Training Manual A 319/320/321: ATA 24 Electrical Power

Training Manual
A 319/320/321
ATA 24
Electrical Power
Line & Base Maintenance
ATA Spec. 104 Level 3
Lufthansa Issue: JAN. 1998

Technical Training GmbH For Training Purposes Only
Book No: ALL A319/320/321 24 LEVEL 3 E Lufthansa Base Lufthansa 1995
For training purposes and internal use only.
Copyright by Lufthansa Technical Training GmbH.
All rights reserved. No parts of this training
manual may be sold or reproduced in any form
without permission of:
Lufthansa Technical Training GmbH
Lufthansa Base Frankfurt

D-60546 Frankfurt/Main
Tel. +49 69 / 696 41 78
Fax +49 69 / 696 63 84
Lufthansa Base Hamburg

Weg beim Jger 193
D-22335 Hamburg
Tel. +49 40 / 5070 24 13
Fax +49 40 / 5070 47 46
TABLE OF CONTENTS
ATA 24 ELECTRICAL POWER . . . . . . . . . . . . . . . . 1 BCL - CFDS UTILIZATION . . . . . . . . . . . . . . . . . . . . . . . . . 92
24-40 EXTERNAL POWER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 95
24-00 GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 96
AC/DC POWER SOURCES . . . . . . . . . . . . . . . . . . . . . . . . . 2 CONTROL CIRCUITS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 96
PANEL DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 INDICATING CIRCUITS . . . . . . . . . . . . . . . . . . . . . . . . . . . . 96
AC BUSSES SUPPLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22 AC GEN - CFDS UTILIZATION . . . . . . . . . . . . . . . . . . . . . 98
DC BUSSES SUPPLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24 GROUND SERVICE CONTROL . . . . . . . . . . . . . . . . . . . . . 100
AC/DC ESS SHED BUS SUPPLY . . . . . . . . . . . . . . . . . . . . 24
24-50 LOAD DISTRIBUTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 102
GROUND SERVICE SUPPLY . . . . . . . . . . . . . . . . . . . . . . . 24
AC CONTROL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30
DC CONTROL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32
ELEC - ECAM/CFDS COMMUNICATION . . . . . . . . . . . . . 34
24-20 AC GENERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39
IDG - INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40
IDG DRIVE SPEED/CONVERSION . . . . . . . . . . . . . . . . . . 42
IDG OIL SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 44
IDG CONTROL/INDICATION . . . . . . . . . . . . . . . . . . . . . . . . 46
APU GENERATOR DRIVE . . . . . . . . . . . . . . . . . . . . . . . . . . 50
IDG SYSTEM CONTROL . . . . . . . . . . . . . . . . . . . . . . . . . . . 52
APU GENERATION SYSTEM CONTROL . . . . . . . . . . . . . 56
EGIU (ELECTRICAL GENERATION INTERFACE UNIT) 60
AC ESS BUS SUPPLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 62
CSM/G ENGAGEMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . 64
CSM/G CONTROL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 68
EMER GCU - CFDS UTILIZATION . . . . . . . . . . . . . . . . . . 70
STATIC INVERTER CONTROL . . . . . . . . . . . . . . . . . . . . . . 74
GALLEY SUPPLY CONTROL . . . . . . . . . . . . . . . . . . . . . . . 76
24-30 DC GENERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 79
TR-UNIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 80
TR-CONT ACTOR CONTROL . . . . . . . . . . . . . . . . . . . . . . . 82
TR-UNIT - CFDS UTILIZATION . . . . . . . . . . . . . . . . . . . . . 84
DC TIE CONTROL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 86
DC ESS BUS NORMAL SUPPLY . . . . . . . . . . . . . . . . . . . . 88
BATTERY CONTROL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 90
Page: i
TABLE OF FIGURES
Figure 1 AC/DC Power Sources - Location . . . . . . . . . . . . . . . . . . . 3 Figure 36 EGIU Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 61
Figure 2 Panels - Location . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 Figure 37 AC ESS Bus Supply Schematic . . . . . . . . . . . . . . . . . . . . 63
Figure 3 Electrical Power Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 Figure 38 CSM/G Engagement Logic . . . . . . . . . . . . . . . . . . . . . . . . 65
Figure 4 Electrical Power Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 Figure 39 RAT Extension and CSM/G Control Logic . . . . . . . . . . . 67
Figure 5 Electrical Power Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11 Figure 40 CSM/G Control Schematic . . . . . . . . . . . . . . . . . . . . . . . . 69
Figure 6 Emergency Electrical Power Panel . . . . . . . . . . . . . . . . . . 13 Figure 41 EMER GCU - CFDS Utilization . . . . . . . . . . . . . . . . . . . . 71
Figure 7 Maint Bus Switch / External Power Panel . . . . . . . . . . . . . 15 Figure 42 CSM/G Location . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 73
Figure 8 ECAM ELEC Page - Description . . . . . . . . . . . . . . . . . . . . 16 Figure 43 Static Inverter Control Schematic . . . . . . . . . . . . . . . . . . . 75
Figure 9 ECAM ELEC Page . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17 Figure 44 Galley Supply Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 77
Figure 10 ECAM ELEC Page - Description . . . . . . . . . . . . . . . . . . . 18 Figure 45 TR Unit Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 81
Figure 11 ECAM ELEC Page . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19 Figure 46 TR Contactor Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 83
Figure 12 Warnings/Inhibitions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20 Figure 47 TR-Unit - CFDS Utilization . . . . . . . . . . . . . . . . . . . . . . . . 85
Figure 13 Warnings/Inhibitions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21 Figure 48 DC Tie Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 87
Figure 14 Basic Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23 Figure 49 DC ESS Bus normal Supply . . . . . . . . . . . . . . . . . . . . . . . 89
Figure 15 Basic Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25 Figure 50 Battery Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 91
Figure 16 AC/DC Supply Configuration Chart . . . . . . . . . . . . . . . . . 26 Figure 51 BCL - CFDS Utilization . . . . . . . . . . . . . . . . . . . . . . . . . . . 93
Figure 17 Basic Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27 Figure 52 External Power Control . . . . . . . . . . . . . . . . . . . . . . . . . . . 97
Figure 18 AC/DC Supply Configuration Chart . . . . . . . . . . . . . . . . . 28 Figure 53 AC GEN - CFDS Utilization . . . . . . . . . . . . . . . . . . . . . . . 99
Figure 19 Basic Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29 Figure 54 Ground Service Control . . . . . . . . . . . . . . . . . . . . . . . . . . . 101
Figure 20 AC Control - Basic Schematic . . . . . . . . . . . . . . . . . . . . . 31 Figure 55 Load Distribution Schematic . . . . . . . . . . . . . . . . . . . . . . . 103
Figure 21 DC Control - Basic Schematic . . . . . . . . . . . . . . . . . . . . . 33
Figure 22 ELEC - ECAM/CFDS Communication . . . . . . . . . . . . . . 35
Figure 23 Components Location . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36
Figure 24 Components Location . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37
Figure 25 IDG Location . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41
Figure 26 IDG Drive/Speed Conversion . . . . . . . . . . . . . . . . . . . . . . 43
Figure 27 IDG Oil System Schematic . . . . . . . . . . . . . . . . . . . . . . . . 45
Figure 28 IDG Control/Indication . . . . . . . . . . . . . . . . . . . . . . . . . . . . 47
Figure 29 IDG Components Location . . . . . . . . . . . . . . . . . . . . . . . . 48
Figure 30 IDG Oil Cooler Location . . . . . . . . . . . . . . . . . . . . . . . . . . . 49
Figure 31 APU Generator Location . . . . . . . . . . . . . . . . . . . . . . . . . . 51
Figure 32 IDG System Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 53
Figure 33 IDG System Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 55
Figure 34 APU Generator System Control . . . . . . . . . . . . . . . . . . . . 57
Figure 35 APU Generator System Control . . . . . . . . . . . . . . . . . . . . 59
Page: ii
Lufthansa Technical Training
ELECTRICAL POWER A319/320/321
GENERAL
24-00
ATA 24 ELECTRICAL POWER

For Training Purposes Only
FRA TS 84 wd 11.6.93 Seite: Page: 1

GENERAL
24-00
24-00 GENERAL technical data:

nominal current output: 200 A DC
nominal voltage: In 115/200 V AC, three-phase
AC/DC POWER SOURCES Out 28 V DC
Two airborne nickel-cadmium batteries are installed.
AC Power Sources
The main functions of the batteries are:
The electrical network of the A 320/321 is normally supplied by two engine
to start the APU in flight and on ground
driven AC generators (IDG 1/2).
to supply the essential network in some configurations.
The drive unit (for constant speed) and the generator are integrated in one unit
(Integrated Drive Generator; IDG). technical data:
technical data: nominal capacity: 23 Ah
nominal voltage: 24 V DC
nominal power: 90 kVA
nominal voltage: 115/200 V AC, three-phase DC-AC Inverter
nominal speed/frequency: 12000 rpm/ 400 Hz
One static inverter of 1000 VA nominal power transforms the direct current volt-
The APU drives a third, auxiliary, generator (APU GEN) which can replace ei- age from battery 1 into a single phase 115 V, 400 Hz, alternating current.
ther main generator (GEN 1 and/or GEN 2).
The static inverter is automatically activated in the event of loss of all AC power
The APU generator also serves as an independent AC power supply on
sources and supplies the AC essential network.
ground.
technical data:
nominal voltage: 115/200 V AC, three-phase
In case of emergency configuration (loss of GEN 1,2 and APU) in flight, an AC
generator driven by a hydraulic motor (CSM/G; Constant Speed Motor/Genera-
tor) supplies the systems required for aircraft control.
technical data:
nominal voltage: 115/200 V AC, three-phase

An external power receptacle, in front of the nose wheel well, enables to con-
nect a ground power source to the electrical network during ground operation.
DC Power Source
The DC electrical system is normally supplied from the AC electrical system via
Transformer Rectifiers.

GENERAL
24-00
Figure 1 AC/DC Power Sources - Location

GENERAL
24-00
PANEL DESCRIPTION
General

GENERAL
24-00
AC GEN
Figure 2 Panels - Location

GENERAL
24-00
PANEL DESCRIPTION (Cont.) - Battery voltage is lower than 23V for more than 16 sec.
Reset is achieved by switching BAT pb sw to OFF then Auto.
Electrical Power Panel
OFF:
BAT 1 (2) ind.
The battery charge control unit is not operating, the battery line contactor is
Battery voltage is indicated in white. open.
OFF light illuminates white provided the DC BAT BUS is supplied.
BAT 1 (2) pb sw Hot buses remain supplied.
Controls the operation of the corresponding Battery Charge Limiter. FAULT lt:
Auto: Illuminates amber accompanied by ECAM caution activation when the charging
The battery charge controller unit automatically controls the connection/discon- current for corresponding battery increases at an abnormal rate. In this case
nection of the corresponding battery to the DC BAT BUS (3 PP) by closure / the battery contactor opens.
opening of the battery line contactor.
The batteries are connected to the DC BAT BUS in the following cases: IDG 1 (2) (Integrated Drive Generator) pb sw (guarded)
- APU starting (MASTER SW at ON and N < 95 %). CAUTION :
- Battery voltage below 26.5 V (battery charge). End of charging cycle 1) lf the pb is pressed for longer than about 3 sec damage may occur to the
occurs when battery charge current becomes lower than 4 A: disconnection mechanism.
on ground, immediately 2) Do not disconnect the IDG when the engine is not running (or in windmilling)
in flight, after a time delay of 30 mn. since IDG damages would occur at engine start.
- Loss of AC BUS 1 and 2 when below 100 KT (EMER GEN not supply- Normally springloaded out.
ing). When pressed the IDG is disconnected from its drive shaft and can only be
lf AC BUS 1 and 2 are not supplied, and emergency generator is not supply- reconnected by maintenance personnel.
ing (during RAT transit and after L / G extension) : FAULT lt:
- battery 1 supplies the AC STAT INV bus, and, provided speed is greater Illuminates amber accompanied by ECAM caution activation in case of:
than 50 kt, the AC ESS bus. IDG oil outlet overheat (above 185C), or
- battery 2 supplies the DC ESS BUS. IDG oil pressure low. Inhibited at low engine speed (N2 below 14%).
Notes: In normal configuration the batteries are disconnected most of the

time.
Notes: A battery automatic cut off logic prevent batteries from complete
discharge when on ground (parking).
Automatic battery contactors opening occurs when:

- A/C is on ground
- BAT pb sw are at AUTO
- Main power supply (EXT PWR + GEN) is cut off and

GENERAL
24-00
Figure 3 Electrical Power Panel

GENERAL
24-00
PANEL DESCRIPTION (Cont.) Both contactors are closed in case of one engine, or APU GEN, or EXT
PWR supply.
Elecrical Power Panel (Cont.)
OFF:
GEN 1(2)pb sw Both bus tie contactors open.
On:
The generator field is energized and the line contactor closes provided electri-
AC ESS FEED pb sw
cal parameters are normal.
The AC ESS BUS is normally supplied from the AC BUS 1.
OFF:
The generator field is de-energized and the line contactor opens. lt may be supplied by the AC BUS 2 through the AC ESS FEED pb sw.
The fault circuit is reset. Normal:
The AC ESS BUS is supplied from AC BUS 1.
FAULT lt:
Illuminates amber accompanied by ECAM caution activation in the event of: ALTN:
The AC ESS BUS is supplied from AC BUS 2.
Protection trip initiated by the associated Generator Controi Unit (GCU).
Note : lf the protection trip is initiated by a differential fault the reset action- FAULT lt:
has no effect after two attempts. Illuminates amber accompanied by ECAM activation when the AC ESS BUS is
not electrically supplied.
Opening of the line contactor (except if GEN pb sw selected OFF).
Note: In case of total loss of main generators the AC ESS BUS is automatically
APU GEN pb sw
supplied by the emergency generator or by the static inverter if the emer-
On: gency generator is not available.
The APU generator field is energized and the line contactor closes provided
parameters are normal and EXT PWR line contactor is open.

GALLEY pb sw
The bus tie contactor 1 and (or) 2 automatically closes if GEN 1 and (or) GEN
2 are not operative. AUTO:
Main galley and secondary galley are supplied.
OFF:
The generator field is de-energized and the line contactor opens. The main galley is automatically shed in the following cases:
The fault circuit is reset. In flight: Only one generator is operating.
FAULT lt: On ground: Single engine generator operation (All galleys are available
Same as GEN 1 or 2 FAULT. when APU GEN or EXT PWR is supplying).
APU GEN FAULT lt is inhibited when APU speed is too low. OFF:
BUS TIE pb sw The main galley and secondary galley are not supplied.
AUTO: FAULT lt:
The bus tie contactors (BTC) open or close automatically in order to maintain Comes on amber accompanied by ECAM activation when the load of any gen-
erator is above 100 % of rated output.
power supply to both AC BUS 1 and 2.
One contactor is closed when:
- One engine generator supplies the associated AC BUS bar, and
- The APU GEN or EXT PWR supplies the other side.

GENERAL
24-00

GENERAL
24-00
PANEL DESCRIPTION (Cont:)
Electrical Power Panel (Cont.)
EXT PWR pb : (momentary action)
AVAIL lt:
Illuminates green provided
External power is plugged in, and
External power parameters are normal.
Momentarily pressed:
-lf the AVAIL lt was on :
The extemal power line contactor closes
The AVAIL lt goes off
The ON lt comes on blue
-lf the ON lt was illuminated:
The external power line contactor opens.
The ON lt goes off.
The AVAIL lt comes on.
Notes:
1. The extemal power has priority over the APU GEN.
The engine generators have priority over the external power.
2. ON lt remains on even when the engine generators supply the aircraft.

GENERAL
24-00

GENERAL
24-00
PANEL DESCRIPTION (Cont.) EMER GEN TEST pb (guarded)
When pressed and held :
Emer(gency) Electrical Power Panel
lf AC NORMAL BUSSES are supplied
- The EMER GEN is hydraulically powered provided blue electric pump is
MAN ON pb (guarded)
running.
AUTO :
- The AC ESS BUS and the DC ESS BUS are connected to the emer-
When the following conditions are met:
gency generator (the DC ESS SHED and AC ESS SHED busses are not
- AC BUS 1 not electrically supplied and powered)
- AC BUS 2 not electrically supplied and - The ELEC page is automatically displayed on ECAM (only on ground).
- Aicraft speed above 100 KTS If BAT only supply the aircraft:
The RAT extends. - The AC ESS BUS is powered by the static inverter.
Provided the L /G is up, the CSM / G (constant speed motor / generator) is
hydraulically powered by the blue system.
GEN 1 LINE pb sw
As soon as the emergency generator electrical parameters are within toler-
OFF:
ances the emergency generator is connected to the aircraft network.
GEN 1 line contactor opens.
When depressed : The AC BUS 1 channel is supplied from GEN 2 through bus tie contactors.
RAT extension is manually selected. (Used for smoke drill).
Emergency generator coupling occurs if the L/G is up with 3 sec. delay. SMOKE lt:
see ATA Chapter 26.
FAULT lt
llluminates red if the emergency generator is not supplying when:
AC BUS 1 and 2 are not powered and,
Nose L/G is up.

GENERAL
24-00
Figure 6 Emergency Electrical Power Panel

GENERAL
24-00
PANEL DESCRIPTION (Cont.)
MAINT BUS Switch
Its the control switch for the maintenance bus supply (ground service) by ex-
ternal power.
ON- (switch electrically held):
electrically held, provided external power delivers correct voltage (even if
the network is normal supplied)
switches the AC SVCE bus directly to external power (x)
switches the DC SVCE bus to TR 2 (x) and
switches TR 2 directly to external power (x).
(x) only if the network is not normal supplied
OFF- (switch down):
is done manually or automatically (power not ready) and
SVCE busses and TR 2 will switched over to their normal supply.
External Power Receptacle

serves for connection of an 115/200 V AC ground power unit.
EXT PWR NOT IN USE Light (white)

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

illuminates if the ground power unit delivers correct voltage.

GENERAL
24-00
3 4
2
Figure 7 Maint Bus Switch / External Power Panel

GENERAL
24-00
Figure 8 ECAM ELEC Page - Description

GENERAL
24-00
Figure 9 ECAM ELEC Page

GENERAL
24-00
Figure 10 ECAM ELEC Page - Description

GENERAL
24-00
Figure 11 ECAM ELEC Page

GENERAL
24-00
Figure 12 Warnings/Inhibitions
GENERAL
24-00
BCL
Figure 13 Warnings/Inhibitions
GENERAL
24-00
AC BUSSES SUPPLY
AC BUS 1/2:
The supply of the AC BUSSES 1 and 2 and associated subbusses can be
done by one or separated by two of the AC power sources ( exception: external
power and APU generator cant supply the busses simultaneous.)
If there are several power supplies able to deliver correct voltage simultaneous,
the AC BUS 1 (2) are supplied in priority order as follows:
by the corresponding generator, GEN 1 (2)
by external power (EXT PWR)
by the APU generator (APU GEN)
or by the other generator, GEN 2 (1).
AC ESS BUSSES
Supply of important loads is provided by the AC ESS and AC ESS SHED
busses.
They are normally supplied by AC BUS 1 (AC ESS BUS CNTR 1 closed).
In the event of AC BUS 1 loss, AC ESS BUS and AC ESS SHED BUS can be
manually restored by the transfer of power supply directly from AC BUS 2.
In the event of AC BUS 1 and AC BUS 2 loss (emergency configuration), the
AC ESS BUS and AC ESS SHED BUS are restored automatically on the
CSM/G when the RAT hydraulic power is available.
In emergency configuration without CSM/G operation (it depends on the air-
craft configuration: speed, landing gear, RAT deployment time), the AC ESS
BUS is supplied by the static inverter (STAT INV), which is supplied by battery
1 (BAT 1). The AC ESS SHED BUS is no longer supplied.
AC STAT INV BUS
The static inverter bus (AC STAT INV) is directly supplied by the STAT INV, if
he is in operation.
This is the alternate supply for APU fuel pump, engine ignition and some impor-
tant annunciator lights.

GENERAL
24-00
TR1
TR2
Figure 14 Basic Schematic

GENERAL
24-00
DC BUSSES SUPPLY GROUND SERVICE SUPPLY

A ground service circuit enables the supply of AC and DC equipment by exter-
DC BUS 1/2
nal power for maintenance purposes, without the necessity of supplying the
The main DC loads are supplied by DC BUS 1 and DC BUS 2. whole network (AC SVCE BUS and DC SVCE BUS).
Each bus is supplied by one transformer rectifier (TR): The control takes place through a switch outside the cockpit.
DC BUS 1 by TR 1 The service busses are also supplied during normal network configuration
DC BUS 2 by TR 2. which is in priority.
There is no connection between the two TRs (DC TIE CNTR 2 is normally
open).
If there is a loss of one TR the other takes over automatically the supply of
both DC busses (DC TIE CNTR 1 and 2 are closed).
DC ESS BUSSES
Essential DC loads are supplied by DC ESS BUS and DC ESS SHED BUS.
They are normally supplied by TR 1 via DC BUS 1 and DC BAT BUS (ESS DC
TIE CNTR is closed). For that the TR 2 must also be in operation.
If there is a loss of TR 1 and/or TR 2 the ESS TR takes over automatically the
supply of the DC ESS BUS and DC ESS SHED BUS.
For that the ESS TR is supplied by the AC ESS BUS (AC ESS EMER CNTR 1
is closed).
In emergency configuration or smoke configuration, when the EMER GEN is in
operation, the ESS TR is supplied by this generator. Without operation of the
EMER GEN, BAT 2 automatically takes over the supply of the DC ESS BUS
(STAT INV CNTR is closed). In the last case the DC ESS SHED BUS is no
longer supplied.
DC BAT BUS
The DC battery bus (DC BAT BUS) is normally supplied by TR 1 via DC BUS 1
(DC TIE CNTR 1 is closed).

If TR 1 is loss TR 2 automatically takes over the supply of the DC BAT BUS
(DC TIE CNTR 1 and 2 are closed).
If there is a loss of both TRs (1 and 2) the DC BAT BUS also is power loss.
If BAT 1 and 2 are the only power sources, the DC BAT BUS is supplied by
them, but only on ground.

GENERAL
24-00
TR1
TR2

Lufthansa Technical Training A320-21 1
GENERAL
24-00
<100kt
Figure 16 AC/DC Supply Configuration Chart

GENERAL
24-00
TR1
TR2

Lufthansa Technical Training A321-131
GENERAL
24-00

<100kt
Figure 18 AC/DC Supply Configuration Chart

Lufthansa Technical Training A320/A321
A321-131
GENERAL
24-00
TR1
TR2

GENERAL
24-00
AC CONTROL In accordance with the philosophy of the A 320, the pushbutton-switches have
to be in such a position, that all annunciator lights are extinguished when the
Three identical generator control units (GCU) are installed for the three genera- network is normal supplied.
tor systems (GEN 1, 2 and APU).
The control of the two bus tie contactors (BTC 1/2) happens automatically. It
The main functions of the GCUs are: depends on the position of the other contactors (GLC 1,2, APU and EPC).
to regulate the generator voltage by the field current. The BTCs can be switched off by one common pushbutton-switch (BUS TIE
to protect the network and the generator by control of the associated GLC OFF).
and the generator field current.
to provide BITE information to the GPCU. The supply of the AC ESS BUS takes place as follows:
to control the warnings associated with the corresponding channel. normally by the AC BUS 1 (automatic)
alternative by the AC BUS 2 (manually controlled by the AC ESS FEED pb-
For the CSM/G system a control unit (EMER GCU) enables full control. sw.)
The main functions of the EMER GCU are: in emergency configuration or smoke configuration by the EMER GEN or
to control the servo-valve excitation for speed regulation STAT INV in flight (automatically or manually).
to regulate the generator voltage by the field current
to protect the network and the generator by control of the associated GLC The centralized monitoring of the AC network happens via the ECAM system.
and the generator field current. Failure informations in detail are given via the CFDS.
For the external power system a ground power control unit (GPCU) serves:
to protect the network by control of the external power contactor (EPC)
to provide BITE information from external power and the three generator
systems (1, 2 and APU) to the CFDS.
Mechanical locked respectively spring-loaded pushbutton-switches on the

cockpit overhead panel serve to transmit ON and OFF signals to the GCUs,
GPCU, ESS BUS-, BTCs- and GLC 1-switching.
For the emergency generator system one switch serve to manual control the
system in emergency configuration if necessary, and one switch to initialize an
operational test on ground (EMER GEN TEST).
Two spring-loaded switches are available to control the disconnect device of
the IDGs.
Annunciators integrated in the pushbutton switches show the condition of the
IDGs (drive part and generator), external power, essesntial supply, BTCs and
GLC 1.

GENERAL
24-00
Figure 20 AC Control - Basic Schematic

GENERAL
24-00
DC CONTROL
The TRs (1, 2, ESS) supply their corresponding DC busses (1, 2, ESS)
through contactors, which are automatically controlled by the respective TR.
In case of a faulty TR the TR-contactor opens automatically and remains open
locked.
A RESET is possible either through the CFDIU via a MCDU, or through a RE-
SET pb-sw. on the relay-panel 103 VU in the right lateral avionics compart-
ment.
The contactors (DC TIE CNTR) between the DC busses (1, 2, ESS, BAT) are
controlled automatically through relais logics.
Two identical battery charge limiters (BCL) serve to control each battery con-
tactor when the corresponding BAT pb-sw. is in the AUTO position. The bat-
tery contactors connect the batteries with the BAT BUS.
The batteries are loaded via the BAT BUS normally through the TR 1, or supply
the BAT BUS if they are the only power supply.
Each BCL includes a BITE and self monitoring system which analyzes the
faults of the internal or peripheral information. Initiation of the test is possible
via the CFDS or at each power up on ground.
Each BCL delivers electrical parameters and warning concerning each battery
to the lower ECAM display unit.
In order to monitor the battery voltage without ECAM available there are two
digital DC volt-meters on the overhead panel. They are directly connected to
each battery via the DC HOT BUS and through a control C/B.

GENERAL
24-00
Figure 21 DC Control - Basic Schematic

GENERAL
24-00
ELEC - ECAM/CFDS COMMUNICATION The parameters from the AC generation systems (1, 2, APU, EXT PWR) are
transmitted to the SDACs in digital via two elecrical generation interface units
ELEC - CFDS (EGIU).
The line and hangar maintenance of the electronic systems in the A 320/321 is The main functions of the EGIU is to process the parameters from the GCU
based on the use of the centralized fault display system (CFDS). and associated generator. The EGIU then transmits the information to the
The purpose of the CFDS is to give the maintenance personal a central main- cockpit (ECAM) via the SDACs.
tenance aid for trouble shooting. Two EGIUS are installed on the aircraft.
From the MCDUs it is possible: One EGIU is associated with the GCU 1 and GPCU. This EGIU receives pa-
to read the maintenance informations rameters in analog and discrete form from:
to initiate various tests. GEN 1 on channel 1 and
The electrical power components connected to the CFDS are as follows: external power on channel 2.
GPCU Each channel sends its own parameters to SDAC 1 and SDAC 2 through two
own isolated ARINC 429 data links.
BCL 1, 2
The second EGIU is connected in the same manner to generator 2 and to the
EMER GCU APU generator.
TR 1, 2, ESS
The GPCU and BCLs can memorize fault codes and communicate with the
CFDIU via ARINC 429 busses
The EMER GCU and the three TRs are connected to the CFDIU by a discrete
link: thus it is only possible to know these systems status (ok or faulty) during
SYSTEM REPORT/TEST sequence.
Note:
The GCU 1, 2 and APU are continuously monitored by the GPCU.
The GPCU stores in the memory the failure codes acquired by the GCUs.
The GPCU can then transmit to the CFDIU all the failure codes thus acquired
together with the failure codes from the GPCU and the external power system.
ELEC - ECAM
A synoptic of the electrical network and STATUS informations are displayed on

the ECAM system/status display (lower display).
Warnings or cautions appear on the engine/warning display (upper display).
For that some parameters are given directly by the AC and DC systems to the
SDACs 1 and 2.

GENERAL
24-00
Figure 22 ELEC - ECAM/CFDS Communication

GENERAL
24-00
A
Contactor
(typical)
Figure 23 Components Location

GENERAL
24-00
FWD AVIONICS COMPT

TR-RESET
MID AVIONICS COMPT

EMER
GCU
812
AFT AVIONICS COMPT

Figure 24 Components Location

ELECTRICAL POWER A320/A321
AC GENERATION
24-20
THIS PAGE INTENTIONALLY LEFT BLANK

FRA TS 84 wd 16.12.93 Page: 38

AC GENERATION
24-20
24-20 AC GENERATION
FRA TS 84 wd 16.12.93 Page: 39

ELECTRICAL POWER A 320/A321
AC GENERATION
24-20
IDG - INTRODUCTION
Each engine (HP rotor) drives its associated main generator through the acces-
sory gearbox and via an integrated hydromechanical speed regulator which
transforms the engine variable speed into constant speed for the generator.
Thus the IDG provides a 400 Hz constant supply.

AC GENERATION
24-20
B IDG Attachment
B
Figure 25 IDG Location
AC GENERATION
24-20
IDG DRIVE SPEED/CONVERSION The second machine (main exciter) receives its fields excitation from the pilot
exciter via the voltage regulator in the GCU to a 10 poles stator: this creates a
General stationary field. Rotating diodes rectify the three phase output of the main ex-
Each engine (HP rotor) drives its associated IDG through the accessory gear- citer rotor.
box. This output feeds the main rotor winding.
The IDG can be split into two parts: The third machine (main alternator) receives excitation for the rotating salient
four pole field from the rectified output of the main exciter.
the AC generator which has to be driven at constant speed to supply the
loads with constant frequency The main alternator has a three phase star connected stator winding. The three
phases and star point are taken to the generator output terminations.
the drive which transforms the engine variable speed into constant speed
for the generator. The generator is designed for use with an external voltage regulator forming
part of the GCU.
The unit is lubricated and cooled by an own oilsystem.
Drive Operation
A mechanical epicyclic differential gear transmits power to the generator por-
tion of the IDG (input speed: between 4500 and 9150 rpm; output speed:
12000 rpm constant).
The speed of mechanically coupled twin hydraulic sub-assemblies modify the
differential output speed. Each sub-assemblies consists of a hydraulic swash-
plate pump/motor: one with a fixed and the other with a variable swash angle.
The input shaft has a shear neck. Its primary duty is to protect the engine gear-
box. But it also serves to safeguard the IDG against further damage.
In case of abnormal function of the IDG drive part it is possible to disconnect
the IDG manually. Disconnection is irreversible in flight. The system can only
be rconnected on the ground with engines shut down.
Generator
The generator is a three stage machine with the three component machines
connected in cascade.
The first machine (pilot exciter) is a twelve pole permanent magnet generator
(PMG). The output from the PMG stator winding:
has a generator excitation function
provides power for other components of the electrical system of which the
generator forms part (supply of the GCU, EGIU and the external relays and
contactors). The generator is thus self-flashing and self-sufficient.

AC GENERATION
24-20
TO MPU
GCU
INPUT
SPEED
SENSOR
HYDRAULIC TRIM UNIT

Figure 26 IDG Drive/Speed Conversion

AC GENERATION
24-20
IDG OIL SYSTEM A quick fill coupling situated on the transmission casing enables pressure filling
or topping up the unit with oil.
The IDG has a self contained oil system except for the heat-exchanger. The oil thus introduced flows to the transmission via the scavenge filter and
Positive displacement scavenge pumps pump the oil (via the IDG filter) to the external cooler circuit. This ensures:
aircraft heat exchanger and return it to the IDG. the priming of the external circuit
The charge oil supply of cleaned, cooled deaerated oil is provided as a bus. the filtration of any oil introduced.
This oil supply feeds: An internal standpipe connected to an overflow drain ensures a correct quantity
the differential hydraulic units of oil.
the generator You can read the oil level through two sight glasses located on the IDG. One
the governor sight glass serves for the CFM 56 engine, the other one for the V 2500 engine.
the control piston
The lubrication jets are individually supplied. Oil temperature sensors monitor the temperature of both the input and output
The deaerator supercharges the inlet of the charge pump with solid oil. oil: they allow overheat detection.
The charge pump pressurizes the oil against the charge relief valve. A pressure switch operates in the event of a loss of the charge oil pressure.
It provides thus regulated supply pressures to: In both cases (overheat and loss of pressure) a warning is provided to the
the hydraulics cockpit.
the controls
the differential
the generator
the various lubrication and cooling nozzles
A differential pressure indicator is provided to show when the filter element is
clogged. The sensing device for the differential pressure is automatically sup-
pressed during cold oil running conditions: this avoids spurious operation due
to high oil viscosity.
Similarly, a cooler by-pass valve is fitted within the IDG.
The valve opens on a rising pressure to short circuit the cooler during cold oil
operation.
A scavenge pump relief valve limits the supply pressure of the scavenge sys-
tem.
A vent valve releases internal case pressure if necessary.

AC GENERATION
24-20
Figure 27 IDG Oil System Schematic

AC GENERATION
24-20
IDG CONTROL/INDICATION
Control and Indicating Circuits
The main parameters of the drive part of the IDG as:
oil in and oil out temperature
system pressure and
drive speed
are continuously monitored by the GCU.
All informations (normal and abnormal) which are necessary for the ECAM sys-
tem are acquired by the respective electrical generation interface unit (EGIU)
Controls and Indications

An oil temperature sensor monitors the oil inlet temperature and the other one
the outlet temperature.
The second enables oil temperature ADVISORY and OIL OVERHEAT detec-
tions.
A pressure switch operates in the event of a low charge oil pressure.
In case of:
abnormally low oil pressure or
IDG oil overheat (outlet temp. > or = 185C ),
the warnings are provided to the cockpit:
FAULT legend on the corresponding IDG pb-sw.
MASTER CAUTION lights
single chime and
messages on the E/WD and SD.
The oil outlet temperature is displayed on the SD ELEC page.
When the oil temperature reaches a predetermined value ( 142 C ), an advi-

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

AC GENERATION
24-20
Figure 28 IDG Control/Indication

AC GENERATION
24-20
Figure 29 IDG Components Location

AC GENERATION
24-20
Figure 30 IDG Oil Cooler Location

AC GENERATION
24-20
APU GENERATOR DRIVE

The APU generator is directly driven by the APU at constant speed.
Lubrication and cooling is done by the APU oilsystem.

AC GENERATION
24-20
B
OIL DRAIN PLUG
Figure 31 APU Generator Location
AC GENERATION
24-20
IDG SYSTEM CONTROL

General GCR and/or PRR are switched off by the following protection or control func-
Two identical generator control units (GCU) serve for controlling and monitoring tions:
of the engine driven generator-systems. GEN pb-switch in OFF,
Their functions are as follows: FIRE pb-switch (FS) released out during fire procedure,
regulation of the generator voltage IDG disconnection (DISC),
control and protection of the generator-system and network under-/overfrequency (UF/OF),
control of various warnings and indications under-/overvoltage (UV/OV),
self-monitoring and test of the system (BITE). differential protection (DP),
shorted rotating diodes (SRD),
Voltage Regulation
shorted PMG (SPMG),
The voltage regulation is performed by regulating the generator excitation cur-
rent: the voltage is kept at the nominal point of regulation ( POR ). IDG underspeed (US),
The POR is located in the electrical power center at the end of the generator incorrect phase sequence (IPS),
feeder, upstream of the line contactor. open cable (OC),
Analog circuits achieve the regulation. computer failure
The PMG provides directly the excitation supply via the generator control relay Except for some particular cases the system may be resetted by setting GEN
( GCR ). The excitation supply is rectified. Then a chopper amplifier (pulse pb-sw . to OFF than back to On.
width modulation) controls the excitation supply. After a differential protection or GLC failure activation the system resetting can
The regulation is achieved using a signal proportional to the average of the only be performed two times via the GEN pb-sw. A further reset is possible via
three line to neutral voltages at the input. the GCU (DP/BTC RESET).
Protection and Generator Control Warnings, Signalisations and Indications
These functions mainly consists of generator excitation, generator line contac- The GCU delivers the following outputs for warnings, signalisations and indica-
tor (GLC) control and bus tie contactor (BTC) lockout (DP lockout). tions:
The excitation is controlled via the GCR. The generator line contactor is con- FAULT light in the IDG disconnect pb-sw. when a failure in the IDG drive
trolled via the PRR (power ready relay) which is energized when: part is detectet,
the speed is greater than 4320 rpm and, FAULT light in the GALLEY pb-sw. and signal to ECAM via EGIU when
the GCR is closed. there is an overload condition with one generator,
Signals received or generated by the GCU control both these relays. FAULT light in the GEN pb-sw. and signal to ECAM via EGIU when a failure
in the generator system is detectet,
DISC indication on the ECAM SD when IDG DISC STATUS signal and IDG
DISC PB switch POS signal are both available,
IDG OIL OUT temperature on the ECAM SD,
GEN AC LOAD on the ECAM SD.
FRA TS 84 wd 11.6.93 Page: 52

AC GENERATION
24-20
OC,
Figure 32 IDG System Control

FRA TS 84 wd 11.6.93 Page: 53
AC GENERATION
24-20
IDG System Control (Cont.) Class2 Failure
Automonitoring and Test (BITE)
This function can be divided into three different parts:
Test and analysis due to generator tripping.
During a generator tripping (active failure), the GCU:
- identifies the protection which has caused the tripping (overfrequency,
differential protection, etc )
- analyses the conditions in which the tripping has occured
- then, after analysis, determines the origin of the fault (GCU, wiring, or
peripherals).
All these data are stored in a non volatile memory ( NVM ), and are trans
mitted via the GPCU, as a data concentrator, to the CFDIU.
On the ground, they can be displayed via the MCDU.
Passive failure detection
Certain pasive failures, that is those which do not cause generator tripping,
can affect the system operation (sensors out of limit, CT failures etc).
The GCU permanently monitors the majority of the circuits concerned.
When detecting a fault, the GCU determines the origin and stores the data
in a non volatile memory.
As previously, these data can be displayed on the ground, via the MCDU.
Maintenance test
It can only be performed on the ground, with the IDGs shut down.
It completes to a certain extent, the monitorings already described:
the test is performed by exciting (stimuli) the circuits concerned and analys-
ing the response.
It is contolled:
- either automatically during the power up
- or manually via the MCDU.

The result of the test is stored in a NVM and can also be displayed on the
ground, on the MCDU.
FRA TS 84 wd 11.6.93 Page: 54

AC GENERATION
24-20
OC,
Figure 33 IDG System Control

FRA TS 84 wd 11.6.93 Page: 55
AC GENERATION
24-20
APU GENERATION SYSTEM CONTROL GCR and/or PRR are switched off by the following protection or control func-
tions:
General GEN pb-switch in OFF,
One generator control unit (GCU) serves for controlling and monitoring of the under-/overfrequency (UF/OF),
APU driven generator-system. under-/overvoltage (UV/OV),
Its functions are as follows: differential protection (DP),
regulation of the generator voltage shorted rotating diodes (SRD),
control and protection of the generator-system and network shorted PMG (SPMG),
control of various warnings and indications APU underspeed (US),
self-monitoring and test of the system (BITE). incorrect phase sequence (IPS),
Voltage Regulation computer failure
The voltage regulation is performed by regulating the generator excitation cur- Except for some particular cases the system may be resetted by setting GEN
rent: the voltage is kept at the nominal point of regulation ( POR ). pb-sw . to OFF than back to On.
The POR is located in the electrical power center at the end of the generator After a differential protection or GLC failure activation the system resetting can
feeder, upstream of the line contactor. only be performed two times via the GEN pb-sw. A further reset is possible via
Analog circuits achieve the regulation. the GCU (DP/BTC RESET).
The PMG provides directly the excitation supply via the generator control relay Warnings, Signalisations and Indications
( GCR ). The excitation supply is rectified. Then a chopper amplifier (pulse The GCU delivers the following outputs for warnings, signalisations and indica-
width modulation) controls the excitation supply. tions:
The regulation is achieved using a signal proportional to the average of the FAULT light in the GALLEY pb-sw. and signal to ECAM via EGIU when
three line to neutral voltages at the input. there is an overload condition with one generator,
Protection and Generator Control FAULT light in the GEN pb-sw. and signal to ECAM via EGIU when a failure
These functions mainly consists of generator excitation and generator line con- in the generator system is detectet,
tactor ( APU GLC) control. GEN AC LOAD on the ECAM SD.
The excitation is controlled via the GCR. The generator line contactor is con-
trolled via the PRR (power ready relay) which is energized when:
the speed is greater than 4320 rpm and,
the GCR is closed.
Signals received or generated by the GCU control both these relays.
FRA TS 84 wd 11.6.93 Page: 56

AC GENERATION
24-20
Figure 34 APU Generator System Control

FRA TS 84 wd 11.6.93 Page: 57
AC GENERATION
24-20
APU GENERATION (Cont.)
Automonitoring and Test (BITE)
This function can be divided into three different parts:
Test and analysis due to generator tripping.
During a generator tripping (active failure), the GCU:
- identifies the protection which has caused the tripping (overfrequency,
differential protection, etc )
- analyses the conditions in which the tripping has occured
- then, after analysis, determines the origin of the fault (GCU, wiring, or
peripherals).
All these data are stored in a non volatile memory ( NVM ), and are trans
mitted via the GPCU, as a data concentrator, to the CFDIU.
On the ground, they can be displayed via the MCDU.
Passive failure detection
Certain pasive failures, that is those which do not cause generator tripping,
can affect the system operation (sensors out of limit, CT failures etc).
The GCU permanently monitors the majority of the circuits concerned.
When detecting a fault, the GCU determines the origin and stores the data
in a non volatile memory.
As previously, these data can be displayed on the ground, via the MCDU.
Maintenance test
It can only be performed on the ground, with the IDGs shut down.
It completes to a certain extent, the monitorings already described:
the test is performed by exciting (stimuli) the circuits concerned and analys-
ing the response.
It is contolled:
- either automatically during the power up
- or manually via the MCDU.

The result of the test is stored in a NVM and can also be displayed on the
ground, on the MCDU.
FRA TS 84 wd 11.6.93 Page: 58

AC GENERATION
24-20
Figure 35 APU Generator System Control

FRA TS 84 wd 11.6.93 Page: 59
AC GENERATION
24-20
EGIU (ELECTRICAL GENERATION INTERFACE UNIT)

The main function of the EGIU is to process the parameters from the GCU and
associated generator (normal system parameters and failure signals).
The EGIU than transmits the information to the cockpit (ECAM) via the
SDACs.
Two EGIUs are installed on the aircraft.
One EGIU is associated with the GCU 1 and the GPCU.
This EGIU receives parameters in analog and discrete form from:
GEN 1 on channel 1 and
external power on channel 2.
Each channel sends its own parameters to SDAC 1 and SDAC 2 through two
own isolated ARINC 429 data links.
The second EGIU is connected in the same manner to generator 2 and to the
APU generator.
There is no connection between the EGIUs and the CFDIU.
Also no failure informations are sent to ECAM in case of failures of the EGIUs.
When there is a failure of one EGIU channel, all corresponding parameters,
normally seen on the system display, are replaced by amber crosses.
FRA TS 84 wd 11.6.93 Page: 60

AC GENERATION
24-20
FLOP
Figure 36 EGIU Schematic

FRA TS 84 wd 11.6.93 Page: 61
AC GENERATION
24-20
AC ESS BUS SUPPLY

Normal Supply
The AC ESS BUS is normally supplied by the AC BUS 1 (AC ESS BUS CON-
TACTOR 3XC-1 energized).
Condition:
AC BUS 1 supplied
AC ESS FEED pb-sw. in NORM
all contactors, necessary to supply the AC ESS BUS by other busses or
power sources, must be deenergized.
Alternate Supply
In the event of AC BUS 1 loss, the AC ESS BUS can be manually restored by
the transfer of power supply directly from the AC BUS 2 ( AC ESS BUS CON-
TACTOR 3XC-2 energized).
Condition:
AC BUS 2 supplied
AC ESS FEED pb-sw. in ALTN
all contactors, necessary to supply the AC ESS BUS by other busses or
power sources, must be deenergized.
Emergency Gen Supply
In the event of AC BUS 1 and AC BUS 2 loss (emergency configuration), the
AC ESS BUS is restored on the CSM/G, when the RAT hydraulic power is
available.
As soon as there is control power available from the EMER GCU, the relay
12XE is energized. Possibly still energized contactor (3XC-1 or 3XC-2) is
deenergized. Thereupon the EMER GLC (2XE) can be energized.
FRA TS 84 wd 11.6.93 Page: 62

AC GENERATION
24-20
1 2
ALTN
(EMER GCU)
Figure 37 AC ESS Bus Supply Schematic

FRA TS 84 wd 11.6.93 Page: 63
AC GENERATION
24-20
CSM/G ENGAGEMENT
Description
The extension of the Ram Air Turbine (RAT), for supplying the blue hydraulic
system in electrical emergency configuration, can be done via two solenoids.
The control of the solenoids is as follows:
Solenoid 1:
automatically dependent on the configuration of the electrical network and
aircraft
manually by operating of the HYD RAT MAN ON pb-sw. on the hydraulic
panel 40VU.
Solenoid 2:
manually by operating of the RAT & EMER GEN MAN ON pb-sw. on the
EMER ELEC PWR panel 21VU.
The automatic control of solenoid 1 happens, when:

AC BUS 1 and 2 are not supplied
A/C speed >100 kts (ADIRU 1) and
battery 1 installed (Bus 703 PP supplied).
During the operational test of the CSM/G the above described control logic is
simulated by operating of the EMER GEN TEST pb-sw., without extension of
the RAT.
FRA TS 84 wd 11.6.93 Page: 64

AC GENERATION
24-20
SAME AS A320
MLG NOT
COMPRESSED BLUE HYD
GND
SAME AS A320
AIR
A321 A320
Figure 38 CSM/G Engagement Logic

FRA TS 84 wd 11.6.93 Page: 65
Lufthansa Technical Training A320
AC GENERATION
24-20
CSM/G ENGAGEMENT (CONT.)

RAT Extension
The extension of the Ram Air Turbine (RAT), for supplying the blue hydraulic
system in electrical emergency configuration, can be done via two solenoids.
The control of the solenoids is as follows:
Solenoid 1:
aircraft
manually by operating of the HYD RAT MAN ON pb-sw. on the hydraulic
panel 40VU.
Solenoid 2:
manually by operating of the RAT & EMER GEN MAN ON pb-sw. on the
EMER ELEC PWR panel 21VU.
The automatic control of solenoid 1 happens, when:

AC BUS 1 and 2 are not supplied
A/C speed >100 kts (ADIRU 1) and
battery 1 installed (Bus 703 PP supplied).
During the operational test of the CSM/G the above described control logic is
simulated by operating of the EMER GEN TEST pb-sw., without extension of
the RAT.
RAT & EMER GEN FAULT Control

The RAT & EMER GEN FAULT light (red) on the panel 21VU illuminates,
when:
AC BUS 1 and 2 not supplied
ESS TR not supplied and
nose landing gear up and locked.
The control signal is delivered by both Battery Charge Limiters (BCL).
FRA TS 84 wd 11.6.93 Page: 66

AC GENERATION
24-20
BCL1
Figure 39 RAT Extension and CSM/G Control Logic

FRA TS 84 wd 11.6.93 Page: 67
AC GENERATION
24-20
CSM/G CONTROL
The emergency generation system mainly consists of:
the Constant Speed Motor/Generator (CSM/G)
a Generator Control Unit (EMER GCU).
The CSM/G contains a hydraulic motor and an AC generator (emergency gen-
erator).
The hydraulic motor drives the generator. A servo valve speed regulator con-
trols the speed of the hydraulic motor.
It transforms the oil flow of the blue hydraulic system into a constant speed for
the emergency generator.
In emergency configuration the blue hydraulic system is pressurized by a Ram
Air Turbine (RAT).
Note: Normally the blue hydraulic system is supplied by an electrical pump
(normal electrical power configuration and during the CSM/G test).
The functions of the EMER GCU are:
control of the servo valve for the speed regulation of the CSM
voltage control of the emergency generator
protection of the generator system
control of the solenoid valve for the hydraulic supply of the CSM.
There are three modes to get the EMER GEN into operation:
aircraft (AUTO CSM/G CONTROL LOGIC)
manually by operating of the RAT & EMER GEN MAN ON pb-sw.
manually by operating of the EMER GEN TEST pb-sw. (push and hold).
In the first two cases the starting of the CSM/G is only possible with nose land-
ing gear up and locked (relay 3PH deenergized).
As soon as the generator system is power ready, control power for the corre-
sponding contactors is available from the GLC CONTROL CKT.
The EMER GCU (type 3 system) can be tested through the CFDIU via the
MCDU.
FRA TS 84 wd 11.6.93 Page: 68

AC GENERATION
24-20
AUTO
EMER GCU
Figure 40 CSM/G Control Schematic

FRA TS 84 wd 11.6.93 Page: 69
AC GENERATION
24-20
EMER GCU - CFDS UTILIZATION

The GCU of the emergency generator system can be tested through the
CFDS.
The menu on the MCDU is displayed on the following page.
There is only one menu item: TEST.
If the protection cicuits work correct during the test, the message TEST OK
appears on the MCDU.
In the case of a negative test result the message GCU EMER with ATA chap-
ter is displayed.

AC GENERATION
24-20

Figure 41 EMER GCU - CFDS Utilization
AC GENERATION
24-20


AC GENERATION
24-20
Figure 42 CSM/G Location

AC GENERATION
24-20
STATIC INVERTER CONTROL

The static inverter serves to supply:
the APU fuel pump (alternate supply)
engine ignition (alternate supply)
one annunciator light transformer (alternate supply) and
the AC ESS BUS (in flight only), if there is no other power source available
except the batteries.
The static inverter transforms 28 V DC into 115 V AC (single phase), 400 Hz.
Nominal power is 1000 VA.
On the ground (speed < 50 kts), to get the static inverter into operation (e.g. for
an APU start), both batteries must be switched on (contactors 6PB1 and 6PB2
energized).
To check the static inverter on ground, the electrical network is switched off,
included the batteries. After that, when the EMER GEN TEST pb-sw. on the
EMER ELEC PWR panel is pushed and hold, a condition is simulated ( A/C
speed >50 kts), in which the static inverter goes into operation automatically
and supplies the AC ESS BUS.
Thereby a part of the ECAM system goes into operation and the electrical pa-
rameters of the static inverter (voltage and frequency) can be checked via the
E/WD (single display operation).
FRA TS 84 wd 16.12.93 Page: 74

AC GENERATION
24-20
Figure 43 Static Inverter Control Schematic

FRA TS 84 wd 16.12.93 Page: 75
AC GENERATION
24-20
GALLEY SUPPLY CONTROL

The supply of the galley loads ( power = 50 kVA) is divided into two groups:
Main Galley supply (40 kVA)
Secondary Galley supply (10 kVA).
The on and off switching and monitoring of the system takes place via a com-
mon pushbutton switch on cockpit overhead panel.
The supply of the galley loads depends on the supply of the electrical network
in flight or on ground.
All galley loads are supplied, when the following power sources are in opera-
tion:
external power
two generators
APU generator on ground.
Only the secondary galley loads are supplied, when the following power
sources are in operation:
one engine generator (ground or flight)
APU generator in flight.
The FAULT light in the GALLEY pb-sw. illuminates, when one of the three gen-
erator sytems (IDG 1,2 or APU) signals an overload condition (discrete from
the GCU).
When there is an overload condition with the APU generator system during
ground operation, the complete galley loads are automatically switched off
(relay 4XA is energized and locked via the GALLEY pb-sw.).
A reset of the galley loads is possible via the GALLEY pb-sw. (first OFF than
on again).
FRA TS 84 wd 16.12.93 Page: 76

AC GENERATION
24-20
Figure 44 Galley Supply Control

FRA TS 84 wd 16.12.93 Page: 77
DC GENERATION
24-30

FRA TS 84 wd 16.12.93 Page: 78

DC GENERATION
24-30
24-30 DC GENERATION
FRA TS 84 wd 16.12.93 Page: 79

DC GENERATION
24-30
TR-UNIT
Each Transformer Rectifier Unit (TR) is supplied with 115 V AC/ 400 Hz, three
phase.
Its nominal current output is 200 A at a voltage of 28 V DC.
The TRs are switched to the corresponding DC busses via contactors, which
are controlled by the TRs itself.
In case of overheat ( >171 C) or minimum current detection ( < 1 A), the TR
contactor is switched off and locked open via the latching relay K 1.
For TR 2 an open latching of the contactor after minimum current detection is
inhibited during ground service operation (contactor 3PX energized).
RESET of a TR is possible either via the CFDS or a common RESET pb-sw.
(15PU) on the relay panel 103VU in the middle right avionics compartment.
Parameters of voltage and current of a TR are delivered to the ECAM system
by the TR and are displayed on the system display (SD).

DC GENERATION
24-30
TR2 ONLY
(GRD SERV.OPER.)
Figure 45 TR Unit Schematic

DC GENERATION
24-30
TR-CONT ACTOR CONTROL

The TR CNTRs 5PU1,2 and 3PE serve for connecting the DC BUSSES 1, 2
and ESS with their corresponding TR.
The ON switching conditions are:
no TR fault and
28 V DC TR output
For the switching logic of TR 2 contactor a third condition is necessary: 5PU2 is
only switched on, when the AC supply for TR 2 comes from AC BUS 2 ( con-
tactor 14PU energized) and not from ground service.

DC GENERATION
24-30
NOTA: FOR TR1,2 AND ESS:

FAULT TR= NO OUTPUT CURRENT
OR OVERHEAT
TR
Figure 46 TR Contactor Control

DC GENERATION
24-30
TR-UNIT - CFDS UTILIZATION

When a TR has been switched off automatically due to a failure, its contactor
keeps open latched.
A reset is possible via the CFDS, as it is seen on the next page.

DC GENERATION
24-30

Figure 47 TR-Unit - CFDS Utilization
DC GENERATION
24-30
DC TIE CONTROL
DC TIE CNTR 1 (1PC1) Control
The contactor is normally energized and serves for connecting the DC BAT
BUS to the DC BUS 1.
DC TIE CNTR 2 (1PC2) Control

The contactor is normally deenergized and energized if TR 1 or TR 2 is lost or
contactor 1PC1 is faulty.
The FINs in the logic in detail stand for the following components:
1PC1 = DC TIE CNTR 1
4PC = ESS DC TIE CNTR
1PP = DC BUS 1
2PP = DC BUS 2
5PU1 = TR 1 CNTR
5PU2 = TR 2 CNTR
1XP = AC BUS 1
2XP = AC BUS 2
FRA TS 84 wd 16.12.93 Page: 86

DC GENERATION
24-30
Figure 48 DC Tie Control

FRA TS 84 wd 16.12.93 Page: 87
DC GENERATION
24-30
DC ESS BUS NORMAL SUPPLY

The DC ESS BUS is normally supplied by the DC BUS 1 via the DC BAT BUS
(ESS DC TIE CNTR 4PC energized). The conditions therefor are:
TR 1 supplies DC BUS 1 (contactor 5PU1 energized)
DC TIE CNTR 1 energized, DC TIE CNTR 2 deenergized)
DC BUS 1 supplied (28 V DC)
ESS TR not in operation (contactor 3PE deenergized).
The ESS DC TIE CNTR (4PC) is deenergized, if:

TR 1 and/or 2 are/is lost (contactors 1PC1 and 1PC2 energized), or
in emergency configuration (contactor 3PE energized), or
DC TIE CNTR 1 (1PC1) faulty.
The FINs in the logic in detail stand for the following components:
4PC = ESS DC TIE CNTR
3PE = ESS TR CNTR
1PP = DC BUS 1
5PU1 = TR 1 CNTR
FRA TS 84 wd 16.12.93 Page: 88

DC GENERATION
24-30
Figure 49 DC ESS Bus normal Supply

FRA TS 84 wd 16.12.93 Page: 89
DC GENERATION
24-30
BATTERY CONTROL In flight, when the electrical emergency configuration is initiated, the APU
start sequence is inhibited during 45 seconds (CNTR 5KA inhibited).
General If the CSM/G comes on line before 45 sec., the APU start sequence is
Two Ni-Cd batteries are installed as DC power sources. Each of them has a available as soon as the CSM/G is coupled to the network.
capacity of 23 Ah. The APU start sequence is also inhibited in emergency configuration, when
They are used for: the landing gear is extended.
start of the APU on ground and in flight, or After a battery or BCL failure, or after battery voltage < 22 V, the battery
contactor opens and remain latched open. A reset is possible by pushing
supplying parts of the AC/DC network in emergency configuration, during the appropriate BAT pb-sw. to OFF and back to AUTO.
RAT deployment and when the emergency generator is not in operation
(configuration with landing gear down). The EMER GEN FAULT light on the EMER ELEC PWR panel is contrlled by
BCL 1 and 2. It illuminates, when:
- AC BUS 1 and 2 power loss
Control - nose landing gear up and locked
Each battery system contains a battery charge limiter (BCL), which controls the - ESS TR CNTR (3PE) not energized.
corresponding battery contactor (BC). Therefor the BAT pb-sw. (cockpit over- All parameters of the batteries for ECAM (indications and failure messages)
head panel) must be in pos. AUTO (pressed in): are delivered by the BCLs in digital form.
BC (BAT CNTR) 1 (2) closed, when: All failure messages from the BITEs (including static inverter fault) are de-
- battery voltage < 26,5 V and BAT BUS voltage > 27 V, or livered to the CFDIU in digital form.
- APU start (APU master switch ON and APU speed < 95%), or
- no AC power available (AC BUS 1 and 2 power loss) and A/C on ground
(LGCIU) or A/C speed < 100 kts (ADIRU 1).
BC 1 (2) open, when:
- charge current < 4 A (BAT SHUNT),or
- charge current rate > 0,4 A/min. during a charge current between 10 A
and 200 A (thermal runaway) (BAT SHUNT), or
- charge current > 150 A for > 90 sec. (BAT SHUNT), or
- discharge current > 150 A (BAT SHUNT), or
- BCL failure (e.g. internal short), or

- battery voltage < 22 V (to prevent complete discharge of the battery) on
ground.
FRA TS 84 wd 16.12.93 Page: 90

DC GENERATION
24-30
5KA
Figure 50 Battery Control

FRA TS 84 wd 16.12.93 Page: 91
DC GENERATION
24-30
BCL - CFDS UTILIZATION

The battery charge limiter (BCL) includes a BITE system type 2, which enable
it to store failure messages in a memory.
The messages can be read out via the CFDS.
Also the BCL can be checked via the CFDS.
Note: During the BCL test, the BAT FAULT light and the RAT & EMER GEN
FAULT light on the overhead panel illuminate for about 6 seconds.
The menu on the MCDU for the BCL is shown on the next page.

DC GENERATION
24-30

Figure 51 BCL - CFDS Utilization
EXTERNAL POWER
24-40

FRA TS 84 wd 16.12.93 Page: 94

EXTERNAL POWER
24-40
24-40 EXTERNAL POWER

FRA TS 84 wd 16.12.93 Page: 95

EXTERNAL POWER
24-40
GENERAL
AC BUS 1 and AC BUS 2 are supplied by external power, when the EPC and
BTC 1 and 2 are energized.
Controls for the external power system are in the cockpit on the overhead
panel and on the ground control panel.
CONTROL CIRCUITS
Energizing of the EPC depends on correct voltage from the external power unit
(EPU). It is checked by the ground power control unit (GPCU).
The control power is available, when the power ready (PR) circuit is energized
in the GPCU.
It is delivered via:
EGIU 1 (channel 2, EXT PWR CTL circuit) and
EPC AUX CTL RLY (5XG) and
a control circuit consisting of aux. contacts of GLCs and BTCs (GLC.BTC
LOGIC).
INDICATING CIRCUITS
As soon as the external power unit delivers correct voltage at the receptacle,
the AVAIL light in the EXT PWR pb-sw. and the EXT PWR AVAIL light on the
receptacle panel illuminate.
After energizing the EPC the AVAIL light in the switch extinguishes and the ON
light illuminates.
The EXT PWR NOT IN USE light on the receptacle panel illuminates, when
neither the EPC nor the AC GND SPLY CNTOR (12XX) is energized.

EXTERNAL POWER
24-40
Figure 52 External Power Control

EXTERNAL POWER
24-40
AC GEN - CFDS UTILIZATION

All AC GENeration computers (GCU 1,2, APU and GPCU) include a BITE sys-
tem type 2, which enable them to store failure messages in a memory.
Also they can be checked via the CFDS.
The GPCU is the interface between the GCUs and the CFDIU. The GCUs are
continuously monitored by the GPCU.
The GPCU stores in the memory the failure codes acquired by the GCUs.
The GPCU can then transmit to the CFDIU all the failure codes thus acquired
together with the failure codes from the GPCU and the external power system.
The menu of the AC GEN system on the MCDU is shown on the next page.
Note: The TEST is only possible on ground with engines and APU shut down.

EXTERNAL POWER
24-40

Figure 53 AC GEN - CFDS Utilization
EXTERNAL POWER
24-40
GROUND SERVICE CONTROL

An AC and DC ground/flight distribution network can be supplied:
either normally from the aircraft network
or directly by the external power unit and TR 2 upstream of the EPC, in
ground service configuration.
In ground service configuration this network can be supplied without energizing
the whole aircraft network.
Supply selection for ground service network is controlled from panel 2000VU,
MAINT BUS switch.
In ON position the switch is electromagnetically latched, if the GPCU delivers
correct control voltage (power ready, PR).
The normal supply configuration has a priority on the ground service configura-
tion (relay 7XX energized by AC BUS 202XP-C), but the switch remains in ON,
until there is no longer power ready.
An overheat of TR 2 results in the automatic unlatching of MAINT BUS ON
switch. This entails the cut-off of ground distribution network.

EXTERNAL POWER
24-40
Figure 54 Ground Service Control

LOAD DISTRIBUTION
24-50
24-50 LOAD DISTRIBUTION

The following Load Distribution Schematic shows the whole architecture of the
electrical network of the A 320/A 321.
Most of the electrical loads are supplied by main busses or power sources via
subbusses.
All the switching elements (relais, contactors) are shown in deenergized condi-
tion; that means:
aircraft on ground and
no electrical power supply available.

LOAD DISTRIBUTION
24-50
Figure 55 Load Distribution Schematic

An:
Memo
Von:
Betrifft:
Datum:

4.
Verteiler:
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Training Manual

ATA Spec. 104 Level 3

Lufthansa Issue: JAN. 1998

Lufthansa Technical Training GmbH

Lufthansa Base Frankfurt

Lufthansa Base Hamburg

ATA 24 ELECTRICAL POWER

FRA TS 84 wd 11.6.93 Seite: Page: 1

24-00 GENERAL technical data:

nominal speed/frequency: 12000 rpm/ 400 Hz

FRA TS 84 wd 11.6.93 Seite: Page: 2

Figure 1 AC/DC Power Sources - Location

FRA TS 84 wd 11.6.93 Seite: Page: 4

Figure 2 Panels - Location

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

Automatic battery contactors opening occurs when:

FRA TS 84 wd 11.6.93 Seite: Page: 6

Figure 3 Electrical Power Panel

FRA TS 84 wd 11.6.93 Seite: Page: 8

Figure 4 Electrical Power Panel

FRA TS 84 wd 11.6.93 Seite: Page: 10

Figure 5 Electrical Power Panel

FRA TS 84 wd 11.6.93 Seite: Page: 12

Figure 6 Emergency Electrical Power Panel

External Power Receptacle

EXT PWR NOT IN USE Light (white)

 EXT PWR AVAILABLE Light (amber)

FRA TS 84 wd 11.6.93 Seite: Page: 14

Figure 7 Maint Bus Switch / External Power Panel

Figure 8 ECAM ELEC Page - Description

Figure 9 ECAM ELEC Page

Figure 10 ECAM ELEC Page - Description

Figure 11 ECAM ELEC Page

FRA TS 84 wd 11.6.93 Seite: Page: 22

Figure 14 Basic Schematic

DC BUSSES SUPPLY GROUND SERVICE SUPPLY

(DC TIE CNTR 1 is closed).

FRA TS 84 wd 11.6.93 Seite: Page: 24

Figure 15 Basic Schematic

Figure 16 AC/DC Supply Configuration Chart

Figure 17 Basic Schematic

Figure 18 AC/DC Supply Configuration Chart

Figure 19 Basic Schematic

Mechanical locked respectively spring-loaded pushbutton-switches on the

FRA TS 84 wd 11.6.93 Seite: Page: 30

Figure 20 AC Control - Basic Schematic

FRA TS 84 wd 11.6.93 Seite: Page: 32

Figure 21 DC Control - Basic Schematic

A synoptic of the electrical network and STATUS informations are displayed on

FRA TS 84 wd 11.6.93 Seite: Page: 34

Figure 22 ELEC - ECAM/CFDS Communication

Figure 23 Components Location

FWD AVIONICS COMPT

MID AVIONICS COMPT

AFT AVIONICS COMPT

Figure 24 Components Location

THIS PAGE INTENTIONALLY LEFT BLANK

FRA TS 84 wd 16.12.93 Page: 38

EXT PWR AVAILABLE Light (amber)

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