Escolar Documentos
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Aircraft Systems
Mike Mahon
Institute of Technology Carlow
Power Distribution
Power Distribution
An organized distribution system throughout an aircraft is essential in
order for the power available at the appropriate generating sources to
be made available at the inputs of the power consuming equipment.
The manner in which power distribution is arranged is dependent on:
The type of aircraft.
Its electrical system.
The number of components.
The location of consumer components.
Aircraft power distribution systems are configured to allow the
maximum flexibility in their management if a component or system
failure occurs.
Busbars
Busbars
In most types of aircraft, the output from the generating sources is
coupled to one or more low impedance conductors known as busbars.
These are usually situated in junction boxes or distribution panels
located at central points within the aircraft.
They provide a convenient means for connecting positive supplies to
the various consumer circuits.
Busbars vary in form depending on the electrical power requirements
of the particular aircraft type.
They are often formed of thick strips of copper with holes at
appropriate intervals for attaching one side of a protection device.
Busbars
Busbars
Busbars can alternatively be made from heavy
gauge wire.
The busbar can be supplied from one or more
power sources, i.e. generators, inverters,
transformer rectifier units (TRUs) or batteries.
Protection devices (fuses or circuit breakers), are
connected in series with a specific system to
remove power if an overload condition arises. Different shapes and
sizes of copper busbars
A means of protecting the power source and
feeder lines to the busbar is typically also
provided.
Busbar Systems
Busbar Systems
A distribution system must be capable of dealing with a power source
or a power consumer system operating under abnormal conditions.
The requirements and abnormal conditions of an aircraft distribution
system may be summarised as:
1. Power consuming equipment must not be deprived of power in the event
of power source failures unless the total power demand exceeds the
available supply.
2. Faults on the distribution system (e.g. fault currents, grounding or
earthing at a busbar, etc.) should have a minimum effect on system
functioning, and should constitute minimum possible fire risk.
3. Power consuming equipment faults must not endanger the supply of
power to other equipment.
Busbar Systems
Busbar Systems
The requirements listed on the previous slide are met in a combined
manner by a combination of methods:
By paralleling generators where appropriate.
By providing adequate circuit protection devices.
By isolating faulted generators from the distribution system.
By arranging busbars and distribution circuits so that they may be fed from
different power sources.
The management of potential failures is addressed by categorizing the
various loads and disconnecting them in a predetermined sequence.
It is usual to categorize all consumer services into their order of
importance: vital, essential and non-essential.
Busbar Systems
Busbar Systems
Vital services are those which are required for the safe landing of the
aircraft, e.g. radios, fuel control, landing gear and fire protection.
These services are connected directly to the battery through the
battery bus.
Essential services are those required to ensure the continued safe
operation of the aircraft, e.g. flight instruments.
These services are connected to the essential bus in such a way that
they can always be supplied from a generator or batteries.
Non-essential services are those which can be isolated for load
shedding purposes e.g. in-flight entertainment and main cabin lights.
These services can be disconnected and isolated without affecting the
safe operation of the flight and are connected to the main bus.
Busbar Systems
Busbar Systems
Busbar system
Busbar Systems
Busbar Systems
The power distribution system on the previous slide is one in which the
power supplies are 28 V DC from engine driven generators operating in
parallel, 115 V 400 Hz AC from inverters and 28 V DC from batteries.
Each generator has its own busbar to which are connected the non-
essential consumer services.
Both busbars are in turn connected to a single busbar which supplies
power to the essential services and with both generators operating.
Therefore all consumers requiring DC power are supplied.
The essential services busbar is also connected to the battery busbar
ensuring that the batteries are maintained in the charged condition.
Busbar Systems
Busbar Systems
In the event that one generator should fail it is automatically isolated
from its respective busbar and all busbar loads are then taken over by
the operative generator.
Should both generators fail however, non-essential consumers can no
longer be supplied.
The batteries will automatically supply power to the essential services
and keep them operating for pre-determined period.
This is calculated on the basis of consumer load requirements and
battery state of charge.
DC Electrical System
Ammeter Configurations
DC Electrical System
Possible Faults
Overheat:
An overheat thermostat is fitted in most aircraft generators to sense cooling
air exhaust temperature. This will cause a warning light on the flight deck to
illuminate if the temperature exceeds typically 160 C. The generator should
be manually switched off if this occurs.
Seizure:
In the event the generator seizes due to a mechanical fault, a quill drive is
fitted between the engine and the generator to shear and automatically
disconnect the engine from the generator.
High Reverse Currents:
High reverse currents are protected against by using a reverse current circuit
breaker.
DC Electrical System
Possible Faults
Over Voltage:
This condition is typically caused by a malfunction of the voltage regulator
and may cause damage to the loads and battery if allowed to continue. An
over voltage sensor is fitted in the system, which will trip the generator off
the busbar and de-excite its field. One reset attempt is normally allowed.
Under Voltage:
The under voltage condition is protected for by using a differential cut-out
circuit.
Alternator/busbar schematic
Electrical Power Systems 15
Simple twin engine load sharing (equalizing) system using carbon pile regulators
AC Electrical System
DC Power Supplies
In an AC electrical system, DC
power supplies are derived
from transformer rectifier units
(TRUs) supplied from the 200 V
AC busbars.
The TRUs are normally run in
parallel and some systems have
isolation relays installed to
separate the DC busbars during
fault conditions.
Frequency-Wild AC System
Frequency-Wild AC System
Frequency-Wild AC System
Frequency-Wild AC System
The AC generators are fitted directly to each engine, and unless the
engines run at a constant speed, the output frequency varies.
The output frequency from each generator is normally 200 V three-
phase and varies in frequency between 280 and 540 Hz, which
corresponds respectively to low and high engine RPM.
The generators in this system should not be run in parallel under any
circumstances.
Their AC output is normally used to feed heating elements only as the
elements are purely resistive and unaffected by changes in frequency.
In some systems, part of the frequency-wild output is rectified in a
transformer rectifier unit (TRU) and provides an alternative DC supply.
DC supplies may be paralleled provided that the voltages are matched.
Frequency-Wild AC System
Operation
Frequency-Wild AC System
Operation
With the engine started and running, the generator is initially excited
by a separate power source (either the battery or ground power).
This is achieved by switching the generator control switch to RESET and
thus closing the field relay.
When the generator produces an output, part of it is fed back through
the voltage regulator and rectifier to provide the generator field.
Once the generator is operating at its regulated output voltage, the line
contactor closes and the generator warning light goes out.
Moving the control switch to the ON position subsequently de-excites
the field relay and removes the source of the initial excitation current.
The generator will now be fully self excited, and the voltage regulator
will continue to adjust the field current for varying speed conditions.
Frequency-Wild AC System
Possible Faults
Overheat:
If the generator overheats due to inadequate cooling or overload, a warning
light alerts flight crew and the generator should be manually switched off.
Earth Leakage:
If there is low insulation in the alternator system or loads, a warning light
illuminates. If this occurs, the generator should be switched off.
Under Voltage:
This fault normally uses the same warning light as that used for an earth
leakage fault. The voltmeter should be used to discriminate between an
earth leakage fault and an under voltage fault.
Over Voltage:
If an over voltage condition occurs, a sensing circuit automatically de-excites
the generator and removes if from the busbar.
Operation
On most aircraft, the APU is started by an electrical starter, which is
supplied from its own dedicated battery or from the aircraft battery.
When the APU is up and running, it is selected by the APU generator
circuit breaker (GCB) to feed the No. 1 and No. 2 main AC busbars.
The APU generator then supplies all of the aircraft AC requirements,
and the transformer rectifier units (TRUs) supply any DC requirements.
When the No. 1 engine is started, its dedicated IDG produces a 200 V
400 Hz three-phase supply and feeds the No. 1 main AC busbar.
However, before it can supply this busbar, the APU power must be
removed from the No. 1 main AC busbar.
Operation
This achieved by opening the appropriate GCB, followed by the closing
of the No. 1 IDG GCB.
The No. 1 IDG now feeds the No. 1 main AC busbar and the APU
generator continues to feed the No. 2 main AC busbar.
When the No. 2 engine is running, the APU generator supply must first
be removed before the No. 2 IDG feeds the No. 2 main AC busbar.
At this point, the APU is no longer needed to feed the electrical system
and is shut down.
Both engine driven IDG AC supplies now operate independently of each
other and are kept separated by the bus tie breaker (BTB).
Operation
If one IDG fails, the BTB between the two systems automatically closes
and the serviceable generator feeds both of the main AC busbars.
If the APU is started again, it substitutes for the failed generator and
the BTB opens.
The main aircraft DC supply is maintained by two TRUs (one for each
IDG), as follows:
The No. 1 TRU feeds the essential DC busbar.
The No. 2 TRU feeds the non-essential DC busbar.
The TRUs are kept independent from each other by an isolation relay.
If either TRU fails, the isolation relay between the two sides
automatically closes, and the serviceable TRU feeds both busbars.
Operation
The essential AC busbar may be powered from the No. 1 DC busbar
through the use of a static inverter if necessary.
The batteries are directly connected to the battery busbar and this is
interconnected with the No. 1 DC busbar through the battery relay.
In the event of both generators failing during flight load shedding will
occur to ensure power is supplied to the vital loads for a period of time.
The non-essential AC and DC loads will be shed first followed by the
essential AC and DC loads if necessary, leaving just the vital loads.
Possible Faults
Over Voltage:
If this type of fault is allowed to persist, it could cause serious damage to
cable insulation and components.
Differential Protection:
This type of protection monitors a line-to-line or line-to-earth fault, which
normally occurs inside the IDG.
Over Frequency:
If this fault is allowed to continue, it may damage any capacitive circuits due
to high currents.
Under Frequency:
This fault causes high currents and the overheating of inductive circuits.
Possible Faults
Generator Overheat:
The generator may overheat due to frictional heating or inefficient cooling.
If this occurs the system must be manually switched off.
IDG Disconnect (CSDU Disconnect):
The oil pressure and temperature of the IDG is monitored. If the pressure
drops and the temperature rises, the flight crew may disconnect the IDG. It
can only be manually reset on the ground with the engine stopped.
Generator Bearing Failure:
If excessive clearance exists in the bearings of the engine or APU generators,
the flight crew will be alerted to a warning light on the flight deck.
Resetting:
Many of the electrical faults mentioned may be reset. Usually only one reset
is allowed.
Control
Control
Control of the system is via a number of switches, control breakers and
relays arranged to connect and disconnect the generators and busbars:
Ammeters indicate load current for the main generators.
Ground power available light (blue) indicates when an external power
supply is connected.
Ground power on/off switch is used to select ground power onto the
aircraft.
Transfer bus off light (amber) indicates when the transfer relay is de-
energized.
Bus off light (amber) indicates when both the GCB and BTB are open.
Generator bus off light (blue) indicates if the GCB is open.
APU generator bus off light (blue) indicates the APU is running at >95% RPM
but there is no power from generator.
Operation
When GROUND POWER is selected, the ground power breaker (GPB)
closes and allows the ground power to feed the generator busbars.
With the No. 1 engine running, its generator is excited when the
generator control relay (GCR) is closed, which enables the generator to
provide an output.
On closing the generator switch, the external services breaker (ESB)
opens, removing ground power.
The No. 1 generator circuit breaker (GCB) closes allowing the No. 1
generator to supply the necessary aircraft power.
Operation
With the No. 2 engine running, and its generator producing the
necessary output, it can be paralleled with the No. 1 generator.
This is achieved via the synchronising busbars by closing the No. 2
generators GCB providing all paralleling conditions are met.
Both generators must share the real and reactive loads equally and
these are monitored on individual generator meters on the flight deck.