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Training Manual

A 319/320/321
ATA 24
Electrical Power
Line & Base Maintenance

ATA Spec. 104 Level 3

Book No:

ALL A319/320/321 24 LEVEL 3 E

Lufthansa
Technical Training GmbH
Lufthansa Base

Issue: JAN. 1998


For Training Purposes Only
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 . . . . . . . . . . . . . . . .
24-00

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

92

24-40

EXTERNAL POWER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
CONTROL CIRCUITS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
INDICATING CIRCUITS . . . . . . . . . . . . . . . . . . . . . . . . . . . .
AC GEN - CFDS UTILIZATION . . . . . . . . . . . . . . . . . . . . .
GROUND SERVICE CONTROL . . . . . . . . . . . . . . . . . . . . .

95
96
96
96
98
100

24-50

LOAD DISTRIBUTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

102

GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
AC/DC POWER SOURCES . . . . . . . . . . . . . . . . . . . . . . . . .
PANEL DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
AC BUSSES SUPPLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
DC BUSSES SUPPLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
AC/DC ESS SHED BUS SUPPLY . . . . . . . . . . . . . . . . . . . .
GROUND SERVICE SUPPLY . . . . . . . . . . . . . . . . . . . . . . .
AC CONTROL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
DC CONTROL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ELEC - ECAM/CFDS COMMUNICATION . . . . . . . . . . . . .

2
2
4
22
24
24
24
30
32
34

24-20

AC GENERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
IDG - INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . .
IDG DRIVE SPEED/CONVERSION . . . . . . . . . . . . . . . . . .
IDG OIL SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
IDG CONTROL/INDICATION . . . . . . . . . . . . . . . . . . . . . . . .
APU GENERATOR DRIVE . . . . . . . . . . . . . . . . . . . . . . . . . .
IDG SYSTEM CONTROL . . . . . . . . . . . . . . . . . . . . . . . . . . .
APU GENERATION SYSTEM CONTROL . . . . . . . . . . . . .
EGIU (ELECTRICAL GENERATION INTERFACE UNIT)
AC ESS BUS SUPPLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
CSM/G ENGAGEMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . .
CSM/G CONTROL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
EMER GCU - CFDS UTILIZATION . . . . . . . . . . . . . . . . . .
STATIC INVERTER CONTROL . . . . . . . . . . . . . . . . . . . . . .
GALLEY SUPPLY CONTROL . . . . . . . . . . . . . . . . . . . . . . .

39
40
42
44
46
50
52
56
60
62
64
68
70
74
76

24-30

DC GENERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
TR-UNIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
TR-CONT ACTOR CONTROL . . . . . . . . . . . . . . . . . . . . . . .
TR-UNIT - CFDS UTILIZATION . . . . . . . . . . . . . . . . . . . . .
DC TIE CONTROL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
DC ESS BUS NORMAL SUPPLY . . . . . . . . . . . . . . . . . . . .
BATTERY CONTROL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

79
80
82
84
86
88
90

Page: i

TABLE OF FIGURES
Figure 1
Figure 2
Figure 3
Figure 4
Figure 5
Figure 6
Figure 7
Figure 8
Figure 9
Figure 10
Figure 11
Figure 12
Figure 13
Figure 14
Figure 15
Figure 16
Figure 17
Figure 18
Figure 19
Figure 20
Figure 21
Figure 22
Figure 23
Figure 24
Figure 25
Figure 26
Figure 27
Figure 28
Figure 29
Figure 30
Figure 31
Figure 32
Figure 33
Figure 34
Figure 35

AC/DC Power Sources - Location . . . . . . . . . . . . . . . . . . .


Panels - Location . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Electrical Power Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Electrical Power Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Electrical Power Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Emergency Electrical Power Panel . . . . . . . . . . . . . . . . . .
Maint Bus Switch / External Power Panel . . . . . . . . . . . . .
ECAM ELEC Page - Description . . . . . . . . . . . . . . . . . . . .
ECAM ELEC Page . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ECAM ELEC Page - Description . . . . . . . . . . . . . . . . . . .
ECAM ELEC Page . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Warnings/Inhibitions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Warnings/Inhibitions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Basic Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Basic Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
AC/DC Supply Configuration Chart . . . . . . . . . . . . . . . . .
Basic Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
AC/DC Supply Configuration Chart . . . . . . . . . . . . . . . . .
Basic Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
AC Control - Basic Schematic . . . . . . . . . . . . . . . . . . . . .
DC Control - Basic Schematic . . . . . . . . . . . . . . . . . . . . .
ELEC - ECAM/CFDS Communication . . . . . . . . . . . . . .
Components Location . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Components Location . . . . . . . . . . . . . . . . . . . . . . . . . . . .
IDG Location . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
IDG Drive/Speed Conversion . . . . . . . . . . . . . . . . . . . . . .
IDG Oil System Schematic . . . . . . . . . . . . . . . . . . . . . . . .
IDG Control/Indication . . . . . . . . . . . . . . . . . . . . . . . . . . . .
IDG Components Location . . . . . . . . . . . . . . . . . . . . . . . .
IDG Oil Cooler Location . . . . . . . . . . . . . . . . . . . . . . . . . . .
APU Generator Location . . . . . . . . . . . . . . . . . . . . . . . . . .
IDG System Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
IDG System Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
APU Generator System Control . . . . . . . . . . . . . . . . . . . .
APU Generator System Control . . . . . . . . . . . . . . . . . . . .

3
5
7
9
11
13
15
16
17
18
19
20
21
23
25
26
27
28
29
31
33
35
36
37
41
43
45
47
48
49
51
53
55
57
59

Figure 36
Figure 37
Figure 38
Figure 39
Figure 40
Figure 41
Figure 42
Figure 43
Figure 44
Figure 45
Figure 46
Figure 47
Figure 48
Figure 49
Figure 50
Figure 51
Figure 52
Figure 53
Figure 54
Figure 55

EGIU Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
AC ESS Bus Supply Schematic . . . . . . . . . . . . . . . . . . . .
CSM/G Engagement Logic . . . . . . . . . . . . . . . . . . . . . . . .
RAT Extension and CSM/G Control Logic . . . . . . . . . . .
CSM/G Control Schematic . . . . . . . . . . . . . . . . . . . . . . . .
EMER GCU - CFDS Utilization . . . . . . . . . . . . . . . . . . . .
CSM/G Location . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Static Inverter Control Schematic . . . . . . . . . . . . . . . . . . .
Galley Supply Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
TR Unit Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
TR Contactor Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
TR-Unit - CFDS Utilization . . . . . . . . . . . . . . . . . . . . . . . .
DC Tie Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
DC ESS Bus normal Supply . . . . . . . . . . . . . . . . . . . . . . .
Battery Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
BCL - CFDS Utilization . . . . . . . . . . . . . . . . . . . . . . . . . . .
External Power Control . . . . . . . . . . . . . . . . . . . . . . . . . . .
AC GEN - CFDS Utilization . . . . . . . . . . . . . . . . . . . . . . .
Ground Service Control . . . . . . . . . . . . . . . . . . . . . . . . . . .
Load Distribution Schematic . . . . . . . . . . . . . . . . . . . . . . .

61
63
65
67
69
71
73
75
77
81
83
85
87
89
91
93
97
99
101
103

Page: ii

A319/320/321
24-00

ATA 24

ELECTRICAL POWER

For Training Purposes Only

Lufthansa Technical Training

ELECTRICAL POWER
GENERAL

FRA TS 84 wd 11.6.93

Seite: Page: 1

Lufthansa Technical Training


For Training Purposes Only

ELECTRICAL POWER
GENERAL

A319/320/321
24-00

24-00

GENERAL

AC/DC POWER SOURCES


AC Power Sources
The electrical network of the A 320/321 is normally supplied by two engine
driven AC generators (IDG 1/2).
The drive unit (for constant speed) and the generator are integrated in one unit
(Integrated Drive Generator; IDG).
technical data:
nominal power: 90 kVA
nominal voltage: 115/200 V AC, three-phase
nominal speed/frequency: 12000 rpm/ 400 Hz
The APU drives a third, auxiliary, generator (APU GEN) which can replace either main generator (GEN 1 and/or GEN 2).
The APU generator also serves as an independent AC power supply on
ground.
technical data:
nominal power: 90 kVA
nominal voltage: 115/200 V AC, three-phase
nominal speed/frequency: 24000 rpm/ 400 Hz
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/Generator) supplies the systems required for aircraft control.
technical data:
nominal power: 5 kVA
nominal voltage: 115/200 V AC, three-phase
nominal speed/frequency: 12000 rpm/ 400 Hz
An external power receptacle, in front of the nose wheel well, enables to connect a ground power source to the electrical network during ground operation.

technical data:
nominal current output: 200 A DC
nominal voltage: In 115/200 V AC, three-phase
Out 28 V DC
Two airborne nickel-cadmium batteries are installed.
The main functions of the batteries are:
 to start the APU in flight and on ground
 to supply the essential network in some configurations.
technical data:
nominal capacity: 23 Ah
nominal voltage: 24 V DC
DC-AC Inverter
One static inverter of 1000 VA nominal power transforms the direct current voltage from battery 1 into a single phase 115 V, 400 Hz, alternating current.
The static inverter is automatically activated in the event of loss of all AC power
sources and supplies the AC essential network.

DC Power Source
The DC electrical system is normally supplied from the AC electrical system via
Transformer Rectifiers.

FRA TS 84 wd 11.6.93

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A319/320/321
24-00

For Training Purposes Only

Lufthansa Technical Training

ELECTRICAL POWER
GENERAL

Figure 1
FRA TS 84 wd 11.6.93

AC/DC Power Sources - Location


Seite: Page: 3

A319/320/321
24-00

PANEL DESCRIPTION
General

For Training Purposes Only

Lufthansa Technical Training

ELECTRICAL POWER
GENERAL

FRA TS 84 wd 11.6.93

Seite: Page: 4

Lufthansa Technical Training

ELECTRICAL POWER
GENERAL

A319/320/321
24-00

For Training Purposes Only

AC GEN

Figure 2
FRA TS 84 wd 11.6.93

Panels - Location
Seite: Page: 5

Lufthansa Technical Training

ELECTRICAL POWER
GENERAL

24-00
PANEL DESCRIPTION (Cont.)
Electrical Power Panel
 BAT 1 (2) ind.
Battery voltage is indicated in white.
 BAT 1 (2) pb sw
Controls the operation of the corresponding Battery Charge Limiter.
Auto:
The battery charge controller unit automatically controls the connection/disconnection of the corresponding battery to the DC BAT BUS (3 PP) by closure /
opening of the battery line contactor.
 The batteries are connected to the DC BAT BUS in the following cases:
- APU starting (MASTER SW at ON and N < 95 %).
- Battery voltage below 26.5 V (battery charge). End of charging cycle
occurs when battery charge current becomes lower than 4 A:
 on ground, immediately
 in flight, after a time delay of 30 mn.
- Loss of AC BUS 1 and 2 when below 100 KT (EMER GEN not supplying).
 lf AC BUS 1 and 2 are not supplied, and emergency generator is not supplying (during RAT transit and after L / G extension) :
- battery 1 supplies the AC STAT INV bus, and, provided speed is greater
than 50 kt, the AC ESS bus.
- battery 2 supplies the DC ESS BUS.

For Training Purposes Only

A319/320/321

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


Reset is achieved by switching BAT pb sw to OFF then Auto.
OFF:
The battery charge control unit is not operating, the battery line contactor is
open.
OFF light illuminates white provided the DC BAT BUS is supplied.
Hot buses remain supplied.
FAULT lt:
Illuminates amber accompanied by ECAM caution activation when the charging
current for corresponding battery increases at an abnormal rate. In this case
the battery contactor opens.
 IDG 1 (2) (Integrated Drive Generator) pb sw (guarded)
CAUTION :
1) lf the pb is pressed for longer than about 3 sec damage may occur to the
disconnection mechanism.
2) Do not disconnect the IDG when the engine is not running (or in windmilling)
since IDG damages would occur at engine start.
Normally springloaded out.
When pressed the IDG is disconnected from its drive shaft and can only be
reconnected by maintenance personnel.
FAULT lt:
Illuminates amber accompanied by ECAM caution activation in case of:
 IDG oil outlet overheat (above 185C), or
 IDG oil pressure low. Inhibited at low engine speed (N2 below 14%).

 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
FRA TS 84 wd 11.6.93

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A319/320/321
24-00

For Training Purposes Only

Lufthansa Technical Training

ELECTRICAL POWER
GENERAL

Figure 3
FRA TS 84 wd 11.6.93

Electrical Power Panel


Seite: Page: 7

Lufthansa Technical Training


For Training Purposes Only

ELECTRICAL POWER
GENERAL

A319/320/321
24-00

PANEL DESCRIPTION (Cont.)


Elecrical Power Panel (Cont.)
 GEN 1(2)pb sw
On:
The generator field is energized and the line contactor closes provided electrical parameters are normal.
OFF:
The generator field is de-energized and the line contactor opens.
The fault circuit is reset.
FAULT lt:
Illuminates amber accompanied by ECAM caution activation in the event of:
 Protection trip initiated by the associated Generator Controi Unit (GCU).
Note : lf the protection trip is initiated by a differential fault the reset actionhas no effect after two attempts.
 Opening of the line contactor (except if GEN pb sw selected OFF).
 APU GEN pb sw
On:
The APU generator field is energized and the line contactor closes provided
parameters are normal and EXT PWR line contactor is open.
The bus tie contactor 1 and (or) 2 automatically closes if GEN 1 and (or) GEN
2 are not operative.
OFF:
The generator field is de-energized and the line contactor opens.
The fault circuit is reset.
FAULT lt:
Same as GEN 1 or 2 FAULT.
APU GEN FAULT lt is inhibited when APU speed is too low.
 BUS TIE pb sw
AUTO:
The bus tie contactors (BTC) open or close automatically in order to maintain
power supply to both AC BUS 1 and 2.
 One contactor is closed when:
- One engine generator supplies the associated AC BUS bar, and
- The APU GEN or EXT PWR supplies the other side.

FRA TS 84 wd 11.6.93

 Both contactors are closed in case of one engine, or APU GEN, or EXT
PWR supply.
OFF:
Both bus tie contactors open.
AC ESS FEED pb sw
The AC ESS BUS is normally supplied from the AC BUS 1.
lt may be supplied by the AC BUS 2 through the AC ESS FEED pb sw.
Normal:
The AC ESS BUS is supplied from AC BUS 1.
ALTN:
The AC ESS BUS is supplied from AC BUS 2.
FAULT lt:
Illuminates amber accompanied by ECAM activation when the AC ESS BUS is
not electrically supplied.
Note: In case of total loss of main generators the AC ESS BUS is automatically
supplied by the emergency generator or by the static inverter if the emergency generator is not available.

GALLEY pb sw
AUTO:
Main galley and secondary galley are supplied.
The main galley is automatically shed in the following cases:
 In flight: Only one generator is operating.
 On ground: Single engine generator operation (All galleys are available
when APU GEN or EXT PWR is supplying).
OFF:
The main galley and secondary galley are not supplied.
FAULT lt:
Comes on amber accompanied by ECAM activation when the load of any generator is above 100 % of rated output.

Seite: Page: 8

A319/320/321
24-00

For Training Purposes Only

Lufthansa Technical Training

ELECTRICAL POWER
GENERAL

Figure 4
FRA TS 84 wd 11.6.93

Electrical Power Panel


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A319/320/321
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.

For Training Purposes Only

Lufthansa Technical Training

ELECTRICAL POWER
GENERAL

FRA TS 84 wd 11.6.93

Seite: Page: 10

A319/320/321
24-00

For Training Purposes Only

Lufthansa Technical Training

ELECTRICAL POWER
GENERAL

Figure 5
FRA TS 84 wd 11.6.93

Electrical Power Panel


Seite: Page: 11

Lufthansa Technical Training

ELECTRICAL POWER
GENERAL

A319/320/321
24-00

PANEL DESCRIPTION (Cont.)


Emer(gency) Electrical Power Panel
 MAN ON pb (guarded)
AUTO :
When the following conditions are met:
- AC BUS 1 not electrically supplied and
- AC BUS 2 not electrically supplied and
- Aicraft speed above 100 KTS
 The RAT extends.
 Provided the L /G is up, the CSM / G (constant speed motor / generator) is
hydraulically powered by the blue system.
 As soon as the emergency generator electrical parameters are within tolerances the emergency generator is connected to the aircraft network.
When depressed :
 RAT extension is manually selected.
 Emergency generator coupling occurs if the L/G is up with 3 sec. delay.

 EMER GEN TEST pb (guarded)


When pressed and held :
 lf AC NORMAL BUSSES are supplied
- The EMER GEN is hydraulically powered provided blue electric pump is
running.
- The AC ESS BUS and the DC ESS BUS are connected to the emergency generator (the DC ESS SHED and AC ESS SHED busses are not
powered)
- The ELEC page is automatically displayed on ECAM (only on ground).
 If BAT only supply the aircraft:
- The AC ESS BUS is powered by the static inverter.
 GEN 1 LINE pb sw
OFF:
GEN 1 line contactor opens.
The AC BUS 1 channel is supplied from GEN 2 through bus tie contactors.
(Used for smoke drill).
SMOKE lt:
see ATA Chapter 26.

For Training Purposes Only

 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.

FRA TS 84 wd 11.6.93

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A319/320/321
24-00

For Training Purposes Only

Lufthansa Technical Training

ELECTRICAL POWER
GENERAL

Figure 6
FRA TS 84 wd 11.6.93

Emergency Electrical Power Panel


Seite: Page: 13

Lufthansa Technical Training

ELECTRICAL POWER
GENERAL

A319/320/321
24-00

PANEL DESCRIPTION (Cont.)


 MAINT BUS Switch
Its the control switch for the maintenance bus supply (ground service) by external 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 external power contactor (EPC) nor ground service is switched on.

For Training Purposes Only

 EXT PWR AVAILABLE Light (amber)


illuminates if the ground power unit delivers correct voltage.

FRA TS 84 wd 11.6.93

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Lufthansa Technical Training

ELECTRICAL POWER
GENERAL

A319/320/321
24-00

1
3

For Training Purposes Only

Figure 7
FRA TS 84 wd 11.6.93

Maint Bus Switch / External Power Panel


Seite: Page: 15

A319/320/321
24-00

For Training Purposes Only

Lufthansa Technical Training

ELECTRICAL POWER
GENERAL

Figure 8
FRA TS 84 wd 11.6.93

ECAM ELEC Page - Description


Seite: Page: 16

A319/320/321
24-00

For Training Purposes Only

Lufthansa Technical Training

ELECTRICAL POWER
GENERAL

Figure 9
FRA TS 84 wd 11.6.93

ECAM ELEC Page


Seite: Page: 17

A319/320/321
24-00

For Training Purposes Only

Lufthansa Technical Training

ELECTRICAL POWER
GENERAL

Figure 10
FRA TS 84 wd 11.6.93

ECAM ELEC Page - Description


Seite: Page: 18

A319/320/321
24-00

For Training Purposes Only

Lufthansa Technical Training

ELECTRICAL POWER
GENERAL

Figure 11
FRA TS 84 wd 11.6.93

ECAM ELEC Page


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GENERAL

Figure 12
FRA TS 84 wd 11.6.93

Warnings/Inhibitions
Seite: Page: 20

A319/320/321
24-00

For Training Purposes Only

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BCL

Figure 13
FRA TS 84 wd 11.6.93

Warnings/Inhibitions
Seite: Page: 21

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A319/320/321
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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).

For Training Purposes Only

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 aircraft 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 important annunciator lights.

FRA TS 84 wd 11.6.93

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TR1

For Training Purposes Only

TR2

Figure 14
FRA TS 84 wd 11.6.93

Basic Schematic
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DC BUSSES SUPPLY
DC BUS 1/2
The main DC loads are supplied by DC BUS 1 and DC BUS 2.
Each bus is supplied by one transformer rectifier (TR):
 DC BUS 1 by TR 1
 DC BUS 2 by TR 2.
There is no connection between the two 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).

GROUND SERVICE SUPPLY


A ground service circuit enables the supply of AC and DC equipment by external power for maintenance purposes, without the necessity of supplying the
whole network (AC SVCE BUS and DC SVCE BUS).
The control takes place through a switch outside the cockpit.
The service busses are also supplied during normal network configuration
which is in priority.

For Training Purposes Only

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.

FRA TS 84 wd 11.6.93

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TR1

For Training Purposes Only

TR2

Figure 15
FRA TS 84 wd 11.6.93

Basic Schematic
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A319/320/321

ELECTRICAL POWER
GENERAL

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For Training Purposes Only

<100kt

Figure 16
FRA TS 84 wd 11.6.93

AC/DC Supply Configuration Chart


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TR1

For Training Purposes Only

TR2

Figure 17
FRA TS 84 wd 11.6.93

Basic Schematic
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A319/320/321

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For Training Purposes Only

<100kt

Figure 18
FRA TS 84 wd 11.6.93

AC/DC Supply Configuration Chart


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A321-131
A319/320/321

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TR1

For Training Purposes Only

TR2

Figure 19
FRA TS 84 wd 11.6.93

Basic Schematic
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AC CONTROL
Three identical generator control units (GCU) are installed for the three generator systems (GEN 1, 2 and APU).
The main functions of the GCUs are:
 to regulate the generator voltage by the field current.
 to protect the network and the generator by control of the associated GLC
and the generator field current.
 to provide BITE information to the GPCU.
 to control the warnings associated with the corresponding channel.
For the CSM/G system a control unit (EMER GCU) enables full control.
The main functions of the EMER GCU are:
 to control the servo-valve excitation for speed regulation
 to regulate the generator voltage by the field current
 to protect the network and the generator by control of the associated GLC
and the generator field current.

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
network is normal supplied.
The control of the two bus tie contactors (BTC 1/2) happens automatically. It
depends on the position of the other contactors (GLC 1,2, APU and EPC).
The BTCs can be switched off by one common pushbutton-switch (BUS TIE
OFF).
The supply of the AC ESS BUS takes place as follows:
 normally by the AC BUS 1 (automatic)
 alternative by the AC BUS 2 (manually controlled by the AC ESS FEED pbsw.)
 in emergency configuration or smoke configuration by the EMER GEN or
STAT INV in flight (automatically or manually).
The centralized monitoring of the AC network happens via the ECAM system.
Failure informations in detail are given via the CFDS.

For Training Purposes Only

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.

FRA TS 84 wd 11.6.93

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Figure 20
FRA TS 84 wd 11.6.93

AC Control - Basic Schematic


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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 RESET pb-sw. on the relay-panel 103 VU in the right lateral avionics compartment.
The contactors (DC TIE CNTR) between the DC busses (1, 2, ESS, BAT) are
controlled automatically through relais logics.

For Training Purposes Only

Two identical battery charge limiters (BCL) serve to control each battery contactor when the corresponding BAT pb-sw. is in the AUTO position. The battery 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.

FRA TS 84 wd 11.6.93

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Figure 21
FRA TS 84 wd 11.6.93

DC Control - Basic Schematic


Seite: Page: 33

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GENERAL

A319/320/321
24-00

ELEC - ECAM/CFDS COMMUNICATION


ELEC - CFDS
The line and hangar maintenance of the electronic systems in the A 320/321 is
based on the use of the centralized fault display system (CFDS).
The purpose of the CFDS is to give the maintenance personal a central maintenance aid for trouble shooting.
From the MCDUs it is possible:
 to read the maintenance informations
 to initiate various tests.
The electrical power components connected to the CFDS are as follows:
 GPCU
 BCL 1, 2
 EMER GCU
 TR 1, 2, ESS
The GPCU and 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.

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
(EGIU).
The main functions of the EGIU is to process the parameters from the GCU
and associated generator. The EGIU then 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 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.

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.

FRA TS 84 wd 11.6.93

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Figure 22
FRA TS 84 wd 11.6.93

ELEC - ECAM/CFDS Communication


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Contactor
(typical)

Figure 23
FRA TS 84 wd 11.6.93

Components Location
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24-00

FWD AVIONICS COMPT

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EMER
GCU

812

For Training Purposes Only

AFT AVIONICS COMPT

MID AVIONICS COMPT

TR-RESET

Figure 24
FRA TS 84 wd 11.6.93

Components Location
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AC GENERATION

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24-20

For Training Purposes Only

THIS PAGE INTENTIONALLY LEFT BLANK

FRA TS 84 wd 16.12.93

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A320/A321
24-20

24-20

AC GENERATION

For Training Purposes Only

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FRA TS 84 wd 16.12.93

Page: 39

A 320/A321
24-20

IDG - INTRODUCTION
Each engine (HP rotor) drives its associated main generator through the accessory 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.

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IDG Attachment

B
Figure 25
FRA TS 84 wd 11.6.93

IDG Location
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IDG DRIVE SPEED/CONVERSION


General
Each engine (HP rotor) drives its associated IDG through the accessory gearbox.
The IDG can be split into two parts:
 the AC generator which has to be driven at constant speed to supply the
loads with constant frequency
 the drive which transforms the engine variable speed into constant speed
for the generator.
The unit is lubricated and cooled by an own oilsystem.

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
stationary field. Rotating diodes rectify the three phase output of the main exciter rotor.
This output feeds the main rotor winding.
The third machine (main alternator) receives excitation for the rotating salient
four pole field from the rectified output of the main exciter.
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 generator is designed for use with an external voltage regulator forming
part of the GCU.

For Training Purposes Only

Drive Operation
A mechanical epicyclic differential gear transmits power to the generator portion 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 swashplate 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 gearbox. 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.

FRA TS 84 wd 11.6.93

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TO
GCU

MPU
INPUT
SPEED
SENSOR

For Training Purposes Only

HYDRAULIC TRIM UNIT

Figure 26
FRA TS 84 wd 11.6.93

IDG Drive/Speed Conversion


Seite: Page: 43

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ELECTRICAL POWER
AC GENERATION

A 320/A321
24-20

IDG OIL SYSTEM


The IDG has a self contained oil system except for the heat-exchanger.
Positive displacement scavenge pumps pump the oil (via the IDG filter) to the
aircraft heat exchanger and return it to the IDG.
The charge oil supply of cleaned, cooled deaerated oil is provided as a bus.
This oil supply feeds:
 the differential hydraulic units
 the generator
 the governor
 the control piston
The lubrication jets are individually supplied.
The deaerator supercharges the inlet of the charge pump with solid oil.
The charge pump pressurizes the oil against the charge relief valve.
It provides thus regulated supply pressures to:
 the hydraulics
 the controls
 the differential
 the generator
 the various lubrication and cooling nozzles
A differential pressure indicator is provided to show when the filter element is
clogged. The sensing device for the differential pressure is automatically suppressed 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 system.
A vent valve releases internal case pressure if necessary.

FRA TS 84 wd 11.6.93

A quick fill coupling situated on the transmission casing enables pressure filling
or topping up the unit with oil.
The oil thus introduced flows to the transmission via the scavenge filter and
external cooler circuit. This ensures:
 the priming of the external circuit
 the filtration of any oil introduced.
An internal standpipe connected to an overflow drain ensures a correct quantity
of oil.
You can read the oil level through two sight glasses located on the IDG. One
sight glass serves for the CFM 56 engine, the other one for the V 2500 engine.
Oil temperature sensors monitor the temperature of both the input and output
oil: they allow overheat detection.
A pressure switch operates in the event of a loss of the charge oil pressure.
In both cases (overheat and loss of pressure) a warning is provided to the
cockpit.

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A 320/A321
24-20

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AC GENERATION

Figure 27
FRA TS 84 wd 11.6.93

IDG Oil System Schematic


Seite: Page: 45

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ELECTRICAL POWER
AC GENERATION

A 320/A321
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 system 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 detections.
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 advisory 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).

FRA TS 84 wd 11.6.93

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24-20

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Figure 28
FRA TS 84 wd 11.6.93

IDG Control/Indication
Seite: Page: 47

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24-20

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Figure 29
FRA TS 84 wd 11.6.93

IDG Components Location


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24-20

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Figure 30
FRA TS 84 wd 11.6.93

IDG Oil Cooler Location


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A 320/A321
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.

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AC GENERATION

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B
OIL DRAIN PLUG

Figure 31
FRA TS 84 wd 11.6.93

APU Generator Location


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AC GENERATION

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IDG SYSTEM CONTROL
General
Two identical generator control units (GCU) serve for controlling and monitoring
of the engine driven generator-systems.
Their functions are as follows:
 regulation of the generator voltage
 control and protection of the generator-system and network
 control of various warnings and indications
 self-monitoring and test of the system (BITE).
Voltage Regulation
The voltage regulation is performed by regulating the generator excitation current: the voltage is kept at the nominal point of regulation ( POR ).
The POR is located in the electrical power center at the end of the generator
feeder, upstream of the line contactor.
Analog circuits achieve the regulation.
The PMG provides directly the excitation supply via the generator control relay
( GCR ). The excitation supply is rectified. Then a chopper amplifier (pulse
width modulation) controls the excitation supply.
The regulation is achieved using a signal proportional to the average of the
three line to neutral voltages at the input.

For Training Purposes Only

A320/A321

Protection and Generator Control


These functions mainly consists of generator excitation, generator line contactor (GLC) control and bus tie contactor (BTC) lockout (DP lockout).
The excitation is controlled via the GCR. The generator line contactor is controlled 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

GCR and/or PRR are switched off by the following protection or control functions:
 GEN pb-switch in OFF,
 FIRE pb-switch (FS) released out during fire procedure,
 IDG disconnection (DISC),
 under-/overfrequency (UF/OF),
 under-/overvoltage (UV/OV),
 differential protection (DP),
 shorted rotating diodes (SRD),
 shorted PMG (SPMG),
 IDG underspeed (US),
 incorrect phase sequence (IPS),
 open cable (OC),
 computer failure
Except for some particular cases the system may be resetted by setting GEN
pb-sw . to OFF than back to On.
After a differential protection or GLC failure activation the system resetting can
only be performed two times via the GEN pb-sw. A further reset is possible via
the GCU (DP/BTC RESET).
Warnings, Signalisations and Indications
The GCU delivers the following outputs for warnings, signalisations and indications:
 FAULT light in the IDG disconnect pb-sw. when a failure in the IDG drive
part is detectet,
 FAULT light in the GALLEY pb-sw. and signal to ECAM via EGIU when
there is an overload condition with one generator,
 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.
Page: 52

A320/A321
24-20

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OC,

Figure 32
FRA TS 84 wd 11.6.93

IDG System Control


Page: 53

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AC GENERATION

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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 analysing 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

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A320/A321
24-20

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AC GENERATION

OC,

Figure 33
FRA TS 84 wd 11.6.93

IDG System Control


Page: 55

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AC GENERATION

24-20
APU GENERATION SYSTEM CONTROL
General
One generator control unit (GCU) serves for controlling and monitoring of the
APU driven generator-system.
Its functions are as follows:
 regulation of the generator voltage
 control and protection of the generator-system and network
 control of various warnings and indications
 self-monitoring and test of the system (BITE).
Voltage Regulation
The voltage regulation is performed by regulating the generator excitation current: the voltage is kept at the nominal point of regulation ( POR ).
The POR is located in the electrical power center at the end of the generator
feeder, upstream of the line contactor.
Analog circuits achieve the regulation.
The PMG provides directly the excitation supply via the generator control relay
( GCR ). The excitation supply is rectified. Then a chopper amplifier (pulse
width modulation) controls the excitation supply.
The regulation is achieved using a signal proportional to the average of the
three line to neutral voltages at the input.

For Training Purposes Only

A320/A321

Protection and Generator Control


These functions mainly consists of generator excitation and generator line contactor ( APU GLC) control.
The excitation is controlled via the GCR. The generator line contactor is controlled 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

GCR and/or PRR are switched off by the following protection or control functions:
 GEN pb-switch in OFF,
 under-/overfrequency (UF/OF),
 under-/overvoltage (UV/OV),
 differential protection (DP),
 shorted rotating diodes (SRD),
 shorted PMG (SPMG),
 APU underspeed (US),
 incorrect phase sequence (IPS),
 computer failure
Except for some particular cases the system may be resetted by setting GEN
pb-sw . to OFF than back to On.
After a differential protection or GLC failure activation the system resetting can
only be performed two times via the GEN pb-sw. A further reset is possible via
the GCU (DP/BTC RESET).
Warnings, Signalisations and Indications
The GCU delivers the following outputs for warnings, signalisations and indications:
 FAULT light in the GALLEY pb-sw. and signal to ECAM via EGIU when
there is an overload condition with one generator,
 FAULT light in the GEN pb-sw. and signal to ECAM via EGIU when a failure
in the generator system is detectet,
 GEN AC LOAD on the ECAM SD.

Page: 56

A320/A321
24-20

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AC GENERATION

Figure 34
FRA TS 84 wd 11.6.93

APU Generator System Control


Page: 57

Lufthansa Technical Training


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ELECTRICAL POWER
AC GENERATION

A320/A321
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 analysing 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

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Figure 35
FRA TS 84 wd 11.6.93

APU Generator System Control


Page: 59

A320/A321
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.

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AC GENERATION

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AC GENERATION

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For Training Purposes Only

FLOP

Figure 36
FRA TS 84 wd 11.6.93

EGIU Schematic
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AC ESS BUS SUPPLY


Normal Supply
The AC ESS BUS is normally supplied by the AC BUS 1 (AC ESS BUS CONTACTOR 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.

For Training Purposes Only

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 CONTACTOR 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

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ALTN

(EMER GCU)

Figure 37
FRA TS 84 wd 11.6.93

AC ESS Bus Supply Schematic


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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).

For Training Purposes Only

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

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SAME AS A320

For Training Purposes Only

MLG NOT
COMPRESSED
GND

BLUE HYD
SAME AS A320

AIR

A321

A320
Figure 38

FRA TS 84 wd 11.6.93

CSM/G Engagement Logic


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A320
A320/A321
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:
 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).

For Training Purposes Only

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).

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A320/A321

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AC GENERATION

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BCL1

Figure 39
FRA TS 84 wd 11.6.93

RAT Extension and CSM/G Control Logic


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ELECTRICAL POWER
AC GENERATION

A320
A320/A321
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 generator).
The hydraulic motor drives the generator. A servo valve speed regulator controls 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:
 automatically dependent on the configuration of the electrical network and
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 landing gear up and locked (relay 3PH deenergized).
As soon as the generator system is power ready, control power for the corresponding 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

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AC GENERATION

AUTO
EMER GCU

Figure 40
FRA TS 84 wd 11.6.93

CSM/G Control Schematic


Page: 69

A 320/A321
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 chapter is displayed.

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Figure 41
FRA TS 84 wd 11.6.93

EMER GCU - CFDS Utilization


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Figure 42
FRA TS 84 wd 11.6.93

CSM/G Location
Seite: Page: 73

A320/A321
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 parameters of the static inverter (voltage and frequency) can be checked via the
E/WD (single display operation).

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Figure 43
FRA TS 84 wd 16.12.93

Static Inverter Control Schematic


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ELECTRICAL POWER
AC GENERATION

A320/A321
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 common 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 operation:
 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 generator 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

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Figure 44
FRA TS 84 wd 16.12.93

Galley Supply Control


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DC GENERATION

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FRA TS 84 wd 16.12.93

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A320/A321
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24-30

DC GENERATION

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A 320/A321
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).

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For Training Purposes Only

TR2 ONLY
(GRD SERV.OPER.)

Figure 45
FRA TS 84 wd 30.6.93

TR Unit Schematic
Seite: Page: 81

A 320/A321
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 ( contactor 14PU energized) and not from ground service.

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DC GENERATION

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NOTA: FOR TR1,2 AND ESS:


FAULT TR= NO OUTPUT CURRENT
OR OVERHEAT

For Training Purposes Only

TR

Figure 46
FRA TS 84 wd 30.6.93

TR Contactor Control
Seite: Page: 83

A 320/A321
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.

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Figure 47
FRA TS 84 wd 30.6.93

TR-Unit - CFDS Utilization


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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.

For Training Purposes Only

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
 1PC2 = DC TIE CNTR 2
 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

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Figure 48
FRA TS 84 wd 16.12.93

DC Tie Control
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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.

For Training Purposes Only

The FINs in the logic in detail stand for the following components:
 1PC1 = DC TIE CNTR 1
 1PC2 = DC TIE CNTR 2
 4PC = ESS DC TIE CNTR
 3PE = ESS TR CNTR
 1PP = DC BUS 1
 5PU1 = TR 1 CNTR

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Figure 49
FRA TS 84 wd 16.12.93

DC ESS Bus normal Supply


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DC GENERATION

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BATTERY CONTROL
General
Two Ni-Cd batteries are installed as DC power sources. Each of them has a
capacity of 23 Ah.
They are used for:
 start of the APU on ground and in flight, or
 supplying parts of the AC/DC network in emergency configuration, during
RAT deployment and when the emergency generator is not in operation
(configuration with landing gear down).

Control
Each battery system contains a battery charge limiter (BCL), which controls the
corresponding battery contactor (BC). Therefor the BAT pb-sw. (cockpit overhead panel) must be in pos. AUTO (pressed in):
 BC (BAT CNTR) 1 (2) closed, when:
- battery voltage < 26,5 V and BAT BUS voltage > 27 V, or
- 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

 In flight, when the electrical emergency configuration is initiated, the APU


start sequence is inhibited during 45 seconds (CNTR 5KA inhibited).
If the CSM/G comes on line before 45 sec., the APU start sequence is
available as soon as the CSM/G is coupled to the network.
The APU start sequence is also inhibited in emergency configuration, when
the landing gear is extended.
 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
the appropriate BAT pb-sw. to OFF and back to AUTO.
 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
- nose landing gear up and locked
- ESS TR CNTR (3PE) not energized.
 All parameters of the batteries for ECAM (indications and failure messages)
are delivered by the BCLs in digital form.
 All failure messages from the BITEs (including static inverter fault) are delivered to the CFDIU in digital form.

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5KA

Figure 50
FRA TS 84 wd 16.12.93

Battery Control
Page: 91

A 320/A321
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.

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Figure 51
FRA TS 84 wd 30.6.93

BCL - CFDS Utilization


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EXTERNAL POWER

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24-40

EXTERNAL POWER

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EXTERNAL POWER

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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

For Training Purposes Only

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.

FRA TS 84 wd 11.6.93

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Figure 52
FRA TS 84 wd 11.6.93

External Power Control


Seite: Page: 97

A 320/A321
24-40

AC GEN - CFDS UTILIZATION


All AC GENeration computers (GCU 1,2, APU and GPCU) include a BITE system 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.

For Training Purposes Only

Lufthansa Technical Training

ELECTRICAL POWER
EXTERNAL POWER

FRA TS 84 wd 18.6.93

Seite: Page: 98

A 320/A321
24-40

For Training Purposes Only

Lufthansa Technical Training

ELECTRICAL POWER
EXTERNAL POWER

Figure 53
FRA TS 84 wd 18.6.93

AC GEN - CFDS Utilization


Seite: Page: 99

A320/A321
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 configuration (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.

For Training Purposes Only

Lufthansa Technical Training

ELECTRICAL POWER
EXTERNAL POWER

FRA TS 84 wd 11.6.93

Seite: Page: 100

A320/A321
24-40

For Training Purposes Only

Lufthansa Technical Training

ELECTRICAL POWER
EXTERNAL POWER

Figure 54
FRA TS 84 wd 11.6.93

Ground Service Control


Seite: Page: 101

A 320/A321
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 condition; that means:
 aircraft on ground and
 no electrical power supply available.

For Training Purposes Only

Lufthansa Technical Training

ELECTRICAL POWER
LOAD DISTRIBUTION

FRA TS 84 wd 25.6.93

Seite: Page: 102

A 320/A321
24-50

For Training Purposes Only

Lufthansa Technical Training

ELECTRICAL POWER
LOAD DISTRIBUTION

Figure 55
FRA TS 84 wd 25.6.93

Load Distribution Schematic


Seite: Page: 103

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