Governing System

The governor assembly senses the output speed and regulates the supply pressure to achieve
the required control pressure at the control cylinder of the variable pump. Maintaining the
correct pressure level in the control cylinder provides a constant output speed.

Normal Governing
The flyweights are connected to the rotating shaft. As output speed changes, a change in
centrifugal force causes the flyweights to pivot on their axis. The flyweight toes act against a
bearing on the governor stem which compresses the spring and moves the stem.

When the proper output speed is achieved, a balance exists between the spring and fly-weight
force. This balance positions the stem to meter the supply pressure to achieve the required
control pressure.

Figure 5.89: CSDU Principle

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 Figure 5.90: Governor principle

CSDU in a Paralleled System

Not too unlike the CSDU for a non-paralleled system but with the addition of a trimming device
to allow the alignment of the phases of the generator with the phases from the other generators.
Figure 5.91 shows a typical IDG used in a paralleled system.

The IDG has a variable speed input from the engine gearbox and through a network of hydro-
mechanical components the CSD portion of the IDG drives the generator at 12,000rpm. As with
the previous IDG, the speed is determined by the governor which is a spring biased flyweight
type unit. The significant difference between the governor in an IDG used in a paralleled system
to one in a non-paralleled system is the magnetic trim system. This allows fine tuning of the
generator to adjust the drive torque to ensure correct real-load sharing.

The governor (Figure 5.90) receives oil pressure from the charge pump and senses output
speed of the planetary differential via the coil. The flyweight arms are made of alnico. Below
these arms is a coil which has an electrical supply from a load controller. This supply influences
the position of the governor for real-load sharing.

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 Figure 5.91: IDG in a paralleled system

The nominal charge pressure is 250 PSI as regulated by the charge relief valve. If the oil
pressure falls below 140 PSI the charge pressure switch closes the DRIVE light in the IDG
disconnect switch to come on in the flight deck.

The disconnect system is as previously described, and resetting is only allowed on the ground
with the engine shut-down.

The Integrated Drive Generator (IDG)

The lDG converts the varying engine accessory gearbox speeds of 4,500 to 9,120 revolutions
per minute to a constant generator speed of 12,000 ± 120 revolutions per minute. The generator
operates at a constant output frequency of 400 ± 4 hertz.

Variable speed shaft power is provided to the IDG input shaft, which is directly coupled to the
carrier shaft of the differential. The variable displacement hydraulic unit is driven by the carrier
shaft at a direct ratio of the input speed. The variable displacement hydraulic unit is hydraulically

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coupled to a fixed hydraulic unit which is mechanically connected to the input ring gear of the
differential. The speed and direction of the input ring gear is controlled by an output speed
sensing governor which controls the displacement of the variable hydraulic unit.

Speed summing is accomplished in the differential by adding or subtracting trim speed. Planet
gears are used to transmit this speed to the output ring gear which rotates at a constant speed
as a result of the speed summing. The output ring gear is engaged with the generator drive gear
so the generator also rotates at a constant speed.

Generator Control
The generator is controlled by the corresponding generator pushbutton. When pressed in, if the
generator speed is high enough, the generator is energized. If the delivered parameters are
correct, the Generator Line Contactor (GLC) closes to supply its network.

The Generator Fault light comes on when any generator parameter is not correct or when the
Generator Line Contactor is open.

lDG Disconnection
In case of oil overheat or drop of oil pressure, the amber IDG FAULT light comes on and the
ECAM/EICAS system is triggered. To disconnect the IDG from the accessory gearbox, the IDG
pushbutton must be pressed.

IDG Reconnection
In flight, IDG disconnection is irreversible. The system can only be reconnected on the ground
with engines shut down to avoid damage to the drive shaft clutch device. A mechanical reset
handle (ring) fitted to the IDG enables the drive to be reconnected while the engine is stationary
on the ground.

NOTE: Do not reconnect the IDG when the engine is in windmilling as it will damage the IDG
disconnection mechanism.

5.140 Module 13.5 Electrical Power (ATA 24)

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Rev.00 - 31 March 2016 Training Purpose Only © Copyright 2016
 Figure 5.92: IDG Block diagram

Figure 5.93: An integrated drive generator

Module 13.5 Electrical Power (ATA 24) 5.141

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Figure 5.94 shows a schematic of an IDG for a load sharing system. It is fitted to more modern
aircraft. Note that it is not too unlike a generator and CSDU fitted into the same unit.

The IDG supplies 115/200V AC 3-phase 400Hz and consists of a CSD and a brushless
generator in a common housing. The gearbox input speed is 5,800 to 9,975rpm and the output
speed is 12,000rpm. So in this system the CSD only adds RPM to the generator.

The governor adjustment allows adjustment of the IDG output frequency, if the frequency is just
outside the 400Hz plus or minus 5Hz range, a governor adjustment may be performed. One
turn changes the frequency 3 to 3.5Hz, counter-clockwise to increase and clockwise to
decrease.

Note the input speed sensor and the disconnect mechanism. IDG temperature sensors sense
the IDG 'oil in' and 'oil out' temperatures and sends signals via the Generator Control Unit
(GCU) to the cockpit display.

5.142 Module 13.5 Electrical Power (ATA 24)

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 Figure 5.94: IDG schematic

Module 13.5 Electrical Power (ATA 24) 5.143

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 Figure 5.95: Disconnect Mechanism (shown disconnected)

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 IDG Hydraulic System

General
The hydraulic oil system in an IDG is used for cooling, lubrication and the hydraulic functions of
regulating speed.

It consists of two pump and motor assemblies, a mechanical governor, a scavenge pump, a
charge and scavenge pump, a vacuum break valve, a scavenge relief valve and a filter,
pressure differential indicator, an external circuit bypass valve, a charge relief valve, a charge
pressure switch, a scavenge pressure switch, and a rotating deareator.

Governor and Support

The governor is a spring-loaded, flyweight-operated, hydraulic control valve whose driving gear
is in mesh with the differential output ring gear through the scavenge pump gear. The governor
senses CSDU output speed and controls the oil pressure to the control cylinder, maintaining a
constant output speed of 12,000 revolutions per minute.

Figure 5.96: Governor with magnetic trim

Pump and Motor Assemblies

The left-hand and right-hand pump and motor assemblies both consist of a fixed unit and a
variable unit. The fixed unit includes a fixed wobbler plate and a steel cylinder block with nine
piston-slipper assemblies. The variable unit consists of a variable wobbler and a cylinder block
containing piston-slipper assemblies. Each pump and motor assembly also contains a port
plate.

Module 13.5 Electrical Power (ATA 24) 5.145

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 Figure 5.97: CSDU Gear Differential and Hydraulic Unit schematic – Overdrive phase

5.146 Module 13.5 Electrical Power (ATA 24)

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Rev.00 - 31 March 2016 Training Purpose Only © Copyright 2016
 Figure 5.98: CSDU Gear Differential and Hydraulic Unit schematic – Underdrive phase

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IDG Example - (A320)

IDG Characteristics summary

 Voltage 115/200 VAC

 Power 90 kVA
 Frequency 400 Hz +/- 5 Hz
 Input Speed 4,500 – 9,120 RPM
 Generator Speed 12,000 RPM
 Oil Temperature < 127°C
 Oil Pressure 220 - 280 PSI
 Weight 56 kg

Figure 5.99: Integrated Drive Generator

Figure 5.100: Constant Speed Drive major Subassemblies

5.148 Module 13.5 Electrical Power (ATA 24)

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 Figure 5.101: Integrated Drive Generator oil level sight glass, viewed through access panel

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 Flightdeck Control and Indication of the CSDU/IDG
Indications to the pilot will vary depending on the aircraft. These may include: over volt/under
volt; oil pressure low; oil temperature high etc.

Figure 5.102 shows actual CSDU and standby power control panel.

On this aircraft at a pressure of approximately 140psi, the electromagnetic pressure sensor in

the CSDU will cause an amplifier to ground an AMBER low pressure warning light.

At a temperature of 157°C in the oil reservoir, a bi-metal switch will ground the AMBER high oil
temperature light. Both amber lights would be accompanied by MASTER CAUTION and ELECT
annunciator lights.

Two temperature bulbs measure the oil temperature change either side of the oil cooler. One
bulb measures the input oil temperature to the CSDU and is read on the meter on the power
panel.

Figure 5.102: Boeing 737 CSDU control panel – early and later versions

A switch on the panel alters the circuit to include the oil out temperature bulb so that the meter
now reads the rise in oil temperature through the CSDU. 5 to 10°C rise is normal.

In case of a mechanical fault on the generator there is a disconnect on the drive between the
engine and the generator and, in case of serious jamming, there is a wasted drive shaft that will
shear.

The disconnect solenoid is controlled by a guarded and locked switch on the control panel. The
normally closed contacts of the switch place a ground on the line to prevent the possibility of a
voltage pick-up from inadvertently tripping the CSDU.

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When the switch is activated one pole of the switch sends a signal to trip the GCR which will trip
the generator off-line. The other pole energises the disconnect solenoid. This allows a spring-
loaded pawl to move into contact with threads on the worm gear. The input shaft acts as a
screw in a threaded hole and input rotation causes the input shaft to move away from the input
splined shaft, separating the driving dogs on the two shafts. When the driving dogs have been
separated, the input splined shaft, which is still being driven by the engine, spins freely in the
transmission unit without causing any transmission rotation (Figure 5.95).

Reset can only be accomplished on the ground following an engine shutdown - by pulling out
the reset handle until the solenoid nose pin snaps back into position - and logbook entries have
been cleared of course.

5.152 Module 13.5 Electrical Power (ATA 24)

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 Figure 5.103: CSDU schematic summary

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 Brushless Generator
There are obvious problems associated with brushes rubbing on commutators, so a generator
designed without these has considerable advantages in terms of wear, sparking etc. There are
several types of brushless AC generators in use and we shall deal with three of them.

General Principle
A brushless alternator consists of three separate fields, a permanent magnetic field, an exciter
field, and a main output field. The permanent magnets furnish the magnetic flux to start the
generator producing an output before field current flows. The magnetism produced by these
magnets induces voltage into an armature that carries the current to a generator control unit, or
GCU. Here, the AC is rectified and sent to the exciter field winding. The exciter field then
induces voltage into the exciter output winding. The output from the exciter is rectified by six
diodes, and the resulting DC flows through the output field winding. From here, voltage is
induced into the main output coils. The permanent magnet, exciter output winding, six diodes,
and output field winding are all mounted on the generator shaft and rotate as a unit. The three-
phase output stator windings are wound in slots the alternator housing.

The three-phase output of AC alternators typically have a voltage of 120 volts across each of
the phase windings, and with the windings connected in a Y (or ‘star’), the output between each
of the terminals is 208 volts. The common end of the 3 windings is connected to the aircraft’s
structure. The neutral current flows via structure.

Figure 5.104: Brushless Generator

Module 13.5 Electrical Power (ATA 24) 5.155

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 Figure 5.105: 3-Phase AC generator

Stationary Magnet Type

With reference to Figure 5.105, there are three main parts in its construction:
 The stationary control section. Consists of control coils, permanent magnets etc.
 The rotor, consisting of the exciter, rectifier and main rotating field.
 The main stationary output windings. Star-wound.

It is all controlled by the voltage regulator which is really the 'brains' of the system.

Operation
Stationary permanent magnets are interspaced between the main poles of the rotating exciter
and the exciter field magnets on the stator. As the exciter output windings are turned, the weak
magnetic field of the magnets is cut by the exciter windings inducing an EMF which is fed to the
rotating rectifier circuit.

Silicon diodes located on the rotor form a 3-phase, full-wave rectifier bridge, converting the
output into DC, which is smoothed by a capacitor and fed along the rotor to the rotating field
poles of the main generator field coil.

5.156 Module 13.5 Electrical Power (ATA 24)

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 Figure 5.106: Wiring of brushless generator with voltage regulator

The rotating DC field induces EMFs into the main 3-phase stationary output windings which are
star-connected (externally in this case) to give AC phase voltages of 115V RMS and line-to-line
voltages at 200V RMS.

Apart from feeding out to the loads, the generator output is fed back, via the voltage regulator,
as DC onto its own exciter field windings. The exciter field windings take over from the
permanent magnets in controlling the output voltage of the generator once the generator has
'run-up'.

(In this machine, the permanent magnets play no further part in the operation as their flux
densities are low compared to that of the exciter field coils).

Two field windings are provided for the exciter, F1 is permanently in circuit and F2 is only
brought into operation in the event of a temperature rise. A temperature rise might cause the
resistance of F1 to increase to the point where the voltage regulator is unable to sustain

Module 13.5 Electrical Power (ATA 24) 5.157

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sufficient current through it to maintain the voltage. (This is known as Field Critical Resistance).
As the temperature rises the thermistor resistance decreases and allows current to flow through
F2, so assisting F1.

Also wound on the poles of the exciter field windings is a third winding. This is a stability feed-
back winding. Under steady operating conditions, no EMF is induced into this winding, but in the
event of rapid changes in field current, EMFs are induced and currents are caused to flow in the
stability winding in the voltage regulator in such a direction as to prevent over-reaction. Thus the
system is stabilised.

The current transformer boost circuit assists the voltage regulator during load changes and
during periods of large unbalanced loads on the generator.

T1, T2 and T3 to the voltage regulator provides feedback on output voltage levels.

Also incorporated in each generator is a thermostatic switch which switches on an overheat

warning light in the cockpit if the temperature limit is exceeded.

5.158 Module 13.5 Electrical Power (ATA 24)

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 The Permanent Magnet Generator (PMG) type
There are three main parts in its construction:

 The Rotating Permanent Magnet Generator (PMG), sometimes known as the Pilot
Exciter. Consists of a rotating permanent magnet and three, star wound, stationary coils.
 The Main Exciter. Consists of a fixed stationary field winding and a rotating assembly.
 The rotating assembly consists of a star wound AC generator, a diode block and a field
coil.

The main AC generator consisting of a star wound stator.

As in the previous generator, the generator is controlled by a voltage regulator. However, on

most systems, this is incorporated into a unit called the Generator Control Unit (GCU). This
houses the voltage regulator but has many more functions such as generator output monitoring,
generator temperature monitoring, and liaison with the other GCUs etc.

The normal power supply for the GCU is from the aircraft battery.

It may monitor bearing condition and has control over the whole system.

Figure 5.107: Generator and Excitation Control

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The generator is driven at a constant speed and is cooled by air or oil spraying.

Rotation of the permanent magnet generator rotor induces an alternating current (AC) voltage in
the 3-phase windings of the permanent magnet generator stator. This AC voltage is supplied
through a connector on the IDG housing and aircraft wiring to the GCU where it is rectified into
direct current (DC) voltage. This rectified DC voltage is used by the GCU voltage regulator to
control the DC voltage applied to the windings of the generator’s exciter field and GCU power
supply.

The Permanent Magnet Generator (PMG) supplies the exciter field through the Generator
Control Relay (GCR) and the Generator Control Unit through a Rectifier Unit.

The stationary magnetic field produced by the direct current in the windings of the exciter field
induces a 3-phase AC voltage in the rotating windings of the exciter armature (rotor). This AC
voltage is converted to DC voltage by the rotating rectifier assembly on the armature. By
applying this DC voltage to the main generator field, current flows in the field winding producing
a magnetic field rotating with the generator shaft.

This rotating magnetic field induces an AC voltage in the windings of the main generator stator.
The generator output is fed through the generator current transformers inside the IDG and
through the terminal block on the IDG housing.

The excitation control and regulation module keeps the voltage at the nominal value at the Point
of Regulation (POR).

Part of the output is fed back to the voltage regulator in the GCU which controls the DC to the
exciter field and hence the generator output.

5.160 Module 13.5 Electrical Power (ATA 24)

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 Figure 5.108: Brushless generator

1. Main Three Phase stator winding

2. Rotating DC field coil
3. Stationary DC field winding
4. Rotating diodes
5. Rotating AC Generator rotor

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 Variable Speed Constant Frequency (VSCF) Generators

General Principle
The VSCF systems are the latest attempt to eliminate moving parts from the various electrical
components on the aircraft. This system utilizes a large DC alternator which is not reliant on a
constant input speed. The mechanically complex constant speed drive unit is therefore not
required. The DC output voltage from the alternator is sent to a solid-state device which
converts the DC to an AC voltage of a constant 400 hertz.

This unit is typically referred to as an inverter. The electronic control circuitry for VSCF system is
quite complex: however, the reliability of the electrical system should outperform the CSDU
needed for the typical AC alternator, It is very likely that future AC power systems will rely on
the VSCF system due to their enhanced reliability.

Figure 5.108: VSCF Principle

Operation
With this type of generator, the CSDU has been removed and as the name implies, the variable
RPM engine input produces an initial 'frequency wild' supply within the generator which is
converted electronically to a constant frequency output. The benefits include: weight saving;
reduction in direct operating costs; less maintenance; improved reliability, and less stock
required (less number of parts compared to the IDG system). The VSCF generator was
designed as a one for one replacement for the IDG and does not require any changes to the
aircraft wiring or plumbing.

The VSCF generator produces constant frequency, 3-phase 115V AC power. The unit is
installed onto the engine accessory gearbox by its mounting flange mating with the gearbox
mounting pad.

Typical mass is about 140 lbs (63.5 kg). The unit is made up of 8 shop replaceable units
(SRUs): speed increaser, generator, inverter, AC filter, DC filter, CT/EMI (current transformer

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and electromagnetic interference) module, generator converter control unit (GCCU), and a heat
exchanger.

The generator consists of an input 'speed increaser' gearbox, a spindle, a stator assembly, a
rotor assembly, and a pump for circulating the oil. The speed increaser provides a 2.96:1 speed
ratio between the engine gearbox input shaft and the high-speed generator rotor, which
operates at speeds between 13,705 and 26,120 RPM.

Figure 5.109: VSCF - general view

A short spindle between the generator-input spline and the speed increaser gearbox shaft has a
shear section which provides protection to the accessory gearbox in the event of a generator
mechanical failure.

5.164 Module 13.5 Electrical Power (ATA 24)

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 The stator assembly consists of three armatures: the main AC stator, the exciter stator, and the
permanent magnet generator (PMG) stator. The rotor assembly consists of a shaft, permanent
magnet rotor, exciter armature, rotating rectifier, and main DC field.

The oil pump is mounted within the generator frame and is driven by a gear on the generator
shaft. The oil pump drive gear ratio keeps the maximum speed of the pump below 12,000 RPM.
The pump contains rotor-type elements that draw oil out of the sump in the inverter power
module.

There are 6 AC terminals at the top of the generator. T1, T2, and T3 are the power terminals;
T4, T5 and T6 are the neutral terminals.

T1 and T4 are for phase A and the leads are colour-coded red. T2 and T5 are for phase C and
the leads are colour-coded blue. T3 and T6 are for phase B and the leads are colour-coded
yellow.

There are 2 DC terminals, A and F, for the voltage regulator leads from the GCU (P6).
The main connector is on the top of the generator and contains circuits for low oil pressure
indication and built-in-test (BIT) power, oil temperature indication, disconnect, BIT serial data
port and alternate DPCT.

Figure 5.110: Functional schematic of a VSCF system

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Operation

Refer to Figure 5.110:

1. The generator converts shaft energy at variable speeds to three phase electrical power
at 115V. The output frequency of the generator depends on the engine speed; it varies
from 1370 to 2545Hz.

2. The next unit rectifies the generator output to 270Vdc. The filter in the rectifier uses
capacitors to remove the ripple from the DC voltage.

3. The inverter uses six large transistors to convert the DC link voltage to a three phase,
Pulse Width Modulated (PWM) waveform. Inside the inverter is the neutral forming
transformer. This adds a neutral lead to the three-wire output of the transistors. The
neutral forming transformer permits the transistors to equally share any load that is not
balanced.

4. The AC filter uses capacitors to change the PWM waveform from the inverter to a three
phase sinusoid at 115V 400Hz.

5. The Current Transformer/Electro Magnetic Interference (CT/EMI) filter monitors the

output current of the VSCF. It also removes unwanted signals from the VSCF output.

6. The generator/converter control unit (GCCU) uses a microprocessor to control and

operate the generator. It gets power from the PMG in the generator housing. The GCCU
has two functions:

a) The GCCU controls the generator and the inverter.

 The voltage regulator in the GCCU sends a signal to the field of the generator
to control the generator output voltage.
 The GCCU also controls the output transistors in the inverter. It makes them
come on and go off at the correct times to make the output voltage waveform.

b) The GCCU also monitors the operation of the VSCF.

 The GCCU monitors the DC link voltage from the DC filter. It uses this signal to
control the generator output voltage.
 The GCCU monitors the generator output voltage. It uses this signal as
feedback for the voltage regulator.
 The GCCU monitors the operation of the internal circuitry of the VSCF. The
GCCU looks for failures and stores failure data for use during BIT testing.
 The GCCU monitors the output of the VSCF through the CT/EMI filter. This
information helps the GCCU find failures that are external to the VSCF.

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 Built In Test (BIT)
A BIT feature is included in the VSCF unit, which is designed for two levels of interrogation:
flight-line maintenance and shop maintenance. Three possible reasons for performing a BIT
check are an AC system malfunction with illumination of a fault light, low residual voltage (5-10
volts), or a scheduled maintenance check.

Flight-line BIT is done using a two-throw, centre off switch on the converter module with BIT
fault data displayed by two red LEDs located adjacent to the switch. DC power for the BIT is
through the 'low oil pressure' light and requires the 'LIGHTS' switch in the 'BRT' position. One
LED is labelled VSCF Fault Detected' and illuminates with the switch in the 'INDICATE' position
if BIT has detected a fault within the unit (this information would have been stored by setting a
latch relay).

This indicator identifies a failed unit and is considered as a 'go/no-go' indicator.

The second LED is labelled 'Aircraft Open Phase Detected' and illuminates, again with the
switch in the 'INDICATE' position if an open phase fault was detected during the previous flight
cycle. The 'INDICATE' position is also used to electrically reset the unit if it had been
disconnected via the disconnect switch.

The opposite switch position is labelled 'LAMP TEST' and when the switch is in this position
(normally done first), the LEDs should illuminate. If they do not, a failed indicator is likely.
The second level of BIT is intended for the workshop technician performed on a removed unit.
This level uses information stored in non-volatile memory for the previous 20 flight cycles
(defined by engine run cycle-PMG speed).

Module 13.5 Electrical Power (ATA 24) 5.167

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 Figure 5.111: VSCF BIT

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 Variable Frequency Generator (VFG) Systems
Modern technology is such that avionics equipment can either be operated from variable
frequency supplies, or DC supplies from rectified AC. This has therefore eradicated the need
for constant speed input devices, and the Variable Frequency Generator (VFG) is connected
directly to the engine drive gearbox, and supplies variable frequency to the aircraft systems.

An example is the AC generation system of the Airbus A380. The rated output of each VFG is:
 150 KVA power;
 3 phases;
 115 Volts AC;
 370 to 770 Hz frequency, according to engine HP spool speed.

The Variable Frequency Generator (VFG) is mounted on the engine accessory gearbox. For
cooling and lubrication, each VFG has an internal oil circuit with a sump/reservoir, pump and
filter. An external Air/Oil Heat Exchanger cools the oil using fan case air.

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 Emergency Power Generation
If the normal electrical power generation fails, there are other possibilities to supply the most
essential systems for emergency use.

Ram Air Turbine (RAT)

The RAT package consists of a turbine that is deployed into the external air stream by a spring-
loaded actuator during an emergency situation. The turbine then powers a pump to pressurize
the aeroplane’s central hydraulic channel or a generator to power the essential electrical bus (or
both in the case of a hybrid RAT).

During normal flight, the turbine package is stowed away behind closed panels on the fuselage
or (depending on the application) in the flap-track fairing on an aircraft’s wing. In the case of a
hydraulic RAT, if the aircraft’s hydraulic pressure drops, a release signal is sent automatically to
the RAT uplock that holds it in its stowed position. (The crew also can deploy the RAT
manually.) Once the uplock is released, a spring-loaded actuator deploys the RAT into the
airstream, pushing the door open before it. Then, the air flowing past the aircraft drives the
turbine blades, which power the pump.

Figure 5.112: Ram Air Turbine deployed

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