration and validate the system
controlled by proportional solenoid in contactless manner.
model.
hydraulic amplifier is in the valve spool. It is controlled
by the gab separating the amplifier variable nozzle and the
III. S YSTEM D ESCRIPTION linear solenoid core. The change of the gap width leads
to variable nozzle area which in turn changes the pressure
The fuel management system is a full authority digital on the upside of the spool. In the other side the supply
electronic computing control system. The system consists of pressure conducts a constant pressure force on the down
two control units that must work in conjunction with one side of the spool all the time. Different pressure forces on
another. These units are: the upside and downside of the spool move the spool to
• Electro-mechanical fuel system (EMFS) maintain the gap width constant. The hydraulic amplifier
• Digital electronic control unit (DECU). works on converting the small solenoid core displacement
These units are responsible of controlling main three into a considerable pressure force to move the spool.
subsystems as shown in figure 1, these subsystems are:
-Electro-magnetic proportional solenoid.
• Inlet Guide Vanes (IGV) subsystem.
• Power turbine stators (PTS) subsystem. The electro-magnetic proportional solenoid represented in
• Fuel metering (FM) subsystem. this study is a linear traverse and limited travel DC solenoid.

Fig. 2. Electro-magnetic proportional solenoid

As shown in Figure 2, It consists of permanent magnet

poles, armature coil, plunger core of iron and return spring.
Fig. 1. Electro-mechanical fuel system EMFS When voltage (Vi) is applied to the coil, current (i) passes
through it and creates a magneto motive force. This force
acts against the magneto motive force of the permanent IV. M ATHEMATICAL M ODEL
magnet and makes them repel. -Introduction.
A mathematical model is an abstract model that uses
-Electro-hydraulic servo-proportional valve. mathematical language to describe the behavior of a system.
Mathematical models are used particularly in the natural
As shown in Figure 3, The valve’s spool inner bore acts as sciences and engineering disciplines (such as physics, bi-
a hydraulic amplifier. It’s excited by the small displacement ology, and electrical engineering) but also in the social
of the solenoid core which changes the gap accordingly.The sciences (such as economics, sociology and political science);
gap changes the amplifier pressure Pv, leads the spool to physicists, engineers, computer scientists, and economists use
move as a reason of pressure differences to balance the gap mathematical models most extensively. Mathematical models
in the equilibrium distance. can take many forms, including but not limited to dynamical
systems, statistical models, differential equations, or game
theoretic model[2] . Physics-based, black box and grey box
models are used in driving a model for any system.
A. IGV subsystem model
Fig. 3. Electro-hydraulic servo-proportional valve In order to describe the electro-hydraulic system under
study, a physics based mathematical model has been driven.
-Electro-hydraulic servo actuator. This model explains the behavior of system’s (current, pres-
sures, flow rates, and displacements of mechanical part)
The electrohydraulic valve controls the piston’s movement using the suitable equations for each phenomenon which
both its direction and rate, in order to maintain accurate are mentioned in another thesis[3] and modified to suit our
position control. system as shown in figure 5.

Fig. 4. Electro-hydraulic servo actuator

Fig. 5. IGV total system

B. Power turbine stators (PTS) subsystem
Power turbine stator PTS and inlet guide vanes IGV B. PTS subsystem model
are almost 2 identical systems except the electro-hydraulic Power turbine stator PTS and inlet guide vanes IGV math-
servo acruator.They are different in the dimensions as bore ematical models are almost the same except the parameters
diameter, rod diameter and stroke. and dimentions of the electro-hydraulic servo acruator. They
are different in the dimensions as bore diameter, rod diameter
and stroke. To correctly simulate both systems response, too
C. Fuel metering (FM) subsystem many parameters have been identified. Some of them were
Fuel metering (FM) subsystem is a part of the fuel man- directly measured. Some other parameters had been estimated
agement and control system of AGT1500 gas turbine engine or assumed.
of M1A1 MBT. It is responsible of metering fuel flow to the The mathematical model of the system has been built in
engine to obtain optimum performance. The subsystem has three main parts according to the real system as following:
been built in eight main parts which will not be explained in • Electro-magnetic proportional solenoid.
this study as we will study it as a black box, these parts are: • Electro-hydraulic servo-proportional valve.

• Bypass valve. • Electro-hydraulic servo actuator.

• Pressurizing valve and fuel flow solenoid. Each subsystem is described by more than one set of
• Metering valve and LVDT. differential equations. SIMULINK is used to simulate the
• Relief valve and backup flow solenoid. dynamic response of system. Because of intention to run
• Cutoff Solenoid. the model on a real time target, it was configured for fixed
step Simulink solver. ODE3 (Bogacki-Shampine) continuous The pressurized fuel coming out of the amplifier nozzle
explicit solver with step size of (1E-5 s) was used to solve affects the solenoid core by a force (Fp ) which can be
the model. described by equation:
1- Electro-magnetic proportional solenoid:
π 2
The solenoid can be represented as a linear inductor (L) Fp = Pv Asc = Pv ∗ d (5)
with a resistor in series (R) as shown in figure 6. 4 sc
(
0 xc > 0
Fseat = (6)
kseat ∗ |xc | + fseat ∗ |x0c | xc ≤ 0
Where : Pv is the spool amplifier pressure in Pa, Asc is
the solenoid core’s area presented to spool’s nozzle flow in
m2 , kseat is the seat equivalent stiffness in N/m, fseat is the
seat equivalent damping coefficient in N.s/m.

Fig. 6. Electro-magnetic proportional solenoid equivalent circuit

The voltage/current relationship can be derived by:

di dL
Vi = VR + VL = iR + L +i (1)
dt dt
For too small displacement (less than 1 mm each side) the
inductance rate of change is tiny so it can be neglected. The Fig. 7. Electro-magnetic proportional solenoid model
new equation will be:
2- Electro-hydraulic servo-proportional valve:
di
Vi = iR + L (2)
dt *Amplifier flow equations:
The current force relationship can be described as a linear r r
2 2
equation between the magnetic force affecting the solenoid Q1 = Cd A1 (P1 − Pv )Q2 = Cd A1 (Pv − P0 ) (7)
ρ ρ
core and the current passing through its coil. The proportion-
ality factor ks i is the current force gain, N/A.

FM = ksi ∗ i (3)

In other hand the mechanical behavior of the solenoid can

be described by a spring damped mass system. According to
Newton’s 2nd law the equation of motion of the system is:

mc x00c = FM +Fp +Fseat −Wc −kc (xc +xc0 )−fc x0c −FGap
(4)
Where : mc is the solenoid moving parts mass in kg, xc
is the solenoid core displacement in m, FM is the magnetic
force affecting the solenoid core in N, FP is the pressure
force affecting solenoid core in N, Fs eat is the seat reaction
force in N, Wc is the solenoid moving parts weight in N,
Kc is the solenoid spring stiffness in N/m, fc is the solenoid
damping coefficient in N.s/m, xc0 is the solenoid spring
initial compression in m, FGap is the seat reaction between
spool and core in N
Fig. 8. Electro-hydraulic servo-proportional valve
 One of the two areas is constant (A1 ), while the other (An ) area in m2 , fs is the spool damping coefficient in Ns/m,
depends on the gap as follows: Fj is the jet reaction force in N, Fsseat is the spool’s
seat reaction forcein N, Ws = spool’s wieght in N, xsmin
π 2
A1 = d (8) is the minimum spool displacement limit in m, xsmax is
4 1 the maximum spool displacement limit in m, Cc is the
contraction coefficient, Qa , Qb , Qc , Qd are the flow rate
gap = (xi + xc − xs ) (9) through ports openings (a, b, c, d) consequently in m3 /s,
Where : Q1 is the flow rate through hydraulic amplifier Aa , Ab , Ac , Ad are the areas of ports openings (a, b, c, d)
inlet port in m3 /s, Q2 is the flow rate through hydraulic consequently in m2 .
amplifier variable nozzle in m3 /s, A1 is hydraulic amplifier
inlet port area in m2 , An is hydraulic amplifier variable * Flow rates through the valve restriction areas:
nozzle area in m2 , P1 is the valve supply pressure in Pa,
P0 is the valve return pressure in Pa, ρ is the fuel density The valve restriction areas, incorporated in this valve, are
in kg/m3 , Cd is the discharge coefficient, xi is the initial to be classified into sharp edged orifices and short tube
distance between spool and solenoid core in m, xs is the orifice. Sharp-edged orifices are preferred because of their
spool displacement in m. predictable characteristics. The pressure and power losses in
*Amplifier continuity equations: these orifices are dominated by the fluid inertia. The fluid
viscosity has no significant effect on their operation.
dxs V0 − As xs dPv Therefore, the flow rate through sharp-edged orifices is
Q1 − Q2 + As = (10)
dt B dt viscosity-independent. On the other hand, for economy rea-
π sons, short tube orifice is used here as fixed restrictors in the
As = (Ds2 − Da2 ) (11) flow passages. The fluid flow through a short tube orifice is
4
subjected to the friction losses as well as the minor losses at
Where : As is the valve spool cross sectional area in m2 ,
inlet and outlet.
V0 is the valve initial volume in m3 , B is Bulk’s modulus
Therefore, these orifices are viscosity- dependent. The
in Pa, xs is the spool displacement in m.
orifices caused by the spool displacement between the spool
and the sleeve port’s outlet are, due to the geometry, sharp
* Equation of motion for the spool:
edged orifices (a, b, c, d). The throttling orifice in the valve
outlet is a short tube orifice. Neglecting the losses through
The motion of the spool is governed by the following
the transmission lines which connect the valve to the actuator.
equation of motion, neglecting the static friction force:
The flow rates through the valve restriction areas are given
00 0 by:
ms xs = P1 Ar −Pv ∗(As +A2 )−fs xs −Fsseat −Fj −Ws +FGap
(12)
r
2
The spool displacement is limited mechanically by a Qa = Cd Aa (Px − P0 ) (15)
ρ
limiter at the end of its stroke on both sides. When reaching r
any of the side limiters the seat reaction develops a counter 2
Qb = Cd Ab (P1 − Px ) (16)
force, Fsseat : ρ
 r
0 2
 kseat − (xs − xsmin ) + fseat − xs xs ≤ xsmin

Qa = Cd Ac (P1 − PB ) (17)
Fsseat = 0 xsmin < x < xsmax ρ
kseat − (xs − xsmax ) + fseat − x0s xs ≥ xsmax

 r
2
(13) Qa = Cd Ad (PB − P0 ) (18)
ρ
As a result of fluid flow, a force, Fj , equal to the rate
of change of the momentum of the fluid is generated. The
r
2
momentum force directs all the time to close the valve port Qa = Cd At h (Px − PA ) (19)
ρ
opening. It acts as a centering spring, and will be described
The discharge coefficient, Cd , depends mainly on the
here in by jet reaction force.
contraction coefficient, Cc , and the orifice geometry. For a
(
ρ∗Q2b ρ∗Q2 sharp-edged orifice, if the orifice diameter is much less than
+ Cc Add xs > 0
Fj = C c Ab
ρ∗Q2a ρ∗Q2c
(14) the pipe diameter, the discharge coefficient can be calculated
Cc Aa + Cc Ac x s > 0 using the following expression[4]:
Where : ms is the valve spool’s massin kg, Ar is valve’s π
rear cap cross sectional area in m2 , A2 is the nozzle bore Cd = Cc = = 0.611 (20)
π+2
 The areas corresponding to the spool displacement can be * Continuity equation on the valve outlet:
classified into radial clearance area and port opening area. By applying the continuity equation on the valve outlet
The port opening area can be described by the area of the neglecting the external leakage:
segment corresponding to spool movement over the circular
port of the valve multiplied by number of ports for each Vx dPx
Qb − Qa − Qth = (27)
outlet. B dt
(
Aa = Ac = Arc = π(Ds + c)c xs > 0 Qc − Qd − Qb = 0 (28)
Aa,b,c,d = (21)
Ab = Ad = Axs + Arc xs > 0
( Where : Vx is the volume between port opening and throttle
Aa = Ac = Axs + Arc xs < 0 orifice in m3 , QB is the flow rate at valve outlet on the rod
Aa,b,c,d = (22)
Ab = Ad = Arc xs < 0 side of actuator in m3 /s.

Fig. 10. Electro-magnetic proportional solenoid model

3- Electro-hydraulic servo actuator:

Fig. 9. Description of valve opening area calculation
* Continuity equations of the cylinder chamber:

Axs = 4 ∗ Axsp (23) Applying the continuity equation to the cylinder chamber
considering the internal leakage and neglecting the external
1 2 leakage:
Axs = r ∗ (θ − Sinθ) (24)
2 p
dY PA − PB VB − AB ∗ Y dPB
rp − |xs | Ab + − QB = (29)
θ = arccos( ) (25) dt Rt B dt
rp dY PA − PB VA − AA ∗ Y dPA
Qth − AA − = (30)
dt Rt B dt
π
Ath = ∗ d2th (26) π 2
4 AA = ∗ DA (31)
4
Where : Px is the pressure between port opening and
throttle orifice in Pa, PA is the pressure on the cap side of π 2 2
AB = ∗ (DA − DB ) (32)
the actuator in Pa, PB is the pressure on the rod side of the 4
actuator in Pa, Ath is the throttle orifice area in m2 , Arc is Where : Y is the actuator displacement in m, Ri is the
the radial clearance area in m2 , Axs is the area of all ports resistance to internal leakage in actuator in N.s/m5 , VA is
opening due to spool displacement in m2 , Axsp is the area the actuator cap side initial volume in m3 , VB is the actuator
of single port opening due to spool displacement in m2 , rp rod side initial volume in m3 , AA is the piston cap side
is the port radius in m. area in m2 , AB is the piston rod side area in m2
 * Equation of motion of the piston: C. FM subsystem model
Measuring the parameters for the system under study, like
The motion of the piston under the action of pressure the internal dimensions of these system components is very
difference, viscous friction, inertia, external forces, and its hard because of the system complicity and integrity. In this
own weight was described by the equation of motion. also case it is preferred to treat the system as a black box.
the seat reaction force due to mechanical limitation was taken
The system identification is performed using Matlab’s SIT
into consideration. The limiter force was described by an
by many researchers in different fields ([5], [6] and [7]). The
equivalent spring and damper reacting only when the piston
toolbox has a useful graphical user interface (GUI) which
reaches its limits:
is used to import the time domain data. The toolbox is
used in another thesis[8] to estimate time continuous transfer
mp Y 00 = PA AA − PB AB − fp Y 0 − F Aseat − FLoad + Wp function from this imported data.
(33) The pound per hour (PPH) unit has been used in the engine

0 manufacturer technical manual. So, in this study this unit
 kseat ∗ Y + fseat ∗ Y
 Y≤0
has been chosen for the output mass flow rate representation
FAseat = 0 0 < Y < Ymax to make the comparison process between the manufacturer
0

kseat ∗ (Y − Ymax ) + fseat ∗ Y Y ≥ Ymax FMS specifications and the study results more easily. The

(34) multiplication factor between the voltage representation and
Where : mp is the piston mass in kg, fp is the actuator the PPH representation of the mass flow rate has been de-
damping coefficient in N s/m, FAseat is the actuator seat termined by measuring the output mass flow rate.at different
reaction forcein N, Fload is the load force in N, Wp is the points. The measurements show that converting the voltage
piston’s weight in N, Ymax is the piston’s stroke in m. representation of the mass flow rate to pound per hour (PPH)
is achieved by multiplying the voltage value by 100.

5.245S 3 + 106.1S 2 − 4.232S + 10.4

G(s) = (35)
S 4 + 10.6S 3 + 54.1S 2 − 1.147S + 4.644

Fig. 13. FM total system

D. EMFS total model

Fig. 11. Electro-hydraulic servo actuator model

4- PTS total system:

Fig. 12. PTS total system Fig. 14. EMFS total system
 V. E XPRIMENTAL WORK -Test rig operation
A. Test rig An AC (220 V) power supply is used as the main power
source of the test rig, this high AC voltage transforms to
-Test rig setup DC voltage with different voltage values through the power
supply (24DCV, 12DCV, -12DCV, 5DCV, 3.3DCV) with
different functions, they are used to:
• Drive the electrical fuel pump.
• Supply the proportional solenoids controlling hydraulic
system with current necessary.
• Provide the ability to generate a sinusoidal wave nec-
essary for using variable differential transformers to
measure actuators displacement and the power lever
actuator.
• Power the control panel.
• Provide the ability for digital controlling of system using
microprocessor integrated circuits.

Fig. 15. Constructed test rig

For the experimental tests, a test rig is designed and con-

structed to be used as a demonstration for the engine’s fuel
management system and to test and validate the mathematical
model of the system and to take measurements necessary to
indicate engine performance and state.
The constructed test rig, as shown in Figure15, consists
of a working bench holds the whole system’s components Fig. 16. Test rig block diagram
together,most of these components are identical parts used in
AGT1500 gas turbine engine and rest of components were Test rig operation starts by switching the main power
either designed or manufactured to enable system running at switch and fuel pump switch to (ON) position so power
a rotational speed different from the engine’s idling speed to supply delivers DC voltage to an electrical network box
its maximum working speed. responsible for the correct distribution of this voltage.
The designed test rig is typically simulating the operation The electrical network box distributes power to a pilot
conditions of the original equipment, which strongly needed relay that controls the activation of an AC inverter. This AC
to discover the knowhow technology of the system. Also, inverter is used for controlling the speed of the main pump
the test rig is tunable in order to integrate the proper control driving motor. The electrical motor drives the main hydraulic
system after investigating the system. pump through two pulleys and belt mechanism.
As demonstrated in the figure the test rig consists of two The electrical fuel pump pumps fuel through a coarse
main sections: The first section is laying underneath the test filter, a water fuel separator, and a fine filter to the main
rig bench, containing: hydraulic pump. The main hydraulic pump delivers fuel to
two identical electrohydraulic valves IGV and PTS and a
• fuel tank (100 liter).
proportional solenoid fuel metering valve.
• power lever actuator (PLA).
The test rig is provided with a main control box, a data
• power supply (2*12V).
acquisition card, a workstation, a human interface monitor,
• electrical control system.
and an external power supply.
• pump drive system (motor, belt mechanism, speed in-
The main control box is controlling the whole test rig
verter and speed pickup system).
according to the power lever actuator request and collecting
The second section is the one above the bench and con- signals of the sensors and transmitters by means of branched
tains: wiring harnesses designed and manufactured specially for
• whole hydraulic system. this purpose. The data acquisition card is connected to the
• control panel. main control box through a wiring cable transfers signals
• control box. between both of them. Finally, data acquisition card collects
all measured, control, and feedback signals then sends them these parameters are necessary for monitoring, processing
to the workstation through a data connection. An interface and logging of the coming data. For best performance, the
program was designed using LabVIEW software for moni- minimum sampling rate is calculated based on the highest
toring, logging, and re-rendering the measured signals from frequency of the measured signals which is the motor ro-
the test rig. At the same time the control box sends these tational speed measured using speed pickup. The maximum
data to the control panel which present it to the user. rotary speed of the motor is 4500 rpm and with each rotation
the speed pickup read 29 signals so the minimum sampling
B. Measurements rate necessary for proper measurement equals 2.1 KHz.
To have an accurate mathematical mode, the physical NI USB-6363 Card is chosen to acquire the measurement
parameters need to be measured. these parameters are the ge- signals along with LabVIEW software platform to design a
ometrical dimensions, the weight of the moving components, software program to process it. The LabVIEW Program is
the coefficients of the materials in contact with each other, or used to acquire, log and display the measured values and
the hydraulic fluid characteristics. In order to measure the compare the results with the expected values.
required tiny dimensions , an accurate measurement method The programing of this VI is divided into two main parts
is needed, a microscope set with 2 micrometers are used appears in two windows; the front panel window, and the
to measure the diameter of narrow holes that no gauge can block diagram window.
measure them. Every dimension is measured in 10 iterations The front panel window is the user interface for the VI
and the standard deviation is calculated to ensure accurate used to accomplish measurements displaying, or recording.
measurement. It contains all the controllers and indicators of the program
as well.

Fig. 18. LabVIEW front panel

Fig. 17. Measurement process

The block diagram section is the part containing the graph-

C. Aquisition ical source code of a LabVIEW program. The concept of the
block diagram is to separate the graphical source code from
Experimental measurements are necessary to understand
the user interface in a logical manner. Front panel objects
the system behavior in several operation conditions which is
appear as terminals on the block diagram. Block diagram
essential for the modeling process. The measurement is done
terminals reflect the changes made to their corresponding
using different sensors and transducers (RVDT, LVDT, Speed
objects and vice versa.
pickup. . . . etc.). Acquisition system has been used for this
purpose. It consists of three main parts; conditioning circuits,
NI USB DAQ and LabVIEW (version 14.0.1) graphical user
interface (GUI).
Conditioning circuits are necessary for current amplifica-
tions for driving of solenoids, for generating the required AC
signal for LVDT primary coil excitation process and measure
the output voltage of the secondary coil and finally for signal
conditioning to make signals more suitable for measurement
process.
Selection of Data Acquisition card depends on the number
of channels required, resolution and mainly the sampling Fig. 19. LabVIEW block diagram
rate and other parameters like precision and durability, all
 VI. R ESULTS 2) Power turbine stators system model results:
1- Model response to null voltage input 3.3V:
A. model response results
It shows the the response of the hydraulic actuator to input
1) Inlet guide vanes system model results: voltage at which it must be no movement in the closed loop.
1- Model response to null voltage input 5.5V: The null voltage of PTS and IGV system is measured
It shows the the response of the hydraulic actuator to input practically fron the test rig.
voltage at which it must be no movement in the closed loop.

Fig. 23. PTS response to null voltage

Fig. 20. IGV response to null voltage

2- Model response during extension stroke: 2- Model response during extension stroke:
It shows the response of the hydraulic actuator according It shows the response of the hydraulic actuator according
to two higher voltages than the null voltage. to two higher voltages than the null voltage.

Fig. 21. IGV response during extension stroke Fig. 24. PTS response during extension stroke

3- Model response during retraction stroke: 3- Model response during retraction stroke:
It shows the response of the hydraulic actuator according It shows the response of the hydraulic actuator according
to two lower voltages than the null voltage. to two lower voltages than the null voltage.

Fig. 22. IGV response during retraction stroke Fig. 25. PTS response during retraction stroke
 3) Fuel metering system model results: It shows the
response of Fuel metering system against the input voltage
to the fuel metering solenoid.

Fig. 29. PTS response during retraction stroke

Fig. 26. PTS response during retraction stroke

VII. C ONCLUSION AND FUTURE WORK

B. Experimental results
1) IGV results: It shows the actual displacement of IGV
against the input voltage to the IGV solenoid. Accordingly, the mathematical dynamic model represented
in this paper and it’s simulation on SIMULINK can be
considered as a validated model for the described system.
Furthermore, it can be used to design and compare the effect
of different control techniques on the system behavior for
further development.

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