Aircraft Electrical System Chapter 4 - Power Dist 2 PDF

Subject Code AKD20403 / AAB30403
UNIVERSITI KUALA LUMPIR Page 1
Malaysian Institute of Aviation Technology
Aircraft Electrical Systems
Chapter 4
Power Distribution System
Lesson Outcomes
Upon completion this chapter, you will be able to:
Explain busbar layout
Explain the bus priority
Explain power distribution system for DC aircraft
Explain power distribution system for AC aircraft
List different type of distribution system in AC aircraft
Explain the operation CSD
Explain the operation of load sharing
Explain the load shedding
BUS-BAR LAYOUTS
The main method of distributing power is by BUSBAR
The output from generators, batteries etc is supplied to bus-
bars and all services take their supplies from the bus-bars.
Primary function of bus-bar is to supply various aircraft loads
with power in all operating condition
Powered by generators, TRU, Inverter, Battery, APU, RAT or
External Power
Fuses or circuit breaker (CB) is located between Bus Bar
and the load for protection.

Bus-bar design varies from aircraft to aircraft.

On older aircraft - copper bar or braided copper with
provisions for mounting or connecting fuses or circuit
breakers.
Small aircraft will just have one bus, large aircraft can have
12 or more.
On modern aircraft they are located
within junction boxes or control
panels centrally located in the
aircraft.
Bus bar can be an inter-linked terminal block or thick

copper strips insulated from the airframe to which
connections are made.
There are 3 bus bars taking up the supply from a 3 phase
ac generator, although only one is shown on most drawing
Generally, most aircraft will contain three

main bus bars
Vital bus (Hot Battery)
Connected directly to the aircraft’s battery
Services that would be required after an emergency
Example of Vital bus are fire detection and
extinguishers, fuel shut off valve and emergency radio.
Essential Bus (primary, main or central bus)

Supply power to aircraft loads that are essential for
flight safety and performance.
Also known as primary, main or central bus.
Services required to ensure a safe landing e.g., radio,
standby instruments etc.
The busbars are connected in such a way that they
can be fed from an emergency generator or battery.
Non-essential bus
Supply power to loads not essential to the flight
performance or safety of an aircraft.
Also known as the load shed, secondary or monitored
bus.
Those services that can be isolated in an in-flight
situation e.g., galley supplies, in-flight entertainment
etc. They can also be subject to load shedding.
Sub-Buses
Aircraft may have other buses that are directly coupled
to the other buses, shown in figure below.
They act like an extension of a bus in different area to
minimize the number of cables running to a given area.
The main bus is usually situated in the cockpit of the
aircraft but the galley equipment is situated in
completely different area.

Bus Control
Buses are normally control automatically or by the aircrew
to prevent overloading of electrical power supply
For example aircraft with two 300Amps generators has total load
of 600Amps. However in normal flight the aircraft electrical system
may be drawing 450 Amps.
If one generator fail, the other generator would be overloaded and
would also fail.
In practice, due to the bus control system, this would not happen.
When the generator failed, the most unimportant bus (i.e.: non
essential bus) would automatically switched off.
This would bring the load demand back within the safe working
load using the surviving generator (below 300 Amps).
If later, the second generator failed during flight, the pilot can
switch off the main bus (non essential bus). This would leave only
hot battery and emergency (essential) buses powered from the
battery to sustain the flight

DC Aircraft
In a single engine aircraft, when the generator
voltage is 0.5 volts more than the battery voltage,
the generator can be connected in line.
In aircraft with more than one generators, they are
always connected in parallel.
To get the first generator on line is not a problem since
the only voltage on the bus is the battery voltage.
For the second generator, the bus voltage and the
generator voltage will be the same. Thus, to get a
differential voltage, a booster resistor is used to push the
incoming generator voltage temporarily to a higher level.
Once both generators are on line, the paralleling circuit
will make sure that the loads are shared equally.
Twin Engine Generator Circuit

Battery Master Switch On

Left Generator Rotate

Generator Isolation Switch Close

Left Generator And Right Generator Rotate

Operation:
1 – Batt master sw On – Generator warning light illuminate
- Voltmeter read 24V
2 – Left generator rotate – U/V relay energise
3 – Diff coil relay energise – when generator voltage above 0.5V – 0.75V above bus
bar voltage (24V), diff voltage drive a current to polarise
the pivoted armature contact close
4 – Left Gen Isolation Sw Close – main contactor energise
a – generator output supply to bus bar via series coil i.e. series coil polarise the
pivoted armature in the same direction as the differential coil
b – L gen warning light extinguish
c – contact for paralleling coil connected
d – contact shorted out the voltage boost resistor
e – voltmeter read 28V
5 – Right generator rotate – U/V relay energise

6 – Diff coil relay energise - when generator voltage above 0.5V – 0.75V than bus bar
voltage (28V), diff cut out relay contact close
7 - Right Gen Isolation Sw Close - main contactor energise

a – generator output supply to bus bar via series coil i.e. charge the battery
b – R gen warning light extinguish
c – contact for paralleling coil connected
d – contact shorted out the voltage boost resistor
e – voltmeter read 28V
-When both generator on line, both generator will share the amount of load by utilizing of
equalizing or paralleling coil
- During engine shut down, a reverse current (15-20A) flow the battery to the generator via
series coil. This series coil will polarise in the opposite sense and cause it to move back to its
original position, its contact open. There is no spring tension in differential relay
The generator main contactor open thus generator warning light illuminate indicate generator
off line.
Example of
a DC
aircraft
distribution
system
AC Aircraft
Modern large aircraft use both ac and dc electric power
Typical generator is three-phase 115 VAC; TRUs convert
the ac to 28 V dc.
In emergency, inverters convert battery power and supply ac
power to all essential ac equipment.
There are basically three different electrical system
configurations used on large transport aircraft :
a. Split bus system,
b. Parallel system, and
c. Split parallel system type.
Split-bus system is used on most twin-engine

commercial aircraft, such as the B737, B757,
B767, MD-80, A300 and A310.
Parallel AC power distribution systems are
typically found on commercial aircraft
containing three or more engines, such as
B727, early B747, Lockheed L-1011, DC-10
and MD-11.
A modified parallel system or split parallel
system is used on some modern four-engine
aircraft, such as the B747-400.
The Split-Bus System

Contains two completely isolated power-generating
systems.
Each system contains its own ac generator,
transformer-rectifiers, and distribution buses.
The right and the left generators power their
respective loads independently of other system
operations.
In the event of a generator failure, the operating
generator is connected in such a manner as to feed
all the essential electrical loads.
APU (auxiliary power unit) generator may be
employed to carry the electrical load of the
inoperative generator.
Figure 4-6: A typical split-bus system

This schematic External power is supplying the whole aircraft. EPC is

closed, bus tie breakers (BTBs), 1 and 2, are closed and both
generator breakers (GBs) are open.
If APU to supply electric power to the entire aircraft, the EPC would
open and the APU generator breaker would close.
If both engine-driven generators are operating, the current flow is from

each generator to its respective transfer bus. BTBs 1 and 2 are open,
GBs 1 and 2 are closed, and the transfer relay is in its normal position.
It can be seen the two generators operate completely independently of
each other.
If one engine-driven generator fails, the opposite

generator is connected to both transfer buses through
transfer relay in order to power the entire electrical
system. Under this configuration, nonessential loads are
automatically removed from the system in order to avoid a
generator overload.
If Gen 1 fail, GB1 will open and transfer relay 1 will connect
Transfer Bus 1 to Gen Bus 2.
The operation will take place automatically in several
microseconds to prevent flight interruption.
If APU is started, closing APU GB will close BTB 1 and restore
transfer relay 1. APU generator will power the left system.
The major advantage of a split-bus system is that the
generators operate independently; that is, generator
output frequencies and phase relationships need not be
so closely regulated.



Parallel Electrical Systems

In a parallel electric power distribution
system, all AC generators are connected to
one distribution bus.
This type of system maintains equal load
sharing for three or more ac generators.
Since the generators are connected in parallel
to a common bus, all generator voltages,
frequencies, and their phase sequence must be
within very strict limits to ensure proper system
operation
Figure 4-9. A four-generator, parallel power distribution system

The simplified block diagram in Figure 4-9

represents typical four-generator parallel
system.
This diagram shows a normal operating
configuration; all four generator circuit breakers
(GCBs) and bus tie breakers (BTBs) are closed.
All four generators are synchronized and
connected in parallel by the tie bus.
The tie bus is often referred to as a
synchronizing bus; its purpose is to connect the
output of all operating generators.
The load buses are used to distribute the
generator current to the various electrical loads.
If one generator fails, its receptive GCB opens.

This isolates that generator from its load bus;
however, that load bus still continues to receive
power while connected to the tie bus.
In case of a load bus overload due to short
circuit, the bus is isolated by the opening of its
GCB and BTB
If two or more generators fail, their respective GB
open, and they are isolated. The remaining
generator(s) supply the power to the entire
system. In this situation nonessential electrical
loads are automatically disconnected from the
system.
Split Parallel System

This system allows for flexibility in load
distribution and yet maintains isolation between
systems when needed.
When closed, the split system breaker (SSB)
connects all generators together, thus
paralleling the system.
When open, the SSB the right- and left-hand
systems, thus creating a more flexible parallel
system
Figure 4-11. A split parallel power distribution system

A split parallel system is used on the Boeing 747-400

aircraft
As seen in Figure 4-12, this system employs four
engine-driven generators and two auxiliary power unit
(APU) generators, and it can accept two separate
external power sources (EXT 1 and EXT 2).
The AC buses are paralleled through the bus tie breakers
(BTBs) and the split system breaker (SSB)
When the SSB is open, the right system operates
independently of the left.
With this system any generator can supply power to any
load bus, and any combination of the IDGs can operate in
parallel.
The external power or APU power can be connected to
the ac buses through their associated contactors.
Figure 4-12: A spilt parallel power distribution system

The AC ground handling (GH) buses are powered by

closing the ground handling relay (GHR) to either the
APU or EXT power.
The DC GH buses receive power from the transformer-rectifier
(TR) located directly above them on the diagram (Figure 4-12).
The ground-handling buses are used to power lighting and
miscellaneous equipment for cargo loading, aircraft fueling, and
cleaning.
The GH buses are not powered during normal flight.
The ground service (GS) buses are controlled from the
flight attendants' station located at the number 2 left door
of the aircraft.
The control switch energizes the ground service relay (GSR),
which connects the GS buses to whichever is currently on line,
the APU or EXT power.
The ground service buses are used to light the interior of the
aircraft and power the main battery charger and other
miscellaneous systems required for maintenance, cleaning, and
initial start-up of the aircraft
DC Distribution System Control

Voltage Regulation
Three types
Vibrator type voltage regulator
Carbon pile voltage regulator
Solid state voltage regulator
Vibrator type voltage regulator

Consists of voltage coil, contact point, resistor
and adjustment spring as shown in the next
figure.
The spring tension determine the level of
regulated output voltage.
The armature contact will open at higher than
preset voltage and close at lower than preset
voltage.
Time for the contact closed depend on the load;
higher load mean longer closing time.
Used for low output generator.
Vibrator Type Voltage Regulator



Contact vibrate open and closed several hundred

times a minute to hold generator voltage within the
desired range.
Vibrating-type regulators cannot be used with

generators which require a high field current,
since the contacts will pit or burn.
Heavy duty generator systems require a different

type of regulator, such as the carbon pile voltage
regulator.
Carbon Pile
Voltage
Regulator
Magnet
Assembly
Armature
Assembly
Pile Unit
Operation of carbon pile voltage regulator

If voltage output more than preset level, current through
voltage coil increase and produce stronger magnetic field.
Armature is attracted to the voltage coil, carbon pile is
decompressed and resistance increase.
Field current decrease causing the output voltage to
decrease.
Opposite condition happen if the output voltage go below
the preset level.
Output voltage adjustment is done in workshop by
adjusting the magnetic core.
Minor adjustment can be done in-situ by adjusting the
trimmer (± 3 volts)
Ballast resistor has negative coefficient that reduce the
effect of temperature increase.

Solid State Voltage Regulator

If output voltage is more than preset level, zener
diode break down and turn on TR1. This will turn
off TR2 and TR3. Field current is cut off and
output voltage reduced.
When output voltage reduce, zener diode turned
off, TR1 off, TR2 and TR3 will turn on. Field
current is restored and output voltage increase.
Generator voltage is set using RV1.
D1 provide short link for the field coil when TR3 is
off. This will also prevent spike in TR3.


Reverse Current Relay

When the generator is on line, the current coil
assists the voltage coil to keep the point closed
If generator voltage falls below bus voltage,
current in current coil reverse direction. Current
coil’s magnetic field will oppose voltage coil’s
field, contact will open and disconnect the
generator from the bus.
Differential voltage at which the relay operates
set by the spring tension.




Current Limiter
Similar construction as vibrator type voltage
regulator.
If generator current rises above pre-set level, the
point open reducing field current. Output voltage
will reduce and current will also reduced.
Current level is set by the adjustment spring.
Current Limiter
Over voltage relay

If voltage exceed pre-set level, the latched relay is tripped
and take the generator off line.
Time taken for the relay to trip is inversely proportional to
the value of over voltage. The higher the voltage, the
faster it trip.
Trip caused by over voltage must be manually reset.
Note : Generator will trip if output voltage rises more than

32 volts.





Paralleling Generators
Step to be followed when paralleling DC
generators:
Bring generators on line and allow them to warm up.
Adjust all generator output to be the same. Do this
before putting the generator on line.
Check the load is equally shared between generators
(all generators current are within 10%)
If generators cannot be balanced, repair the system.
Adjust equalizing resistors as required.

Equalizing Controller
Interconnected on their negative sides via two
equalizing coils.
Equalizing coils are wound onto the same
magnetic core as the coil of the voltage regulator.
Small voltage drop across series interpoles and
compensating field windings of generator (XL1
and XL2). Size of the voltage drop depend on the
output of the generator.
If both gen give the same output (balance), VL1
equal to VL2. Thus, point A and B is at the same
polarity and no current flow in the compensating
winding.

Unbalance gen loads

Let say gen 1 take more load as shown in the next figure.
VL1 greater than VL2 (in negative value). Thus, point A is
more negative than point B because current flow from
ground to the negative brush of the gen.
Equalizing current flow from point B to A as shown.
Therefore, magnetic field in LEC1 will aid to magnetic field
in gen 1 voltage coil. Magnetic field in LEC2 on the other
hand, opposes magnetic field in gen 2 voltage coil.
Resistance in gen 1 carbon pile increase and field current
decrease. In gen 2, resistance decrease and field current
increase. This will decrease the output of gen 1 and
increase the output of gen 2 and bring the generators
back to equalization.


Single gen failure

If gen 1 fail as shown in the next figure, gen 1
RCR (reverse current relay) will open.
This will remove the ground to equalizing
contactor no 1, ECT1.
ECT1 contact open and disable the equalizing coil.
Note :
If one generator
fail, the equalising
coil will be
disconnected thus
no load sharing
AC Distribution System Control

Voltage Regulation
Accomplished by varying the strength of
generator exciter field.
Two main methods:
Error sensing bridge varies the dc current supplied to
the exciter field.
Exciter field is fed by stream of pulses at variable
pulse width to increase or decrease the average
current to the exciter field.
Error sensing bridge

Output of ac gen fed to full wave rectifier bridge. Output of
the rectifier fed to Error Sensing Bridge.
Trimmer used to set the circuit so that at 200V ac, 170 V
dc is applied to the bridge.
Two constant voltage tubes, each maintain 85 V across
itself throughout it’s working range. Thus, when output is
correct (200V), 170V is applied and the bridge is
balanced. Point A and B are at the same potential and no
error signal input to the control winding of the magnetic
amplifier.
Error
Sensing
Bridge
Note :
-When output is
correct (200V),
-Potential at
bridge is 170V
-Potential at A and
B are equal.
-There is no error
signal to the mag
amp.
-Mag amp allow
considerable
current flow to the
gen field
Increase line voltage cause increase in dc voltage applied

to error sensing bridge. Point A will be more positive than
point B. Thus, current flow from A to B. This effect reduce
current to exciter field and reduce output voltage.
Decrease line voltage make point B more positive than

point A. Error current flow from B to A which in effect
increases exciter field current. This will increase the gen
output voltage.
Note :
-When output
voltage increase,
potential at A
more positive
w.r.t. B
-Current flow
from A to B to the
control winding
-Mag amp will
reduce current
flow to generator
exciter field thus
output voltage
drop to normal
value (200V)
Note :
-When output
voltage decrease,
potential at B more
positive w.r.t. A
-Current flow from
B to A to the
control winding
-Mag amp will
increase current
flow to generator
exciter field thus
output voltage
increase to normal
value (200V)
Transistorised voltage regulation

PMG output is fed to transformer in the GCU. Output of
transformer is rectified and the dc output is used to
provide constant voltage input to the main exciter field
windings through a generator control relay.
Under fault condition, the GCR is tripped and field circuit
will be broken.
Generator output is fed via rectifiers to a sensor. The
rectified voltage is compared to reference value. Any
difference in the voltage will signal the amplifier to switch
the transistor ON or OFF. Duration of the pulse depend
on whether to increase or decrease the output voltage.
If generator loading is increased, terminal voltage of the
gen will decrease (due to internal voltage drop). The
regulator will signal the transistor to switch on for longer
period thus increasing the effective field current.

If the gen load reduced, terminal volt of the gen output

tend to increase. The sensor will command the transistor
to switch on for shorter period. This action reduce the
effective field current and the gen output will be reduced.
Voltage amplitude of the pulse remain the same, only the
width is varied as shown below. Therefore, the name
given to this regulator is Pulse Width Modulator.
Constant Frequency System

Most aircraft use Constant Speed Drive Unit (CSDU) to
provide constant speed input to the generator , hence
giving constant frequency output. Speed of the generator
can be 12000rpm, 6000rpm or 8000rpm.
On some aircraft, Variable Speed Constant Frequency
(VSCF) generator is used to provide constant frequency
output (electronically obtained)
CSDU and generator can be separate unit. Later aircraft
used a combined unit called Integrated Drive Generator.
CSDU in non parallel system

Figure shown connection of CSDU to JT8D engine.
CSDU is connected to the Accessory Gear Box which is
driven by the engine through the vertical Tower Shaft.
In this case, CSDU capable of maintaining generator
speed of 6000 rpm from engine gear box speed of 4300
to 8600 rpm.
CSDU
on JT8D
Engine
CSDU on JT8D Engine

CSD is hydro-mechanical device with electrical connection for

control and indication purpose.
Hydraulic unit compose of wobbler plate control pump and a
hydraulic motor. Angle of the wobbler plate is control by a
governor which sense the input speed from the gearbox.
With the pump wobble plate at the same angle as the fix angle
motor wobble plate, the amount of fluid supplied to the motor
match the amount required to displace the motor piston. Thus
motor rotate at the same speed as the pump. This is called
Straight Drive.
If engine speed reduces, then the governor senses this, and
supply fluid to the control piston to increase the pump wobble
plate. This make the pump supply fluid to the motor causing it
to rotate in the same direction as the whole unit is rotating. The
rpm of the motor is added to rpm of the whole unit and push
the output speed to the required rpm. This is called Overdrive.
CSDU Operation
When the engine

running faster, the
wobble plate moves
to the other direction.
This will the pump to
drive the motor to
opposite direction.
Thus, the motor
speed is subtracted
from the driving
speed to make the
output rpm remain
constant. This is
called Underdrive.
Overdrive
condition
Principle of CSDU Differential Drive

CSDU & STBY Power

Panel
Low Oil Pressure will be
on at 120 to 160 psi
(amber light)
Reservoir temperature of
157°C will put on High Oil
Temp light (amber)
together with ‘Master
Caution’ and ‘Elect’ lights.
Oil Temp gauge indicate
oil temp into the reservoir
and temp rise comparing
the in temp and out temp.
It depend on the switch
selection.
Disconnect switch will
disconnect the CSD when
selected.
CSDU Schematic
CSDU Indicator Circuit

CSDU Schematic
CSDU Drive Disconnect

When the disconnect
switch is selected, a
signal is sent to the GCR
to take the gen off line.
Another signal used to
activate the solenoid to
remove the latch. The
spring push the pawl to
be in contact with the
thread on the worm gear
As the shaft rotates, the
screw action causes the
input shaft to move away
from the CSD spline shaft
hence disconnecting the
CSD from the gear box.
Reset can only be carried CSDU Drive Disconnect
out on ground.
Integrated Drive Generator (IDG)

Combination of CSD and brushless generator in one
housing.
Supplies 115/200 V ac 3 phase 400 Hz.
Gear box input speed varies from 5800 to 9975 rpm. The
output to the generator is at 12000 rpm. Thus, the CSD
only adds rpm.
Governor adjustment allow adjustment of the IDG output
frequency if the freq is 400 ±5 Hz. One turn change the
freq 3 to 3.5 Hz, counter-clockwise to increase, clockwise
to decrease.
IDG
SCHEMATIC
INTERGRATED DRIVE GENERATOR (IDG)

6,000 rpm
12,000rpm
Difference between CSD and IDG

CONSTANT SPEED DRIVE (CSD) AND GENERATOR CONTROL UNIT (GCU)

Generator Control Unit

Provide automatic control and protection function for each
channel by monitoring the IDG output.
Contain voltage regulator and all circuit for fault
protection.
Power required to operate internal GCU circuits and
external GCB and BTB contactors is derived from the IDG
permanent magnet generator. Back up power comes from
aircraft 28 V dc.
GCR is tripped and closed by GEN CONTROL alternate
action pushbutton switchlight
GCU
SCHEMATIC
Bus Power Control Unit (BPCU)

Contains all circuit necessary for:
External Power monitoring and protection
Load shedding on utility and galley buses
Tie bus differential protection
Control on external power contactor (EPC)
Control on ground handling relay and ground service relay.
Each GCU and BPCU has built in test equipment (BITE)
with self check and fault diagnosis capability. The BITE
display and controls are mounted on the BPCU.
Bus Power Control Unit (BPCU)

Circuit Breaker
GCB, BTB and APB are identical
circuit breaker. Main contact allows
electrical power source to the buses
Latch type circuit breaker
When close coil energised, the circuit
breaker closes, permanent magnet
provide holding force to latch the circuit
breaker in close position.
When trip signal applied,
electromagnetic field assists internal
spring to break the magnetic latch.
The two zener diodes are there to
suppress arching when breaker is
opening or closing.
Circuit Breaker


Current Transformer.
Three CT, one on each phase.
They can be external to the generators or integrated in
the generator
Three CT are located downstream of generator busbar.
Current transformer output are fed to differential

protection circuit in the GCU as shown below.
Under no fault condition, generator’s current transformer
and load’s current transformer has same emf induced but
opposite direction. Thus, they cancelled each other and
no current flow in the relay coil.
When there is a fault, induced emf are not the same. The
relay is energised and signal is sent to open the GCR.
(typically 20-40A)
Load Shedding
To ensure that electrical loading on generators stays
within limits during both normal and abnormal aircraft
operating condition.
Carried out automatically during high demand period.
Achieved by selectively de-energising non-essential loads
during aircraft condition where the system is overloaded
such as during engine starting or during generator failure.
Controlled primarily by BPCU (Bus Power Control Unit)
which trip UBR (Utility Bus Relay – operated by a utility
bus switch) and ELCU (Electrical Load Control Unit). It
monitors all main power sources and all main power
breaker positions.
The following 3 figures shows load shedding operations.

In flight
generator
lost
-only R IDG
online
Load shedding during engine start

AC Load Sharing
AC power is divided into two components:
Real power - V x I x Cos Ø Watts or Kilowatts (kW)
Reactive power – V x I Sin Ø VAR KVAR
All generators operating in parallel must share
both power components equally.
Two paralleling circuits are used , one for each
power component.
Reactive Load Sharing

If the two gen are sharing the
load equally, there is no
current flows in the sensing
resistors.
Assume each CT output is
0.5A, the current in the
sensing loop is also 0.5A
which is the average of the
two CT output.
If load becomes unbalanced

as shown in the figure, the
sensing loop current will
remain 0.5A.
Current output from each CT
are not the same. Thus, the
difference between the
currents will flow in the sensing
resistors as shown.
The current flow in the sensing
resistor will signal the voltage
regulator to increase/decrease
the generator excitation due to
increase/decrease the reactive
loading of the IDG/generators.
Next figure shows a Reactive Load Sharing

circuit of four gen in parallel.
The sensing resistor is in the GCU
Average current in sensing loop is (2+7+6+6)/4 =
5.25 A. Current will flow in the sensing resistor.
Current in the sensing resistors will increase the
output of Gen 1 and reduce the output of Gen 2,
3 and 4.
Reactive Load Sharing control modifies
generators’ excitation current through GCU
Decrease output Decrease output

Decrease output
Increase output REACTIVE LOAD SHARING

Real (Active) Load Sharing

Following figure shows a real load sharing circuit.
Similar action happens in this circuit as in the reactive load
sharing.
However, the sensing resistor is located in load controller.
This signal is fed to magnetic trim coil in the speed
governor of a CSDU or IDG.
This signal will trim the CSD torque. In this example, the
drive torque of gen 1 is increased while the other gen
torques are decrease.
Real Load Sharing control modifies generator drive torque
through load controller.
Torque Decrease Torque Decrease

Torque Decrease
Torque Increase REAL LOAD SHARING

GOVERNOR WITH MAGNETIC TRIM

IDG IN A PARALLEL SYSTEM

Wassalam

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Subject Code AKD20403 / AAB30403

UNIVERSITI KUALA LUMPIR Page 1

Malaysian Institute of Aviation Technology

Aircraft Electrical Systems

Malaysian Institute of Aviation Technology

Malaysian Institute of Aviation Technology

Malaysian Institute of Aviation Technology

Malaysian Institute of Aviation Technology

Bus-bar design varies from aircraft to aircraft.

Bus bar can be an inter-linked terminal block or thick

Malaysian Institute of Aviation Technology

Generally, most aircraft will contain three

Malaysian Institute of Aviation Technology

Essential Bus (primary, main or central bus)

Malaysian Institute of Aviation Technology

Malaysian Institute of Aviation Technology

Malaysian Institute of Aviation Technology

Malaysian Institute of Aviation Technology

Malaysian Institute of Aviation Technology

Malaysian Institute of Aviation Technology

Malaysian Institute of Aviation Technology

Twin Engine Generator Circuit

Malaysian Institute of Aviation Technology

Battery Master Switch On

Malaysian Institute of Aviation Technology

Left Generator Rotate

Malaysian Institute of Aviation Technology

Generator Isolation Switch Close

Malaysian Institute of Aviation Technology

Left Generator And Right Generator Rotate

Malaysian Institute of Aviation Technology

Malaysian Institute of Aviation Technology

5 – Right generator rotate – U/V relay energise

7 - Right Gen Isolation Sw Close - main contactor energise

Malaysian Institute of Aviation Technology

Malaysian Institute of Aviation Technology

Malaysian Institute of Aviation Technology

Split-bus system is used on most twin-engine

Malaysian Institute of Aviation Technology

The Split-Bus System

Malaysian Institute of Aviation Technology

Figure 4-6: A typical split-bus system

Malaysian Institute of Aviation Technology

This schematic External power is supplying the whole aircraft. EPC is

Malaysian Institute of Aviation Technology

Malaysian Institute of Aviation Technology

If both engine-driven generators are operating, the current flow is from

Malaysian Institute of Aviation Technology

If one engine-driven generator fails, the opposite

Malaysian Institute of Aviation Technology

Malaysian Institute of Aviation Technology

Malaysian Institute of Aviation Technology

Malaysian Institute of Aviation Technology

Parallel Electrical Systems

Malaysian Institute of Aviation Technology

Figure 4-9. A four-generator, parallel power distribution system

Malaysian Institute of Aviation Technology

The simplified block diagram in Figure 4-9

Malaysian Institute of Aviation Technology

If one generator fails, its receptive GCB opens.

Malaysian Institute of Aviation Technology

Split Parallel System

Malaysian Institute of Aviation Technology