A320_ATA 24 Electrical Power Line & Base Maintenance

8/15/2019 A320_ATA 24 Electrical Power Line & Base Maintenance

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ATA Spec. 104 Level 3

Book No: ALL A319/320/321 24 LEVEL 3 E

Lufthansa

Lufthansa Base

Issue: JAN. 1998

For Training Purposes Only

Lufthansa 1995!

Technical Training GmbH

Training ManualA 319/320/321

ATA 24

Electrical PowerLine & Base Maintenance


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For training purposes and internal use only.

Copyright by Lufthansa Technical Training GmbH.

All rights reserved. No parts of this trainingmanual may be sold or reproduced in any formwithout permission of:

Lufthansa Technical Training GmbH

Lufthansa Base Frankfurt

D-60546 Frankfurt/Main

Tel. +49 69 / 696 41 78

Fax +49 69 / 696 63 84

Lufthansa Base Hamburg

Weg beim Jäger 193

D-22335 Hamburg

Tel. +49 40 / 5070 24 13

Fax +49 40 / 5070 47 46


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TABLE OF CONTENTS

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ATA 24 ELECTRICAL POWER 1. . . . . . . . . . . . . . . .

24-00 GENERAL 2. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

AC/DC POWER SOURCES 2. . . . . . . . . . . . . . . . . . . . . . . . .PANEL DESCRIPTION 4. . . . . . . . . . . . . . . . . . . . . . . . . . . . .

AC BUSSES SUPPLY 22. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

DC BUSSES SUPPLY 24. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

AC/DC ESS SHED BUS SUPPLY 24. . . . . . . . . . . . . . . . . . . .

GROUND SERVICE SUPPLY 24. . . . . . . . . . . . . . . . . . . . . . .

AC CONTROL 30. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

DC CONTROL 32. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

ELEC - ECAM/CFDS COMMUNICATION 34. . . . . . . . . . . . .

24-20 AC GENERATION 39. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

IDG - INTRODUCTION 40. . . . . . . . . . . . . . . . . . . . . . . . . . . .

IDG DRIVE SPEED/CONVERSION 42. . . . . . . . . . . . . . . . . .IDG OIL SYSTEM 44. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

IDG CONTROL/INDICATION 46. . . . . . . . . . . . . . . . . . . . . . . .

APU GENERATOR DRIVE 50. . . . . . . . . . . . . . . . . . . . . . . . . .

IDG SYSTEM CONTROL 52. . . . . . . . . . . . . . . . . . . . . . . . . . .

APU GENERATION SYSTEM CONTROL 56. . . . . . . . . . . . .

EGIU (ELECTRICAL GENERATION INTERFACE UNIT) 60

AC ESS BUS SUPPLY 62. . . . . . . . . . . . . . . . . . . . . . . . . . . . .

CSM/G ENGAGEMENT 64. . . . . . . . . . . . . . . . . . . . . . . . . . . .

CSM/G CONTROL 68. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

EMER GCU - CFDS UTILIZATION 70. . . . . . . . . . . . . . . . . .

STATIC INVERTER CONTROL 74. . . . . . . . . . . . . . . . . . . . . .

GALLEY SUPPLY CONTROL 76. . . . . . . . . . . . . . . . . . . . . . .

24-30 DC GENERATION 79. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

TR-UNIT 80. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

TR-CONT ACTOR CONTROL 82. . . . . . . . . . . . . . . . . . . . . . .

TR-UNIT - CFDS UTILIZATION 84. . . . . . . . . . . . . . . . . . . . .

DC TIE CONTROL 86. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

DC ESS BUS NORMAL SUPPLY 88. . . . . . . . . . . . . . . . . . . .

BATTERY CONTROL 90. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

BCL - CFDS UTILIZATION 92. . . . . . . . . . . . . . . . . . . . . . . . .

24-40 EXTERNAL POWER 95. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

GENERAL 96. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

CONTROL CIRCUITS 96. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .INDICATING CIRCUITS 96. . . . . . . . . . . . . . . . . . . . . . . . . . . .

AC GEN - CFDS UTILIZATION 98. . . . . . . . . . . . . . . . . . . . .

GROUND SERVICE CONTROL 100. . . . . . . . . . . . . . . . . . . . .

24-50 LOAD DISTRIBUTION 102. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .


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Figure 1 AC/DC Power Sources - Location 3. . . . . . . . . . . . . . . . . . .

Figure 2 Panels - Location 5. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Figure 3 Electrical Power Panel 7. . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Figure 4 Electrical Power Panel 9. . . . . . . . . . . . . . . . . . . . . . . . . . . . .Figure 5 Electrical Power Panel 11. . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Figure 6 Emergency Electrical Power Panel 13. . . . . . . . . . . . . . . . . .

Figure 7 Maint Bus Switch / External Power Panel 15. . . . . . . . . . . . .

Figure 8 ECAM ELEC Page - Description 16. . . . . . . . . . . . . . . . . . . .

Figure 9 ECAM ELEC Page 17. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Figure 10 ECAM ELEC Page - Description 18. . . . . . . . . . . . . . . . . . .

Figure 11 ECAM ELEC Page 19. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Figure 12 Warnings/Inhibitions 20. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Figure 13 Warnings/Inhibitions 21. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Figure 14 Basic Schematic 23. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .


Figure 16 AC/DC Supply Configuration Chart 26. . . . . . . . . . . . . . . . .


Figure 18 AC/DC Supply Configuration Chart 28. . . . . . . . . . . . . . . . .


Figure 20 AC Control - Basic Schematic 31. . . . . . . . . . . . . . . . . . . . .

Figure 21 DC Control - Basic Schematic 33. . . . . . . . . . . . . . . . . . . . .

Figure 22 ELEC - ECAM/CFDS Communication 35. . . . . . . . . . . . . .

Figure 23 Components Location 36. . . . . . . . . . . . . . . . . . . . . . . . . . . .

Figure 24 Components Location 37. . . . . . . . . . . . . . . . . . . . . . . . . . . .

Figure 25 IDG Location 41. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Figure 26 IDG Drive/Speed Conversion 43. . . . . . . . . . . . . . . . . . . . . .

Figure 27 IDG Oil System Schematic 45. . . . . . . . . . . . . . . . . . . . . . . .Figure 28 IDG Control/Indication 47. . . . . . . . . . . . . . . . . . . . . . . . . . . .

Figure 29 IDG Components Location 48. . . . . . . . . . . . . . . . . . . . . . . .

Figure 30 IDG Oil Cooler Location 49. . . . . . . . . . . . . . . . . . . . . . . . . . .

Figure 31 APU Generator Location 51. . . . . . . . . . . . . . . . . . . . . . . . . .

Figure 32 IDG System Control 53. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Figure 33 IDG System Control 55. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Figure 34 APU Generator System Control 57. . . . . . . . . . . . . . . . . . . .

Figure 35 APU Generator System Control 59. . . . . . . . . . . . . . . . . . . .

Figure 36 EGIU Schematic 61. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Figure 37 AC ESS Bus Supply Schematic 63. . . . . . . . . . . . . . . . . . . .

Figure 38 CSM/G Engagement Logic 65. . . . . . . . . . . . . . . . . . . . . . . .

Figure 39 RAT Extension and CSM/G Control Logic 67. . . . . . . . . . .Figure 40 CSM/G Control Schematic 69. . . . . . . . . . . . . . . . . . . . . . . .

Figure 41 EMER GCU - CFDS Utilization 71. . . . . . . . . . . . . . . . . . . .

Figure 42 CSM/G Location 73. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Figure 43 Static Inverter Control Schematic 75. . . . . . . . . . . . . . . . . . .

Figure 44 Galley Supply Control 77. . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Figure 45 TR Unit Schematic 81. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Figure 46 TR Contactor Control 83. . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Figure 47 TR-Unit - CFDS Utilization 85. . . . . . . . . . . . . . . . . . . . . . . .

Figure 48 DC Tie Control 87. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Figure 49 DC ESS Bus normal Supply 89. . . . . . . . . . . . . . . . . . . . . . .

Figure 50 Battery Control 91. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Figure 51 BCL - CFDS Utilization 93. . . . . . . . . . . . . . . . . . . . . . . . . . .

Figure 52 External Power Control 97. . . . . . . . . . . . . . . . . . . . . . . . . . .

Figure 53 AC GEN - CFDS Utilization 99. . . . . . . . . . . . . . . . . . . . . . .

Figure 54 Ground Service Control 101. . . . . . . . . . . . . . . . . . . . . . . . . . .

Figure 55 Load Distribution Schematic 103. . . . . . . . . . . . . . . . . . . . . . .


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Seite: Page: 1FRA TS 84 wd 11.6.93

ATA 24 ELECTRICAL POWER

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24-00 GENERAL

AC/DC POWER SOURCES

AC Power SourcesThe electrical network of the A 320/321 is normally supplied by two enginedriven AC generators (IDG 1/2).

The drive unit (for constant speed) and the generator are integrated in one unit(Integrated Drive Generator; IDG).

technical data:

nominal power: 90 kVAnominal voltage: 115/200 V AC, three-phasenominal speed/frequency: 12000 rpm/ 400 Hz

The APU drives a third, auxiliary, generator (APU GEN) which can replace ei-ther main generator (GEN 1 and/or GEN 2).The APU generator also serves as an independent AC power supply on

ground.

technical data:

nominal power: 90 kVAnominal voltage: 115/200 V AC, three-phasenominal speed/frequency: 24000 rpm/ 400 Hz

In case of emergency configuration (loss of GEN 1,2 and APU) in flight, an ACgenerator driven by a hydraulic motor (CSM/G; Constant Speed Motor/Genera-tor) supplies the systems required for aircraft control.

technical data:

nominal power: 5 kVAnominal voltage: 115/200 V AC, three-phase

nominal speed/frequency: 12000 rpm/ 400 HzAn external power receptacle, in front of the nose wheel well, enables to con-nect a ground power source to the electrical network during ground operation.

DC Power Source

The DC electrical system is normally supplied from the AC electrical system viaTransformer Rectifiers.

technical data:

nominal current output: 200 A DCnominal voltage: In 115/200 V AC, three-phase Out 28 V DC

Two airborne nickel-cadmium batteries are installed.The main functions of the batteries are:

to start the APU in flight and on ground

to supply the essential network in some configurations.

technical data:

nominal capacity: 23 Ahnominal voltage: 24 V DC

DC-AC Inverter

One static inverter of 1000 VA nominal power transforms the direct current volt-age from battery 1 into a single phase 115 V, 400 Hz, alternating current.

The static inverter is automatically activated in the event of loss of all AC power

sources and supplies the AC essential network.

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Figure 1 AC/DC Power Sources - Location


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PANEL DESCRIPTION

General

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AC GEN

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Figure 2 Panels - Location


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PANEL DESCRIPTION (Cont.)

Electrical Power Panel

BAT 1 (2) ind.

Battery voltage is indicated in white.

BAT 1 (2) pb sw

Controls the operation of the corresponding Battery Charge Limiter.

Auto:The battery charge controller unit automatically controls the connection/discon-nection of the corresponding battery to the DC BAT BUS (3 PP) by closure / opening of the battery line contactor.

The batteries are connected to the DC BAT BUS in the following cases:

- APU starting (MASTER SW at ON and N < 95 %).

- Battery voltage below 26.5 V (battery charge). End of charging cycleoccurs when battery charge current becomes lower than 4 A:

on ground, immediately

in flight, after a time delay of 30 mn.

- Loss of AC BUS 1 and 2 when below 100 KT (EMER GEN not supply-ing).

lf AC BUS 1 and 2 are not supplied, and emergency generator is not supply-ing (during RAT transit and after L / G extension) :

- battery 1 supplies the AC STAT INV bus, and, provided speed is greaterthan 50 kt, the AC ESS bus.

- battery 2 supplies the DC ESS BUS.

Notes: In normal configuration the batteries are disconnected most of the

time. Notes: A battery automatic cut off logic prevent batteries from complete

discharge when on ground (parking).

Automatic battery contactors opening occurs when:

- A/C is on ground

- BAT pb sw are at AUTO

- Main power supply (EXT PWR + GEN) is cut off and

- Battery voltage is lower than 23V for more than 16 sec.

Reset is achieved by switching BAT pb sw to OFF then Auto.

OFF:The battery charge control unit is not operating, the battery line contactor isopen.

OFF light illuminates white provided the DC BAT BUS is supplied.Hot buses remain supplied.

FAULT lt:Illuminates amber accompanied by ECAM caution activation when the chargingcurrent for corresponding battery increases at an abnormal rate. In this casethe battery contactor opens.

IDG 1 (2) (Integrated Drive Generator) pb sw (guarded)

CAUTION :1) lf the pb is pressed for longer than about 3 sec damage may occur to the

disconnection mechanism.

2) Do not disconnect the IDG when the engine is not running (or in windmilling) since IDG damages would occur at engine start.

Normally springloaded out.

When pressed the IDG is disconnected from its drive shaft and can only bereconnected by maintenance personnel.

FAULT lt:Illuminates amber accompanied by ECAM caution activation in case of:

IDG oil outlet overheat (above 185C), or

IDG oil pressure low. Inhibited at low engine speed (N2 below 14%).

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Seite: Page: 7FRA TS 84 wd 11.6.93 Page: 7

Figure 3 Electrical Power Panel


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Elecrical Power Panel (Cont.)

GEN 1(2)pb sw

On:

The generator field is energized and the line contactor closes provided electri-cal parameters are normal.

OFF:The generator field is de-energized and the line contactor opens.

The fault circuit is reset.

FAULT lt:Illuminates amber accompanied by ECAM caution activation in the event of:

Protection trip initiated by the associated Generator Controi Unit (GCU).Note : lf the protection trip is initiated by a differential fault the reset action-has no effect after two attempts.

Opening of the line contactor (except if GEN pb sw selected OFF).

APU GEN pb swOn:The APU generator field is energized and the line contactor closes providedparameters are normal and EXT PWR line contactor is open.

The bus tie contactor 1 and (or) 2 automatically closes if GEN 1 and (or) GEN2 are not operative.

OFF:The generator field is de-energized and the line contactor opens.The fault circuit is reset.

FAULT lt:Same as GEN 1 or 2 FAULT.

APU GEN FAULT lt is inhibited when APU speed is too low.

BUS TIE pb sw

AUTO:The bus tie contactors (BTC) open or close automatically in order to maintain

power supply to both AC BUS 1 and 2.

One contactor is closed when:

- One engine generator supplies the associated AC BUS bar, and

- The APU GEN or EXT PWR supplies the other side.

Both contactors are closed in case of one engine, or APU GEN, or EXTPWR supply.

OFF:Both bus tie contactors open.

AC ESS FEED pb sw

The AC ESS BUS is normally supplied from the AC BUS 1.

lt may be supplied by the AC BUS 2 through the AC ESS FEED pb sw.

Normal:The AC ESS BUS is supplied from AC BUS 1.

ALTN:The AC ESS BUS is supplied from AC BUS 2.

FAULT lt:Illuminates amber accompanied by ECAM activation when the AC ESS BUS isnot electrically supplied.

Note: In case of total loss of main generators the AC ESS BUS is automatically

supplied by the emergency generator or by the static inverter if the emer-gency generator is not available.

GALLEY pb sw

AUTO:Main galley and secondary galley are supplied.

The main galley is automatically shed in the following cases:

In flight: Only one generator is operating.

On ground: Single engine generator operation (All galleys are availablewhen APU GEN or EXT PWR is supplying).

OFF:

The main galley and secondary galley are not supplied.FAULT lt:Comes on amber accompanied by ECAM activation when the load of any gen-erator is above 100 % of rated output.

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PANEL DESCRIPTION (Cont:)

Electrical Power Panel (Cont.)

EXT PWR pb : (momentary action)

AVAIL lt:

Illuminates green provided External power is plugged in, and

External power parameters are normal.

Momentarily pressed:-lf the AVAIL lt was on :

The extemal power line contactor closes

The AVAIL lt goes off

The ON lt comes on blue

-lf the ON lt was illuminated:

The external power line contactor opens.

The ON lt goes off.

The AVAIL lt comes on.

Notes:1. The extemal power has priority over the APU GEN.

The engine generators have priority over the external power.

2. ON lt remains on even when the engine generators supply the aircraft.

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Emer(gency) Electrical Power Panel

MAN ON pb (guarded)

AUTO :When the following conditions are met:

- AC BUS 1 not electrically supplied and

- AC BUS 2 not electrically supplied and

- Aicraft speed above 100 KTS

The RAT extends.

Provided the L /G is up, the CSM / G (constant speed motor / generator) ishydraulically powered by the blue system.

As soon as the emergency generator electrical parameters are within toler-ances the emergency generator is connected to the aircraft network.

When depressed :

RAT extension is manually selected.

Emergency generator coupling occurs if the L/G is up with 3 sec. delay.

FAULT lt

llluminates red if the emergency generator is not supplying when:

AC BUS 1 and 2 are not powered and,

Nose L/G is up.

EMER GEN TEST pb (guarded)

When pressed and held :

lf AC NORMAL BUSSES are supplied

- The EMER GEN is hydraulically powered provided blue electric pump isrunning.

- The AC ESS BUS and the DC ESS BUS are connected to the emer-gency generator (the DC ESS SHED and AC ESS SHED busses are notpowered)

- The ELEC page is automatically displayed on ECAM (only on ground).

If BAT only supply the aircraft:

- The AC ESS BUS is powered by the static inverter.

GEN 1 LINE pb sw

OFF:GEN 1 line contactor opens.The AC BUS 1 channel is supplied from GEN 2 through bus tie contactors.(Used for smoke drill).

SMOKE lt:see ATA Chapter 26.

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Figure 6 Emergency Electrical Power Panel


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MAINT BUS Switch

It‘s the control switch for the maintenance bus supply (ground service) by ex-ternal power.

ON- (switch electrically held): electrically held, provided external power delivers correct voltage (even if

the network is normal supplied)

switches the AC SVCE bus directly to external power (x)

switches the DC SVCE bus to TR 2 (x) and

switches TR 2 directly to external power (x).

(x) only if the network is not normal supplied

OFF- (switch down):

is done manually or automatically (power not ready) and

SVCE busses and TR 2 will switched over to their normal supply.

External Power Receptacleserves for connection of an 115/200 V AC ground power unit.

EXT PWR NOT IN USE Light (white)

illuminates if the ground power unit delivers correct voltage, but neither the ex-ternal power contactor (EPC) nor ground service is switched on.

EXT PWR AVAILABLE Light (amber)

illuminates if the ground power unit delivers correct voltage.

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1

2

3 4

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Figure 7 Maint Bus Switch / External Power Panel


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Figure 8 ECAM ELEC Page - Description


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Figure 9 ECAM ELEC Page


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Figure 10 ECAM ELEC Page - Description


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Figure 11 ECAM ELEC Page


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Figure 12 Warnings/Inhibitions


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BCL

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Figure 13 Warnings/Inhibitions


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AC BUSSES SUPPLY

AC BUS 1/2:

The supply of the AC BUSSES 1 and 2 and associated subbusses can bedone by one or separated by two of the AC power sources ( exception: external

power and APU generator can‘t supply the busses simultaneous.)If there are several power supplies able to deliver correct voltage simultaneous,the AC BUS 1 (2) are supplied in priority order as follows:

by the corresponding generator, GEN 1 (2)

by external power (EXT PWR)

by the APU generator (APU GEN)

or by the other generator, GEN 2 (1).

AC ESS BUSSES

Supply of important loads is provided by the AC ESS and AC ESS SHEDbusses.

They are normally supplied by AC BUS 1 (AC ESS BUS CNTR 1 closed).In the event of AC BUS 1 loss, AC ESS BUS and AC ESS SHED BUS can bemanually restored by the transfer of power supply directly from AC BUS 2.

In the event of AC BUS 1 and AC BUS 2 loss (emergency configuration), theAC ESS BUS and AC ESS SHED BUS are restored automatically on theCSM/G when the RAT hydraulic power is available.

In emergency configuration without CSM/G operation (it depends on the air-craft configuration: speed, landing gear, RAT deployment time), the AC ESSBUS is supplied by the static inverter (STAT INV), which is supplied by battery1 (BAT 1). The AC ESS SHED BUS is no longer supplied.

AC STAT INV BUS

The static inverter bus (AC STAT INV) is directly supplied by the STAT INV, ifhe is in operation.

This is the alternate supply for APU fuel pump, engine ignition and some impor-tant annunciator lights.

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TR2

TR1

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Figure 14 Basic Schematic


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DC BUSSES SUPPLY

DC BUS 1/2

The main DC loads are supplied by DC BUS 1 and DC BUS 2.

Each bus is supplied by one transformer rectifier (TR):

DC BUS 1 by TR 1

DC BUS 2 by TR 2.

There is no connection between the two TR‘s (DC TIE CNTR 2 is normallyopen).

If there is a loss of one TR the other takes over automatically the supply ofboth DC busses (DC TIE CNTR 1 and 2 are closed).

DC ESS BUSSES

Essential DC loads are supplied by DC ESS BUS and DC ESS SHED BUS.

They are normally supplied by TR 1 via DC BUS 1 and DC BAT BUS (ESS DCTIE CNTR is closed). For that the TR 2 must also be in operation.

If there is a loss of TR 1 and/or TR 2 the ESS TR takes over automatically thesupply of the DC ESS BUS and DC ESS SHED BUS.

For that the ESS TR is supplied by the AC ESS BUS (AC ESS EMER CNTR 1is closed).

In emergency configuration or smoke configuration, when the EMER GEN is inoperation, the ESS TR is supplied by this generator. Without operation of theEMER GEN, BAT 2 automatically takes over the supply of the DC ESS BUS(STAT INV CNTR is closed). In the last case the DC ESS SHED BUS is nolonger supplied.

DC BAT BUS

The DC battery bus (DC BAT BUS) is normally supplied by TR 1 via DC BUS 1(DC TIE CNTR 1 is closed).

If TR 1 is loss TR 2 automatically takes over the supply of the DC BAT BUS(DC TIE CNTR 1 and 2 are closed).

If there is a loss of both TR‘s (1 and 2) the DC BAT BUS also is power loss.

If BAT 1 and 2 are the only power sources, the DC BAT BUS is supplied bythem, but only on ground.

GROUND SERVICE SUPPLY

A ground service circuit enables the supply of AC and DC equipment by exter-nal power for maintenance purposes, without the necessity of supplying thewhole network (AC SVCE BUS and DC SVCE BUS).

The control takes place through a switch outside the cockpit.

The service busses are also supplied during normal network configurationwhich is in priority.

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AC CONTROL

Three identical generator control units (GCU) are installed for the three genera-tor systems (GEN 1, 2 and APU).

The main functions of the GCU‘s are:

to regulate the generator voltage by the field current. to protect the network and the generator by control of the associated GLC

and the generator field current.

to provide BITE information to the GPCU.

to control the warnings associated with the corresponding channel.

For the CSM/G system a control unit (EMER GCU) enables full control.

The main functions of the EMER GCU are:

to control the servo-valve excitation for speed regulation

to regulate the generator voltage by the field current

to protect the network and the generator by control of the associated GLC

and the generator field current.

For the external power system a ground power control unit (GPCU) serves:

to protect the network by control of the external power contactor (EPC)

to provide BITE information from external power and the three generatorsystems (1, 2 and APU) to the CFDS.

Mechanical locked respectively spring-loaded pushbutton-switches on thecockpit overhead panel serve to transmit ON and OFF signals to the GCU‘s,GPCU, ESS BUS-, BTC‘s- and GLC 1-switching.

For the emergency generator system one switch serve to manual control the

system in emergency configuration if necessary, and one switch to initialize anoperational test on ground (EMER GEN TEST).

Two spring-loaded switches are available to control the disconnect device ofthe IDG‘s.

Annunciator‘s integrated in the pushbutton switches show the condition of theIDG‘s (drive part and generator), external power, essesntial supply, BTC‘s andGLC 1.

In accordance with the philosophy of the A 320, the pushbutton-switches haveto be in such a position, that all annunciator lights are extinguished when thenetwork is normal supplied.

The control of the two bus tie contactors (BTC 1/2) happens automatically. Itdepends on the position of the other contactors (GLC 1,2, APU and EPC).

The BTC‘s can be switched off by one common pushbutton-switch (BUS TIEOFF).

The supply of the AC ESS BUS takes place as follows:

normally by the AC BUS 1 (automatic)

alternative by the AC BUS 2 (manually controlled by the AC ESS FEED pb-sw.)

in emergency configuration or smoke configuration by the EMER GEN orSTAT INV in flight (automatically or manually).

The centralized monitoring of the AC network happens via the ECAM system.

Failure informations in detail are given via the CFDS.

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Figure 20 AC Control - Basic Schematic


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DC CONTROL

The TR‘s (1, 2, ESS) supply their corresponding DC busses (1, 2, ESS)through contactors, which are automatically controlled by the respective TR.

In case of a faulty TR the TR-contactor opens automatically and remains openlocked.

A RESET is possible either through the CFDIU via a MCDU, or through a RE-SET pb-sw. on the relay-panel 103 VU in the right lateral avionics compart-ment.

The contactors (DC TIE CNTR) between the DC busses (1, 2, ESS, BAT) arecontrolled automatically through relais logics.

Two identical battery charge limiters (BCL) serve to control each battery con-tactor when the corresponding BAT pb-sw. is in the AUTO position. The bat-tery contactors connect the batteries with the BAT BUS.

The batteries are loaded via the BAT BUS normally through the TR 1, or supply

the BAT BUS if they are the only power supply.Each BCL includes a BITE and self monitoring system which analyzes thefaults of the internal or peripheral information. Initiation of the test is possiblevia the CFDS or at each power up on ground.

Each BCL delivers electrical parameters and warning concerning each batteryto the lower ECAM display unit.

In order to monitor the battery voltage without ECAM available there are twodigital DC volt-meters on the overhead panel. They are directly connected toeach battery via the DC HOT BUS and through a control C/B.

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Figure 21 DC Control - Basic Schematic


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ELEC - ECAM/CFDS COMMUNICATION

ELEC - CFDS

The line and hangar maintenance of the electronic systems in the A 320/321 isbased on the use of the centralized fault display system (CFDS).

The purpose of the CFDS is to give the maintenance personal a central main-tenance aid for trouble shooting.

From the MCDU‘s it is possible:

to read the maintenance informations

to initiate various tests.

The electrical power components connected to the CFDS are as follows:

GPCU

BCL 1, 2

EMER GCU

TR 1, 2, ESS

The GPCU and BCL‘s can memorize fault codes and communicate with theCFDIU via ARINC 429 busses

The EMER GCU and the three TR‘s are connected to the CFDIU by a discretelink: thus it is only possible to know these systems status (ok or faulty) duringSYSTEM REPORT/TEST sequence.

Note:

The GCU 1, 2 and APU are continuously monitored by the GPCU.The GPCU stores in the memory the failure codes acquired by the GCU‘s.The GPCU can then transmit to the CFDIU all the failure codes thus acquiredtogether with the failure codes from the GPCU and the external power system.

ELEC - ECAM

A synoptic of the electrical network and STATUS informations are displayed onthe ECAM system/status display (lower display).

Warnings or cautions appear on the engine/warning display (upper display).

For that some parameters are given directly by the AC and DC systems to theSDAC‘s 1 and 2.

The parameters from the AC generation systems (1, 2, APU, EXT PWR) aretransmitted to the SDAC‘s in digital via two elecrical generation interface units(EGIU).

The main functions of the EGIU is to process the parameters from the GCUand associated generator. The EGIU then transmits the information to the

cockpit (ECAM) via the SDAC‘s.Two EGIU‘S are installed on the aircraft.

One EGIU is associated with the GCU 1 and GPCU. This EGIU receives pa-rameters in analog and discrete form from:

GEN 1 on channel 1 and

external power on channel 2.

Each channel sends its own parameters to SDAC 1 and SDAC 2 through twoown isolated ARINC 429 data links.

The second EGIU is connected in the same manner to generator 2 and to theAPU generator.

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Figure 22 ELEC - ECAM/CFDS Communication


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A

A

Contactor(typical)

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Figure 23 Components Location


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EMERGCU

812

A F T A V I O N I C S C

O M P T

M I D A V I O N I C S C O M P T

F W D A V I O N I C S C O M P T

TR-RESET

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Figure 24 Components Location


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THIS PAGE INTENTIONALLY LEFT BLANK

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24-20 AC GENERATION

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IDG - INTRODUCTION

Each engine (HP rotor) drives its associated main generator through the acces-sory gearbox and via an integrated hydromechanical speed regulator whichtransforms the engine variable speed into constant speed for the generator.

Thus the IDG provides a 400 Hz constant supply.

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B

B IDG Attachment

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Figure 25 IDG Location

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IDG DRIVE SPEED/CONVERSION

General

Each engine (HP rotor) drives its associated IDG through the accessory gear-box.

The IDG can be split into two parts: the AC generator which has to be driven at constant speed to supply the

loads with constant frequency

the drive which transforms the engine variable speed into constant speedfor the generator.

The unit is lubricated and cooled by an own oilsystem.

Drive Operation

A mechanical epicyclic differential gear transmits power to the generator por-tion of the IDG (input speed: between 4500 and 9150 rpm; output speed:12000 rpm constant).

The speed of mechanically coupled twin hydraulic sub-assemblies modify the

differential output speed. Each sub-assemblies consists of a hydraulic swash-plate pump/motor: one with a fixed and the other with a variable swash angle.

The input shaft has a shear neck. Its primary duty is to protect the engine gear-box. But it also serves to safeguard the IDG against further damage.

In case of abnormal function of the IDG drive part it is possible to disconnectthe IDG manually. Disconnection is irreversible in flight. The system can onlybe rconnected on the ground with engines shut down.

Generator

The generator is a three stage machine with the three component machinesconnected in cascade.

The first machine (pilot exciter) is a twelve pole permanent magnet generator

(PMG). The output from the PMG stator winding: has a generator excitation function

provides power for other components of the electrical system of which thegenerator forms part (supply of the GCU, EGIU and the external relays andcontactors). The generator is thus ”self-flashing” and ”self-sufficient”.

The second machine (main exciter) receives its fields excitation from the pilotexciter via the voltage regulator in the GCU to a 10 poles stator: this creates astationary field. Rotating diodes rectify the three phase output of the main ex-citer rotor.This output feeds the main rotor winding.

The third machine (main alternator) receives excitation for the rotating salientfour pole field from the rectified output of the main exciter.

The main alternator has a three phase star connected stator winding. The threephases and star point are taken to the generator output terminations.

The generator is designed for use with an external voltage regulator formingpart of the GCU.

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HYDRAULIC TRIM UNIT

MPU

INPUTSPEEDSENSOR

TOGCU

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Figure 26 IDG Drive/Speed Conversion

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IDG OIL SYSTEM

The IDG has a self contained oil system except for the heat-exchanger.

Positive displacement scavenge pumps pump the oil (via the IDG filter) to theaircraft heat exchanger and return it to the IDG.

The charge oil supply of cleaned, cooled deaerated oil is provided as a bus.

This oil supply feeds:

the differential hydraulic units

the generator

the governor

the control piston

The lubrication jets are individually supplied.The deaerator supercharges the inlet of the charge pump with solid oil.

The charge pump pressurizes the oil against the charge relief valve.It provides thus regulated supply pressures to:

the hydraulics

the controls the differential

the generator

the various lubrication and cooling nozzles

A differential pressure indicator is provided to show when the filter element isclogged. The sensing device for the differential pressure is automatically sup-pressed during cold oil running conditions: this avoids spurious operation dueto high oil viscosity.

Similarly, a cooler by-pass valve is fitted within the IDG.The valve opens on a rising pressure to short circuit the cooler during cold oiloperation.

A scavenge pump relief valve limits the supply pressure of the scavenge sys-tem.

A vent valve releases internal case pressure if necessary.

A quick fill coupling situated on the transmission casing enables pressure fillingor topping up the unit with oil.The oil thus introduced flows to the transmission via the scavenge filter andexternal cooler circuit. This ensures:

the priming of the external circuit

the filtration of any oil introduced.An internal standpipe connected to an overflow drain ensures a correct quantityof oil.

You can read the oil level through two sight glasses located on the IDG. Onesight glass serves for the CFM 56 engine, the other one for the V 2500 engine.

Oil temperature sensors monitor the temperature of both the input and outputoil: they allow overheat detection.

A pressure switch operates in the event of a loss of the charge oil pressure.

In both cases (overheat and loss of pressure) a warning is provided to thecockpit.

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Figure 27 IDG Oil System Schematic



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IDG CONTROL/INDICATION

Control and Indicating Circuits

The main parameters of the drive part of the IDG as:

oil in and oil out temperature

system pressure and drive speed

are continuously monitored by the GCU.

All informations (normal and abnormal) which are necessary for the ECAM sys-tem are acquired by the respective electrical generation interface unit (EGIU)

Controls and Indications

An oil temperature sensor monitors the oil inlet temperature and the other onethe outlet temperature.

The second enables oil temperature ADVISORY and OIL OVERHEAT detec-tions.

A pressure switch operates in the event of a low charge oil pressure.

In case of:

abnormally low oil pressure or

IDG oil overheat (outlet temp. > or = 185C ),

the warnings are provided to the cockpit:

FAULT legend on the corresponding IDG pb-sw.

MASTER CAUTION lights

single chime and

messages on the E/WD and SD.

The oil outlet temperature is displayed on the SD ELEC page.

When the oil temperature reaches a predetermined value ( 142 C ), an advi-

sory mode is available on the SD.The low pressure warning is inhibited, for IDG input speed below 2000 rpm( normal input speed range: between 4500 and 9120 rpm).

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Figure 28 IDG Control/Indication

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Figure 29 IDG Components Location

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Figure 30 IDG Oil Cooler Location

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APU GENERATOR DRIVE

The APU generator is directly driven by the APU at constant speed.

Lubrication and cooling is done by the APU oilsystem.

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BOIL DRAIN PLUG

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Figure 31 APU Generator Location

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Page: 52FRA TS 84 wd 11.6.93

IDG SYSTEM CONTROL

General

Two identical generator control units (GCU) serve for controlling and monitoringof the engine driven generator-systems.

Their functions are as follows: regulation of the generator voltage

control and protection of the generator-system and network

control of various warnings and indications

self-monitoring and test of the system (BITE).

Voltage Regulation

The voltage regulation is performed by regulating the generator excitation cur-rent: the voltage is kept at the nominal point of regulation ( POR ).

The POR is located in the electrical power center at the end of the generatorfeeder, upstream of the line contactor.

Analog circuits achieve the regulation.The PMG provides directly the excitation supply via the generator control relay( GCR ). The excitation supply is rectified. Then a chopper amplifier (pulsewidth modulation) controls the excitation supply.

The regulation is achieved using a signal proportional to the average of thethree line to neutral voltages at the input.

Protection and Generator Control

These functions mainly consists of generator excitation, generator line contac-tor (GLC) control and bus tie contactor (BTC) lockout (DP lockout).

The excitation is controlled via the GCR. The generator line contactor is con-trolled via the PRR (power ready relay) which is energized when:

the speed is greater than 4320 rpm and, the GCR is closed.

Signals received or generated by the GCU control both these relays.

GCR and/or PRR are switched off by the following protection or control func-tions:

GEN pb-switch in OFF,

FIRE pb-switch (FS) released out during fire procedure, IDG disconnection (DISC),

under-/overfrequency (UF/OF),

under-/overvoltage (UV/OV),

differential protection (DP),

shorted rotating diodes (SRD),

shorted PMG (SPMG),

IDG underspeed (US),

incorrect phase sequence (IPS),

open cable (OC),

computer failure

Except for some particular cases the system may be resetted by setting GENpb-sw. to OFF than back to On.

After a differential protection or GLC failure activation the system resetting canonly be performed two times via the GEN pb-sw. A further reset is possible viathe GCU (DP/BTC RESET).

Warnings, Signalisations and Indications

The GCU delivers the following outputs for warnings, signalisations and indica-tions:

FAULT light in the IDG disconnect pb-sw. when a failure in the IDG drivepart is detectet,

FAULT light in the GALLEY pb-sw. and signal to ECAM via EGIU whenthere is an overload condition with one generator,

FAULT light in the GEN pb-sw. and signal to ECAM via EGIU when a failurein the generator system is detectet,

DISC indication on the ECAM SD when IDG DISC STATUS signal and IDGDISC PB switch POS signal are both available,

IDG OIL OUT temperature on the ECAM SD,

GEN AC LOAD on the ECAM SD.

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IDG System Control (Cont.)

Automonitoring and Test (BITE)

This function can be divided into three different parts:

Test and analysis due to generator tripping.During a generator tripping (active failure), the GCU:

- identifies the protection which has caused the tripping (overfrequency,differential protection, etc )

- analyses the conditions in which the tripping has occured

- then, after analysis, determines the origin of the fault (GCU, wiring, orperipherals).

All these data are stored in a non volatile memory ( NVM ), and are trans mitted via the GPCU, as a data concentrator, to the CFDIU.

On the ground, they can be displayed via the MCDU.

Passive failure detectionCertain pasive failures, that is those which do not cause generator tripping,can affect the system operation (sensors out of limit, CT failures etc).

The GCU permanently monitors the majority of the circuits concerned.When detecting a fault, the GCU determines the origin and stores the datain a non volatile memory.As previously, these data can be displayed on the ground, via the MCDU.

Maintenance testIt can only be performed on the ground, with the IDG’s shut down.It completes to a certain extent, the monitorings already described:the test is performed by exciting (stimuli) the circuits concerned and analys-ing the response.It is contolled:

- either automatically during the power up

- or manually via the MCDU.

The result of the test is stored in a NVM and can also be displayed on the ground, on the MCDU.

Class2 Failure

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Page: 55FRA TS 84 wd 11.6.93

OC,

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Figure 33 IDG System Control

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Page: 56FRA TS 84 wd 11.6.93

APU GENERATION SYSTEM CONTROL

General

One generator control unit (GCU) serves for controlling and monitoring of theAPU driven generator-system.

Its functions are as follows: regulation of the generator voltage

control and protection of the generator-system and network

control of various warnings and indications

self-monitoring and test of the system (BITE).

Voltage Regulation

The voltage regulation is performed by regulating the generator excitation cur-rent: the voltage is kept at the nominal point of regulation ( POR ).

The POR is located in the electrical power center at the end of the generatorfeeder, upstream of the line contactor.

Analog circuits achieve the regulation.

The PMG provides directly the excitation supply via the generator control relay( GCR ). The excitation supply is rectified. Then a chopper amplifier (pulsewidth modulation) controls the excitation supply.

The regulation is achieved using a signal proportional to the average of thethree line to neutral voltages at the input.

Protection and Generator Control

These functions mainly consists of generator excitation and generator line con-tactor ( APU GLC) control.

The excitation is controlled via the GCR. The generator line contactor is con-trolled via the PRR (power ready relay) which is energized when:

the speed is greater than 4320 rpm and,

the GCR is closed.

Signals received or generated by the GCU control both these relays.

GCR and/or PRR are switched off by the following protection or control func-tions:

GEN pb-switch in OFF,

under-/overfrequency (UF/OF),

under-/overvoltage (UV/OV),

differential protection (DP), shorted rotating diodes (SRD),

shorted PMG (SPMG),

APU underspeed (US),

incorrect phase sequence (IPS),

computer failure

Except for some particular cases the system may be resetted by setting GENpb-sw. to OFF than back to On.

After a differential protection or GLC failure activation the system resetting canonly be performed two times via the GEN pb-sw. A further reset is possible viathe GCU (DP/BTC RESET).

Warnings, Signalisations and Indications

The GCU delivers the following outputs for warnings, signalisations and indica-tions:

FAULT light in the GALLEY pb-sw. and signal to ECAM via EGIU whenthere is an overload condition with one generator,

FAULT light in the GEN pb-sw. and signal to ECAM via EGIU when a failurein the generator system is detectet,

GEN AC LOAD on the ECAM SD.

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Figure 35 APU Generator System Control

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EGIU (ELECTRICAL GENERATION INTERFACE UNIT)

The main function of the EGIU is to process the parameters from the GCU andassociated generator (normal system parameters and failure signals).The EGIU than transmits the information to the cockpit (ECAM) via theSDAC’s.

Two EGIU’s are installed on the aircraft.One EGIU is associated with the GCU 1 and the GPCU.This EGIU receives parameters in analog and discrete form from:

GEN 1 on channel 1 and

external power on channel 2.

Each channel sends its own parameters to SDAC 1 and SDAC 2 through twoown isolated ARINC 429 data links.

The second EGIU is connected in the same manner to generator 2 and to theAPU generator.

There is no connection between the EGIU’s and the CFDIU.

Also no failure informations are sent to ECAM in case of failures of the EGIU’s.

When there is a failure of one EGIU channel, all corresponding parameters,normally seen on the system display, are replaced by amber crosses.

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F L OP

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Figure 36 EGIU Schematic


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1 2

(EMER GCU)

ALTN

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Figure 37 AC ESS Bus Supply Schematic

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Page: 64FRA TS 84 wd 11.6.93

CSM/G ENGAGEMENT

Description

The extension of the Ram Air Turbine (RAT), for supplying the blue hydraulicsystem in electrical emergency configuration, can be done via two solenoids.

The control of the solenoids is as follows:

Solenoid 1:

automatically dependent on the configuration of the electrical network andaircraft

manually by operating of the HYD RAT MAN ON pb-sw. on the hydraulicpanel 40VU.

Solenoid 2:

manually by operating of the RAT & EMER GEN MAN ON pb-sw. on theEMER ELEC PWR panel 21VU.

The automatic control of solenoid 1 happens, when: AC BUS 1 and 2 are not supplied

A/C speed >100 kts (ADIRU 1) and

battery 1 installed (Bus 703 PP supplied).

During the operational test of the CSM/G the above described control logic issimulated by operating of the EMER GEN TEST pb-sw., without extension ofthe RAT.

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Page: 65FRA TS 84 wd 11.6.93

BLUE HYDMLG NOTCOMPRESSED

GND

AIR

A320A321

SAME AS A320

SAME AS A320

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Figure 38 CSM/G Engagement Logic

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CSM/G ENGAGEMENT (CONT.)

RAT Extension

The extension of the Ram Air Turbine (RAT), for supplying the blue hydraulicsystem in electrical emergency configuration, can be done via two solenoids.

The control of the solenoids is as follows:

Solenoid 1:

automatically dependent on the configuration of the electrical network andaircraft

manually by operating of the HYD RAT MAN ON pb-sw. on the hydraulicpanel 40VU.

Solenoid 2:

manually by operating of the RAT & EMER GEN MAN ON pb-sw. on theEMER ELEC PWR panel 21VU.

The automatic control of solenoid 1 happens, when:

AC BUS 1 and 2 are not supplied

A/C speed >100 kts (ADIRU 1) and

battery 1 installed (Bus 703 PP supplied).

During the operational test of the CSM/G the above described control logic issimulated by operating of the EMER GEN TEST pb-sw., without extension ofthe RAT.

RAT & EMER GEN FAULT Control

The RAT & EMER GEN FAULT light (red) on the panel 21VU illuminates,when:

AC BUS 1 and 2 not supplied

ESS TR not supplied and

nose landing gear up and locked.

The control signal is delivered by both Battery Charge Limiters (BCL).

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BCL1

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Figure 39 RAT Extension and CSM/G Control Logic

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CSM/G CONTROL

The emergency generation system mainly consists of:

the Constant Speed Motor/Generator (CSM/G)

a Generator Control Unit (EMER GCU).The CSM/G contains a hydraulic motor and an AC generator (emergency gen-erator).

The hydraulic motor drives the generator. A servo valve speed regulator con-trols the speed of the hydraulic motor.

It transforms the oil flow of the blue hydraulic system into a constant speed forthe emergency generator.

In emergency configuration the blue hydraulic system is pressurized by a RamAir Turbine (RAT).

Note: Normally the blue hydraulic system is supplied by an electrical pump (normal electrical power configuration and during the CSM/G test).

The functions of the EMER GCU are:

control of the servo valve for the speed regulation of the CSM

voltage control of the emergency generator

protection of the generator system

control of the solenoid valve for the hydraulic supply of the CSM.

There are three modes to get the EMER GEN into operation:

automatically dependent on the configuration of the electrical network andaircraft (AUTO CSM/G CONTROL LOGIC)

manually by operating of the RAT & EMER GEN MAN ON pb-sw.

manually by operating of the EMER GEN TEST pb-sw. (push and hold).

In the first two cases the starting of the CSM/G is only possible with nose land-

ing gear up and locked (relay 3PH deenergized).As soon as the generator system is power ready, control power for the corre-sponding contactors is available from the GLC CONTROL CKT.

The EMER GCU (type 3 system) can be tested through the CFDIU via theMCDU.

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Page: 69FRA TS 84 wd 11.6.93

EMER GCU

AUTO

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Figure 40 CSM/G Control Schematic

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EMER GCU - CFDS UTILIZATION

The GCU of the emergency generator system can be tested through theCFDS.

The menu on the MCDU is displayed on the following page.There is only one menu item: ”TEST”.

If the protection cicuits work correct during the test, the message ”TEST OK”appears on the MCDU.

In the case of a negative test result the message ”GCU EMER” with ATA chap-ter is displayed.

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Figure 41 EMER GCU - CFDS Utilization


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Figure 42 CSM/G Location

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A320_ATA 24 Electrical Power Line & Base Maintenance

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