24 Electrical Power

Transcript

Single Aisle TECHNICAL TRAINING MANUAL T1+T2 (IAE V2500) (Lvl 2&3) ELECTRICAL POWER This document must be used for training purposes only Under no circumstances should this document be used as a reference It will not be updated. All rights reserved No part of this manual may be reproduced in any form, by photostat, microfilm, retrieval system, or any other means, without the prior written permission of AIRBUS S.A.S. AIRBUS Environmental Recommendation Please consider your environmental responsability before printing this document. ELECTRICAL POWER GENERAL System Diagram Description (2) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 Electrical System & Circuit Identification (2) . . . . . . . . . . . . . . . . . . . 6 Electrical Power Level 2 (2) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14 ELECTRICAL POWER GENERATION SYSTEM IDG Cooling System (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24 IDG Monitoring (2) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26 IDG Drive Part D/O (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28 IDG Generator Part D/O (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32 AC Main Generation D/O (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36 GCU D/O (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 44 AC Auxiliary Generation General Description (2) . . . . . . . . . . . . . . . 52 AC Auxiliary Generation D/O (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . 54 External Power Supply General Description (2) . . . . . . . . . . . . . . . . 62 External Power Supply D/O (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 66 GAPCU D/O (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 70 AC/DC Ground Service Distribution D/O (3) . . . . . . . . . . . . . . . . . . 74 Bus Tie Logic D/O (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 82 Galley Supply D/O (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 94 AC Generation Interfaces (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 104 MAINTENANCE PRACTICE IDG Removal and Installation (3) . . . . . . . . . . . . . . . . . . . . . . . . . . 106 AC EMERGENCY GENERATION AC Emergency Generation D/O (3) . . . . . . . . . . . . . . . . . . . . . . . . . 110 EMER Electrical Power Logic Description (3) . . . . . . . . . . . . . . . . 116 RAT Activation (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 124 CSM/G GCU D/O (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 130 CSM/G Operational Test Electrical Circuit (3) . . . . . . . . . . . . . . . . 142 Static Inverter Description/Operation (3) . . . . . . . . . . . . . . . . . . . . . 146 AC Essential BUS Switching (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . 158 Fuel Pumps ELEC PWR Supply in Smoke CONFIG (3) . . . . . . . . 168 AC/DC Sheddable Bus Supply (3) . . . . . . . . . . . . . . . . . . . . . . . . . . 178 AC AND DC LOAD DISTRIBUTION Refueling on Battery (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 186 DC GENERATION DC Main Generation D/O (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 194 DC Normal/Essential Generation SWTG D/O (3) . . . . . . . . . . . . . . 196 DC Normal/Essential Generation SWTG ELEC (3) . . . . . . . . . . . . 202 Transformer Rectifier D/O (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 208 Battery System D/O (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 218 Battery Charge Limiter D/O (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 222 T1+T2 (IAE V2500) (Lvl 2&3) 24 - ELECTRICAL POWER TABLE OF CONTENTS Oct 25, 2008 Page 1 Single Aisle TECHNICAL TRAINING MANUAL U 8 1 0 8 4 3 1 - u 4 M T 0 T 0 SYSTEM DIAGRAM DESCRIPTION (2) MAIN AC GENERATION ENGINE GENERATORS The aircraft electrical system is supplied by two engine driven GENerators regulated in speed by integrated drives. GEN 1 is driven by engine 1. GEN 2 is driven by engine 2. Engine generators characteristics are: - 115/200 volts, three phase, - 400 Hz, - 90 kVA. APU GENERATOR A third AC generator driven by the APU can replace one or both main engine generators throughout the flight envelope. APU GEN characteristics are: - 115/200 volts, three phase, - 400 Hz, - 90 kVA. EXTERNAL POWER A ground EXTernal PoWeR connector enables all bus bars to be supplied. External power characteristics are: - 115/200 volts, three phase, - 400 Hz, - 90 kVA minimum. EMERGENCY GENERATOR An AC EMERgency GEN is driven by the Ram Air Turbine (RAT) hydraulic circuit. It automatically provides emergency power in case of failure of all main aircraft generators. Emergency generator characteristics are: - 115/200 volts, three phase, - 400 Hz, - 5 kVA. AC TRANSFER The AC transfer circuit enables AC BUS to be supplied by any generator or external power, via the Bus Tie Contactors (BTCs). Generators are never connected in parallel on the same bus. The two normal buses (AC BUS 1 & AC BUS 2) are supplied by the available suppliers in the following priority: - 1: onside generator (IDG), - 2: external Power, - 3: APU GEN, - 4: offside generator. AC DISTRIBUTION AC BUS 1/2 Each engine generator supplies its related AC BUS. AC ESS BUS The AC ESSential BUS is normally supplied by AC BUS 1 or by AC BUS 2 if AC BUS 1 fails. AC ESS SHED BUS The AC ESS SHEDdable BUS is supplied by the AC ESS BUS. 115/26V AUTO TRANSFORMER A 115 volts to 26 volts single-phase autotransformer supplying a normal 26 volts 400 hertz sub-busbar is connected to each main busbar and to the AC ESS BUS. T1+T2 (IAE V2500) (Lvl 2&3) 24 - ELECTRICAL POWER SYSTEM DIAGRAM DESCRIPTION (2) Oct 24, 2008 Page 2 Single Aisle TECHNICAL TRAINING MANUAL U 8 1 0 8 4 3 1 - u 4 M T 0 T 0 - U M 2 4 P 4 0 0 0 0 0 0 0 0 1 DC GENERATION DC generation is accomplished by Transformer Rectifiers (TRs) 1 and 2. All TR characteristics are: - maximum output of 200 A, - 28V DC. One essential TR unit replaces a faulty main TR to power the DC ESS BUS. DC DISTRIBUTION DC BUS 1/2 DC BUS 1 and DC BUS 2 are supplied by their related TR. DC BAT BUS The DC BATtery BUS is supplied by DC BUS 1 or by DC BUS 2 if DC BUS 1 fails. Batteries can also supply the DC BAT BUS. DC ESS BUS The DC ESS BUS is supplied by the DC BAT BUS. In an emergency, it is supplied either by battery 2 or by the essential TR. DC ESS SHED BUS The DC ESS SHED BUS is supplied by the DC ESS BUS. BATTERIES Two batteries can be connected to the DC BAT BUS. Each battery has its own bus, HOT BUS 1 and HOT BUS 2. They are permanently supplied. The battery capacity is 23 Ah with a nominal voltage of 24V DC. STATIC INVERTER On batteries only, the STATic INVerter connected to battery 1 supplies the AC STAT INV BUS. Static inverter characteristics are: - 115 volts, single phase, - 400 Hz. GROUND/FLIGHT BUSES AC and DC GrouND/FLighT BUSes are normally supplied by the aircraft network, or directly by the external power unit, upstream of the External Power Contactor (EPC), without energizing the whole aircraft network. GALLEYS The main and secondary electrical circuits of the galleys are supplied by AC BUS 1 and 2. The main electrical circuits are shed in single generator operation. MAIN ELEC CONFIGURATIONS GROUND SUPPLY On ground, the complete circuit may be supplied by the external power unit or by the APU generator. NORMAL FLIGHT CONFIGURATION In normal flight configuration, each generator supplies its own distribution network via its Generator Line Contactor (GLC). The two generators are never electrically coupled. GROUND SERVICES For ground service only, the AC and the DC GND FLT BUSes can be supplied independently from the normal circuit. LOSS OF MAIN GENERATORS In flight, in case of total loss of all the main generators, and before the emergency generator connection, battery 1 will supply the AC ESS BUS, via the STAT INV and battery 2 will supply the DC ESS BUS. This is a transient configuration, during RAT extension or no emergency generator available. When its parameters are correct, the emergency generator comes on line and supplies the AC and DC ESS T1+T2 (IAE V2500) (Lvl 2&3) 24 - ELECTRICAL POWER SYSTEM DIAGRAM DESCRIPTION (2) Oct 24, 2008 Page 3 Single Aisle TECHNICAL TRAINING MANUAL U 8 1 0 8 4 3 1 - u 4 M T 0 T 0 - U M 2 4 P 4 0 0 0 0 0 0 0 0 1 BUSes. When the speed is lower than 100 knots, the emergency generator is deactivated. The batteries supply the AC and DC ESS BUSes. The DC BAT BUS is recovered. When the speed drops below 50 knots, the AC ESS BUS disconnects from the static inverter. T1+T2 (IAE V2500) (Lvl 2&3) 24 - ELECTRICAL POWER SYSTEM DIAGRAM DESCRIPTION (2) Oct 24, 2008 Page 4 Single Aisle TECHNICAL TRAINING MANUAL U 8 1 0 8 4 3 1 - u 4 M T 0 T 0 - U M 2 4 P 4 0 0 0 0 0 0 0 0 1 MAIN AC GENERATION ... MAIN ELEC CONFIGURATIONS T1+T2 (IAE V2500) (Lvl 2&3) 24 - ELECTRICAL POWER SYSTEM DIAGRAM DESCRIPTION (2) Oct 24, 2008 Page 5 Single Aisle TECHNICAL TRAINING MANUAL U 8 1 0 8 4 3 1 - u 4 M T 0 T 0 - U M 2 4 P 4 0 0 0 0 0 0 0 0 1 ELECTRICAL SYSTEM & CIRCUIT IDENTIFICATION (2) SYSTEM IDENTIFICATION An alphanumeric reference code is used to identify systems, circuits and components. The first letter of the reference code is used for system identification. A system is a set of circuits which fulfills a main function. All components not specifically related to a circuit are identified by the letter V. The second letter defines the type of component. CIRCUIT IDENTIFICATION The second letter of the reference code is used for circuit identification within the system. A circuit is a series of components with or without wiring, serving a specific function in a given system. All components not specifically related to a circuit are identified by the letter V. The second letter defines the type of component. Mechanical and electrical/electro-mechanical components have been differentiated by using the letter M in place of the second circuit letter for real mechanical equipment. COMPONENT IDENTIFICATION The four numeric characters, in front of the circuit identification, identify the component within the circuit. For electrical components, the reference numbers are from 1 to 999. Purely mechanical components are referenced from 5.000 to 7.999. Four supplementary characters, left justified and without non significant zero, are used to identify symmetrical or multiple installations. Example: 1CC1 for Flight Augmentation Computer (FAC) 1, 1CC2 for FAC 2. MAIN BUSBAR IDENTIFICATION The main busbars are identified using: - a sequence number, - letters XP for AC busbars and PP for DC busbars, - a phase letter when applicable. The first number (1 or 2 or 3...) indicates the busbar number. The letters XP or PP indicate the corresponding power form. XP for alternating Current and PP for Direct Current. Example: - 1XP: main alternating current busbar 1(MAIN AC BUS 1), - 1PP: main direct current busbar 1 (MAIN DC BUS 1), - 1XP-A: MAIN AC BUS 1 phase A, - 6PP: direct current service busbar (DC SVCE BUS). SUB-BUSBAR IDENTIFICATION The sub-busbars are identified in the same way as the main busbar, but with three identification digits: - the first is identical to the number of the corresponding main busbar, - the two following digits are the sub-busbar numbers. Example: - 401XP is the first sub-busbar of the AC ESS BUS, - 601PP is the first sub-busbar of the SERVICE BUS. It should be noted that for the AC network, the thirties are used for the 26V-400 Hz distribution. Example: 103XP, are sub-busbar of the main busbar 1XP, but 131XP is the 26V-400 Hz distribution sub-busbar. T1+T2 (IAE V2500) (Lvl 2&3) 24 - ELECTRICAL POWER ELECTRICAL SYSTEM & CIRCUIT IDENTIFICATION (2) Oct 24, 2008 Page 6 Single Aisle TECHNICAL TRAINING MANUAL U 8 1 0 8 4 3 1 - u 4 M T 0 T 0 - U M 2 4 P 5 0 0 0 0 0 0 0 0 1 SYSTEM IDENTIFICATION ... SUB-BUSBAR IDENTIFICATION T1+T2 (IAE V2500) (Lvl 2&3) 24 - ELECTRICAL POWER ELECTRICAL SYSTEM & CIRCUIT IDENTIFICATION (2) Oct 24, 2008 Page 7 Single Aisle TECHNICAL TRAINING MANUAL U 8 1 0 8 4 3 1 - u 4 M T 0 T 0 - U M 2 4 P 5 0 0 0 0 0 0 0 0 1 ELECTRICAL SYSTEM & CIRCUIT IDENTIFICATION (2) ARINC BUS IDENTIFICATION ARINC 429 buses are numbered from 7.000 to 7.999 with the ATA 100 prefix of the corresponding system. An ARINC 429 BUS shielded cable consists of two wires: one coloured in blue and one coloured in red. T1+T2 (IAE V2500) (Lvl 2&3) 24 - ELECTRICAL POWER ELECTRICAL SYSTEM & CIRCUIT IDENTIFICATION (2) Oct 24, 2008 Page 8 Single Aisle TECHNICAL TRAINING MANUAL U 8 1 0 8 4 3 1 - u 4 M T 0 T 0 - U M 2 4 P 5 0 0 0 0 0 0 0 0 1 ARINC BUS IDENTIFICATION T1+T2 (IAE V2500) (Lvl 2&3) 24 - ELECTRICAL POWER ELECTRICAL SYSTEM & CIRCUIT IDENTIFICATION (2) Oct 24, 2008 Page 9 Single Aisle TECHNICAL TRAINING MANUAL U 8 1 0 8 4 3 1 - u 4 M T 0 T 0 - U M 2 4 P 5 0 0 0 0 0 0 0 0 1 ELECTRICAL SYSTEM & CIRCUIT IDENTIFICATION (2) VIRTUAL BUSBAR IDENTIFICATION Some circuit breakers do not have their supply on the busbars of the aircraft distribution network. They are directly connected to the power source. In schematic representations, this supply appears as a virtual busbar and identified as follows: - a channel number, - letters IW for virtual busbars followed by XP for AC busbars or PP for DC busbars. Example: 1IWXP channel 1 of AC virtual busbar. 1IWPP channel 1 of DC virtual busbar. Channel 1: consists of: - 1XP-101XP-103XP-110XP-131XP, - 1PP-101PP-103PP, - 3PP-301PP, - 701PP-703PP, - 702PP-704PP, - 901XP. Channel 2: consists of: - 2XP-202XP-204XP-210XP-212XP, - 214XP-216XP-231XP, - 2PP-202PP-204PP-206PP-208PP, - 501PP-502PP, - 601PP-602PP. Channel 4: for essential channel, it consists of: - 401XP-431XP, - 801XP, - 401PP, - 801PP. T1+T2 (IAE V2500) (Lvl 2&3) 24 - ELECTRICAL POWER ELECTRICAL SYSTEM & CIRCUIT IDENTIFICATION (2) Oct 24, 2008 Page 10 Single Aisle TECHNICAL TRAINING MANUAL U 8 1 0 8 4 3 1 - u 4 M T 0 T 0 - U M 2 4 P 5 0 0 0 0 0 0 0 0 1 VIRTUAL BUSBAR IDENTIFICATION T1+T2 (IAE V2500) (Lvl 2&3) 24 - ELECTRICAL POWER ELECTRICAL SYSTEM & CIRCUIT IDENTIFICATION (2) Oct 24, 2008 Page 11 Single Aisle TECHNICAL TRAINING MANUAL U 8 1 0 8 4 3 1 - u 4 M T 0 T 0 - U M 2 4 P 5 0 0 0 0 0 0 0 0 1 ELECTRICAL SYSTEM & CIRCUIT IDENTIFICATION (2) CONNECTOR IDENTIFICATION Connections to components are identified by a suffix letter or two for multiple connection parts following the circuit identification. T1+T2 (IAE V2500) (Lvl 2&3) 24 - ELECTRICAL POWER ELECTRICAL SYSTEM & CIRCUIT IDENTIFICATION (2) Oct 24, 2008 Page 12 Single Aisle TECHNICAL TRAINING MANUAL U 8 1 0 8 4 3 1 - u 4 M T 0 T 0 - U M 2 4 P 5 0 0 0 0 0 0 0 0 1 CONNECTOR IDENTIFICATION T1+T2 (IAE V2500) (Lvl 2&3) 24 - ELECTRICAL POWER ELECTRICAL SYSTEM & CIRCUIT IDENTIFICATION (2) Oct 24, 2008 Page 13 Single Aisle TECHNICAL TRAINING MANUAL U 8 1 0 8 4 3 1 - u 4 M T 0 T 0 - U M 2 4 P 5 0 0 0 0 0 0 0 0 1 ELECTRICAL POWER LEVEL 2 (2) GENERAL There are two identical engine driven generators called Integrated Drive Generators (IDGs). They are used as the main power source to supply the A/C electrical network. The IDG basically contains, in a common housing, a generator and a Constant Speed Drive (CSD). The CSD gives a constant input speed to the generator, which is required for a constant output frequency. Each generator supplies 115V 400Hz AC to its own bus: - generator 1 supplies AC bus 1, - generator 2 supplies AC bus 2. This supply is known as split operation, which means that the AC power sources are never connected in parallel. Each AC bus supplies a Transformer Rectifier (TR): - AC bus 1 supplies TR 1, - AC bus 2 supplies TR 2. The TRs convert 115V AC into 28V DC to supply their associated DC buses, DC 1 and DC 2. DC bus 1 then supplies the DC BATtery bus. The DC BAT bus can charge the batteries or receive power from the batteries as a backup supply, if no other power sources are available. The electrical system also includes two ESSential (ESS) Buses. One is the AC ESS bus fed by AC bus 1 and the other is the DC ESS bus fed by DC bus 1. These buses are used to supply the most critical A/C systems. This is the basic electrical system. We will now introduce some other components which also supply the system. The APU generator can also supply the entire electrical network. On the ground, the aircraft electrical network can be supplied by an external power source. Any one of the power sources can supply the entire electrical network. As no parallel connection is allowed on this A/C (split operation), we have to give priorities to the different power sources in supplying the bus bars. AC 1 and AC 2 buses are supplied in priority by their own side generator, then the external power, then the APU generator and then by the opposite generator. ENVIRONMENTAL PRECAUTIONS Avoid use of the APU if APU BLEED air is not necessary. Turn-off unused ground service equipment (GPU, Air conditioning cart, etc...) if no work is being done or nobody is present on the aircraft. T1+T2 (IAE V2500) (Lvl 2&3) 24 - ELECTRICAL POWER ELECTRICAL POWER LEVEL 2 (2) Oct 24, 2008 Page 14 Single Aisle TECHNICAL TRAINING MANUAL U 8 1 0 8 4 3 1 - u 4 M T 0 T 0 - U M 2 4 B A 0 0 0 0 0 0 0 0 2 GENERAL - ENVIRONMENTAL PRECAUTIONS T1+T2 (IAE V2500) (Lvl 2&3) 24 - ELECTRICAL POWER ELECTRICAL POWER LEVEL 2 (2) Oct 24, 2008 Page 15 Single Aisle TECHNICAL TRAINING MANUAL U 8 1 0 8 4 3 1 - u 4 M T 0 T 0 - U M 2 4 B A 0 0 0 0 0 0 0 0 2 ELECTRICAL POWER LEVEL 2 (2) SERVICING CHECK OF THE OIL LEVEL AND FILTER DPI Each engine (HP rotor) drives its related Integrated Drive Generator (IDG) through the accessory gearbox. The drive speed varies according to the engine rating. The IDG internal gearing, converts the variable gearbox frequency to a stable 400 Hz. The IDG supplies a 115 V AC, 3-phase, and 400 Hz AC. At some point, servicing will be required of the IDG. In this module you will see a video that will demonstrate the correct servicing procedures of the IDG. Check the oil level and the filter Differential Pressure Indicator (DPI) each 150 Flight Hours (FH) or each times the engine cowls are opened. Depending on when the time schedule occurs there might be a reason, during transit checks, that you must check the oil level and the filter DPI each 150 FH or each time the engine cowls are opened. On each engine, use the sight glass that is in the vertical position to do the check of the oil level. If it is below the green band or above the yellow band, do the oil servicing. Clogged filter indication is provided by a visual pop out indicator (the DPI) mounted on the IDG. This indicator is installed opposite the drive end of the IDG. T1+T2 (IAE V2500) (Lvl 2&3) 24 - ELECTRICAL POWER ELECTRICAL POWER LEVEL 2 (2) Oct 24, 2008 Page 16 Single Aisle TECHNICAL TRAINING MANUAL U 8 1 0 8 4 3 1 - u 4 M T 0 T 0 - U M 2 4 B A 0 0 0 0 0 0 0 0 2 SERVICING - CHECK OF THE OIL LEVEL AND FILTER DPI T1+T2 (IAE V2500) (Lvl 2&3) 24 - ELECTRICAL POWER ELECTRICAL POWER LEVEL 2 (2) Oct 24, 2008 Page 17 Single Aisle TECHNICAL TRAINING MANUAL U 8 1 0 8 4 3 1 - u 4 M T 0 T 0 - U M 2 4 B A 0 0 0 0 0 0 0 0 2 ELECTRICAL POWER LEVEL 2 (2) SERVICING (continued) OPERATIONAL TEST OF THE IDG DISCONNECT AND RECONNECT FUNCTION The IDG will be disconnected in case of: - oil overheat (high oil out temperature), - oil pressure drop when not caused by drive under speed. The amber FAULT legend of the ELECtrical/IDG1 or 2 P/BSW comes on, the master warning system is triggered. In this case, the IDG must be disconnected manually. For this, the PUSH-TO-DISConnect IDG1 (2) safety guarded P/BSW, installed on the panel 35 VU, must be pushed. CAUTION: ENGAGE THE IDG DISCONNECT MECHANISM WITH THE DISCONNECT RESET RING BEFORE YOU START THE ENGINE. IF NOT, YOU WILL CAUSE DAMAGE TO THE GEAR TEETH, AT ENGINE START. YOU CAN DAMAGE THE DISCONNECT SOLENOID BECAUSE OF OVERHEATING IF: YOU PUSH THE IDG DISCONNECT P/BSW FOR MORE THAN 3 SECONDS. THERE MUST BE AT LEAST 60 SECONDS BETWEEN 2 OPERATIONS OF THE SWITCH. On the ELEC control panel, push the IDG 1 (2) P/BSW. On the IDG 1 (2), slowly pull out the disconnect reset ring to the full limit of travel. If you feel a click while you hold the disconnect reset ring, this shows that the disconnect function operates correctly. Let the disconnect reset ring go slowly back to the initial position. NOTE: The IDG disconnection is irreversible in flight. Reconnection of the system is then possible only on the ground with engines shut down. FILLING OF THE IDG WITH OIL OR ADDITION OF OIL CAUTION: USE ONLY NEW CANS OF OIL WHEN YOU FILL THE IDG WITH OIL OR ADD OIL TO THE IDG. THE CONTAMINATION IN THE OIL RAPID DETERIORATION OF THE OIL AND WILL DECREASE THE LIFE OF THE IDG. Make the thrust reverser unserviceable, Depressurize the IDG case, CAUTION: USE ONLY APPROVED TYPES/BRANDS OF LUBRICANTS. DO NOT MIX TYPES/BRANDS OF LUBRICANTS. Fill the IDG with filtered oils at a maximum pressure of 35 PSI (2.4131 bar), Inspect the oil level before and after the related engine start. Inspect the oil level after it becomes stable (5 minutes after running), If the oil level is at or near the top of the green band, oil servicing is not necessary. If the oil level is below the green band or above the yellow band, servicing is necessary. T1+T2 (IAE V2500) (Lvl 2&3) 24 - ELECTRICAL POWER ELECTRICAL POWER LEVEL 2 (2) Oct 24, 2008 Page 18 Single Aisle TECHNICAL TRAINING MANUAL U 8 1 0 8 4 3 1 - u 4 M T 0 T 0 - U M 2 4 B A 0 0 0 0 0 0 0 0 2 SERVICING - OPERATIONAL TEST OF THE IDG DISCONNECT AND RECONNECT FUNCTION & FILLING OF THE IDG WITH OIL OR ADDITION OF OIL T1+T2 (IAE V2500) (Lvl 2&3) 24 - ELECTRICAL POWER ELECTRICAL POWER LEVEL 2 (2) Oct 24, 2008 Page 19 Single Aisle TECHNICAL TRAINING MANUAL U 8 1 0 8 4 3 1 - u 4 M T 0 T 0 - U M 2 4 B A 0 0 0 0 0 0 0 0 2 ELECTRICAL POWER LEVEL 2 (2) SERVICING (continued) IDG VIDEO The video shows the servicing of the IDG. T1+T2 (IAE V2500) (Lvl 2&3) 24 - ELECTRICAL POWER ELECTRICAL POWER LEVEL 2 (2) Oct 24, 2008 Page 20 Single Aisle TECHNICAL TRAINING MANUAL U 8 1 0 8 4 3 1 - u 4 M T 0 T 0 - U M 2 4 B A 0 0 0 0 0 0 0 0 2 SERVICING - IDG VIDEO T1+T2 (IAE V2500) (Lvl 2&3) 24 - ELECTRICAL POWER ELECTRICAL POWER LEVEL 2 (2) Oct 24, 2008 Page 21 Single Aisle TECHNICAL TRAINING MANUAL U 8 1 0 8 4 3 1 - u 4 M T 0 T 0 - U M 2 4 B A 0 0 0 0 0 0 0 0 2 ELECTRICAL POWER LEVEL 2 (2) MAINTENANCE TIPS It must be mentioned here that the most typical reason for IDG failures are due to over servicing. You must pay particular attention to the level of the oil in the sight glass. When servicing, leave the drain hose attached until only a couple of drops come out. T1+T2 (IAE V2500) (Lvl 2&3) 24 - ELECTRICAL POWER ELECTRICAL POWER LEVEL 2 (2) Oct 24, 2008 Page 22 Single Aisle TECHNICAL TRAINING MANUAL U 8 1 0 8 4 3 1 - u 4 M T 0 T 0 - U M 2 4 B A 0 0 0 0 0 0 0 0 2 MAINTENANCE TIPS T1+T2 (IAE V2500) (Lvl 2&3) 24 - ELECTRICAL POWER ELECTRICAL POWER LEVEL 2 (2) Oct 24, 2008 Page 23 Single Aisle TECHNICAL TRAINING MANUAL U 8 1 0 8 4 3 1 - u 4 M T 0 T 0 - U M 2 4 B A 0 0 0 0 0 0 0 0 2 IDG COOLING SYSTEM (3) GENERAL The Integrated Drive Generator (IDG) oil cooling system consists of an IDG oil cooler, which is part of the engine fuel/oil heat management system. The IDG oil cooler is connected to the IDG by two oil connections (in and out). OPERATION PRINCIPLE A scavenge pump in the IDG pumps the oil through the scavenge filter and the IDG oil cooler. The engine heat management system regulates the fuel flow through the IDG oil cooler to cool the IDG oil. A charge pump provides regulated cooled oil supply pressure to the generator and other users. The purpose of the IDG oil cooler bypass valve is to protect the IDG oil from overcooling. Note that the cooler bypass valve is not part of the engine fuel/oil heat management system. COLD CONDITIONS In cold conditions (oil temp <40°C), the oil pressure increases due to high oil viscosity, then the cooler bypass valve opens to bypass the IDG oil cooler. When IDG oil temperature is between 40°C and 70°C, the valve is in the regulating position. This position mixes uncooled oil from the IDG and cooled oil from the IDG Oil Cooler and returns it to the IDG. FILTER CLOGGED A clogged filter indication is provided by a local visual Delta Pressure pop-out Indicator (DPI). In case of clogging filter condition, the visual indicator pops out. The DPI reset can be done in some conditions and associated with maintenance procedures. When the filter is clogged, the relief valve opens. TEMPERATURE AND PRESSURE MONITORING Temperature sensors sense the IDG oil inlet and oil outlet temperatures. The Generator Control Unit (GCU) monitors the oil outlet sensor for indication on the ECAM and for advisory and overheat detection/indication. The GCU compares the oil in and oil out temperature to determine the IDG internal temperature rise. From this data, the GCU can determine if there is an internal IDG problem or an external cooling problem. An open circuit of the IDG oil outlet temperature sensor is a class 3 fault, and no flight deck effects are presented. The GCU will automatically provide the IDG oil inlet temperature plus a nominal temperature offset and display it as the oil outlet temperature on the ECAM ELEC page. A pressure switch senses low IDG oil charge pressure. The switch is monitored by the GCU for the low oil pressure fault warning. T1+T2 (IAE V2500) (Lvl 2&3) 24 - ELECTRICAL POWER IDG COOLING SYSTEM (3) Oct 24, 2008 Page 24 Single Aisle TECHNICAL TRAINING MANUAL U 8 1 0 8 4 3 1 - u 4 M T 0 T 0 - U M 2 4 D 6 0 0 0 0 0 0 0 0 1 GENERAL ... TEMPERATURE AND PRESSURE MONITORING T1+T2 (IAE V2500) (Lvl 2&3) 24 - ELECTRICAL POWER IDG COOLING SYSTEM (3) Oct 24, 2008 Page 25 Single Aisle TECHNICAL TRAINING MANUAL U 8 1 0 8 4 3 1 - u 4 M T 0 T 0 - U M 2 4 D 6 0 0 0 0 0 0 0 0 1 IDG MONITORING (2) OIL TEMPERATURE MONITORING Integrated Drive Generator (IDG) oil temperature sensors monitor the input and the output oil temperature. If a high difference between the input and the output temperature is detected, a status message is sent to the ECAM. The difference is called a temperature rise. The normal IDG oil inlet temperature is between 40°C to 105°C. When the oil outlet temperature reaches 142°C, an advisory mode is available on the lower ECAM. If the oil outlet temperature is equal to or more than 185°C the master caution is triggered, and a manual disconnection is written on the ECAM. If the oil outlet temperature is more than 200°C the IDG is automatically disconnected. OIL PRESSURE MONITORING A pressure switch operates in case of oil low pressure (lower than 140 psi) not caused by underspeed. TEMPERATURE AND PRESSURE INDICATION The oil outlet temperature is displayed on the ECAM System Display. In case of high oil outlet temperature or oil low pressure, the following warnings are triggered: - MASTER CAUTION light, - Single chime, - The message "ELEC IDG 1(2) OIL OVHT or ELEC IDG 1(2) OIL LO PR" is displayed on the EWD, - The FAULT legend on the corresponding IDG P/BSW comes on amber. The IDG must be disconnected immediately by: - Opening the safety guard, - Pushing the IDG P/BSW for a maximum of 3 seconds. Note: Disconnection is only possible if the related engine is running above underspeed. Do not push the disconnect switch if the engine speed is less than idle. The engine must be stopped for IDG reconnection. THERMAL IDG DISCONNECTION If the IDG disconnection is not performed at 185°C, the temperature will increase and at 200°C an automatic thermal disconnection should occur to protect the IDG. A warning message is sent to the ECAM system and a BITE MESSAGE (THERMAL DISCONNECT) is sent to the CFDS. If this thermal disconnection fails, the message "THERMAL DISC. FAILED" is sent to the CFDS and a warning message is sent to the ECAM system. Note: After a thermal disconnection, the IDG must be replaced. The class 2 message "IDG OIL DELTA TEMP" is generated by the system BITE. If there is no difference between the input and the output temperature, the class 2 message "IDG COOLER" is generated by the system BITE. In both cases, the "AC GEN MAINTENANCE STATUS" is displayed on the ECAM STATUS page. T1+T2 (IAE V2500) (Lvl 2&3) 24 - ELECTRICAL POWER IDG MONITORING (2) Oct 24, 2008 Page 26 Single Aisle TECHNICAL TRAINING MANUAL U 8 1 0 8 4 3 1 - u 4 M T 0 T 0 - U M 2 4 D 1 0 0 0 0 0 0 0 0 1 OIL TEMPERATURE MONITORING ... THERMAL IDG DISCONNECTION T1+T2 (IAE V2500) (Lvl 2&3) 24 - ELECTRICAL POWER IDG MONITORING (2) Oct 24, 2008 Page 27 Single Aisle TECHNICAL TRAINING MANUAL U 8 1 0 8 4 3 1 - u 4 M T 0 T 0 - U M 2 4 D 1 0 0 0 0 0 0 0 0 1 IDG DRIVE PART D/O (3) GENERAL The Integrated Drive Generator (IDG) consists of a Constant Speed Drive (CSD) and an AC generator mounted side by side in a single housing. The CSD components convert a variable input speed to a constant output speed. The CSD portion of the IDG is a hydromechanical device that adds to or subtracts from the variable input speed of the engine gearbox. The CSD performs this operation by controlled differential action to maintain the constant output speed required to drive the AC generator. The IDG is cooled and lubricated by the oil circulation system. The oil is cooled by an external mounted IDG oil cooler. IDG DRIVE CONTROL The Constant Speed Drive converts the variable input speed provided by the engine gearbox to the constant output speed through the CSD hydromechanical components. IDG SPEED CONTROL The Generator Control Unit (GCU) performs the output speed control for the IDG via the servovalve control loop whenever several conditions are met: - The GCU is powered-up, - Engine input speed to the IDG is sufficient for speed control to begin, - No failure is present in the channel to trip the servovalve control circuit. SERVOVALVE CONTROL LOOP The servovalve control loop is composed of a hydraulic servovalve in the IDG and control circuitry in the GCU which includes the ServoValve Relay (SVR). The output speed control is performed as follows: the GCU control circuit monitors the Permanent Magnet Generator (PMG) frequency to determine the generator frequency. Note that the PMG is mounted on the IDG differential output gear. The PMG frequency signal is compared with a GCU internal frequency reference. The difference, between the actual PMG frequency and the frequency reference, creates an error signal in the servovalve control loop circuitry. The frequency error signal is then used to control the servovalve current flow via the SVR. The servovalve works by porting oil to an hydraulic control cylinder which determines the position of a variable displacement hydraulic unit. Depending on the error signal, the servovalve ports more or less oil to the cylinder to maintain the desired generator frequency (IDG output speed). As IDG speed (thus PMG frequency) decreases below the reference frequency setpoint, the servovalve supplies current increases, resulting in an IDG output speed increase. During normal operation, the SVR is closed to allow current flow in the servovalve control loop. Under certain channel failure conditions, the SVR is opened to make sure that the servovalve drive current from the GCU is completely removed. ENGINE SPEED SENSING The FADEC provides the GCU with the corresponding engine speed information, which is also used for the underspeed protections. OIL TEMPERATURE SENSING There are two oil temperature sensors in the IDG: - One on the IDG oil inlet port, - One on the IDG oil outlet port. Both sensors are thermistors. The GCU uses the sensor signals to determine oil inlet, oil outlet and rise temperature for IDG protection. The temperature information is also sent to the ECAM. If oil outlet temperature is above 185°C, the FAULT legend comes on amber on the IDG pushbutton. T1+T2 (IAE V2500) (Lvl 2&3) 24 - ELECTRICAL POWER IDG DRIVE PART D/O (3) Oct 24, 2008 Page 28 Single Aisle TECHNICAL TRAINING MANUAL U 8 1 0 8 4 3 1 - u 4 M T 0 T 0 - U M 2 4 D 3 0 0 0 0 0 0 0 0 1 DELTA PRESSURE INDICATOR (DPI) The scavenge filter is fitted with an oil filter Differential Pressure Indicator (DPI). If the delta pressure across the scavenge filter is 50 ± 8 psi, the DPI (pop-out) shows the clogged position. In that case, the IDG should be serviced. OIL PRESSURE SWITCH A Low Oil Pressure (LOP) switch located in the IDG charge oil circuit provides a signal to the GCU when IDG charge oil pressure is less than 140 psi. In low oil pressure condition, not caused by underspeed, the IDG pushbutton FAULT legend comes on amber and an ECAM warning is triggered. IDG DISCONNECTION The IDG P/B FAULT legend comes on if the IDG oil pressure is less than 140 psi or if the IDG oil outlet temperature is above 185°C. In both conditions, the IDG must immediately be disconnected! IDG disconnection is achieved by a solenoid activated clutch. It must be performed, via the IDG switch if the IDG pushbutton FAULT legend is on. If the temperature reaches 200°C, a solder fuse melts and automatically releases the disconnect mechanism to open the IDG disconnect clutch. When the IDG pushbutton is depressed and no underspeed is detected, a 28V DC signal is sent to the disconnection solenoid which will open the clutch. In case of low oil pressure due to underspeed, the FAULT legend remains off. In underspeed condition, it is not possible to disconnect the IDG. After a thermal disconnection, the IDG must be changed. IDG reset must be performed on the ground with the engine shutdown, by pulling the reset ring mounted on the IDG casing. FIRE SWITCH In case of engine fire, if the related fire switch is pressed in, a 28V DC signal is sent to the corresponding GCU, which shuts down its IDG. In such a case, the reset of the GCU is not required. T1+T2 (IAE V2500) (Lvl 2&3) 24 - ELECTRICAL POWER IDG DRIVE PART D/O (3) Oct 24, 2008 Page 29 Single Aisle TECHNICAL TRAINING MANUAL U 8 1 0 8 4 3 1 - u 4 M T 0 T 0 - U M 2 4 D 3 0 0 0 0 0 0 0 0 1 GENERAL ... FIRE SWITCH T1+T2 (IAE V2500) (Lvl 2&3) 24 - ELECTRICAL POWER IDG DRIVE PART D/O (3) Oct 24, 2008 Page 30 Single Aisle TECHNICAL TRAINING MANUAL U 8 1 0 8 4 3 1 - u 4 M T 0 T 0 - U M 2 4 D 3 0 0 0 0 0 0 0 0 1 This Page Intentionally Left Blank T1+T2 (IAE V2500) (Lvl 2&3) 24 - ELECTRICAL POWER IDG DRIVE PART D/O (3) Oct 24, 2008 Page 31 Single Aisle TECHNICAL TRAINING MANUAL U 8 1 0 8 4 3 1 - u 4 M T 0 T 0 - U M 2 4 D 3 0 0 0 0 0 0 0 0 1 IDG GENERATOR PART D/O (3) GENERAL The AC generator portion of the Integrated Drive Generator (IDG) is a three-phase, brushless, spray oil cooled unit. The generator rotor consists of an exciter rotor, a diode rectifier assembly, and a two-pole main field rotor. The exciter rotor and main field rotor are mounted on a common shaft supported by a roller bearing set at the drive end and a ball bearing set at the opposite end. The Permanent Magnet Generator (PMG) rotor is mounted on the output ring gear of the differential assembly. The main generator stator, exciter stator, PMG stator and generator Current Transformer (CT) are mounted in the IDG housing. PERMANENT MAGNET GENERATOR (PMG) The PMG consists of a 16-pole permanent magnet rotor and a three-winding stator. As the engine is running, the PMG rotor induces an AC voltage in the windings of the PMG stator. At normal operation speed, the output from the PMG is: - 3 phases - 1681,3 Hz - 110V AC. The output of the PMG is supplied to the Generator Control Unit (GCU) which uses it for the following functions: - The GCU transforms and rectifies the voltage via a Transformer Rectifier (TR) to 28V DC for the internal power supply. - The GCU sends the PMG voltage via the Generator Control Relay (GCR) to the voltage and frequency regulation circuit where it is rectified and applied to the exciter field for voltage regulation. The PMG frequency is also used to monitor the generator frequency (for the IDG drive control). GENERATOR EXCITER STAGE The exciter stage of the generator consists of a three-phase winding rotor which is located on the main generator rotor shaft. The stator windings and a full wave bridge rectifier (rotating diode rectifier) are also located on the rotor shaft. As it rotates, the exciter stage converts a DC field voltage to an AC voltage. The AC voltage is rectified by the rotating diode rectifier and is supplied to the main generator rotor. MAIN GENERATOR The main generator consists of a two-pole rotor and a three-phase winding stator. As the rotor rotates, the DC field induces an AC voltage in the stator windings. CURRENT TRANSFORMER Current Transformers (CTs) monitor the 3-phase feeder cables, from the Generator to the GLC. The GCUs use the CT outputs for protection functions (differential current, overcurrent, overload). One CT is located inside the IDG and the other is just before the GLC. They are called the 3-Hole Current Transformers. From the engine pylon to the forward cargo compartment, each feeder cable is split into two, so that there are now two cables per phase (total 6). Another CT, located in the forward cargo compartment, monitors the 6-feeder cables. It is called the 6-Hole Current Transformer. The GCU monitors its current output for open cable protection. GENERATOR P/BSW The GEN P/BSW on the overhead ELEC panel is used to connect or disconnect the generator and to reset the GCU. When the GEN P/BSW is pressed in (on position) and the generator is not connected, the GEN COMMAND circuit is supplied, enabling the closure of the GCR to excite the generator. If all generator parameters are correct, the Power Ready Relay (PRR) closes and connects power to the Generator Line Contactor (GLC) via the GLC AUX RELAY. The T1+T2 (IAE V2500) (Lvl 2&3) 24 - ELECTRICAL POWER IDG GENERATOR PART D/O (3) Oct 24, 2008 Page 32 Single Aisle TECHNICAL TRAINING MANUAL U 8 1 0 8 4 3 1 - u 4 M T 0 T 0 - U M 2 4 D 4 0 0 0 0 0 0 0 0 1 GLC opens or closes to connect 115V AC to the network according to priority rules and the network supply status. The FAULT legend comes on amber (in the on position only) in the following cases: - The related engine is shutdown or the generator is not connected - During operation with any incorrect parameter - If the GLC has failed open (STUCK OPEN) When the GEN P/BSW is released out (off position), the OFF/R legend appears in white. The GCR opens to de-energize the generator field and the GLC opens. In addition, the computer reset circuit is supplied to reset the GCU. IDG P/BSW The IDG P/BSW is used for manual disconnection of the IDG from the engine gearbox. If the internal FAULT legend comes on, the IDG must immediately be disconnected. With the engine stopped, the IDG cannot be manually disconnected. An underspeed condition, generated by the GCU, inhibits the disconnection. Notice that for a static test of the IDG disconnect mechanism, the circuit breaker 2XU1 must be pulled to simulate a running engine 1 and no underspeed. POINT OF REGULATION The Point Of Regulation (POR) is located between the 3-hole CT and the GLC. It takes in to account the generator feeder impedance (voltage drop of 1 to 2V AC). The GCU monitors the three-generator phase voltages at the POR for: - Voltage regulation control, - Over and undervoltage protection, - Incorrect Phase Sequence protection. VOLTAGE REGULATION The GCU monitors the POR in order to keep the voltage at nominal value (115V AC) at this point. The principle of operation of the voltage regulator is by modulation of the voltage through the exciter field. The output from the PMG is connected via the GCR to the excitation and regulation control module, where it is converted into DC voltage and applied to the exciter field. The voltage frequency regulation module senses the average of the three phases at the POR and compares it against a reference voltage. If a difference exists, the voltage regulator adjusts the exciter field current as needed to keep a constant voltage at the POR. UNDERSPEED Each GCU receives engine speed data from the Full Authority Digital Engine Control (FADEC) via an ARINC 429 bus. These data are used for the underspeed setpoint, various other controls and protections and BITE functions. If these data are not available, the GCU uses the PMG frequency to determine the input speed of the generator. With the engine speed below the underspeed setpoint, the relay 7XT is energized and inhibits an IDG disconnection. T1+T2 (IAE V2500) (Lvl 2&3) 24 - ELECTRICAL POWER IDG GENERATOR PART D/O (3) Oct 24, 2008 Page 33 Single Aisle TECHNICAL TRAINING MANUAL U 8 1 0 8 4 3 1 - u 4 M T 0 T 0 - U M 2 4 D 4 0 0 0 0 0 0 0 0 1 GENERAL ... UNDERSPEED T1+T2 (IAE V2500) (Lvl 2&3) 24 - ELECTRICAL POWER IDG GENERATOR PART D/O (3) Oct 24, 2008 Page 34 Single Aisle TECHNICAL TRAINING MANUAL U 8 1 0 8 4 3 1 - u 4 M T 0 T 0 - U M 2 4 D 4 0 0 0 0 0 0 0 0 1 This Page Intentionally Left Blank T1+T2 (IAE V2500) (Lvl 2&3) 24 - ELECTRICAL POWER IDG GENERATOR PART D/O (3) Oct 24, 2008 Page 35 Single Aisle TECHNICAL TRAINING MANUAL U 8 1 0 8 4 3 1 - u 4 M T 0 T 0 - U M 2 4 D 4 0 0 0 0 0 0 0 0 1 AC MAIN GENERATION D/O (3) IDG Two identical Integrated Drive Generators (IDGs) are used to supply the main AC network. Each IDG is a two-pole high-speed (24 000 rpm) brush less spray oil cooled unit. It comprises the drive part and the generator part in a common housing. The generator part has a Permanent Magnet Generator (PMG), an exciter generator with rotating diodes and the main generator. Each IDG is controlled and monitored by its own Generator Control Unit (GCU). GCU Each Generator Control Unit (GCU) is supplied by the PMG from its related IDG and, as a back-up, through the battery bus 301PP. The related engine under speed information is given by the Full Authority Digital Engine Control (FADEC). The main functions of the GCU are: - control of the field excitation via the Generator Control Relay (GCR), - voltage regulation via the Excitation Control and Regulation module, - speed regulation through the ServoValve Relay (SVR), - control of the Generator Line Contactor (GLC) via the Power Ready Relay (PRR), the Bus Tie Contactor (BTC) and the AUX RELAY 1, - control and protection of the IDG and the network. GENERATOR P/BSW The generator P/BSW is used to connect or disconnect the generator output to or from the bus bar, and to reset the GCU. The FAULT legend comes on when the P/BSW is pressed in and the related engine is shutdown or during operation if any parameter is not correct. The fault information is sent via the SDACs to the ECAM. The OFF legend comes on when the P/BSW is released out. After a fault detection (tripping of the generator), cycling the GEN 1(2) switch OFF/ON resets the GCU. GEN 1 LINE P/BSW In SMOKE configuration (red smoke light on) an activation of this P/BSW opens the GLC but the generator stays energized to supply directly the fuel pumps 1 LH and 1 RH side (the OFF legend indicates, the P/BSW position). Notice that during the AVIONICS SMOKE procedure (GEN 1 LINE P/BSW OFF), the related generator FAULT light remains off. GLC/BTC CONTROL AND MONITORING The GLC and the BTC are under control of the related GCU and the Bus Tie Logic. If all parameters are correct, the GLC connects the generator to its own bus bar. The BTC connects the generator to the transfer line or another power source to the bus bar (with generator off) depending on the priority logic. T1+T2 (IAE V2500) (Lvl 2&3) 24 - ELECTRICAL POWER AC MAIN GENERATION D/O (3) Oct 24, 2008 Page 36 Single Aisle TECHNICAL TRAINING MANUAL U 8 1 0 8 4 3 1 - u 4 M T 0 T 0 - U M 2 4 D 2 0 0 0 0 0 0 0 0 1 IDG ... GLC/BTC CONTROL AND MONITORING T1+T2 (IAE V2500) (Lvl 2&3) 24 - ELECTRICAL POWER AC MAIN GENERATION D/O (3) Oct 24, 2008 Page 37 Single Aisle TECHNICAL TRAINING MANUAL U 8 1 0 8 4 3 1 - u 4 M T 0 T 0 - U M 2 4 D 2 0 0 0 0 0 0 0 0 1 AC MAIN GENERATION D/O (3) INTERFACES The GCU interfaces with: - The engine fire pushbutton switch. When pushed in, the generator is de-energized. - Both SDACs for the ECAM monitoring. - The CFDIU through the GAPCU (BITE type 1 data to CFDIU) - The FADEC which gives the engine speed information. OPERATION In normal operation all internal relays of the GCU are energized. Through the energized contacts of the PRR, the de-energized contact of the BTC and the energized contacts of the AUX relay, the Generator Line Contactor (GLC) is then energized. The de-energized state of the BTC makes sure that there is no supply to the BUS before the Generator takes over the supply. T1+T2 (IAE V2500) (Lvl 2&3) 24 - ELECTRICAL POWER AC MAIN GENERATION D/O (3) Oct 24, 2008 Page 38 Single Aisle TECHNICAL TRAINING MANUAL U 8 1 0 8 4 3 1 - u 4 M T 0 T 0 - U M 2 4 D 2 0 0 0 0 0 0 0 0 1 INTERFACES & OPERATION T1+T2 (IAE V2500) (Lvl 2&3) 24 - ELECTRICAL POWER AC MAIN GENERATION D/O (3) Oct 24, 2008 Page 39 Single Aisle TECHNICAL TRAINING MANUAL U 8 1 0 8 4 3 1 - u 4 M T 0 T 0 - U M 2 4 D 2 0 0 0 0 0 0 0 0 1 AC MAIN GENERATION D/O (3) OPERATION (continued) GEN FAULT If the GEN pushbutton is in the "on" position and the PRR of the GCU is not energized, the fault light on the GEN pushbutton comes on by a ground due to the pushbutton position. The PRR is de-energized, among other reasons, when the voltage and frequency are not in tolerance. If the engine is not started, there is no regulation possible for both voltage and frequency. Therefore, the FAULT lighting is normal when the engine is not running. T1+T2 (IAE V2500) (Lvl 2&3) 24 - ELECTRICAL POWER AC MAIN GENERATION D/O (3) Oct 24, 2008 Page 40 Single Aisle TECHNICAL TRAINING MANUAL U 8 1 0 8 4 3 1 - u 4 M T 0 T 0 - U M 2 4 D 2 0 0 0 0 0 0 0 0 1 OPERATION - GEN FAULT T1+T2 (IAE V2500) (Lvl 2&3) 24 - ELECTRICAL POWER AC MAIN GENERATION D/O (3) Oct 24, 2008 Page 41 Single Aisle TECHNICAL TRAINING MANUAL U 8 1 0 8 4 3 1 - u 4 M T 0 T 0 - U M 2 4 D 2 0 0 0 0 0 0 0 0 1 AC MAIN GENERATION D/O (3) OPERATION (continued) GEN 1 LINE OFF If the GEN 1 LINE pushbutton is released, the OFF legend comes on and the supply voltage to the AUX relay is interrupted. Since the contacts of the AUX relay now are in the de-energized position, the supply voltage to the GLC relay is interrupted. However, the Generator is still regulated and functioning normally to allow direct supply from the Generator to the electrically driven fuel pumps in both wings. T1+T2 (IAE V2500) (Lvl 2&3) 24 - ELECTRICAL POWER AC MAIN GENERATION D/O (3) Oct 24, 2008 Page 42 Single Aisle TECHNICAL TRAINING MANUAL U 8 1 0 8 4 3 1 - u 4 M T 0 T 0 - U M 2 4 D 2 0 0 0 0 0 0 0 0 1 OPERATION - GEN 1 LINE OFF T1+T2 (IAE V2500) (Lvl 2&3) 24 - ELECTRICAL POWER AC MAIN GENERATION D/O (3) Oct 24, 2008 Page 43 Single Aisle TECHNICAL TRAINING MANUAL U 8 1 0 8 4 3 1 - u 4 M T 0 T 0 - U M 2 4 D 2 0 0 0 0 0 0 0 0 1 GCU D/O (3) GENERAL The Generator Control Unit (GCU) 1 and 2 are identical and interchangeable. Pin programming provides the GCU with the following information: - the aircraft type, - the GCU position, - the current limit for voltage regulation, - the load limit. The main functions of the GCU are: - regulation of the generator voltage, - regulation of the generator frequency, - regulation of the generator speed (ServoValve (SV) control), - control and protection of the network and the generator, - interface with System Data Acquisition Concentrator (SDACs) for the ECAM, - interface with Full Authority Digital Engine Control (FADEC) for engine speed, - interface with Centralized Fault Display System (CFDS) via the Ground and Auxiliary Power Control Unit (GAPCU). VOLTAGE REGULATION The voltage regulation is achieved by regulating the current through the exciter field. The voltage is kept at a nominal value (115V AC) at the Point Of Regulation (POR). The POR is located at the end of the generator feeder upstream of the Generator Line Contactor (GLC). The output from the Permanent Magnet Generator (PMG) is connected via the Generator Control Relay (GCR) to the excitation and regulation control module for frequency monitoring use. FREQUENCY REGULATION The Integrated Drive Generator (IDG) frequency is regulated by a servovalve in the IDG and the servovalve control circuit in the GCU (via the SV relay). The PMG frequency is compared with a GCU internal reference frequency. The difference generates a control current to drive the servovalve to produce the right output frequency. CONTROL AND PROTECTION The GCU control and protection functions are mainly performed by 3 internal relays: - the GCR controls the generator excitation, - the Power Ready Relay (PRR) controls the GLC, - the SV relay controls the IDG speed. If a protection function is triggered, the GCR, the PRR and, in some cases the SV relay, are de-energized. UNDERSPEED Engine speed information provided by FADEC is used to sense the IDG input speed. When engine speed falls below the underspeed threshold the PRR trips and the excitation is biased off due to underfrequency. In case of an absent FADEC speed signal to the GCU, a back-up signal is provided by the engine master switch to inform the GCU logic that the engine will shut down. Note: in case of detected underspeed (e.g. engine shut down) no reset action via the GEN P/BSW is required. OVERVOLTAGE The GCU performs an overvoltage protection function. If the highest individual phase at POR reaches 130 ± 1.5 volts, the PRR and the GCR are tripped. The higher is the voltage, the faster the relays will be tripped. T1+T2 (IAE V2500) (Lvl 2&3) 24 - ELECTRICAL POWER GCU D/O (3) Oct 24, 2008 Page 44 Single Aisle TECHNICAL TRAINING MANUAL U 8 1 0 8 4 3 1 - u 4 M T 0 T 0 - U M 2 4 D 5 0 0 0 0 0 0 0 0 1 OVERFREQUENCY The GCU performs an overfrequency protection function. If the frequency is above 435 ± 1Hz, for at least 4 seconds, the GCU trips the PRR and the GCR. If the frequency is above 452 Hz, for at least 160 milliseconds, the GCU trips the PRR, the GCR and also the SV relay. OVERLOAD / OVERCURRENT The IDG Current Transformers (CTs) provide current sensing information to the GCU. This information is used to determine generator load for overload, overcurrent, phase imbalance (delta) and also Differential Current Protection. In case of overload, the GCU sends signals to the SDAC for an ECAM message and to the FAULT light on the GALY & CAB P/BSW. If an IDG fails, the Bus Tie Contactors (BTCs) close and some galleys loads are automatically shed. GCUs monitor BTC status and determine if overcurrent protection (BTC lockout) should be inhibited. If the galleys are not automatically shed the BTC lockout is inhibited, to allow the GALY & CAB P/BSW to be selected OFF. T1+T2 (IAE V2500) (Lvl 2&3) 24 - ELECTRICAL POWER GCU D/O (3) Oct 24, 2008 Page 45 Single Aisle TECHNICAL TRAINING MANUAL U 8 1 0 8 4 3 1 - u 4 M T 0 T 0 - U M 2 4 D 5 0 0 0 0 0 0 0 0 1 GENERAL ... CONTROL AND PROTECTION T1+T2 (IAE V2500) (Lvl 2&3) 24 - ELECTRICAL POWER GCU D/O (3) Oct 24, 2008 Page 46 Single Aisle TECHNICAL TRAINING MANUAL U 8 1 0 8 4 3 1 - u 4 M T 0 T 0 - U M 2 4 D 5 0 0 0 0 0 0 0 0 1 This Page Intentionally Left Blank T1+T2 (IAE V2500) (Lvl 2&3) 24 - ELECTRICAL POWER GCU D/O (3) Oct 24, 2008 Page 47 Single Aisle TECHNICAL TRAINING MANUAL U 8 1 0 8 4 3 1 - u 4 M T 0 T 0 - U M 2 4 D 5 0 0 0 0 0 0 0 0 1 GCU D/O (3) ENGINE FIRE AND OPEN FEEDER CABLE PROTECTION The feeder cables are duplicated from the engine pylon to the forward cargo compartment. A 6 hole CT monitors each cable. If an open cable is detected, or if the ENG FIRE P/BSW is released out, the GCU trips the GCR and the PRR. The GLC opens after the PRR trips. DIFFERENTIAL CURRENT PROTECTION The Differential Protection is based on the comparison of each phase of the Line 3-hole CT and the CTs in the IDG. If a differential current flow is above 50 ± 10A for at least 60 milliseconds, the PRR and GCR are tripped. Note: the Differential Protection circuit reset is done via the GEN P/BSW, but it is limited to two attempts. After correcting the fault a cold reset must be performed. T1+T2 (IAE V2500) (Lvl 2&3) 24 - ELECTRICAL POWER GCU D/O (3) Oct 24, 2008 Page 48 Single Aisle TECHNICAL TRAINING MANUAL U 8 1 0 8 4 3 1 - u 4 M T 0 T 0 - U M 2 4 D 5 0 0 0 0 0 0 0 0 1 ENGINE FIRE AND OPEN FEEDER CABLE PROTECTION & DIFFERENTIAL CURRENT PROTECTION T1+T2 (IAE V2500) (Lvl 2&3) 24 - ELECTRICAL POWER GCU D/O (3) Oct 24, 2008 Page 49 Single Aisle TECHNICAL TRAINING MANUAL U 8 1 0 8 4 3 1 - u 4 M T 0 T 0 - U M 2 4 D 5 0 0 0 0 0 0 0 0 1 GCU D/O (3) PROTECTION FUNCTION SUMMARY The Generator Control P/BSW has ON and OFF/RESET functions. Switch all power off and then on again to reset the fault logic; this is called a cold reset. Most fault protections allow two reset attempts and then the reset function is inhibited. BITE The GCU is a type 1 computer. Its BITE detects and isolates active and passive failures. The BITE consists of two sections: - Operational BITE, - Maintenance BITE. After generator tripping, the operational BITE identifies the protection, analyses the conditions and determines the fault origin. The maintenance BITE completes the operational BITE and performs a self-test of the GCU to provide an indication of system integrity. Faults are kept in the Non Volatile Memory (NVM). The GCU BITE communicates with the CFDS via the GAPCU (type 1 system). INTERFACE Each GCU is interfaced to both SDACs to transmit system failure or caution data to the ECAM. The Landing Gear Control and Interface unit (LGCIU) 1 provides ground/flight information to the GCU (BITE). T1+T2 (IAE V2500) (Lvl 2&3) 24 - ELECTRICAL POWER GCU D/O (3) Oct 24, 2008 Page 50 Single Aisle TECHNICAL TRAINING MANUAL U 8 1 0 8 4 3 1 - u 4 M T 0 T 0 - U M 2 4 D 5 0 0 0 0 0 0 0 0 1 PROTECTION FUNCTION SUMMARY ... INTERFACE T1+T2 (IAE V2500) (Lvl 2&3) 24 - ELECTRICAL POWER GCU D/O (3) Oct 24, 2008 Page 51 Single Aisle TECHNICAL TRAINING MANUAL U 8 1 0 8 4 3 1 - u 4 M T 0 T 0 - U M 2 4 D 5 0 0 0 0 0 0 0 0 1 AC AUXILIARY GENERATION GENERAL DESCRIPTION (2) APU GENERATOR The APU generator is not interchangeable with the Integrated Drive Generators (IDGs). It is driven at a constant speed by the APU and can be connected to the electrical network. It can supply the entire electrical network if no other power sources are available. APU GENERATOR CONTROL The APU Generator control module is part of the Ground and Auxiliary Power Control Unit (GAPCU). The main functions of the module are: - voltage regulation, - frequency monitoring, - APU Generator Line Contactor (GLC) control in accordance with the bus tie logic, - control and Protection, - Interface with System Data Acquisition Concentrators (SDACs), - Built-In Test Equipment (BITE) function. The BITE messages are sent to the CFDIU. CONTROL, INDICATION AND DISTRIBUTION The APU generator is controlled by a P/BSW located on the overhead ELEC panel and has two lights: white OFF and amber FAULT. The APU GEN is connected to the network via the APU GLC and the Bus Tie Contactors (BTCs). APU GEN OIL TEMPERATURE SENSOR A temperature sensor is located on the APU generator oil outlet port. A high oil temperature leads to an immediate automatic shut down of the APU via the Electronic Control Box (ECB). T1+T2 (IAE V2500) (Lvl 2&3) 24 - ELECTRICAL POWER AC AUXILIARY GENERATION GENERAL DESCRIPTION (2) Oct 24, 2008 Page 52 Single Aisle TECHNICAL TRAINING MANUAL U 8 1 0 8 4 3 1 - u 4 M T 0 T 0 - U M 2 4 P 2 0 0 0 0 0 0 0 0 1 APU GENERATOR ... APU GEN OIL TEMPERATURE SENSOR T1+T2 (IAE V2500) (Lvl 2&3) 24 - ELECTRICAL POWER AC AUXILIARY GENERATION GENERAL DESCRIPTION (2) Oct 24, 2008 Page 53 Single Aisle TECHNICAL TRAINING MANUAL U 8 1 0 8 4 3 1 - u 4 M T 0 T 0 - U M 2 4 P 2 0 0 0 0 0 0 0 0 1 AC AUXILIARY GENERATION D/O (3) APU GENERATOR The APU generator can supply all or part of the normal network, depending on the priority logic given by the bus tie logic. The APU generator is a two-pole high speed (24 000 rpm) brushless spray oil cooled generator. Speed regulation is made by the APU engine without a Constant Speed Drive (CSD); therefore, it operates in the same way but it is not interchangeable with the Integrated Drive Generators (IDGs).The APU generator is cooled and lubricated by the APU oil. An oil temperature bulb is installed on the APU generator oil outlet part. The bulb is directly connected to the APU Electronic Control Box (ECB). In case of oil temperature above 185°C, the ECB commands an immediate shutdown of the APU. APU GEN CONTROL MODULE (GAPCU) The APU Generator Control Module is part of the Ground and Auxiliary Power Control Unit (GAPCU). The GAPCU controls both the APU generator and the EXT PWR. The power for the GAPCU is supplied by: - the APU Permanent Magnet Generator (PMG), - the EXT PWR, - the BATtery BUS as a back-up supply. The control module main functions are: - control of the field excitation through the Generator Control Relay (GCR), - voltage regulation, - control of the APU Generator Line Contactor (GLC) through the Power Ready Relay (PRR) in conjunction with the bus tie logic, - control and protection of the APU generator and the network. The GAPCU has an interface with the SDAC and to the CFDIU. APU ECB carries out the speed regulation. At 95% rpm, the ECB sends an APU ready signal to the GAPCU. APU GEN CONTROL AND MONITORING The APU generator switch is used to connect or disconnect the APU generator and to reset the GAPCU. - The FAULT legend only comes on if the switch is pressed in, the APU is running (>95%), and one parameter is not correct. - The OFF legend comes on when the switch is released out. After a fault detection (tripping of the generator), the GAPCU must be reset by setting the switch to OFF and back to ON. The APU Generator Line Contactor (GLC) is under control of the GAPCU and the bus tie logic. If all generator parameters are correct, the AGLC connects the generator to the transfer line. The connection to the busbars depends on the priority logic and the network supply status (BTCs and GLCs). TRANSFER CIRCUIT The transfer circuit has a transfer line and the two BTCs. This circuit lets the power sources (GEN 1, 2, APU, External Power) supply all or half of the network according to the priority and the bus tie logic. The bus tie logic gives information about the network supply status. This information is used for: - Non parallel operation, - Supply priority, - Transfer circuit control. APU GEN FEEDER CABLES The feeder cables are routed through the cabin ceiling to the rear C/B panel in the cockpit where they are sent through a 3-hole current transformer before connection to the APU GLC. The Current Transformer (CT) gives differential current protection. T1+T2 (IAE V2500) (Lvl 2&3) 24 - ELECTRICAL POWER AC AUXILIARY GENERATION D/O (3) Oct 24, 2008 Page 54 Single Aisle TECHNICAL TRAINING MANUAL U 8 1 0 8 4 3 1 - u 4 M T 0 T 0 - U M 2 4 D 7 0 0 0 0 0 0 0 0 1 OPERATION The purpose of this paragraph is to describe the operation of the APU with or without GEN1. ONLY APU RUNNING With the APU running and the APU GEN pushbutton in the ON position, the connection to the transfer network is only possible if one or both of the IDG Generators are offline and the External electrical power not connected. Two sets of contacts from the de-energized EPC AUX relay and the contacts from the de-energized EPC make sure that the APU GLC voltage supply is interrupted even if the PRR of the APU Generator GCU is energized. If the EPC AUX and the EPC are de-energized (no ground electrical power) the contacts of the IDG's GLCs and the BTCs will then determine if the APU GLC will be energized. If the IDG's GLCs are de-energized and the BTCs are energized, the APU GLC is then energized and the APU generator supplies the transfer network. T1+T2 (IAE V2500) (Lvl 2&3) 24 - ELECTRICAL POWER AC AUXILIARY GENERATION D/O (3) Oct 24, 2008 Page 55 Single Aisle TECHNICAL TRAINING MANUAL U 8 1 0 8 4 3 1 - u 4 M T 0 T 0 - U M 2 4 D 7 0 0 0 0 0 0 0 0 1 APU GENERATOR ... OPERATION T1+T2 (IAE V2500) (Lvl 2&3) 24 - ELECTRICAL POWER AC AUXILIARY GENERATION D/O (3) Oct 24, 2008 Page 56 Single Aisle TECHNICAL TRAINING MANUAL U 8 1 0 8 4 3 1 - u 4 M T 0 T 0 - U M 2 4 D 7 0 0 0 0 0 0 0 0 1 APU GENERATOR ... OPERATION T1+T2 (IAE V2500) (Lvl 2&3) 24 - ELECTRICAL POWER AC AUXILIARY GENERATION D/O (3) Oct 24, 2008 Page 57 Single Aisle TECHNICAL TRAINING MANUAL U 8 1 0 8 4 3 1 - u 4 M T 0 T 0 - U M 2 4 D 7 0 0 0 0 0 0 0 0 1 AC AUXILIARY GENERATION D/O (3) OPERATION (continued) APU AND GEN2 RUNNING If the EPC AUX and the EPC are de-energized (no ground electrical power) and GLC 1 and BTC 2 are de-energized, the APU GLC is energized. The APU Generator now supplies AC Bus 1 through the transfer network, but not AC Bus 2. T1+T2 (IAE V2500) (Lvl 2&3) 24 - ELECTRICAL POWER AC AUXILIARY GENERATION D/O (3) Oct 24, 2008 Page 58 Single Aisle TECHNICAL TRAINING MANUAL U 8 1 0 8 4 3 1 - u 4 M T 0 T 0 - U M 2 4 D 7 0 0 0 0 0 0 0 0 1 OPERATION - APU AND GEN2 RUNNING T1+T2 (IAE V2500) (Lvl 2&3) 24 - ELECTRICAL POWER AC AUXILIARY GENERATION D/O (3) Oct 24, 2008 Page 59 Single Aisle TECHNICAL TRAINING MANUAL U 8 1 0 8 4 3 1 - u 4 M T 0 T 0 - U M 2 4 D 7 0 0 0 0 0 0 0 0 1 AC AUXILIARY GENERATION D/O (3) OPERATION (continued) APU AND GEN1 RUNNING If the EPC AUX and the EPC are de-energized (no ground electrical power) and GLC 2 and BTC 1 are de-energized, the APU GLC is energized. The APU Generator now supplies AC Bus 2 through the transfer network, but not AC Bus 1. T1+T2 (IAE V2500) (Lvl 2&3) 24 - ELECTRICAL POWER AC AUXILIARY GENERATION D/O (3) Oct 24, 2008 Page 60 Single Aisle TECHNICAL TRAINING MANUAL U 8 1 0 8 4 3 1 - u 4 M T 0 T 0 - U M 2 4 D 7 0 0 0 0 0 0 0 0 1 OPERATION - APU AND GEN1 RUNNING T1+T2 (IAE V2500) (Lvl 2&3) 24 - ELECTRICAL POWER AC AUXILIARY GENERATION D/O (3) Oct 24, 2008 Page 61 Single Aisle TECHNICAL TRAINING MANUAL U 8 1 0 8 4 3 1 - u 4 M T 0 T 0 - U M 2 4 D 7 0 0 0 0 0 0 0 0 1 EXTERNAL POWER SUPPLY GENERAL DESCRIPTION (2) EXTERNAL POWER SUPPLY The aircraft network can be supplied by a Ground Power Unit (GPU) connected to the external power (EXT PWR) receptacle located forward of the nose landing gear well. T1+T2 (IAE V2500) (Lvl 2&3) 24 - ELECTRICAL POWER EXTERNAL POWER SUPPLY GENERAL DESCRIPTION (2) Oct 24, 2008 Page 62 Single Aisle TECHNICAL TRAINING MANUAL U 8 1 0 8 4 3 1 - u 4 M T 0 T 0 - U M 2 4 P 3 0 0 0 0 0 0 0 0 1 EXTERNAL POWER SUPPLY T1+T2 (IAE V2500) (Lvl 2&3) 24 - ELECTRICAL POWER EXTERNAL POWER SUPPLY GENERAL DESCRIPTION (2) Oct 24, 2008 Page 63 Single Aisle TECHNICAL TRAINING MANUAL U 8 1 0 8 4 3 1 - u 4 M T 0 T 0 - U M 2 4 P 3 0 0 0 0 0 0 0 0 1 EXTERNAL POWER SUPPLY GENERAL DESCRIPTION (2) EXTERNAL POWER CONTROL NORMAL PARAMETERS If the external power parameters are correct, the indicator lights on the external power panel and the AVAILable light on the EXT PWR P/BSW come on. The power parameters are monitored by the Ground and Auxiliary Power Control Unit (GAPCU) which activates the indicator lights. With such indications the ground cart can supply the aircraft network. When the EXT PWR P/BSW is pushed, the ON blue legend illuminates and the GAPCU closes the External Power Contactor (EPC) to supply the aircraft electrical network. The Bus Tie Contactors (BTCs) 1 and 2 close if no engine driven generator is on line. The blue ON light, in the EXT PWR P/BSW, indicates that the EPC is closed. ABNORMAL PARAMETERS If any external power parameter is not correct, the indicator lights stay off. The external power cannot be connected to the aircraft network. ENVIRONMENTAL PRECAUTIONS Avoid use of the APU if APU BLEED air is not necessary. Turn-off unused ground service equipment (GPU, Air conditioning cart, etc...) if no work is being done or nobody is present on the aircraft. T1+T2 (IAE V2500) (Lvl 2&3) 24 - ELECTRICAL POWER EXTERNAL POWER SUPPLY GENERAL DESCRIPTION (2) Oct 24, 2008 Page 64 Single Aisle TECHNICAL TRAINING MANUAL U 8 1 0 8 4 3 1 - u 4 M T 0 T 0 - U M 2 4 P 3 0 0 0 0 0 0 0 0 1 EXTERNAL POWER CONTROL - NORMAL PARAMETERS ... ENVIRONMENTAL PRECAUTIONS T1+T2 (IAE V2500) (Lvl 2&3) 24 - ELECTRICAL POWER EXTERNAL POWER SUPPLY GENERAL DESCRIPTION (2) Oct 24, 2008 Page 65 Single Aisle TECHNICAL TRAINING MANUAL U 8 1 0 8 4 3 1 - u 4 M T 0 T 0 - U M 2 4 P 3 0 0 0 0 0 0 0 0 1 EXTERNAL POWER SUPPLY D/O (3) GENERAL The Ground Power Unit (GPU) supplies the Transfer Circuit through the External Power Contactor (EPC). A Ground and Auxiliary Power Control Unit (GAPCU) controls and protects the connection and disconnection of the GPU and the APU generator to the network. GROUND POWER CONTROL & MONITORING DESCRIPTION The 115V AC, 400 Hz, 3 phase output of the GPU is connected to the aircraft network through the EPC and Bus Tie Contactors (BTCs). The GAPCU monitors permanently the quality of the delivered ground power. The monitoring and control of the connection and disconnection is made by two internal relays. The Interlock Monitoring Relay (IMR) and the Power Ready Relay (PRR). At least one faulty parameter opens both relays. PRR AND IMR POWER SUPPLY The IMR is energized when: - The interlock voltage is more than 13V DC, less than 42V DC and less than 60V AC. - All control and protection parameters are valid. The PRR is energized when: - The external power interlock is valid, - And all parameters are correct. The annunciators NOT IN USE and AVAILABLE located on the external power panel are ON. SHORT CIRCUIT PROTECTION (PTC) If a short circuit occurs on the PRR output line sensed by the Positive Temperature Coefficient (PTC) sensor, the red PTC TRIP LED on the front face of the GAPCU comes on and a BITE message is sent to the Centralized Fault Display System (CFDS). OPERATION EXT PWR NOT IN USE (AVAILABLE) When the Maintenance Bus switch is selected to ON, the Not In Use legend comes off on the External Electrical power panel and the GPU then supplies the A/C service buses. The AVAIL legend remains on, on the 35VU. T1+T2 (IAE V2500) (Lvl 2&3) 24 - ELECTRICAL POWER EXTERNAL POWER SUPPLY D/O (3) Oct 24, 2008 Page 66 Single Aisle TECHNICAL TRAINING MANUAL U 8 1 0 8 4 3 1 - u 4 M T 0 T 0 - U M 2 4 D 8 0 0 0 0 0 0 0 0 1 GENERAL ... OPERATION T1+T2 (IAE V2500) (Lvl 2&3) 24 - ELECTRICAL POWER EXTERNAL POWER SUPPLY D/O (3) Oct 24, 2008 Page 67 Single Aisle TECHNICAL TRAINING MANUAL U 8 1 0 8 4 3 1 - u 4 M T 0 T 0 - U M 2 4 D 8 0 0 0 0 0 0 0 0 1 EXTERNAL POWER SUPPLY D/O (3) OPERATION (continued) EXT PWR IN USE (ON) When the External Power (EXT PWR) P/B switch is pressed (momentary switch action), the flip flop sends a ground signal to the solenoid of the EPC auxiliary relay 5XG. The relay connects power from 1000XG to the GLC/BTC logic. Depending on the supply status the logic will authorize the closure of the EPC. At the External Power panel: - The NOT IN USE light will extinguish, - The AVAIL light remains ON. On the EXT PWR switch in the cockpit: - The AVAIL light extinguishes, - The ON light comes ON. T1+T2 (IAE V2500) (Lvl 2&3) 24 - ELECTRICAL POWER EXTERNAL POWER SUPPLY D/O (3) Oct 24, 2008 Page 68 Single Aisle TECHNICAL TRAINING MANUAL U 8 1 0 8 4 3 1 - u 4 M T 0 T 0 - U M 2 4 D 8 0 0 0 0 0 0 0 0 1 OPERATION - EXT PWR IN USE (ON) T1+T2 (IAE V2500) (Lvl 2&3) 24 - ELECTRICAL POWER EXTERNAL POWER SUPPLY D/O (3) Oct 24, 2008 Page 69 Single Aisle TECHNICAL TRAINING MANUAL U 8 1 0 8 4 3 1 - u 4 M T 0 T 0 - U M 2 4 D 8 0 0 0 0 0 0 0 0 1 GAPCU D/O (3) GENERAL The Ground and Auxiliary Power Control Unit (GAPCU) controls the APU Generator (GEN) and the External Power System. The APU Generator Line Contactor (GLC), the External Power Contactor (EPC) and their related Auxiliary Relays can only close when the correct conditions exist. They are opened manually or automatically, by the control and protection circuits. The GAPCU also performs BITE analysis and communication, and interfaces with other systems: - Generator Control Units (GCUs), - APU Electronic Control Box (ECB), - Centralized Fault Display Interface Unit (CFDIU), - System Data Acquisition Concentrators (SDACs), - Landing Gear Control and Interface Unit (LGCIU) 1. POWER SUPPLY The GAPCU internal power supply module can be supplied by the external power or the APU GEN via internal Transformer/Rectifiers (TRs). The supply module also has a back up supply from the BAT BUS. EXT PWR CONTROL The GAPCU performs the following functions for the external power control and BITE: - monitoring, - interlock function, - External Power Contactor (EPC) control, - protection, - BITE function, - communication and interface. MONITORING The GAPCU permanently monitors the quality of the external power supply. A faulty parameter automatically disconnects the external power from the transfer line opening the Power Ready Relay (PRR) to open the EPC, and Interlock Monitoring Relay (IMR) to trip the ground cart. In some GAPCU failure conditions, the back-up card can control the PRR, so that the external power can still be connected to the aircraft. In these cases, after a "cold reset" the PRR closes and the external power is supplied to the aircraft with limited protection. In that case, no bite function is available. EPC CONTROL The closed PRR provides 28V DC to the solenoid of the EPC AUX relay (5XG). The AUX relay is responsible for opening and closing of the main contactor (EPC). The EPC AUX relay is also responsible for the priority switching, i.e. the External Power over the APU GEN. When the EXT PWR P/BSW is pressed the FLIP/FLOP provides a fixed ground signal to close the EPC AUX relay. Depending on the network supply status, the EPC AUX relay connects power via the de-energized APU GLC, to the EPC. The EPC then connects the GPU to the transfer line. When the EXT PWR P/BSW is pressed again, the FLIP/FLOP removes the ground so that the AUX relay and EPC open. PROTECTION The GAPCU performs the following protection functions for the external power: - over and under voltage, - over and under frequency, - over current, - overload, - EXT PWR interlock, - Incorrect Phase Sequence (IPS), - open cable or open/short circuit, T1+T2 (IAE V2500) (Lvl 2&3) 24 - ELECTRICAL POWER GAPCU D/O (3) Oct 24, 2008 Page 70 Single Aisle TECHNICAL TRAINING MANUAL U 8 1 0 8 4 3 1 - u 4 M T 0 T 0 - U M 2 4 D 9 0 0 0 0 0 0 0 0 1 - EPC failure. The Over Voltage (OV) protection is accomplished by monitoring the highest phase voltage at the Point Of Reference (POR). An OV condition exists when the highest phase voltage exceeds 130 +/- 1,5V AC. After an inverse delay, the IMR, PRR and EPC are tripped. The Under Voltage (UV) is sensed in the same way as OV. An UV condition exists when the lowest phase voltage is less than 101,5 +/- 1,5V AC. After a 4,5 second time delay max, the PRR, IMR and EPC are tripped. An over current on the wiring between the PRR and the aircraft bus (1000XG) will change the status of the Positive Temperature Coefficient (PTC) sensor (high impedance). The sensor then provides a signal to switch on the red PTC LED on the front face of the GAPCU and sends a BITE message to the Centralized Fault Display System (CFDS). The PTC and the PTC LED are only supplied if the EXT PWR remains connected to the receptacle (i.e. PRR is still closed). The LED is not a "latched" status signal. Thus, if a short circuit does exist, and the LED is illuminated, it will go off as soon as the external power is removed from the receptacle. APU GEN CONTROL The main functions are: - control of the field excitation through the Generator Control Relay (GCR), - voltage regulation, - control of the APU GLC through the PRR in conjunction with the BTC/GLC logic, - control and protection of the APU GEN and the network. APU P/BSW The APU GEN P/BSW is used to connect or disconnect the APU GEN and to reset the APU GEN control part. After a fault detection (tripping of the generator), the control and must be reset by setting the P/BSW to OFF and back to on. APU GLC CONTROL AND MONITORING The APU GLC is under control of the APU GLC AUX relay and the GLC/BTC logic. If all APU GEN parameters are correct, the APU GLC connects the APU GEN power to the transfer line. OVERHEAT PROTECTION An oil temperature bulb is installed on the APU GEN oil outlet port. The bulb is directly connected to the APU ECB. In case of oil temperature above 185°C, the ECB commands an immediate shutdown of the APU. COMMUNICATION AND INTERFACE The GAPCU is connected with the GCUs, the CFDIU and the SDACs. WITH THE GCU The GAPCU communicates with the two GCUs via MIL-STD 1553 links. WITH THE CFDIU The GAPCU is the CFDS interface for the enhanced Electrical Power Generation System (EPGS). The GAPCU communicates with the CFDIU via ARINC 429 links. During normal mode of transmission, the GAPCU continuously sends its own and the two GCUs fault data, to the CFDIU. WITH THE SDAC The GAPCU continuously communicates with the SDACs via ARINC 429 links. The SDACs provide system data and fault data to the ECAM. T1+T2 (IAE V2500) (Lvl 2&3) 24 - ELECTRICAL POWER GAPCU D/O (3) Oct 24, 2008 Page 71 Single Aisle TECHNICAL TRAINING MANUAL U 8 1 0 8 4 3 1 - u 4 M T 0 T 0 - U M 2 4 D 9 0 0 0 0 0 0 0 0 1 INTERFACE WITH LGCIU 1 The GAPCU receives a flight/ground discrete signal from LGCIU 1. It enables communication in interactive mode between the GCU and the GAPCU and the CFDIU, when the aircraft is on ground. T1+T2 (IAE V2500) (Lvl 2&3) 24 - ELECTRICAL POWER GAPCU D/O (3) Oct 24, 2008 Page 72 Single Aisle TECHNICAL TRAINING MANUAL U 8 1 0 8 4 3 1 - u 4 M T 0 T 0 - U M 2 4 D 9 0 0 0 0 0 0 0 0 1 GENERAL ... COMMUNICATION AND INTERFACE T1+T2 (IAE V2500) (Lvl 2&3) 24 - ELECTRICAL POWER GAPCU D/O (3) Oct 24, 2008 Page 73 Single Aisle TECHNICAL TRAINING MANUAL U 8 1 0 8 4 3 1 - u 4 M T 0 T 0 - U M 2 4 D 9 0 0 0 0 0 0 0 0 1 AC/DC GROUND SERVICE DISTRIBUTION D/O (3) EXT PWR P/B ON With the EXTernal PoWeR available and the EXT PWR P/B on, the whole aircraft electrical network is supplied including the AC and DC GrouND/FLighT buses. The MAINTenance BUS switch (5XX) is off. T1+T2 (IAE V2500) (Lvl 2&3) 24 - ELECTRICAL POWER AC/DC GROUND SERVICE DISTRIBUTION D/O (3) Oct 24, 2008 Page 74 Single Aisle TECHNICAL TRAINING MANUAL U 8 1 0 8 4 3 1 - u 4 M T 0 T 0 - U M 2 4 D A 0 0 0 0 0 0 0 0 2 EXT PWR P/B ON T1+T2 (IAE V2500) (Lvl 2&3) 24 - ELECTRICAL POWER AC/DC GROUND SERVICE DISTRIBUTION D/O (3) Oct 24, 2008 Page 75 Single Aisle TECHNICAL TRAINING MANUAL U 8 1 0 8 4 3 1 - u 4 M T 0 T 0 - U M 2 4 D A 0 0 0 0 0 0 0 0 2 AC/DC GROUND SERVICE DISTRIBUTION D/O (3) MAINT BUS SW ON EXT PWR is available but not on (14PU and 12XN open) and the MAINT BUS switch switched to ON. AC BUS 2 and 202XP are not energized, so relay 7XX is de-energized and supplies relay 14XX via relay 14PU and relay 12XX via relay 12XN. With these two relays energized, the DC GND/FLT bus (6PP) is supplied via Transformer Rectifier (TR) 2 and the AC GND/FLT buses (212XP, 216XP and 214XP) via 12XX and 14XX. T1+T2 (IAE V2500) (Lvl 2&3) 24 - ELECTRICAL POWER AC/DC GROUND SERVICE DISTRIBUTION D/O (3) Oct 24, 2008 Page 76 Single Aisle TECHNICAL TRAINING MANUAL U 8 1 0 8 4 3 1 - u 4 M T 0 T 0 - U M 2 4 D A 0 0 0 0 0 0 0 0 2 MAINT BUS SW ON T1+T2 (IAE V2500) (Lvl 2&3) 24 - ELECTRICAL POWER AC/DC GROUND SERVICE DISTRIBUTION D/O (3) Oct 24, 2008 Page 77 Single Aisle TECHNICAL TRAINING MANUAL U 8 1 0 8 4 3 1 - u 4 M T 0 T 0 - U M 2 4 D A 0 0 0 0 0 0 0 0 2 AC/DC GROUND SERVICE DISTRIBUTION D/O (3) TR2 FAILURE WITH EXT PWR ON If TR2 fails the GND/FLT buses are automatically supplied from TR1 via DC BUS 1, battery BUS and DC BUS 2. T1+T2 (IAE V2500) (Lvl 2&3) 24 - ELECTRICAL POWER AC/DC GROUND SERVICE DISTRIBUTION D/O (3) Oct 24, 2008 Page 78 Single Aisle TECHNICAL TRAINING MANUAL U 8 1 0 8 4 3 1 - u 4 M T 0 T 0 - U M 2 4 D A 0 0 0 0 0 0 0 0 2 TR2 FAILURE WITH EXT PWR ON T1+T2 (IAE V2500) (Lvl 2&3) 24 - ELECTRICAL POWER AC/DC GROUND SERVICE DISTRIBUTION D/O (3) Oct 24, 2008 Page 79 Single Aisle TECHNICAL TRAINING MANUAL U 8 1 0 8 4 3 1 - u 4 M T 0 T 0 - U M 2 4 D A 0 0 0 0 0 0 0 0 2 AC/DC GROUND SERVICE DISTRIBUTION D/O (3) TR2 FAILURE WITH MAINT BUS SW ON If the GND/FLT buses are supplied (MAINT BUS switch on) and TR2 has an internal overheat (T>172°C) the MAINT BUS switch trips off because relay 6XX is de-energized. Thus, relays 12XX and 14XX are also de-energized so there is no power supply to any of the AC and DC GND/FLT buses. T1+T2 (IAE V2500) (Lvl 2&3) 24 - ELECTRICAL POWER AC/DC GROUND SERVICE DISTRIBUTION D/O (3) Oct 24, 2008 Page 80 Single Aisle TECHNICAL TRAINING MANUAL U 8 1 0 8 4 3 1 - u 4 M T 0 T 0 - U M 2 4 D A 0 0 0 0 0 0 0 0 2 TR2 FAILURE WITH MAINT BUS SW ON T1+T2 (IAE V2500) (Lvl 2&3) 24 - ELECTRICAL POWER AC/DC GROUND SERVICE DISTRIBUTION D/O (3) Oct 24, 2008 Page 81 Single Aisle TECHNICAL TRAINING MANUAL U 8 1 0 8 4 3 1 - u 4 M T 0 T 0 - U M 2 4 D A 0 0 0 0 0 0 0 0 2 BUS TIE LOGIC D/O (3) GENERAL The Bus Tie Logic is responsible for the following tasks: - No parallel operation of two power sources on the transfer line or busbars. - Automatic power transfer in case of a supply failure. - The priority of Power Sources to supply the AC BUSES. The order of these priorities is: 1- On side Integrated Drive Generator (IDG) to own busbars, the IDG 1 to AC BUS 1 and the IDG 2 to AC BUS 2. 2- External Power (EXT PWR). 3- APU Generator (APU GEN). 4- Opposite IDG (IDG 1 to AC BUS 1 and 2 or IDG 2 to AC BUS 2 and 1). BATTERIES CONNECTED With battery power only, the BTCs are closed because all the other contactors and auxiliary relays are open. The BTC power supply is from the BAT BUS. When APU GEN or EXT PWR are available, the BTC power supply is provided by the Ground and Auxiliary Power Control Unit (GAPCU). Note: The BTC ground path is provided by the related Generator Control Unit (GCU). This is a protection against Over Current. It inhibits an automatic transfer to a network fault, by inhibiting the BTC close logic (BTC lockout). T1+T2 (IAE V2500) (Lvl 2&3) 24 - ELECTRICAL POWER BUS TIE LOGIC D/O (3) Oct 24, 2008 Page 82 Single Aisle TECHNICAL TRAINING MANUAL U 8 1 0 8 4 3 1 - u 4 M T 0 T 0 - U M 2 4 D B 0 0 0 0 0 0 0 0 1 GENERAL & BATTERIES CONNECTED T1+T2 (IAE V2500) (Lvl 2&3) 24 - ELECTRICAL POWER BUS TIE LOGIC D/O (3) Oct 24, 2008 Page 83 Single Aisle TECHNICAL TRAINING MANUAL U 8 1 0 8 4 3 1 - u 4 M T 0 T 0 - U M 2 4 D B 0 0 0 0 0 0 0 0 1 BUS TIE LOGIC D/O (3) APU GEN SUPPLY When the APU GEN is the only power source, Bus Tie Contactor (BTC) 1 and 2 close to supply the entire AC power network. The APU Generator Line Contactor (AGLC) is closed, because GLC 1, GLC 2 and the External Power Contactor (EPC) are open (priority logic). T1+T2 (IAE V2500) (Lvl 2&3) 24 - ELECTRICAL POWER BUS TIE LOGIC D/O (3) Oct 24, 2008 Page 84 Single Aisle TECHNICAL TRAINING MANUAL U 8 1 0 8 4 3 1 - u 4 M T 0 T 0 - U M 2 4 D B 0 0 0 0 0 0 0 0 1 APU GEN SUPPLY T1+T2 (IAE V2500) (Lvl 2&3) 24 - ELECTRICAL POWER BUS TIE LOGIC D/O (3) Oct 24, 2008 Page 85 Single Aisle TECHNICAL TRAINING MANUAL U 8 1 0 8 4 3 1 - u 4 M T 0 T 0 - U M 2 4 D B 0 0 0 0 0 0 0 0 1 BUS TIE LOGIC D/O (3) APU GEN AND GEN 1 SUPPLY With APU GEN and GEN 1 supplying the network, BTC 1 should be open to avoid parallel operation with GEN 1 and the APU GEN. BTC 2 should be closed to connect the APU Generator to AC BUS 2. T1+T2 (IAE V2500) (Lvl 2&3) 24 - ELECTRICAL POWER BUS TIE LOGIC D/O (3) Oct 24, 2008 Page 86 Single Aisle TECHNICAL TRAINING MANUAL U 8 1 0 8 4 3 1 - u 4 M T 0 T 0 - U M 2 4 D B 0 0 0 0 0 0 0 0 1 APU GEN AND GEN 1 SUPPLY T1+T2 (IAE V2500) (Lvl 2&3) 24 - ELECTRICAL POWER BUS TIE LOGIC D/O (3) Oct 24, 2008 Page 87 Single Aisle TECHNICAL TRAINING MANUAL U 8 1 0 8 4 3 1 - u 4 M T 0 T 0 - U M 2 4 D B 0 0 0 0 0 0 0 0 1 BUS TIE LOGIC D/O (3) EXT PWR ON ONLY With only EXT PWR on, both BTCs should be closed to supply AC BUS 1+2. T1+T2 (IAE V2500) (Lvl 2&3) 24 - ELECTRICAL POWER BUS TIE LOGIC D/O (3) Oct 24, 2008 Page 88 Single Aisle TECHNICAL TRAINING MANUAL U 8 1 0 8 4 3 1 - u 4 M T 0 T 0 - U M 2 4 D B 0 0 0 0 0 0 0 0 1 EXT PWR ON ONLY T1+T2 (IAE V2500) (Lvl 2&3) 24 - ELECTRICAL POWER BUS TIE LOGIC D/O (3) Oct 24, 2008 Page 89 Single Aisle TECHNICAL TRAINING MANUAL U 8 1 0 8 4 3 1 - u 4 M T 0 T 0 - U M 2 4 D B 0 0 0 0 0 0 0 0 1 BUS TIE LOGIC D/O (3) GEN 2 ONLY With IDG 2 only operation, both BTCs should be closed. IDG 2 supplies its own busbar and via the closed BTCs also AC BUS 1. T1+T2 (IAE V2500) (Lvl 2&3) 24 - ELECTRICAL POWER BUS TIE LOGIC D/O (3) Oct 24, 2008 Page 90 Single Aisle TECHNICAL TRAINING MANUAL U 8 1 0 8 4 3 1 - u 4 M T 0 T 0 - U M 2 4 D B 0 0 0 0 0 0 0 0 1 GEN 2 ONLY T1+T2 (IAE V2500) (Lvl 2&3) 24 - ELECTRICAL POWER BUS TIE LOGIC D/O (3) Oct 24, 2008 Page 91 Single Aisle TECHNICAL TRAINING MANUAL U 8 1 0 8 4 3 1 - u 4 M T 0 T 0 - U M 2 4 D B 0 0 0 0 0 0 0 0 1 BUS TIE LOGIC D/O (3) NORMAL OPERATION In normal operation, both BTCs stay open. IDG 1 supplies AC BUS 1 and IDG 2 supplies AC BUS 2. T1+T2 (IAE V2500) (Lvl 2&3) 24 - ELECTRICAL POWER BUS TIE LOGIC D/O (3) Oct 24, 2008 Page 92 Single Aisle TECHNICAL TRAINING MANUAL U 8 1 0 8 4 3 1 - u 4 M T 0 T 0 - U M 2 4 D B 0 0 0 0 0 0 0 0 1 NORMAL OPERATION T1+T2 (IAE V2500) (Lvl 2&3) 24 - ELECTRICAL POWER BUS TIE LOGIC D/O (3) Oct 24, 2008 Page 93 Single Aisle TECHNICAL TRAINING MANUAL U 8 1 0 8 4 3 1 - u 4 M T 0 T 0 - U M 2 4 D B 0 0 0 0 0 0 0 0 1 GALLEY SUPPLY D/O (3) GENERAL The galleys are electrically supplied by the AC normal busbars. Note that extra cabin system load buses can be added. The power supply is controlled from the GALleY & CABin and COMMERCIAL P/BSWs, connected in series. NOTE: The maximum load for all galleys depends on the aircraft. T1+T2 (IAE V2500) (Lvl 2&3) 24 - ELECTRICAL POWER GALLEY SUPPLY D/O (3) Oct 24, 2008 Page 94 Single Aisle TECHNICAL TRAINING MANUAL U 8 1 0 8 4 3 1 - u 4 M T 0 T 0 - U M 2 4 D D 0 0 0 0 0 0 0 0 2 GENERAL T1+T2 (IAE V2500) (Lvl 2&3) 24 - ELECTRICAL POWER GALLEY SUPPLY D/O (3) Oct 24, 2008 Page 95 Single Aisle TECHNICAL TRAINING MANUAL U 8 1 0 8 4 3 1 - u 4 M T 0 T 0 - U M 2 4 D D 0 0 0 0 0 0 0 0 2 GALLEY SUPPLY D/O (3) GALY & CAB AND COMMERCIAL P/BSW If either the GALY & CAB P/BSW or the COMMERCIAL P/BSW is off, all galley power is removed. If the COMMERCIAL P/BSW is pressed in and the GALY & CAB P/BSW is off, all galley power is removed but the commercial buses are still supplied. Related messages are sent to the ECAM. The GALY & CAB P/BSW amber legend comes on if a generator overload is detected. OPERATION With the GALY & CAB and COMMERCIAL P/BSWs on and normal electrical configuration, relays 5XA, 6XA and 9XA control the galley feeder contactors and all galley buses are supplied. NOTE: On A321 aircraft, an additional relay 11XA controls the galley feeder contactor 5MC. IN FLIGHT WITH ONE GENERATOR ONLY In flight and with one AC generator online, the primary galley power supply is automatically shed. In single generator operation both Bus Tie Contactors (BTCs) energize thus de-energizing relay(s) 6XA (and 11XA for A321) which accomplishes the shedding action. T1+T2 (IAE V2500) (Lvl 2&3) 24 - ELECTRICAL POWER GALLEY SUPPLY D/O (3) Oct 24, 2008 Page 96 Single Aisle TECHNICAL TRAINING MANUAL U 8 1 0 8 4 3 1 - u 4 M T 0 T 0 - U M 2 4 D D 0 0 0 0 0 0 0 0 2 GALY & CAB AND COMMERCIAL P/BSW & OPERATION T1+T2 (IAE V2500) (Lvl 2&3) 24 - ELECTRICAL POWER GALLEY SUPPLY D/O (3) Oct 24, 2008 Page 97 Single Aisle TECHNICAL TRAINING MANUAL U 8 1 0 8 4 3 1 - u 4 M T 0 T 0 - U M 2 4 D D 0 0 0 0 0 0 0 0 2 GALLEY SUPPLY D/O (3) OPERATION (continued) GROUND CONFIGURATION On ground primary galley power can be supplied from the APU generator only. On ground primary galley power can be supplied from external power only. T1+T2 (IAE V2500) (Lvl 2&3) 24 - ELECTRICAL POWER GALLEY SUPPLY D/O (3) Oct 24, 2008 Page 98 Single Aisle TECHNICAL TRAINING MANUAL U 8 1 0 8 4 3 1 - u 4 M T 0 T 0 - U M 2 4 D D 0 0 0 0 0 0 0 0 2 OPERATION - GROUND CONFIGURATION T1+T2 (IAE V2500) (Lvl 2&3) 24 - ELECTRICAL POWER GALLEY SUPPLY D/O (3) Oct 24, 2008 Page 99 Single Aisle TECHNICAL TRAINING MANUAL U 8 1 0 8 4 3 1 - u 4 M T 0 T 0 - U M 2 4 D D 0 0 0 0 0 0 0 0 2 OPERATION - GROUND CONFIGURATION T1+T2 (IAE V2500) (Lvl 2&3) 24 - ELECTRICAL POWER GALLEY SUPPLY D/O (3) Oct 24, 2008 Page 100 Single Aisle TECHNICAL TRAINING MANUAL U 8 1 0 8 4 3 1 - u 4 M T 0 T 0 - U M 2 4 D D 0 0 0 0 0 0 0 0 2 This Page Intentionally Left Blank T1+T2 (IAE V2500) (Lvl 2&3) 24 - ELECTRICAL POWER GALLEY SUPPLY D/O (3) Oct 24, 2008 Page 101 Single Aisle TECHNICAL TRAINING MANUAL U 8 1 0 8 4 3 1 - u 4 M T 0 T 0 - U M 2 4 D D 0 0 0 0 0 0 0 0 2 GALLEY SUPPLY D/O (3) LOAD MONITORING The GALY & CAB P/BSW FAULT light comes on if a Generator Control Unit (GCU) detects an IDG overload or the GAPCU detects an APU generator overload. An IDG overload does not automatically shed galley power, but an ECAM message is triggered. Switch off the galley power manually to unload the generator. On the ground, an APU generator overload automatically sheds all the galley power. T1+T2 (IAE V2500) (Lvl 2&3) 24 - ELECTRICAL POWER GALLEY SUPPLY D/O (3) Oct 24, 2008 Page 102 Single Aisle TECHNICAL TRAINING MANUAL U 8 1 0 8 4 3 1 - u 4 M T 0 T 0 - U M 2 4 D D 0 0 0 0 0 0 0 0 2 LOAD MONITORING T1+T2 (IAE V2500) (Lvl 2&3) 24 - ELECTRICAL POWER GALLEY SUPPLY D/O (3) Oct 24, 2008 Page 103 Single Aisle TECHNICAL TRAINING MANUAL U 8 1 0 8 4 3 1 - u 4 M T 0 T 0 - U M 2 4 D D 0 0 0 0 0 0 0 0 2 AC GENERATION INTERFACES (3) COMMUNICATION The Ground and Auxiliary Power Control Unit (GAPCU) is the interface between the Generator Control Unit (GCU) 1 and 2 and the Centralized Fault Display Interface Unit (CFDIU). GCU/GAPCU The GAPCU receives fault data from GCU 1 and 2, on MIL-STD 1553 data links. It transmits the GCU fault data and its own fault data, to the CFDIU, on an ARINC 429 data bus. For BITE and TEST, the GAPCU and the GCUs can be individually interrogated from the MCDU. The interface is always through the CFDIU and the GAPCU. GAPCU/CFDIU The GAPCU transmits the fault message in clear english language to the CFDIU by ARINC 429 input/output buses (Type 1). The maintenance test can be performed only on ground with engine shut down. It is initiated either: - Automatically at each GAPCU power-up. - Or manually from the MCDU. T1+T2 (IAE V2500) (Lvl 2&3) 24 - ELECTRICAL POWER AC GENERATION INTERFACES (3) Oct 24, 2008 Page 104 Single Aisle TECHNICAL TRAINING MANUAL U 8 1 0 8 4 3 1 - u 4 M T 0 T 0 - U M 2 4 D E 0 0 0 0 0 0 0 0 1 COMMUNICATION ... GAPCU/CFDIU T1+T2 (IAE V2500) (Lvl 2&3) 24 - ELECTRICAL POWER AC GENERATION INTERFACES (3) Oct 24, 2008 Page 105 Single Aisle TECHNICAL TRAINING MANUAL U 8 1 0 8 4 3 1 - u 4 M T 0 T 0 - U M 2 4 D E 0 0 0 0 0 0 0 0 1 IDG REMOVAL AND INSTALLATION (3) IDG REMOVAL Before removing the IDG the engine must be shutdown for at least 5 minutes to prevent burns because the oil stays hot for a few minutes. First of all, the IDG must be drained and the oil tube disconnected and removed. Also remove the banjo couplings and note their initial position, then disconnect the three electrical connectors from the IDG. Remove the cover plate of the IDG terminal box and disconnect the output cables. Next, place the special dolly in position and raise it up to the IDG. When the IDG is on the dolly release the Quick Attach/Detach coupling, then pull the IDG forward to disengage it. NOTE: Refer to your Aircraft Maintenance Manual when performing this operation. This film is made on IAE engine but the procedure is similar on CFM and PW engines. T1+T2 (IAE V2500) (Lvl 2&3) 24 - ELECTRICAL POWER IDG REMOVAL AND INSTALLATION (3) Oct 24, 2008 Page 106 Single Aisle TECHNICAL TRAINING MANUAL U 8 1 0 8 4 3 1 - u 4 M T 0 T 0 - U M 2 4 Y 3 0 0 0 0 0 0 0 0 1 IDG REMOVAL T1+T2 (IAE V2500) (Lvl 2&3) 24 - ELECTRICAL POWER IDG REMOVAL AND INSTALLATION (3) Oct 24, 2008 Page 107 Single Aisle TECHNICAL TRAINING MANUAL U 8 1 0 8 4 3 1 - u 4 M T 0 T 0 - U M 2 4 Y 3 0 0 0 0 0 0 0 0 1 IDG REMOVAL AND INSTALLATION (3) IDG INSTALLATION Using the dolly, lift the IDG up to its position and align the open marks on the Quick Attach/Detach coupling. When the IDG is engaged tighten the coupling sufficiently to secure it, then remove the dolly, reconnect the electrical connectors and reinstall the oil tubes. NOTE: Refer to your Aircraft Maintenance Manual when performing this operation. This film is made on IAE engine but the procedure is similar on CFM and PW engines. T1+T2 (IAE V2500) (Lvl 2&3) 24 - ELECTRICAL POWER IDG REMOVAL AND INSTALLATION (3) Oct 24, 2008 Page 108 Single Aisle TECHNICAL TRAINING MANUAL U 8 1 0 8 4 3 1 - u 4 M T 0 T 0 - U M 2 4 Y 3 0 0 0 0 0 0 0 0 1 IDG INSTALLATION T1+T2 (IAE V2500) (Lvl 2&3) 24 - ELECTRICAL POWER IDG REMOVAL AND INSTALLATION (3) Oct 24, 2008 Page 109 Single Aisle TECHNICAL TRAINING MANUAL U 8 1 0 8 4 3 1 - u 4 M T 0 T 0 - U M 2 4 Y 3 0 0 0 0 0 0 0 0 1 AC EMERGENCY GENERATION D/O (3) GENERATOR The Constant Speed Motor/Generator (CSM/G) has a hydraulic motor, which drives a generator. The hydraulic motor is pressurized by the blue hydraulic system through an integrated solenoid valve. The hydraulic motor speed is regulated by a servo valve. The generator operation principle is identical to that of the main or auxiliary generation. The generator output characteristics are: - three phase 115/200V AC, - 400 Hz (12000 rpm), - output power: 5 kVA continuously. CSM/G CONTROL UNIT SUPPLY During transient configuration, battery 2 and then the Permanent Magnet Generator (PMG) supply the CSM/G control unit and the exciter field through a voltage regulation module. The voltage regulation module maintains the Point Of Regulation (POR) at a nominal voltage value (115V AC). T1+T2 (IAE V2500) (Lvl 2&3) 24 - ELECTRICAL POWER AC EMERGENCY GENERATION D/O (3) Oct 24, 2008 Page 110 Single Aisle TECHNICAL TRAINING MANUAL U 8 1 0 8 4 3 1 - u 4 M T 0 T 0 - U M 2 4 D H 0 0 0 0 0 0 0 0 1 GENERATOR & CSM/G CONTROL UNIT SUPPLY T1+T2 (IAE V2500) (Lvl 2&3) 24 - ELECTRICAL POWER AC EMERGENCY GENERATION D/O (3) Oct 24, 2008 Page 111 Single Aisle TECHNICAL TRAINING MANUAL U 8 1 0 8 4 3 1 - u 4 M T 0 T 0 - U M 2 4 D H 0 0 0 0 0 0 0 0 1 AC EMERGENCY GENERATION D/O (3) GENERATOR OPERATION CONTROL As the emergency AC generator parameters are correct, the emergency Generator Line Contactor (GLC) is supplied by the CSM/G control unit. The emergency AC generator has priority to supply the AC and DC ESSential BUSes: contactors 3XC1 and 3XC2 are de-energized by relay 12XE. NOTE: The diagram shows the system in emergency configuration (relays 1XP & 2XP de-energized, busbars 4PP & 4XP energized). T1+T2 (IAE V2500) (Lvl 2&3) 24 - ELECTRICAL POWER AC EMERGENCY GENERATION D/O (3) Oct 24, 2008 Page 112 Single Aisle TECHNICAL TRAINING MANUAL U 8 1 0 8 4 3 1 - u 4 M T 0 T 0 - U M 2 4 D H 0 0 0 0 0 0 0 0 1 GENERATOR OPERATION CONTROL T1+T2 (IAE V2500) (Lvl 2&3) 24 - ELECTRICAL POWER AC EMERGENCY GENERATION D/O (3) Oct 24, 2008 Page 113 Single Aisle TECHNICAL TRAINING MANUAL U 8 1 0 8 4 3 1 - u 4 M T 0 T 0 - U M 2 4 D H 0 0 0 0 0 0 0 0 1 AC EMERGENCY GENERATION D/O (3) GENERATOR MONITORING The CSM/G operation is monitored by a red FAULT light. The FAULT light activation is controlled by either Battery Charge Limiter (BCL) 1 or 2. During transient configuration, or if the generator is faulty, there is no ESS Transformer Rectifier (TR) output, thus the FAULT light comes on. T1+T2 (IAE V2500) (Lvl 2&3) 24 - ELECTRICAL POWER AC EMERGENCY GENERATION D/O (3) Oct 24, 2008 Page 114 Single Aisle TECHNICAL TRAINING MANUAL U 8 1 0 8 4 3 1 - u 4 M T 0 T 0 - U M 2 4 D H 0 0 0 0 0 0 0 0 1 GENERATOR MONITORING T1+T2 (IAE V2500) (Lvl 2&3) 24 - ELECTRICAL POWER AC EMERGENCY GENERATION D/O (3) Oct 24, 2008 Page 115 Single Aisle TECHNICAL TRAINING MANUAL U 8 1 0 8 4 3 1 - u 4 M T 0 T 0 - U M 2 4 D H 0 0 0 0 0 0 0 0 1 EMER ELECTRICAL POWER LOGIC DESCRIPTION (3) EMERGENCY GENERATION AUTOMATIC OPERATION If AC BUS 1 and 2 are lost above a given airspeed (100 kts), the Ram Air Turbine (RAT) will extend automatically. As the AC generator is not yet available, the AC ESSential BUS and DC ESS BUS are respectively supplied by the STATic INVerter and battery 2. The activation of the emergency generator via the blue hydraulic system takes place only if the landing gear is not compressed. When the emergency generator is available, it supplies the AC ESS BUS and via ESS Transformer Rectifier (TR), the DC ESS BUS. As the nose landing gear is compressed, the AC ESS BUS and DC ESS BUS are respectively supplied by the STAT INV and the battery 2. T1+T2 (IAE V2500) (Lvl 2&3) 24 - ELECTRICAL POWER EMER ELECTRICAL POWER LOGIC DESCRIPTION (3) Oct 24, 2008 Page 116 Single Aisle TECHNICAL TRAINING MANUAL U 8 1 0 8 4 3 1 - u 4 M T 0 T 0 - U M 2 4 D I 0 0 0 0 0 0 0 0 1 EMERGENCY GENERATION AUTOMATIC OPERATION T1+T2 (IAE V2500) (Lvl 2&3) 24 - ELECTRICAL POWER EMER ELECTRICAL POWER LOGIC DESCRIPTION (3) Oct 24, 2008 Page 117 Single Aisle TECHNICAL TRAINING MANUAL U 8 1 0 8 4 3 1 - u 4 M T 0 T 0 - U M 2 4 D I 0 0 0 0 0 0 0 0 1 EMER ELECTRICAL POWER LOGIC DESCRIPTION (3) EMERGENCY GENERATION MANUAL OPERATION IN FLIGHT If AC BUS 1 and 2 are lost and the RAT does not extend, FAULT light comes on red on the EMERgency ELECtrical PoWeR panel. The RAT must be manually extended to power the emergency generator. This is done by pressing the guarded MANual ON P/BSW on the EMER ELEC PWR panel. T1+T2 (IAE V2500) (Lvl 2&3) 24 - ELECTRICAL POWER EMER ELECTRICAL POWER LOGIC DESCRIPTION (3) Oct 24, 2008 Page 118 Single Aisle TECHNICAL TRAINING MANUAL U 8 1 0 8 4 3 1 - u 4 M T 0 T 0 - U M 2 4 D I 0 0 0 0 0 0 0 0 1 EMERGENCY GENERATION MANUAL OPERATION IN FLIGHT T1+T2 (IAE V2500) (Lvl 2&3) 24 - ELECTRICAL POWER EMER ELECTRICAL POWER LOGIC DESCRIPTION (3) Oct 24, 2008 Page 119 Single Aisle TECHNICAL TRAINING MANUAL U 8 1 0 8 4 3 1 - u 4 M T 0 T 0 - U M 2 4 D I 0 0 0 0 0 0 0 0 1 EMER ELECTRICAL POWER LOGIC DESCRIPTION (3) EMERGENCY GENERATION MANUAL OPERATION ON GROUND WARNING: If the MAN ON P/BSW is pressed in, the RAT extends, even in cold aircraft configuration. T1+T2 (IAE V2500) (Lvl 2&3) 24 - ELECTRICAL POWER EMER ELECTRICAL POWER LOGIC DESCRIPTION (3) Oct 24, 2008 Page 120 Single Aisle TECHNICAL TRAINING MANUAL U 8 1 0 8 4 3 1 - u 4 M T 0 T 0 - U M 2 4 D I 0 0 0 0 0 0 0 0 1 EMERGENCY GENERATION MANUAL OPERATION ON GROUND T1+T2 (IAE V2500) (Lvl 2&3) 24 - ELECTRICAL POWER EMER ELECTRICAL POWER LOGIC DESCRIPTION (3) Oct 24, 2008 Page 121 Single Aisle TECHNICAL TRAINING MANUAL U 8 1 0 8 4 3 1 - u 4 M T 0 T 0 - U M 2 4 D I 0 0 0 0 0 0 0 0 1 EMER ELECTRICAL POWER LOGIC DESCRIPTION (3) EMERGENCY GENERATION TEST The emergency generator operational test is carried out to check the emergency generator parameters and the corresponding network supply. For test purposes the blue hydraulic system must be pressurized thanks to the BLUE PUMP OVerRiDe P/BSW and the EMER GEN TEST P/BSW must be held pressed in. As the emergency generator is connected, the generator parameters have to be checked on the ECAM display. T1+T2 (IAE V2500) (Lvl 2&3) 24 - ELECTRICAL POWER EMER ELECTRICAL POWER LOGIC DESCRIPTION (3) Oct 24, 2008 Page 122 Single Aisle TECHNICAL TRAINING MANUAL U 8 1 0 8 4 3 1 - u 4 M T 0 T 0 - U M 2 4 D I 0 0 0 0 0 0 0 0 1 EMERGENCY GENERATION TEST T1+T2 (IAE V2500) (Lvl 2&3) 24 - ELECTRICAL POWER EMER ELECTRICAL POWER LOGIC DESCRIPTION (3) Oct 24, 2008 Page 123 Single Aisle TECHNICAL TRAINING MANUAL U 8 1 0 8 4 3 1 - u 4 M T 0 T 0 - U M 2 4 D I 0 0 0 0 0 0 0 0 1 RAT ACTIVATION (3) AUTOMATIC ACTIVATION In flight, when the two AC main buses are lost and when speed is higher than 100 kts, Ram Air Turbine (RAT) solenoid 1 is energized by HOT BATtery BUS 1 and the RAT extends automatically. In addition, the Constant Speed Motor/Generator (CSM/G) control unit activates the CSM/G solenoid valve using battery 2 and the generator starts running. After relay 22XE time delay, RAT solenoid 1 is de-energized and the CSM/G solenoid valve is supplied by Permanent Magnet Generator (PMG). NOTE: The diagram shows the system before relay 22XE time delay elapsed (RAT solenoid 1 still energized, solenoid valve supplied by BAT 2). T1+T2 (IAE V2500) (Lvl 2&3) 24 - ELECTRICAL POWER RAT ACTIVATION (3) Oct 24, 2008 Page 124 Single Aisle TECHNICAL TRAINING MANUAL U 8 1 0 8 4 3 1 - u 4 M T 0 T 0 - U M 2 4 D J 0 0 0 0 0 0 0 0 1 AUTOMATIC ACTIVATION T1+T2 (IAE V2500) (Lvl 2&3) 24 - ELECTRICAL POWER RAT ACTIVATION (3) Oct 24, 2008 Page 125 Single Aisle TECHNICAL TRAINING MANUAL U 8 1 0 8 4 3 1 - u 4 M T 0 T 0 - U M 2 4 D J 0 0 0 0 0 0 0 0 1 RAT ACTIVATION (3) MANUAL ACTIVATION When the MANual ON P/BSW is pressed, RAT solenoid 2 is energized by battery 2 and the RAT extends. In addition, the CSM/G control unit activates the CSM/G solenoid valve using battery 2 and the generator starts running. When the MAN ON P/BSW is released out, RAT solenoid 2 is de-energized. The CSM/G solenoid valve is supplied by PMG. NOTE: The RAT manual activation function is only used in case of CSM/G automatic control logic failure. The diagram shows the system with MAN ON P/BSW still pressed in. (RAT solenoid 2 still energized, generator starts running) T1+T2 (IAE V2500) (Lvl 2&3) 24 - ELECTRICAL POWER RAT ACTIVATION (3) Oct 24, 2008 Page 126 Single Aisle TECHNICAL TRAINING MANUAL U 8 1 0 8 4 3 1 - u 4 M T 0 T 0 - U M 2 4 D J 0 0 0 0 0 0 0 0 1 MANUAL ACTIVATION T1+T2 (IAE V2500) (Lvl 2&3) 24 - ELECTRICAL POWER RAT ACTIVATION (3) Oct 24, 2008 Page 127 Single Aisle TECHNICAL TRAINING MANUAL U 8 1 0 8 4 3 1 - u 4 M T 0 T 0 - U M 2 4 D J 0 0 0 0 0 0 0 0 1 RAT ACTIVATION (3) MANUAL ACTIVATION FROM HYDRAULIC PANEL The RAT MAN ON P/BSW on the blue hydraulic panel enables the extension of the RAT for hydraulic power supply only. Solenoid 1 is supplied by HOT BAT BUS 1. T1+T2 (IAE V2500) (Lvl 2&3) 24 - ELECTRICAL POWER RAT ACTIVATION (3) Oct 24, 2008 Page 128 Single Aisle TECHNICAL TRAINING MANUAL U 8 1 0 8 4 3 1 - u 4 M T 0 T 0 - U M 2 4 D J 0 0 0 0 0 0 0 0 1 MANUAL ACTIVATION FROM HYDRAULIC PANEL T1+T2 (IAE V2500) (Lvl 2&3) 24 - ELECTRICAL POWER RAT ACTIVATION (3) Oct 24, 2008 Page 129 Single Aisle TECHNICAL TRAINING MANUAL U 8 1 0 8 4 3 1 - u 4 M T 0 T 0 - U M 2 4 D J 0 0 0 0 0 0 0 0 1 CSM/G GCU D/O (3) GENERATOR CONTROL The automatic control logic being set, the Generator Control Unit (GCU) internal 28V DC bus is supplied by battery 2 through relay K3. Relay K1 is then energized, allowing the solenoid control valve to be supplied by the internal bus (still on battery 2). Relay K3 is held closed by the GCU internal supply via relay K2 and the time delay-opening transistor. When the emergency generator parameters are correct (voltage and frequency above voltage and frequency threshold), or after 10 s equal to the Constant Speed Motor/Generator (CSM/G) start sequence, relay K2 closes. The Generator Line Contactor (GLC) closes and relay K3 is de-energized, allowing the solenoid control valve power supply change over from battery 2 to the Permanent Magnet Generator (PMG). The CSM/G can also be started manually via the MANual ON P/BSW. SPEED REGULATION The speed regulation module of the control unit electrically controls the servo-valve, which regulates the hydraulic motor speed. The GCU maintains the CSM/G at constant speed by: - monitoring the frequency of the PMG, - and comparing it with a quartz crystal controlled reference. The resulting error signal is then used to control the CSM/G servo-valve to a more open or close position. VOLTAGE REGULATION The PMG supplies the exciter field through a voltage regulation module. The GCU maintains the CSM/G output voltage constant by monitoring the voltage at the Point Of Regulation (POR). The output voltage is compared to 115V AC reference and used as an operational error to regulate the field current. NOTE: The diagram shows the system in normal configuration (K3 de-energized, solenoid control valve supplied by PMG). T1+T2 (IAE V2500) (Lvl 2&3) 24 - ELECTRICAL POWER CSM/G GCU D/O (3) Oct 24, 2008 Page 130 Single Aisle TECHNICAL TRAINING MANUAL U 8 1 0 8 4 3 1 - u 4 M T 0 T 0 - U M 2 4 D K 0 0 0 0 0 0 0 0 1 GENERATOR CONTROL ... VOLTAGE REGULATION T1+T2 (IAE V2500) (Lvl 2&3) 24 - ELECTRICAL POWER CSM/G GCU D/O (3) Oct 24, 2008 Page 131 Single Aisle TECHNICAL TRAINING MANUAL U 8 1 0 8 4 3 1 - u 4 M T 0 T 0 - U M 2 4 D K 0 0 0 0 0 0 0 0 1 CSM/G GCU D/O (3) GENERATOR MONITORING The protection module protects the network and the generator by controlling the related GLC, the generator field current and the solenoid control valve. The protections are the following: - over/under voltage, - over/under frequency, - shorted PMG, - fast over speed shutdown. When a failure is detected, relay K1 opens to de-energize the solenoid control valve: The generator stops operating. The MAN ON P/BSW must be pressed in to reset the protection module and to recover the solenoid control valve power supply. NOTE: The diagram shows the system after fault detection, and before the generator stops (solenoid control valve de-energized). The MAN ON P/BSW is not pressed in yet. T1+T2 (IAE V2500) (Lvl 2&3) 24 - ELECTRICAL POWER CSM/G GCU D/O (3) Oct 24, 2008 Page 132 Single Aisle TECHNICAL TRAINING MANUAL U 8 1 0 8 4 3 1 - u 4 M T 0 T 0 - U M 2 4 D K 0 0 0 0 0 0 0 0 1 GENERATOR MONITORING T1+T2 (IAE V2500) (Lvl 2&3) 24 - ELECTRICAL POWER CSM/G GCU D/O (3) Oct 24, 2008 Page 133 Single Aisle TECHNICAL TRAINING MANUAL U 8 1 0 8 4 3 1 - u 4 M T 0 T 0 - U M 2 4 D K 0 0 0 0 0 0 0 0 1 CSM/G GCU D/O (3) OPERATION When the emergency generator is operating (frequency and voltage in tolerance) and supplying the ESSential bus network, it will do so as long as the A/C remains above 100kts and the main L/G is not compressed. In emergency power condition (AC buses not powered, A/C in flight, and Airspeed greater than 100kts) the automatic control logic being set, the Generator Control Unit (GCU) internal 28V DC bus is supplied by battery 2 through relay K3. Relay K1 is then energized, allowing the solenoid control valve to be supplied by the internal bus (still on battery 2). Relay K3 is held closed by the GCU internal supply via relay K2 and the time delay-opening transistor. The emergency generator stops as soon as the airspeed is below 100kts and the A/C is on ground. At 100kts a ground is removed from relay 3PH thus allowing for a discrete to be supplied to the CSM/G CU as soon as the Main L/G compresses. After a 400ms delay the GCU de-energizes relay K2 and K1, which in turn causes the EMER GLC to de-energize, and the stoppage of the servo control of the generator respectively. When the EMERgency GENerator test pushbutton 16XE is pressed in, relay 3PH energizes simulating a loss of AC BUS 1 and AC BUS 2 and a speed higher than 100 kts. The generator then comes online supplying the ESSential bus network until 16XE is released. T1+T2 (IAE V2500) (Lvl 2&3) 24 - ELECTRICAL POWER CSM/G GCU D/O (3) Oct 24, 2008 Page 134 Single Aisle TECHNICAL TRAINING MANUAL U 8 1 0 8 4 3 1 - u 4 M T 0 T 0 - U M 2 4 D K 0 0 0 0 0 0 0 0 1 OPERATION T1+T2 (IAE V2500) (Lvl 2&3) 24 - ELECTRICAL POWER CSM/G GCU D/O (3) Oct 24, 2008 Page 135 Single Aisle TECHNICAL TRAINING MANUAL U 8 1 0 8 4 3 1 - u 4 M T 0 T 0 - U M 2 4 D K 0 0 0 0 0 0 0 0 1 OPERATION T1+T2 (IAE V2500) (Lvl 2&3) 24 - ELECTRICAL POWER CSM/G GCU D/O (3) Oct 24, 2008 Page 136 Single Aisle TECHNICAL TRAINING MANUAL U 8 1 0 8 4 3 1 - u 4 M T 0 T 0 - U M 2 4 D K 0 0 0 0 0 0 0 0 1 OPERATION T1+T2 (IAE V2500) (Lvl 2&3) 24 - ELECTRICAL POWER CSM/G GCU D/O (3) Oct 24, 2008 Page 137 Single Aisle TECHNICAL TRAINING MANUAL U 8 1 0 8 4 3 1 - u 4 M T 0 T 0 - U M 2 4 D K 0 0 0 0 0 0 0 0 1 OPERATION T1+T2 (IAE V2500) (Lvl 2&3) 24 - ELECTRICAL POWER CSM/G GCU D/O (3) Oct 24, 2008 Page 138 Single Aisle TECHNICAL TRAINING MANUAL U 8 1 0 8 4 3 1 - u 4 M T 0 T 0 - U M 2 4 D K 0 0 0 0 0 0 0 0 1 This Page Intentionally Left Blank T1+T2 (IAE V2500) (Lvl 2&3) 24 - ELECTRICAL POWER CSM/G GCU D/O (3) Oct 24, 2008 Page 139 Single Aisle TECHNICAL TRAINING MANUAL U 8 1 0 8 4 3 1 - u 4 M T 0 T 0 - U M 2 4 D K 0 0 0 0 0 0 0 0 1 CSM/G GCU D/O (3) BITE The CSM/G GCU gives a type 3 BITE system. The CSM/G GCU is linked to the Centralized Fault Display Interface Unit (CFDIU) by two discrete links (type 3 system) and has a simplified and limited interactive dialog. Tests can be launched from the GCU EMER page on the MCDU. T1+T2 (IAE V2500) (Lvl 2&3) 24 - ELECTRICAL POWER CSM/G GCU D/O (3) Oct 24, 2008 Page 140 Single Aisle TECHNICAL TRAINING MANUAL U 8 1 0 8 4 3 1 - u 4 M T 0 T 0 - U M 2 4 D K 0 0 0 0 0 0 0 0 1 BITE T1+T2 (IAE V2500) (Lvl 2&3) 24 - ELECTRICAL POWER CSM/G GCU D/O (3) Oct 24, 2008 Page 141 Single Aisle TECHNICAL TRAINING MANUAL U 8 1 0 8 4 3 1 - u 4 M T 0 T 0 - U M 2 4 D K 0 0 0 0 0 0 0 0 1 CSM/G OPERATIONAL TEST ELECTRICAL CIRCUIT (3) TEST PUSHBUTTON DEPRESSED relays 3PH simulates flight condition -Relay 16XE simulates aircraft speed above 100 knots -Relay 20XE and 30 XE are temporized relays -Relay 22XE controls the csm/g electro valve supply All those relays are supplied with 28 VDC from the batteries closing their respective contacts and AC buses 1 and 2 not supplied. This then causes the emergency generator to come online. The emergency generator will supply the ESSential buses (DC ESSential bus through the ESS TR). The ESSential shed buses are de-energized through relay 21XE NOTE: The blue hydraulic system must be pressurized; AC BUS 1 and 2 must be supplied. Ram Air Turbine (RAT) extension is inhibited by relay 30XE if 23XE is released before 22XE closes. The diagram shows the system with EMER GEN TEST P/BSW pressed in, before relay 22XE time delay elapsed. T1+T2 (IAE V2500) (Lvl 2&3) 24 - ELECTRICAL POWER CSM/G OPERATIONAL TEST ELECTRICAL CIRCUIT (3) Oct 24, 2008 Page 142 Single Aisle TECHNICAL TRAINING MANUAL U 8 1 0 8 4 3 1 - u 4 M T 0 T 0 - U M 2 4 O 2 0 0 0 0 0 0 0 0 1 TEST PUSHBUTTON DEPRESSED T1+T2 (IAE V2500) (Lvl 2&3) 24 - ELECTRICAL POWER CSM/G OPERATIONAL TEST ELECTRICAL CIRCUIT (3) Oct 24, 2008 Page 143 Single Aisle TECHNICAL TRAINING MANUAL U 8 1 0 8 4 3 1 - u 4 M T 0 T 0 - U M 2 4 O 2 0 0 0 0 0 0 0 0 1 CSM/G OPERATIONAL TEST ELECTRICAL CIRCUIT (3) TEST PUSHBUTTON RELEASED OUT When the EMERgency GENerator TEST P/BSW is released, relays 16XE, 20XE, 21XE and 22XE all de-energize returning the A/C electrical power distribution network to normal. Relay 30XE contacts remain in the energized state (time delay open) for several seconds to ensure that the RAT solenoid does not activate a RAT extension. Relay 3PH contacts then send the Landing Gear compressed discrete to the EMERgency GENerator (GCU) that initiates a generator stop. T1+T2 (IAE V2500) (Lvl 2&3) 24 - ELECTRICAL POWER CSM/G OPERATIONAL TEST ELECTRICAL CIRCUIT (3) Oct 24, 2008 Page 144 Single Aisle TECHNICAL TRAINING MANUAL U 8 1 0 8 4 3 1 - u 4 M T 0 T 0 - U M 2 4 O 2 0 0 0 0 0 0 0 0 1 TEST PUSHBUTTON RELEASED OUT T1+T2 (IAE V2500) (Lvl 2&3) 24 - ELECTRICAL POWER CSM/G OPERATIONAL TEST ELECTRICAL CIRCUIT (3) Oct 24, 2008 Page 145 Single Aisle TECHNICAL TRAINING MANUAL U 8 1 0 8 4 3 1 - u 4 M T 0 T 0 - U M 2 4 O 2 0 0 0 0 0 0 0 0 1 STATIC INVERTER DESCRIPTION/OPERATION (3) GENERAL A STATic INVerter transforms the direct current from battery 1 into a single-phase alternating current. The STAT INV characteristics are: - 1 kVA nominal power, - 115V AC, 400 Hz, single phase. The STAT INV is used in the following cases: - APU start (supply of fuel pump), - engine start on battery (ignition), - emergency configuration. T1+T2 (IAE V2500) (Lvl 2&3) 24 - ELECTRICAL POWER STATIC INVERTER DESCRIPTION/OPERATION (3) Oct 24, 2008 Page 146 Single Aisle TECHNICAL TRAINING MANUAL U 8 1 0 8 4 3 1 - u 4 M T 0 T 0 - U M 2 4 D L 0 0 0 0 0 0 0 0 1 GENERAL T1+T2 (IAE V2500) (Lvl 2&3) 24 - ELECTRICAL POWER STATIC INVERTER DESCRIPTION/OPERATION (3) Oct 24, 2008 Page 147 Single Aisle TECHNICAL TRAINING MANUAL U 8 1 0 8 4 3 1 - u 4 M T 0 T 0 - U M 2 4 D L 0 0 0 0 0 0 0 0 1 STATIC INVERTER DESCRIPTION/OPERATION (3) EMERGENCY CONFIGURATION AIRSPEED ABOVE 100 KTS In this configuration the Constant Speed Motor/Generator (CSM/G) supplies the AC ESSential BUS and DC ESS BUS through the ESS Transformer Rectifier (TR) unit. The STAT INV is not electrically supplied. T1+T2 (IAE V2500) (Lvl 2&3) 24 - ELECTRICAL POWER STATIC INVERTER DESCRIPTION/OPERATION (3) Oct 24, 2008 Page 148 Single Aisle TECHNICAL TRAINING MANUAL U 8 1 0 8 4 3 1 - u 4 M T 0 T 0 - U M 2 4 D L 0 0 0 0 0 0 0 0 1 EMERGENCY CONFIGURATION - AIRSPEED ABOVE 100 KTS T1+T2 (IAE V2500) (Lvl 2&3) 24 - ELECTRICAL POWER STATIC INVERTER DESCRIPTION/OPERATION (3) Oct 24, 2008 Page 149 Single Aisle TECHNICAL TRAINING MANUAL U 8 1 0 8 4 3 1 - u 4 M T 0 T 0 - U M 2 4 D L 0 0 0 0 0 0 0 0 1 STATIC INVERTER DESCRIPTION/OPERATION (3) EMERGENCY CONFIGURATION (continued) AIRSPEED BETWEEN 50 AND 100 KTS In this configuration the emergency generator is no longer connected to the aircraft network. The AC ESS BUS is supplied by the STAT INV, which is supplied from battery 1. On the other hand, the DC ESS BUS is directly supplied by battery 2. The AC STAT INV BUS is also supplied by the STAT INV. This bus is used for the APU fuel pump supply. The AC and DC SHEDdable ESS BUS, that is to say circuits PH and XH, are no longer supplied. T1+T2 (IAE V2500) (Lvl 2&3) 24 - ELECTRICAL POWER STATIC INVERTER DESCRIPTION/OPERATION (3) Oct 24, 2008 Page 150 Single Aisle TECHNICAL TRAINING MANUAL U 8 1 0 8 4 3 1 - u 4 M T 0 T 0 - U M 2 4 D L 0 0 0 0 0 0 0 0 1 EMERGENCY CONFIGURATION - AIRSPEED BETWEEN 50 AND 100 KTS T1+T2 (IAE V2500) (Lvl 2&3) 24 - ELECTRICAL POWER STATIC INVERTER DESCRIPTION/OPERATION (3) Oct 24, 2008 Page 151 Single Aisle TECHNICAL TRAINING MANUAL U 8 1 0 8 4 3 1 - u 4 M T 0 T 0 - U M 2 4 D L 0 0 0 0 0 0 0 0 1 STATIC INVERTER DESCRIPTION/OPERATION (3) EMERGENCY CONFIGURATION (continued) AIRSPEED BELOW 50 KTS In this configuration the AC ESS BUS is no longer connected to the STAT INV. The DC ESS BUS and the AC STAT INV BUS remain supplied. T1+T2 (IAE V2500) (Lvl 2&3) 24 - ELECTRICAL POWER STATIC INVERTER DESCRIPTION/OPERATION (3) Oct 24, 2008 Page 152 Single Aisle TECHNICAL TRAINING MANUAL U 8 1 0 8 4 3 1 - u 4 M T 0 T 0 - U M 2 4 D L 0 0 0 0 0 0 0 0 1 EMERGENCY CONFIGURATION - AIRSPEED BELOW 50 KTS T1+T2 (IAE V2500) (Lvl 2&3) 24 - ELECTRICAL POWER STATIC INVERTER DESCRIPTION/OPERATION (3) Oct 24, 2008 Page 153 Single Aisle TECHNICAL TRAINING MANUAL U 8 1 0 8 4 3 1 - u 4 M T 0 T 0 - U M 2 4 D L 0 0 0 0 0 0 0 0 1 STATIC INVERTER DESCRIPTION/OPERATION (3) MONITORING STAT INV faults are signaled to the Battery Charge Limiter (BCL). The BCL memorizes the faults as class 1 failures, which will be displayed on the ECAM upper display when the aircraft electrical network is supplied. The following STAT INV parameters are monitored: - overheat, - output/input over voltage, - input under voltage. T1+T2 (IAE V2500) (Lvl 2&3) 24 - ELECTRICAL POWER STATIC INVERTER DESCRIPTION/OPERATION (3) Oct 24, 2008 Page 154 Single Aisle TECHNICAL TRAINING MANUAL U 8 1 0 8 4 3 1 - u 4 M T 0 T 0 - U M 2 4 D L 0 0 0 0 0 0 0 0 1 MONITORING T1+T2 (IAE V2500) (Lvl 2&3) 24 - ELECTRICAL POWER STATIC INVERTER DESCRIPTION/OPERATION (3) Oct 24, 2008 Page 155 Single Aisle TECHNICAL TRAINING MANUAL U 8 1 0 8 4 3 1 - u 4 M T 0 T 0 - U M 2 4 D L 0 0 0 0 0 0 0 0 1 STATIC INVERTER DESCRIPTION/OPERATION (3) TEST To perform the STAT INV test, the EMERgency GENerator TEST P/BSW is pressed in. This simulates an aircraft speed above 50 kts. The STAT INV parameters have to be checked on the ECAM display. T1+T2 (IAE V2500) (Lvl 2&3) 24 - ELECTRICAL POWER STATIC INVERTER DESCRIPTION/OPERATION (3) Oct 24, 2008 Page 156 Single Aisle TECHNICAL TRAINING MANUAL U 8 1 0 8 4 3 1 - u 4 M T 0 T 0 - U M 2 4 D L 0 0 0 0 0 0 0 0 1 TEST T1+T2 (IAE V2500) (Lvl 2&3) 24 - ELECTRICAL POWER STATIC INVERTER DESCRIPTION/OPERATION (3) Oct 24, 2008 Page 157 Single Aisle TECHNICAL TRAINING MANUAL U 8 1 0 8 4 3 1 - u 4 M T 0 T 0 - U M 2 4 D L 0 0 0 0 0 0 0 0 1 AC ESSENTIAL BUS SWITCHING (3) NORMAL CONFIGURATION In normal configuration, the aircraft electrical network is normally supplied and the AC ESSential BUS is directly connected to AC BUS 1. Contactor 3XC1 is energized under several conditions: - AC BUS 1 is supplied, - 3XC2 is in de-energized position, - 12XE and 2XE not energized (EMER GEN not operative), - AC ESS FEED P/BSW (11XC) in normal position (pressed in). The status of AC ESS BUS SWITCHING contactors (3XC1 and 3XC2), the position of the AC ESS FEED P/BSW (11XC) and the AC source supplying the AC ESS network are sent to the SDACs for display on the AC ELEC ECAM page. T1+T2 (IAE V2500) (Lvl 2&3) 24 - ELECTRICAL POWER AC ESSENTIAL BUS SWITCHING (3) Oct 24, 2008 Page 158 Single Aisle TECHNICAL TRAINING MANUAL U 8 1 0 8 4 3 1 - u 4 M T 0 T 0 - U M 2 4 D M 0 0 0 0 0 0 0 0 1 NORMAL CONFIGURATION T1+T2 (IAE V2500) (Lvl 2&3) 24 - ELECTRICAL POWER AC ESSENTIAL BUS SWITCHING (3) Oct 24, 2008 Page 159 Single Aisle TECHNICAL TRAINING MANUAL U 8 1 0 8 4 3 1 - u 4 M T 0 T 0 - U M 2 4 D M 0 0 0 0 0 0 0 0 1 AC ESSENTIAL BUS SWITCHING (3) AC BUS 1 LOSS AUTO SWITCHING FUNCTION Automatic switching is done in flight and on ground if the AC ESS FEED P/BSW (11XC) is pressed in (normal position). As soon as AC BUS 1 is not supplied, the following events occur (provided AC BUS 2 is supplied): - 3XC1 is de-energized and 20XN1 provides ground to 17XC through 20 XN2, - after 3 seconds (17 XC time delay ), 3XC2 is energized. The AC ESS network is recovered automatically from AC BUS 2. NOTE: During the time delay of 3 seconds, there is a possibility of manual switching by the flight crew. If Airspeed > 50 kts (from ADIRU1), 7XB is energized. 17XC is self-grounded through 20XN2, 7XB, and 11XC. If the AC BUS 1 is recovered, AC ESS BUS remains on AC BUS 2. If the AC ESS FEED P/BSW 11XC is cycled (released out and pushed back in), AC ESS BUS will switch back to the AC BUS 1. If Airspeed < 50 KTS, 7XB is de-energized. So, if the AC BUS 1 is recovered, AC ESS BUS will automatically switch back to the AC BUS 1. T1+T2 (IAE V2500) (Lvl 2&3) 24 - ELECTRICAL POWER AC ESSENTIAL BUS SWITCHING (3) Oct 24, 2008 Page 160 Single Aisle TECHNICAL TRAINING MANUAL U 8 1 0 8 4 3 1 - u 4 M T 0 T 0 - U M 2 4 D M 0 0 0 0 0 0 0 0 1 AC BUS 1 LOSS - AUTO SWITCHING FUNCTION T1+T2 (IAE V2500) (Lvl 2&3) 24 - ELECTRICAL POWER AC ESSENTIAL BUS SWITCHING (3) Oct 24, 2008 Page 161 Single Aisle TECHNICAL TRAINING MANUAL U 8 1 0 8 4 3 1 - u 4 M T 0 T 0 - U M 2 4 D M 0 0 0 0 0 0 0 0 1 AC ESSENTIAL BUS SWITCHING (3) AC BUS 1 LOSS (continued) AUTO SWITCHING FAULT In case of automatic switching failure (17 XC failure for instance), AC ESS BUS is no longer supplied. 3XH provides a ground. The FAULT legend on the AC ESS FEED P/BSW (11XC) comes on. The AC ESS FEED P/BSW has to be released out to do a manual switching. T1+T2 (IAE V2500) (Lvl 2&3) 24 - ELECTRICAL POWER AC ESSENTIAL BUS SWITCHING (3) Oct 24, 2008 Page 162 Single Aisle TECHNICAL TRAINING MANUAL U 8 1 0 8 4 3 1 - u 4 M T 0 T 0 - U M 2 4 D M 0 0 0 0 0 0 0 0 1 AC BUS 1 LOSS - AUTO SWITCHING FAULT T1+T2 (IAE V2500) (Lvl 2&3) 24 - ELECTRICAL POWER AC ESSENTIAL BUS SWITCHING (3) Oct 24, 2008 Page 163 Single Aisle TECHNICAL TRAINING MANUAL U 8 1 0 8 4 3 1 - u 4 M T 0 T 0 - U M 2 4 D M 0 0 0 0 0 0 0 0 1 AC ESSENTIAL BUS SWITCHING (3) AC BUS 1 LOSS (continued) MANUAL SWITCHING When the AC ESS FEED P/BSW is released out. The following events occur: - ALTN legend comes on white, - 3XC2 is energized, - the AC ESS BUS is recovered from AC BUS 2, - 3XH opens, - the FAULT legend on the AC ESS FEED P/BSW goes off. T1+T2 (IAE V2500) (Lvl 2&3) 24 - ELECTRICAL POWER AC ESSENTIAL BUS SWITCHING (3) Oct 24, 2008 Page 164 Single Aisle TECHNICAL TRAINING MANUAL U 8 1 0 8 4 3 1 - u 4 M T 0 T 0 - U M 2 4 D M 0 0 0 0 0 0 0 0 1 AC BUS 1 LOSS - MANUAL SWITCHING T1+T2 (IAE V2500) (Lvl 2&3) 24 - ELECTRICAL POWER AC ESSENTIAL BUS SWITCHING (3) Oct 24, 2008 Page 165 Single Aisle TECHNICAL TRAINING MANUAL U 8 1 0 8 4 3 1 - u 4 M T 0 T 0 - U M 2 4 D M 0 0 0 0 0 0 0 0 1 AC ESSENTIAL BUS SWITCHING (3) AC BUS 1 AND 2 LOSS In this configuration, the AC emergency generator is connected to the AC ESS BUS. The ESS Transformer Rectifier (TR) is supplied. NOTE: The timer 33XE avoids the closure of the contactor 15XE1 in case of an electric transfer and closes it only in emergency configuration. T1+T2 (IAE V2500) (Lvl 2&3) 24 - ELECTRICAL POWER AC ESSENTIAL BUS SWITCHING (3) Oct 24, 2008 Page 166 Single Aisle TECHNICAL TRAINING MANUAL U 8 1 0 8 4 3 1 - u 4 M T 0 T 0 - U M 2 4 D M 0 0 0 0 0 0 0 0 1 AC BUS 1 AND 2 LOSS T1+T2 (IAE V2500) (Lvl 2&3) 24 - ELECTRICAL POWER AC ESSENTIAL BUS SWITCHING (3) Oct 24, 2008 Page 167 Single Aisle TECHNICAL TRAINING MANUAL U 8 1 0 8 4 3 1 - u 4 M T 0 T 0 - U M 2 4 D M 0 0 0 0 0 0 0 0 1 FUEL PUMPS ELEC PWR SUPPLY IN SMOKE CONFIG (3) NORMAL ELECTRICAL SUPPLY Here is the normal electrical supply of the wing fuel pumps. Left pump 1 and right pump 1 are supplied by AC BUS 1. T1+T2 (IAE V2500) (Lvl 2&3) 24 - ELECTRICAL POWER FUEL PUMPS ELEC PWR SUPPLY IN SMOKE CONFIG (3) Oct 24, 2008 Page 168 Single Aisle TECHNICAL TRAINING MANUAL U 8 1 0 8 4 3 1 - u 4 M T 0 T 0 - U M 2 4 D N 0 0 0 0 0 0 0 0 1 NORMAL ELECTRICAL SUPPLY T1+T2 (IAE V2500) (Lvl 2&3) 24 - ELECTRICAL POWER FUEL PUMPS ELEC PWR SUPPLY IN SMOKE CONFIG (3) Oct 24, 2008 Page 169 Single Aisle TECHNICAL TRAINING MANUAL U 8 1 0 8 4 3 1 - u 4 M T 0 T 0 - U M 2 4 D N 0 0 0 0 0 0 0 0 1 FUEL PUMPS ELEC PWR SUPPLY IN SMOKE CONFIG (3) SMOKE WARNING If an avionics smoke warning occurs and smoke is confirmed, GENerator 1 LINE SMOKE P/BSW light comes on amber on the EMERgency ELECtrical PoWeR panel. In this case, several actions have to be taken by the cockpit crew concerning mainly the ventilation and communication systems. If the smoke warning remains 5 min after actions on the ventilation and communication systems, the avionics smoke procedure displayed on ECAM/EWD has to be applied. T1+T2 (IAE V2500) (Lvl 2&3) 24 - ELECTRICAL POWER FUEL PUMPS ELEC PWR SUPPLY IN SMOKE CONFIG (3) Oct 24, 2008 Page 170 Single Aisle TECHNICAL TRAINING MANUAL U 8 1 0 8 4 3 1 - u 4 M T 0 T 0 - U M 2 4 D N 0 0 0 0 0 0 0 0 1 SMOKE WARNING T1+T2 (IAE V2500) (Lvl 2&3) 24 - ELECTRICAL POWER FUEL PUMPS ELEC PWR SUPPLY IN SMOKE CONFIG (3) Oct 24, 2008 Page 171 Single Aisle TECHNICAL TRAINING MANUAL U 8 1 0 8 4 3 1 - u 4 M T 0 T 0 - U M 2 4 D N 0 0 0 0 0 0 0 0 1 FUEL PUMPS ELEC PWR SUPPLY IN SMOKE CONFIG (3) EMER ELEC GEN 1 LINE OFF In this case, Generator Line Contactor (GLC) 1 opens. Generator 1 remains energized and supplies one fuel pump in each wing tank. AC BUS 1 is supplied by generator 2 through Bus Tie Contactors (BTCs). T1+T2 (IAE V2500) (Lvl 2&3) 24 - ELECTRICAL POWER FUEL PUMPS ELEC PWR SUPPLY IN SMOKE CONFIG (3) Oct 24, 2008 Page 172 Single Aisle TECHNICAL TRAINING MANUAL U 8 1 0 8 4 3 1 - u 4 M T 0 T 0 - U M 2 4 D N 0 0 0 0 0 0 0 0 1 EMER ELEC GEN 1 LINE OFF T1+T2 (IAE V2500) (Lvl 2&3) 24 - ELECTRICAL POWER FUEL PUMPS ELEC PWR SUPPLY IN SMOKE CONFIG (3) Oct 24, 2008 Page 173 Single Aisle TECHNICAL TRAINING MANUAL U 8 1 0 8 4 3 1 - u 4 M T 0 T 0 - U M 2 4 D N 0 0 0 0 0 0 0 0 1 FUEL PUMPS ELEC PWR SUPPLY IN SMOKE CONFIG (3) EMER ELEC PWR MAN ON In this case, the Ram Air Turbine (RAT) is extended and the emergency generator is connected to the aircraft network by its control unit, when the parameters are correct. The emergency generator then supplies the AC ESSential BUS and DC ESS BUS through ESS Transformer Rectifier (TR). T1+T2 (IAE V2500) (Lvl 2&3) 24 - ELECTRICAL POWER FUEL PUMPS ELEC PWR SUPPLY IN SMOKE CONFIG (3) Oct 24, 2008 Page 174 Single Aisle TECHNICAL TRAINING MANUAL U 8 1 0 8 4 3 1 - u 4 M T 0 T 0 - U M 2 4 D N 0 0 0 0 0 0 0 0 1 EMER ELEC PWR MAN ON T1+T2 (IAE V2500) (Lvl 2&3) 24 - ELECTRICAL POWER FUEL PUMPS ELEC PWR SUPPLY IN SMOKE CONFIG (3) Oct 24, 2008 Page 175 Single Aisle TECHNICAL TRAINING MANUAL U 8 1 0 8 4 3 1 - u 4 M T 0 T 0 - U M 2 4 D N 0 0 0 0 0 0 0 0 1 FUEL PUMPS ELEC PWR SUPPLY IN SMOKE CONFIG (3) GEN 2 OFF When the emergency generator is available, the generator 2 P/BSW must be set to OFF. NOTE: Before L/G extension, GEN 2 and EMER ELEC GEN 1 LINE P/BSW must be set to ON. T1+T2 (IAE V2500) (Lvl 2&3) 24 - ELECTRICAL POWER FUEL PUMPS ELEC PWR SUPPLY IN SMOKE CONFIG (3) Oct 24, 2008 Page 176 Single Aisle TECHNICAL TRAINING MANUAL U 8 1 0 8 4 3 1 - u 4 M T 0 T 0 - U M 2 4 D N 0 0 0 0 0 0 0 0 1 GEN 2 OFF T1+T2 (IAE V2500) (Lvl 2&3) 24 - ELECTRICAL POWER FUEL PUMPS ELEC PWR SUPPLY IN SMOKE CONFIG (3) Oct 24, 2008 Page 177 Single Aisle TECHNICAL TRAINING MANUAL U 8 1 0 8 4 3 1 - u 4 M T 0 T 0 - U M 2 4 D N 0 0 0 0 0 0 0 0 1 AC/DC SHEDDABLE BUS SUPPLY (3) NORMAL CONFIGURATION The AC and DC ESSential BUSes supply the AC and DC ESS SHEDdable BUS via the control relays 8XH and 8PH. The open or closed position of the relays 8XH and 8PH depends on the network supply status. EMERGENCY CONFIGURATION If there is an electrical emergency configuration and the Constant Speed Motor Generator (CSM/G) fails, the essential network operates with battery power only. Battery 2 supplies the DC ESS BUS and battery 1 supplies the STATic INVerter (STAT INV), which supplies the AC ESS BUS. In this condition, the AC and DC SHED BUS are not supplied because relays 8XH and 8PH are open due to the fact that BATtery ONLY relays 2XB and 6XB are energized. NOTE: The AC and DC ESS SHED BUS are also shed during an EMERgency GENerator TEST, because relays 16XE and 21XE are energized. T1+T2 (IAE V2500) (Lvl 2&3) 24 - ELECTRICAL POWER AC/DC SHEDDABLE BUS SUPPLY (3) Oct 24, 2008 Page 178 Single Aisle TECHNICAL TRAINING MANUAL U 8 1 0 8 4 3 1 - u 4 M T 0 T 0 - U M 2 4 D C 0 0 0 0 0 0 0 0 1 NORMAL CONFIGURATION & EMERGENCY CONFIGURATION T1+T2 (IAE V2500) (Lvl 2&3) 24 - ELECTRICAL POWER AC/DC SHEDDABLE BUS SUPPLY (3) Oct 24, 2008 Page 179 Single Aisle TECHNICAL TRAINING MANUAL U 8 1 0 8 4 3 1 - u 4 M T 0 T 0 - U M 2 4 D C 0 0 0 0 0 0 0 0 1 AC/DC SHEDDABLE BUS SUPPLY (3) GALY & CAB SYS AND COMMERCIAL LOAD In normal supply configuration (GALleY & CABin and COMMERCIAL P/BSWs pushed in), all the galleys and the cabin and commercial sub-busbars are supplied. When the GALY & CAB P/BSW is set to OFF (OFF legend on) all the galleys and the cabin system sub-busbars (218XP, 220XP,and 210PP, 212PP) are OFF. When the COMMERCIAL P/BSW is set to OFF (OFF legend on) all the galleys and all the sub-busbars are off. T1+T2 (IAE V2500) (Lvl 2&3) 24 - ELECTRICAL POWER AC/DC SHEDDABLE BUS SUPPLY (3) Oct 24, 2008 Page 180 Single Aisle TECHNICAL TRAINING MANUAL U 8 1 0 8 4 3 1 - u 4 M T 0 T 0 - U M 2 4 D C 0 0 0 0 0 0 0 0 1 GALY & CAB SYS AND COMMERCIAL LOAD T1+T2 (IAE V2500) (Lvl 2&3) 24 - ELECTRICAL POWER AC/DC SHEDDABLE BUS SUPPLY (3) Oct 24, 2008 Page 181 Single Aisle TECHNICAL TRAINING MANUAL U 8 1 0 8 4 3 1 - u 4 M T 0 T 0 - U M 2 4 D C 0 0 0 0 0 0 0 0 1 AC/DC SHEDDABLE BUS SUPPLY (3) GALY & CAB SYS AND COMMERCIAL LOAD (continued) TR1 OR 2 LOSS GALY & CAB and COMMERCIAL P/BSWs are in normal supply configuration. When Transformer Rectifier (TR) 1 or 2 is lost, relay 1PC2 is energized and the DC sub-busbars 210PP and 212PP are not supplied. T1+T2 (IAE V2500) (Lvl 2&3) 24 - ELECTRICAL POWER AC/DC SHEDDABLE BUS SUPPLY (3) Oct 24, 2008 Page 182 Single Aisle TECHNICAL TRAINING MANUAL U 8 1 0 8 4 3 1 - u 4 M T 0 T 0 - U M 2 4 D C 0 0 0 0 0 0 0 0 1 GALY & CAB SYS AND COMMERCIAL LOAD - TR1 OR 2 LOSS T1+T2 (IAE V2500) (Lvl 2&3) 24 - ELECTRICAL POWER AC/DC SHEDDABLE BUS SUPPLY (3) Oct 24, 2008 Page 183 Single Aisle TECHNICAL TRAINING MANUAL U 8 1 0 8 4 3 1 - u 4 M T 0 T 0 - U M 2 4 D C 0 0 0 0 0 0 0 0 1 AC/DC SHEDDABLE BUS SUPPLY (3) GALY & CAB SYS AND COMMERCIAL LOAD (continued) IDG1 OR 2 LOSS When Integrated Drive Generator (IDG) 1 or 2 is lost, Bus Tie Contactor (BTC) 1 and 2 are closed and relay 10XA is de-energized, this sheds the cabin-related sub-buses. If the APU GEN is lost due to an overload on the ground, all galleys and cabin-related sub-buses are off. T1+T2 (IAE V2500) (Lvl 2&3) 24 - ELECTRICAL POWER AC/DC SHEDDABLE BUS SUPPLY (3) Oct 24, 2008 Page 184 Single Aisle TECHNICAL TRAINING MANUAL U 8 1 0 8 4 3 1 - u 4 M T 0 T 0 - U M 2 4 D C 0 0 0 0 0 0 0 0 1 GALY & CAB SYS AND COMMERCIAL LOAD - IDG1 OR 2 LOSS T1+T2 (IAE V2500) (Lvl 2&3) 24 - ELECTRICAL POWER AC/DC SHEDDABLE BUS SUPPLY (3) Oct 24, 2008 Page 185 Single Aisle TECHNICAL TRAINING MANUAL U 8 1 0 8 4 3 1 - u 4 M T 0 T 0 - U M 2 4 D C 0 0 0 0 0 0 0 0 1 REFUELING ON BATTERY (3) GENERAL The refueling electrical network is supplied by busbars 501PP and 502PP. It is supplied as soon as the refuel door located on the fuselage below the right wing is opened. Two supplies are then possible: - 28V DC SerViCE BUS 601PP, supplied from normal network or via MAINTenance BUS switch, - HOT BUS 701PP if no other power is available. GROUND SERVICE CONFIGURATION With the services buses supplied, the refuel buses are supplied directly and automatically from the DC service as soon as the refuel panel door is opened. If the services buses are not supplied, the refuel buses are supplied from the Hot Bus through relays 5PR, 8PR, 11PR and 12PR as soon as the refuel panel door is open and the BATT Power switch is moved to the ON position. T1+T2 (IAE V2500) (Lvl 2&3) 24 - ELECTRICAL POWER REFUELING ON BATTERY (3) Oct 24, 2008 Page 186 Single Aisle TECHNICAL TRAINING MANUAL U 8 1 0 8 4 3 1 - u 4 M T 0 T 0 - U M 2 4 D O 0 0 0 0 0 0 0 0 1 GENERAL & GROUND SERVICE CONFIGURATION T1+T2 (IAE V2500) (Lvl 2&3) 24 - ELECTRICAL POWER REFUELING ON BATTERY (3) Oct 24, 2008 Page 187 Single Aisle TECHNICAL TRAINING MANUAL U 8 1 0 8 4 3 1 - u 4 M T 0 T 0 - U M 2 4 D O 0 0 0 0 0 0 0 0 1 GENERAL & GROUND SERVICE CONFIGURATION T1+T2 (IAE V2500) (Lvl 2&3) 24 - ELECTRICAL POWER REFUELING ON BATTERY (3) Oct 24, 2008 Page 188 Single Aisle TECHNICAL TRAINING MANUAL U 8 1 0 8 4 3 1 - u 4 M T 0 T 0 - U M 2 4 D O 0 0 0 0 0 0 0 0 1 This Page Intentionally Left Blank T1+T2 (IAE V2500) (Lvl 2&3) 24 - ELECTRICAL POWER REFUELING ON BATTERY (3) Oct 24, 2008 Page 189 Single Aisle TECHNICAL TRAINING MANUAL U 8 1 0 8 4 3 1 - u 4 M T 0 T 0 - U M 2 4 D O 0 0 0 0 0 0 0 0 1 REFUELING ON BATTERY (3) BATTERY ONLY CONFIGURATION After releasing the BATT Power Switch, relay 12PR will close after 10 minutes. During these 10 minutes the 12PR keeps the relays 5PR, 8PR, and 11PR energized. During ten minutes (time delay in the 12 PR relay), the operator may select any position on the mode select switch 3QU. If the operator selects 3QU on off position, the 12PR relay stays energized, keeping battery power supply during 10 minutes. If the operator does not switch off the refueling system , the relay 12PR will cuts off battery power supply to the refuel buses. T1+T2 (IAE V2500) (Lvl 2&3) 24 - ELECTRICAL POWER REFUELING ON BATTERY (3) Oct 24, 2008 Page 190 Single Aisle TECHNICAL TRAINING MANUAL U 8 1 0 8 4 3 1 - u 4 M T 0 T 0 - U M 2 4 D O 0 0 0 0 0 0 0 0 1 BATTERY ONLY CONFIGURATION T1+T2 (IAE V2500) (Lvl 2&3) 24 - ELECTRICAL POWER REFUELING ON BATTERY (3) Oct 24, 2008 Page 191 Single Aisle TECHNICAL TRAINING MANUAL U 8 1 0 8 4 3 1 - u 4 M T 0 T 0 - U M 2 4 D O 0 0 0 0 0 0 0 0 1 BATTERY ONLY CONFIGURATION T1+T2 (IAE V2500) (Lvl 2&3) 24 - ELECTRICAL POWER REFUELING ON BATTERY (3) Oct 24, 2008 Page 192 Single Aisle TECHNICAL TRAINING MANUAL U 8 1 0 8 4 3 1 - u 4 M T 0 T 0 - U M 2 4 D O 0 0 0 0 0 0 0 0 1 BATTERY ONLY CONFIGURATION T1+T2 (IAE V2500) (Lvl 2&3) 24 - ELECTRICAL POWER REFUELING ON BATTERY (3) Oct 24, 2008 Page 193 Single Aisle TECHNICAL TRAINING MANUAL U 8 1 0 8 4 3 1 - u 4 M T 0 T 0 - U M 2 4 D O 0 0 0 0 0 0 0 0 1 DC MAIN GENERATION D/O (3) TR There are three identical Transformer Rectifiers (TRs): TR 1, TR 2 and ESSential TR, each with 200 A output current in continuous operation. Each TR converts the three phase AC into 28V DC. BATTERIES There are two identical nickel-cadmium batteries of 20 cells each. If the battery voltage is below 26.5V DC, when no other electrical source is available, a charging cycle is needed by setting the BATtery P/B to ON and supplying the DC normal network to permit changing. The nominal capacity of each battery is 23 Ah. DISTRIBUTION TR 1, powered from AC BUS 1, supplies DC BUS 1 and DC BAT BUS. TR 2, powered from AC BUS 2, supplies DC BUS 2. The ESS TR is either supplied from the AC ESS BUS or the EMERgency GENerator. It can supply the DC ESS BUS and the DC SHEDdable ESS BUS when required. The two batteries are connected to the DC BAT BUS. BAT 1 can also supply the STATic INVerter and BAT 2 can supply the DC ESS BUS. TR OPERATION The TRs start to operate as soon as they are supplied by the associated AC busbar. Automatic switching is provided in case of TR 1 or TR 2 failure to guarantee power supply to all affected DC busbars. BATTERY OPERATION BAT 1 and BAT 2 are charged from DC BAT BUS through contactors. These contactors are controlled by the Battery Charge Limiters (BCLs). BCL FUNCTIONS Each BCL controls its battery contactor. The BCLs are identical and interchangeable. The battery contactors are controlled in order to: - ensure automatic battery connection for charging, - protect the battery against thermal runaway and short-circuit, - prevent complete discharging when the aircraft is on the ground. T1+T2 (IAE V2500) (Lvl 2&3) 24 - ELECTRICAL POWER DC MAIN GENERATION D/O (3) Oct 24, 2008 Page 194 Single Aisle TECHNICAL TRAINING MANUAL U 8 1 0 8 4 3 1 - u 4 M T 0 T 0 - U M 2 4 D P 0 0 0 0 0 0 0 0 1 TR ... BCL FUNCTIONS T1+T2 (IAE V2500) (Lvl 2&3) 24 - ELECTRICAL POWER DC MAIN GENERATION D/O (3) Oct 24, 2008 Page 195 Single Aisle TECHNICAL TRAINING MANUAL U 8 1 0 8 4 3 1 - u 4 M T 0 T 0 - U M 2 4 D P 0 0 0 0 0 0 0 0 1 DC NORMAL/ESSENTIAL GENERATION SWTG D/O (3) NORMAL CONFIGURATION In normal configuration, Transformer Rectifier (TR) 1 supplies successively DC BUS 1, DC BATtery BUS, DC ESSential BUS and DC ESS SHEDdable BUS. TR 2 supplies only DC BUS 2. T1+T2 (IAE V2500) (Lvl 2&3) 24 - ELECTRICAL POWER DC NORMAL/ESSENTIAL GENERATION SWTG D/O (3) Oct 24, 2008 Page 196 Single Aisle TECHNICAL TRAINING MANUAL U 8 1 0 8 4 3 1 - u 4 M T 0 T 0 - U M 2 4 D Q 0 0 0 0 0 0 0 0 1 NORMAL CONFIGURATION T1+T2 (IAE V2500) (Lvl 2&3) 24 - ELECTRICAL POWER DC NORMAL/ESSENTIAL GENERATION SWTG D/O (3) Oct 24, 2008 Page 197 Single Aisle TECHNICAL TRAINING MANUAL U 8 1 0 8 4 3 1 - u 4 M T 0 T 0 - U M 2 4 D Q 0 0 0 0 0 0 0 0 1 DC NORMAL/ESSENTIAL GENERATION SWTG D/O (3) TR 1 LOSS If TR 1 fails, TR 2 automatically supplies DC BAT BUS and DC BUS 1 through DC BUS 2. The DC ESS BUS supply is automatically transferred from DC BAT BUS to AC ESS BUS through the ESS TR. T1+T2 (IAE V2500) (Lvl 2&3) 24 - ELECTRICAL POWER DC NORMAL/ESSENTIAL GENERATION SWTG D/O (3) Oct 24, 2008 Page 198 Single Aisle TECHNICAL TRAINING MANUAL U 8 1 0 8 4 3 1 - u 4 M T 0 T 0 - U M 2 4 D Q 0 0 0 0 0 0 0 0 1 TR 1 LOSS T1+T2 (IAE V2500) (Lvl 2&3) 24 - ELECTRICAL POWER DC NORMAL/ESSENTIAL GENERATION SWTG D/O (3) Oct 24, 2008 Page 199 Single Aisle TECHNICAL TRAINING MANUAL U 8 1 0 8 4 3 1 - u 4 M T 0 T 0 - U M 2 4 D Q 0 0 0 0 0 0 0 0 1 DC NORMAL/ESSENTIAL GENERATION SWTG D/O (3) TR 2 LOSS If TR 2 fails, TR 1 automatically supplies DC BUS 2 through DC BUS 1 and DC BAT BUS. The DC ESS BUS supply is automatically transferred from DC BAT BUS to AC ESS BUS through the ESS TR. T1+T2 (IAE V2500) (Lvl 2&3) 24 - ELECTRICAL POWER DC NORMAL/ESSENTIAL GENERATION SWTG D/O (3) Oct 24, 2008 Page 200 Single Aisle TECHNICAL TRAINING MANUAL U 8 1 0 8 4 3 1 - u 4 M T 0 T 0 - U M 2 4 D Q 0 0 0 0 0 0 0 0 1 TR 2 LOSS T1+T2 (IAE V2500) (Lvl 2&3) 24 - ELECTRICAL POWER DC NORMAL/ESSENTIAL GENERATION SWTG D/O (3) Oct 24, 2008 Page 201 Single Aisle TECHNICAL TRAINING MANUAL U 8 1 0 8 4 3 1 - u 4 M T 0 T 0 - U M 2 4 D Q 0 0 0 0 0 0 0 0 1 DC NORMAL/ESSENTIAL GENERATION SWTG ELEC (3) NORMAL CONFIGURATION These circuits control the supply of DC normal busbars and DC ESSential BUS. They enable: - their normal supply in normal flight configuration, - automatic transfer in some failure conditions. In normal configuration, AC BUS 1 and AC BUS 2 are supplied, so their respective control relays 20XN1 and 20XN2 are closed. In addition, Transformer Rectifiers (TRs) 1 and 2 being operational, their respective line contactors 5PU1 and 5PU2 are closed. This enables DC sub-busbar 103PP to supply the DC BUS 1 contactor 1PC1. Its closure allows the connection between DC BUS 1 and DC BATtery BUS. T1+T2 (IAE V2500) (Lvl 2&3) 24 - ELECTRICAL POWER DC NORMAL/ESSENTIAL GENERATION SWTG ELEC (3) Oct 24, 2008 Page 202 Single Aisle TECHNICAL TRAINING MANUAL U 8 1 0 8 4 3 1 - u 4 M T 0 T 0 - U M 2 4 O 3 0 0 0 0 0 0 0 0 1 NORMAL CONFIGURATION T1+T2 (IAE V2500) (Lvl 2&3) 24 - ELECTRICAL POWER DC NORMAL/ESSENTIAL GENERATION SWTG ELEC (3) Oct 24, 2008 Page 203 Single Aisle TECHNICAL TRAINING MANUAL U 8 1 0 8 4 3 1 - u 4 M T 0 T 0 - U M 2 4 O 3 0 0 0 0 0 0 0 0 1 DC NORMAL/ESSENTIAL GENERATION SWTG ELEC (3) TR 1 OR TR 2 LOSS In case of TR 1 loss, as shown on the graphic, the TR 1 line contactor 5PU1 opens and DC BUS 1 contactor 1PC1 is no longer supplied by sub-busbar 103PP. In the same time, the TR 1 FAULT CoNTactOR 1PU1 closes allowing the DC sub-busbar 202PP to supply relay 8PC1. AC BUS control relays 20XN1 and 20XN2 still being closed, DC BUS contactors 1PC1 and 1PC2 are now supplied by sub-busbar 202PP and close. DC BUS 1, DC BAT BUS and DC BUS 2 are then connected together. T1+T2 (IAE V2500) (Lvl 2&3) 24 - ELECTRICAL POWER DC NORMAL/ESSENTIAL GENERATION SWTG ELEC (3) Oct 24, 2008 Page 204 Single Aisle TECHNICAL TRAINING MANUAL U 8 1 0 8 4 3 1 - u 4 M T 0 T 0 - U M 2 4 O 3 0 0 0 0 0 0 0 0 1 TR 1 OR TR 2 LOSS T1+T2 (IAE V2500) (Lvl 2&3) 24 - ELECTRICAL POWER DC NORMAL/ESSENTIAL GENERATION SWTG ELEC (3) Oct 24, 2008 Page 205 Single Aisle TECHNICAL TRAINING MANUAL U 8 1 0 8 4 3 1 - u 4 M T 0 T 0 - U M 2 4 O 3 0 0 0 0 0 0 0 0 1 DC NORMAL/ESSENTIAL GENERATION SWTG ELEC (3) LOSS OF DC ESS SUPPLY In the event of a DC ESS BUS supply failure, loss of TR1 or 1PC1 or 4PC, the DC ESS BUS supply is recovered from the ESS TR. The fault information is received by the System Data Acquisition Concentrator (SDAC), which will initiate the display of the DC BUS TIE class 2 failure message on the ECAM status page. T1+T2 (IAE V2500) (Lvl 2&3) 24 - ELECTRICAL POWER DC NORMAL/ESSENTIAL GENERATION SWTG ELEC (3) Oct 24, 2008 Page 206 Single Aisle TECHNICAL TRAINING MANUAL U 8 1 0 8 4 3 1 - u 4 M T 0 T 0 - U M 2 4 O 3 0 0 0 0 0 0 0 0 1 LOSS OF DC ESS SUPPLY T1+T2 (IAE V2500) (Lvl 2&3) 24 - ELECTRICAL POWER DC NORMAL/ESSENTIAL GENERATION SWTG ELEC (3) Oct 24, 2008 Page 207 Single Aisle TECHNICAL TRAINING MANUAL U 8 1 0 8 4 3 1 - u 4 M T 0 T 0 - U M 2 4 O 3 0 0 0 0 0 0 0 0 1 TRANSFORMER RECTIFIER D/O (3) GENERAL Three identical Transformer Rectifiers (TRs) are fitted on the aircraft. They operate as soon as they are supplied. The TRs are supplied with three phase 115V AC/400 Hz, the DC output voltage for each TR is 28V DC at 200 A. Each TR controls its contactor via an internal logic. TR PROTECTION Each TR control logic consists of an overheat protection and a minimum current flow detection to isolate the distribution circuit from the TR. TR 1 NORMAL CONFIGURATION As soon as AC BUS 1 is supplied, the TR 1 output is delivered to the DC BUS 1 through TR contactor (5PU1), which is energized when no TR protection is active. The protection module is supplied by DC sub-busbar 204PP. To reset the TR, the TR ReSeT P/BSW 15PU has to be pushed. The TR current, voltage as well as the TR contactor position indications are sent to the ECAM system via System Data Acquisition Concentrator (SDAC) 1 and 2. T1+T2 (IAE V2500) (Lvl 2&3) 24 - ELECTRICAL POWER TRANSFORMER RECTIFIER D/O (3) Oct 24, 2008 Page 208 Single Aisle TECHNICAL TRAINING MANUAL U 8 1 0 8 4 3 1 - u 4 M T 0 T 0 - U M 2 4 D R 0 0 0 0 0 0 0 0 1 GENERAL ... TR 1 NORMAL CONFIGURATION T1+T2 (IAE V2500) (Lvl 2&3) 24 - ELECTRICAL POWER TRANSFORMER RECTIFIER D/O (3) Oct 24, 2008 Page 209 Single Aisle TECHNICAL TRAINING MANUAL U 8 1 0 8 4 3 1 - u 4 M T 0 T 0 - U M 2 4 D R 0 0 0 0 0 0 0 0 1 TRANSFORMER RECTIFIER D/O (3) TR 1 ABNORMAL CONFIGURATION In the event of a TR 1 fault detection, the DC BUS 1 control contactor (5PU1) is no longer energized. The fault signal is sent to the ECAM system, the Centralized Fault Display Interface Unit (CFDIU) and the DC normal generation switching system (1PC1 & 1PC2). T1+T2 (IAE V2500) (Lvl 2&3) 24 - ELECTRICAL POWER TRANSFORMER RECTIFIER D/O (3) Oct 24, 2008 Page 210 Single Aisle TECHNICAL TRAINING MANUAL U 8 1 0 8 4 3 1 - u 4 M T 0 T 0 - U M 2 4 D R 0 0 0 0 0 0 0 0 1 TR 1 ABNORMAL CONFIGURATION T1+T2 (IAE V2500) (Lvl 2&3) 24 - ELECTRICAL POWER TRANSFORMER RECTIFIER D/O (3) Oct 24, 2008 Page 211 Single Aisle TECHNICAL TRAINING MANUAL U 8 1 0 8 4 3 1 - u 4 M T 0 T 0 - U M 2 4 D R 0 0 0 0 0 0 0 0 1 TRANSFORMER RECTIFIER D/O (3) TR 1 RESET CONFIGURATION When the fault disappears, the TR remains deactivated. Reset action is necessary for TR reactivation. The TR protection reset is possible either from MCDU via CFDIU or from the guarded toggle switch located in the avionics bay. T1+T2 (IAE V2500) (Lvl 2&3) 24 - ELECTRICAL POWER TRANSFORMER RECTIFIER D/O (3) Oct 24, 2008 Page 212 Single Aisle TECHNICAL TRAINING MANUAL U 8 1 0 8 4 3 1 - u 4 M T 0 T 0 - U M 2 4 D R 0 0 0 0 0 0 0 0 1 TR 1 RESET CONFIGURATION T1+T2 (IAE V2500) (Lvl 2&3) 24 - ELECTRICAL POWER TRANSFORMER RECTIFIER D/O (3) Oct 24, 2008 Page 213 Single Aisle TECHNICAL TRAINING MANUAL U 8 1 0 8 4 3 1 - u 4 M T 0 T 0 - U M 2 4 D R 0 0 0 0 0 0 0 0 1 TRANSFORMER RECTIFIER D/O (3) TR 2 OPERATION The operation of TR 2 is identical to that of TR 1. When AC and DC GrouND FLighT buses are only supplied by EXTernal PoWeR, the TR 2 minimum current detection system is inhibited. The contactor AC & DC GND SerViCE SupPLY 14XX is controlled by the MAINTenance BUS switch (5XX) on the panel 2000VU set to the ON position, to be in maintenance configuration. T1+T2 (IAE V2500) (Lvl 2&3) 24 - ELECTRICAL POWER TRANSFORMER RECTIFIER D/O (3) Oct 24, 2008 Page 214 Single Aisle TECHNICAL TRAINING MANUAL U 8 1 0 8 4 3 1 - u 4 M T 0 T 0 - U M 2 4 D R 0 0 0 0 0 0 0 0 1 TR 2 OPERATION T1+T2 (IAE V2500) (Lvl 2&3) 24 - ELECTRICAL POWER TRANSFORMER RECTIFIER D/O (3) Oct 24, 2008 Page 215 Single Aisle TECHNICAL TRAINING MANUAL U 8 1 0 8 4 3 1 - u 4 M T 0 T 0 - U M 2 4 D R 0 0 0 0 0 0 0 0 1 TRANSFORMER RECTIFIER D/O (3) ESSENTIAL TR OPERATION The ESSential TR operation is identical to that of TR 1 and TR 2. ESS TR fault signal is sent to Flight Warning Computer (FWC) 1 and 2. T1+T2 (IAE V2500) (Lvl 2&3) 24 - ELECTRICAL POWER TRANSFORMER RECTIFIER D/O (3) Oct 24, 2008 Page 216 Single Aisle TECHNICAL TRAINING MANUAL U 8 1 0 8 4 3 1 - u 4 M T 0 T 0 - U M 2 4 D R 0 0 0 0 0 0 0 0 1 ESSENTIAL TR OPERATION T1+T2 (IAE V2500) (Lvl 2&3) 24 - ELECTRICAL POWER TRANSFORMER RECTIFIER D/O (3) Oct 24, 2008 Page 217 Single Aisle TECHNICAL TRAINING MANUAL U 8 1 0 8 4 3 1 - u 4 M T 0 T 0 - U M 2 4 D R 0 0 0 0 0 0 0 0 1 BATTERY SYSTEM D/O (3) GENERAL The battery system is composed of two batteries, which are mainly used to start the APU and supply AC and DC essential network in emergency configuration. Each battery is associated to one Battery Charge Limiter (BCL). The BCL ensures battery charge and battery protection by controlling the battery contactor. BATTERY DESCRIPTION The two batteries are identical and interchangeable. Each battery is ventilated by two ducts. The differential pressure between the cabin and the outside is used to provide battery ventilation. Each battery has 20 Nickel-Cadmium cells in a stainless steel case. Each battery has a nominal voltage of 24V DC and a nominal capacity of 23 Ah. BATTERY CONTROL Each battery is associated to a BCL, which is controlled by the corresponding BATtery P/BSW. When the BAT P/BSW is pressed-in (AUTO position), the BCL controls the battery coupling/uncoupling. When released-out, the battery is uncoupled from the network and the white OFF light comes on. NOTE: In flight, in normal configuration, the batteries are uncoupled from the network. T1+T2 (IAE V2500) (Lvl 2&3) 24 - ELECTRICAL POWER BATTERY SYSTEM D/O (3) Oct 24, 2008 Page 218 Single Aisle TECHNICAL TRAINING MANUAL U 8 1 0 8 4 3 1 - u 4 M T 0 T 0 - U M 2 4 D S 0 0 0 0 0 0 0 0 1 GENERAL ... BATTERY CONTROL T1+T2 (IAE V2500) (Lvl 2&3) 24 - ELECTRICAL POWER BATTERY SYSTEM D/O (3) Oct 24, 2008 Page 219 Single Aisle TECHNICAL TRAINING MANUAL U 8 1 0 8 4 3 1 - u 4 M T 0 T 0 - U M 2 4 D S 0 0 0 0 0 0 0 0 1 BATTERY SYSTEM D/O (3) INDICATING/MONITORING Battery parameters such as voltage and current are displayed by the ECAM. Warnings also appears on the ECAM. The voltmeters, located on the main ELECtrical control panel, give battery voltage indication (HOT BUS) even in cold aircraft configuration. The BCLs monitor the charge of the batteries. In the event of battery thermal runaway or internal short-circuit, the battery is isolated, the amber FAULT light comes on and the ECAM system is activated. System failures and BITE data are sent to the Centralized Fault Display System (CFDS). T1+T2 (IAE V2500) (Lvl 2&3) 24 - ELECTRICAL POWER BATTERY SYSTEM D/O (3) Oct 24, 2008 Page 220 Single Aisle TECHNICAL TRAINING MANUAL U 8 1 0 8 4 3 1 - u 4 M T 0 T 0 - U M 2 4 D S 0 0 0 0 0 0 0 0 1 INDICATING/MONITORING T1+T2 (IAE V2500) (Lvl 2&3) 24 - ELECTRICAL POWER BATTERY SYSTEM D/O (3) Oct 24, 2008 Page 221 Single Aisle TECHNICAL TRAINING MANUAL U 8 1 0 8 4 3 1 - u 4 M T 0 T 0 - U M 2 4 D S 0 0 0 0 0 0 0 0 1 BATTERY CHARGE LIMITER D/O (3) GENERAL The two Battery Charge Limiters (BCLs) are identical and interchangeable. Pin programming determines the position of the BCL and the aircraft type. PURPOSE The main function of the BCL is to control the battery contactor and BATtery FAULT warning. Also, BCL 1 and BCL 2 control the EMERgency GENerator FAULT warning. The battery contactor control includes the following functions: - protection of the battery against thermal runaway or short circuit, - ensuring battery charging, - preventing complete discharge, - ensuring integrity of the HOT BUS, - assisting the APU starting. NOTE: BCL 1 and 2 also ensure battery power supply to part of the network during transient configuration or on ground when no normal power is available. T1+T2 (IAE V2500) (Lvl 2&3) 24 - ELECTRICAL POWER BATTERY CHARGE LIMITER D/O (3) Oct 24, 2008 Page 222 Single Aisle TECHNICAL TRAINING MANUAL U 8 1 0 8 4 3 1 - u 4 M T 0 T 0 - U M 2 4 D T 0 0 0 0 0 0 0 0 1 GENERAL & PURPOSE T1+T2 (IAE V2500) (Lvl 2&3) 24 - ELECTRICAL POWER BATTERY CHARGE LIMITER D/O (3) Oct 24, 2008 Page 223 Single Aisle TECHNICAL TRAINING MANUAL U 8 1 0 8 4 3 1 - u 4 M T 0 T 0 - U M 2 4 D T 0 0 0 0 0 0 0 0 1 BATTERY CHARGE LIMITER D/O (3) BATTERY CHARGE (BAT P/BSW PRESSED IN) When battery voltage is lower than 26.5V DC and BAT BUS voltage is higher than 27V DC (checked by the acquisition module), the battery is connected via contactor 6PB1. When the charge current sensed by the battery shunt is less than 4 A decreasing for 10 s on ground or 30 min in flight or following APU start, the battery is fully charged, the contactor opens and the battery charge stops. HOT BUS PROTECTION In order to maintain the HOT BUS supply, the contactor 6PB1 opens under these conditions: - discharge current greater than 100 A for 300 ms, - discharge current greater than 400 A for 5 ms. THERMAL RUNAWAY OR SHORT CIRCUIT PROTECTION If the charge current is above 10 A and increasing by more than 0.375 A per minute or the charge current is greater than 150 A for 90 s, the contactor 6PB1 opens. The short circuit hardware protection detects the malfunction of the battery and stops the supply of the BCL. COMPLETE DISCHARGE PROTECTION On ground, when the battery voltage is lower than 23V DC for 15 s, the BCL supply contactor opens automatically. EMERGENCY CONFIGURATION The batteries are connected to the BAT BUS after landing in emergency configuration. The battery contactors 6PB1 and 6PB2 are closed by BCLs when the aircraft speed is lower than 100 kts. T1+T2 (IAE V2500) (Lvl 2&3) 24 - ELECTRICAL POWER BATTERY CHARGE LIMITER D/O (3) Oct 24, 2008 Page 224 Single Aisle TECHNICAL TRAINING MANUAL U 8 1 0 8 4 3 1 - u 4 M T 0 T 0 - U M 2 4 D T 0 0 0 0 0 0 0 0 1 BATTERY CHARGE (BAT P/BSW PRESSED IN) ... EMERGENCY CONFIGURATION T1+T2 (IAE V2500) (Lvl 2&3) 24 - ELECTRICAL POWER BATTERY CHARGE LIMITER D/O (3) Oct 24, 2008 Page 225 Single Aisle TECHNICAL TRAINING MANUAL U 8 1 0 8 4 3 1 - u 4 M T 0 T 0 - U M 2 4 D T 0 0 0 0 0 0 0 0 1 BATTERY CHARGE LIMITER D/O (3) APU START The APU can be started by the batteries alone or by the normal supply. When the APU start sequence is initiated by setting the APU MASTER SWitch to ON, batteries are connected to 28V DC BAT BUS in order to withstand the high APU starter motor demand. When the APU start sequence is complete (50% N1), relay 6KD closes to interrupt the APU START signal. In flight, in electrical emergency configuration, the APU start sequence is locked out during 45 s or until the Constant Speed Motor/Generator (CSM/G) is connected to the network. EMER GEN FAULT CONTROL In emergency configuration, if the CSM/G is inoperative or during transient configuration, the RAT & EMER GEN FAULT legend on the EMER ELECtrical PoWeR panel comes on, controlled by BCL 1 and 2. BAT FAULT CONTROL In case of thermal runaway or short circuit, the FAULT legend of the BAT P/BSW comes on. An amber message and the ELEC page are displayed on the ECAM, the MASTER CAUTion lights come on and the Single Chime (SC) sounds. NOTE: The 5V DC for the OFF light are delivered via 15PB and 17PB resistors. T1+T2 (IAE V2500) (Lvl 2&3) 24 - ELECTRICAL POWER BATTERY CHARGE LIMITER D/O (3) Oct 24, 2008 Page 226 Single Aisle TECHNICAL TRAINING MANUAL U 8 1 0 8 4 3 1 - u 4 M T 0 T 0 - U M 2 4 D T 0 0 0 0 0 0 0 0 1 APU START ... BAT FAULT CONTROL T1+T2 (IAE V2500) (Lvl 2&3) 24 - ELECTRICAL POWER BATTERY CHARGE LIMITER D/O (3) Oct 24, 2008 Page 227 Single Aisle TECHNICAL TRAINING MANUAL U 8 1 0 8 4 3 1 - u 4 M T 0 T 0 - U M 2 4 D T 0 0 0 0 0 0 0 0 1 AIRBUS S.A.S. 31707 BLAGNAC cedex, FRANCE STM REFERENCE U8108431 OCTOBER 2008 PRINTED IN FRANCE AIRBUS S.A.S. 2008 ALL RIGHTS RESERVED AN EADS COMPANY