Sorry for the delay, here is a summary of EEC controls re: shutdown in flight. (T9).
The engine protection system is incorporated into the EEC. Its hardware performs the following functions:
LP and IP Rotor Overspeed protection.
LP Turbine Overspeed protection.
Thrust control malfunction protection.
EEC monitors LP and IP compressor shaft speeds (N1, N2). this is done via a Phonic wheel on the shaft of each, forward of the Ball bearings. If speeds of these shafts are above an indexed value, the engine is shutdown. The LP Compressor shaft is also compared constantly with LP Turbine module, and if discrepant, the engine is assumed to have had a shaft loss, and the powerplant is shutdown.
Thrust Control Malfunction (TCM)
EEC monitors engine thrust, both Turbofan Power ratio, (TPR), and N1 Speed. If either exceeds commanded values by an indexed limit, TCM prot operates by reducing Power, or it will shut the engine down, depending on Airspeed and altitude. Flight Controls Primary Computer (Prim), provides a discrete signal hardwired to the EEC active channel, which then allows engine shutdown.
Each channel of the EEC has a hardware protection which is separate from all other EEC functions. Comparators determine if an overspeed or TCM have passed threshold; if a fuel cutoff or reduction is set, Programmable Array Logic (PAL) functions alert the opposite channel, and if both channels agree, a signal is sent to the protection motor in the HydroMechanical Unit (HMU).
If in degraded operation, (power supply or processor failure), shutdown can be commanded by one PAL.
One other thing. The LP and IP shaft speed is sensed by Phonic wheels, the HP shaft speed is derived from the actual RPM sensed at the Alternator, off the Gearbox drive. The EEC settles on Fuel flow by sensing the RPM of the N3 ONLY. This seems counterintuitive, but may circuitously explain why the engine, at the threshold of Burst, was given additional Fuel.
Seems relatively Human exclusive to me.