International Journal of Scientific and Research Publications, Volume 8, Issue 8, August 2018 516

ISSN 2250-3153

Generator Control System Used in Aircraft Power

Supply
Thin Thiri Win

Department of Electrical Systems and Instrumentation, Myanmar Aerospace Engineering University, Meiktila Township, Mandalay Division,
Myanmar

DOI: 10.29322/IJSRP.8.7.2018.p8065
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Abstract- Aircraft have two primary sources of electrical losses (proportional to current squared). Also as current
energy. The first is the generator, which converts mechanical conductors are generally heavy it can be seen that the reduction
energy to electrical energy. The second is the battery, which in current also saves weight; a very important consideration for
converts chemical energy to electrical energy. The generator is aircraft systems.
the main source and the battery is the auxiliary source. In
aircraft, the electrical system is primarily an AC system. Aircraft II. COMPONENTS OF GENERATOR CONTROL SYSTEM USED IN
electrical components operate on many different voltages both AIRCRAFT
AC and DC. However, most of the systems are 115 VAC with The A320 family includes Airbus A318, A319, A320 and
400 Hz, 28 VDC and 26 VAC is also used in aircraft for lighting. A321. The family has integrated state-of-the-art technology in its
DC is also supplied from a battery installation. The battery overall operation, including: fly-by-wire flight control, side-stick
provides 28 VDC. The function of the electrical system is to controller, and digital avionics to support these functions.
generate, regulate and distribute electrical power throughout the
aircraft. New generation aircraft rely heavily on electrical power A. Integrated Drive Generator (IDG)
because of the wide use of electronic flight instrument systems. The integrated drive generator (IDG) consists of a Constant
For aircraft constant frequency systems 400 Hz has been adopted Speed Drive (CSD) and AC generator mounted side by side in a
as the standard. The application of 400 Hz frequency, which is single housing. The CSD performs the operation by controlled
higher than usual frequencies, offer several advantages over 60 differential action to maintain the constant output speed required
Hz - notably in allowing smaller, lighter power supplies to be to drive the generator.
used for aircraft operations and computer applications. The input constant speed of the generator provides the
constant voltage and constant frequency generator output. The
Index Terms- Power Generation System, Power Generation output of the generator used in A320 is 115VAC, three-phase,
Control, Integrated Drive Generator, Constant Speed Drive, 400 Hz. The Flight Authority Digital Engine Control (FADEC)
Generator Control Unitt provides the GUC with the corresponding engine speed
information, which is also used for the under speed protections.
I. INTRODUCTION The drive speed varies according to the engine rating. The IDG
AS the aircraft fly higher, faster and grow larger the service internal gearing, converts the variable gearbox frequency to a
that the aircraft electrical power system has to satisfy also grow stable 400Hz. The IDG supplies a 115 VAC, three-phase, and
more and more complex. There are several different power 400 Hz AC.
sources on aircraft to power the aircraft electrical systems. These
power sources include: engine driven AC generators, auxiliary
power units (APU), external power and ram air turbine (RAT).
The primary function of an aircraft electrical system is to
generate, regulate and distribute electrical power throughout the
aircraft.
The electrical power generation system supplies all the
electrical consumers with enough electrical power on the aircraft.
There are two main types of power in power generation, the first
one is Direct Current (DC) power and the other one is
Alternating Current (AC). The main advantage of AC power is
that it operates at a higher voltage; 115 VAC rather than 28 VDC
for the DC system. The use of the higher voltage is not an
advantage in itself; in fact higher voltage is most apparent. For a
given amount of power transmission, a higher voltage relates to
an equivalent lower current. The lower the current, the lower the
losses such as voltage drops (proportional to current) and power Fig.1 Internal Connection IDG

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International Journal of Scientific and Research Publications, Volume 8, Issue 8, August 2018 517
ISSN 2250-3153

1) Constant speed drive: The CSD converts the variable input

speed (4900 to 9120) provided by the engine gearbox to the
constant speed (12000 rpm) through the CSD hydro
mechanical components. A mechanical governor, acting on a
hydraulic trim unit, controls the differential-gear in order to
maintain the constant output speed. A mechanical epicyclic
differential-gear transmits power to the generator of the
IDG.
2) AC main generator: The main AC generator consists of a 2
pole rotor and a three-phase winding stator. As the rotor
rotates, the DC field induces an AC voltage in the stator
windings. The AC generator portion of the Integrated Drive
Generator (IDG) is a three-phase, brushless, spray oil-cooled
unit. The output constant speed is regulated at 12000 rpm.
The generator rotor consists of an exciter rotor, and a 4 pole
main field rotor. The exciter rotor and main field rotor are
mounted on a common shaft supported by a roller bearing
set at the drive end and a ball bearing set at the opposite end.
The generator is a three-stage assembly which has three
machines connected in cascade. The first machine (Pilot
Exciter (PE)) is a 12 pole Permanent Magnet Generator
(PMG). The Permanent Magnet Generator (PMG) rotor is Fig. 2 Generator control unit (GCU)
mounted on the output ring gear of the differential assembly.
The main generator stator, exciter stator, PMG stator and
generator Current Transformer (CT) are mounted in the C. APU Generator
housing. The AC auxiliary generation comes from the APU generator.
Rotating diodes rectify the three-phase output of the main This generator can:
exciter rotor. The resulting DC current feeds the third 1) In flight, replace either or both engine generator(s) in case of
machine (main alternator) rotor winding. Thus, the main failure.
alternator receives excitation for the rotating salient 4 pole 2) On the ground, supply the aircraft electrical network when
field from the rectified output of the main exciter. The main the electrical ground power unit is not available.
alternator has a three-phase star-connected stator winding. The APU generator is not interchangeable with the
The three phases star point neutral are taken to the generator Integrated Drive Generators (IDGs). It is driven at a constant
output terminal block. speed by the APU and can be connected to the electrical network
in flight in case of any generator failure. It can supply the entire
B. Generator Control Unit (GCU) electrical network if no other power sources are available.
The GCU is supplied by the Permanent Magnet Generator The APU directly drives the APU generator at a nominal 24000
(PMG). The GCU is also supplied by the AC network. The GCU rpm constant speed. The APU gearbox supplies the oil for
has four different functions. They are; cooling and lubrication of the generator. The cooling circuit is
1) Voltage regulation common to the APU and the generator. The APU supplies,
2) Control , protection of the network and the generator scavenges, drains the oil. The generator is a brushless oil-cooled
3) Control of the various indications generator with a nominal 115/200 V, 90 kVA, three-phase, 400
4) System test and self-monitoring Hz output. The generator includes three stages which are:
1) Pilot exciter
The main functions of the GCU are: 2) Main exciter
1) Regulation of the generator voltage 3) Main alternator
2) Regulation of the generator frequency The operation principle is the same as that of the IDG
3) Regulation of the generator speed (Servo Valve (SV) generator. The operation of the APU generator is through the
control) APU generator pushbutton switch, which has two stable
4) Control and protection of the network and the generator positions:(1) when in OFF position, the pushbutton switch is
5) Interface with System Data Acquisition Concentrator released, and the white OFF legend is on. The generator is shut
(SDACs) for the ECAM down (de-energized) and the line contactor is opened and (2)
6) Interface with Full Authority Digital Engine Control when the pushbutton switch is pushed, the generator is energized,
(FADEC) for engine speed because its rotational speed is high enough. If the electrical
7) Interface with Centralized Fault Display System (CFDS) via parameters are correct, the GCU controls the line contactor
the Ground and Auxiliary Power Control Unit (GAPCU) closing: this causes the supply of the transfer circuit. The APU
GLC supplies the aircraft electrical network if the other power
sources are not available.

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International Journal of Scientific and Research Publications, Volume 8, Issue 8, August 2018 518
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D. AC Emergency Generator
The AC emergency generation comes from the AC The Constant Speed Drive (CSD), in the IDG, drives the AC
emergency generator. This generator is used when; generator at constant speed. Each generator is controlled, via a
1) Loss of the two main generation sources and GCU, by a GEN pushbutton switch located on the electrical
2) unavailability of the auxiliary generation. (ELEC) panel on the overhead panel. The order of distribution
The emergency generation system is mainly composed of a priorities are:
Constant Speed Motor/Generator (CSM/G) including a hydraulic 1) On side IDG to own bus, the IDG 1 to AC BUS 1 and the
motor and drives a generator, and a Generator Control Unit IDG 2 to AC BUS 2
(GCU). The hydraulic motor speed is regulated by a servo valve. 2) External power
The generator operation principle is identical to that of the main 3) APU generator
or auxiliary generation. During transient configuration, battery 2 4) Opposite IDG: IDG 1 to AC BUS 2 or IDG 2 to AC BUS 1
and then the Permanent Magnet Generator (PMG) supplies the
CSM/G control unit and the exciter field through a voltage B. Abnormal Operation Condition of A320 Family
regulation module. The generator 1 (IDG 1) failure, generator 2 (IDG 2) can
The voltage regulation module maintains the Point Of supply the AC BUS 1 and 2.The following control or fault
Regulation (POR) at a nominal voltage value (115 VAC). The signals cause generator shutdown or de-energization;
generator output characteristics are: three-phase 115/200 VAC, 1) IDG disconnection
400 Hz (12000rpm), output power: 5 kVA continuously. As the 2) GLC failure (BTC is only locked out)
emergency AC generator parameters are correct, the emergency 3) Engine shutdown with the ENG 1(2) FIRE pushbutton
Generator Line Contactor (GLC) is supplied by the CSM/G switch
control unit. The emergency AC generator has priority to supply 4) PMG short circuit
the AC and DC essential buses. 5) Over/under voltage
6) Over/under frequency
III. GENERATOR CONTROL SYSTEM USED IN AIRBUS A320 7) Open cable (IDG position)
FAMILY
The A320 family includes Airbus A318, A319, A320, A321.
The family has integrated state-of-the-art technology in its
overall operation, including: fly-by-wire flight control, side-stick
controller, and digital avionics to support these functions

A. Normal Operation Condition of A320 Family

In normal configuration, both BTCs are de-energized. IDG 1
generator supplies AC BUS 1 and IDG 2 generator supplies AC
BUS 2. In normal flight configuration, each generator supplies its
own distribution network via its Generator Line Contactor
(GLC). The two generators are never electrically coupled.

Fig. 4 Abnormal operation of AC generation

The following conditions are also turned off the generator. They
are:
1) If over-voltage of IDG and APU generator is about of
highest of Point Of Regulation (POR) 130 VAC (+ or -) 1.5
V, the generator logic contactor (GLC) and generator control
relay (GCR) turn off the voltage regulator (during 4 to 5
sec),
2) If under-voltage of IDG and APU generator is about of
lowest phase of Point Of Regulation (POR) 100 VAC (+ or -
) 4 V, the generator logic contactor (GLC) turn off the
Fig.3. Normal operation of AC generation

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International Journal of Scientific and Research Publications, Volume 8, Issue 8, August 2018 519
ISSN 2250-3153

voltage regulator (during 4 to 5 sec), is high enough, the generator is energized. If the delivered
3) If over-frequency of IDG and APU generator, sensing from parameters are correct, thus the Power Ready Relay (PRR)
PMG frequency, is about of 433 Hz (+ or -) 3 Hz, trip from closed; the Generator Line Contactor (GLC) closes to supply its
the generator logic contactor (GLC) and generator control network. When the GEN P/B is released out after fault detection,
relay (GCR), turn off the voltage regulator (during 3 to 5 the GCU is reset. The GCR and the PRR are reset.
sec),
4) If under-frequency of IDG and APU generator, sensing D. Voltage Regulation
from PMG frequency, is about of 363 Hz (+ or -) 3 Hz, trip The voltage regulation is achieved by regulating the
the generator logic contactor (GLC) and generator control generator excitation current. It also supplies the exciter field
relay (GCR), turn off the voltage regulator (during 3 to 5 through the Generator Control Relay (GCR), which is normally
sec). closed, and through a rectifier. When the generator starts
running, the PMG supplies the GCU. The exciter field current is
reduced inside the GCU until 335 Hz is obtained. As the PMG
C. AC Main Generation Operation Control frequency is below the threshold, the generator excitation is
When the input speed is about 12,000 rpm, the PMG reduced through the excitation control module. The voltage
mounted on the same shaft of the aircraft engine is energized. regulation shutdown signal, generated by the protection module,
Then PMG supplied the excitation field through the Generator triggers the voltage regulation shutdown control module which
Control Relay (GCR). If the electrical parameters are correct, the simulates a high generator load signal via the current limit
operation of GCR is controlled by the control and regulation of module. As soon as the PMG frequency is over the threshold, the
Generator Control Unit (GCU). The excitation current depends generator excitation is regulated normally. The excitation current
on the comparison between the voltage sensed at the Point Of depends on the comparison between the voltage sensed at the
Regulation (POR) and a reference voltage. If the electrical Point Of Regulation (POR) and a reference voltage. As the
parameters are correct, the Generator Line Contactor (GLC) parameters are correct, the Generator Line Contactor (GLC)
closes. closes. The generator excitation also depends on the load. If a
The GCUs use the CT outputs for protection functions fault is detected by the GCU protection module, the voltage
(differential current, over current, overload). One CT is located regulation shutdown control module simulates a high generator
inside the IDG and the other is just before the GLC. load signal. The exciter field coils are no longer supplied. The
The excitation control and regulation module keeps the voltage GCR and GLC are tripped.
at the nominal value (115 VAC) at the Point Of Regulation
(POR). Then the voltage at the POR is compared to 115 VAC
(reference) and used as an operational error to regulate the field
current. The GCU supply from the aircraft network is duplicated
(back up supply). The supply is taken from the DC essential
system. The excitation control and regulation module keeps the
voltage at the nominal value at the Point Of Regulation (POR).

Fig.6. Voltage regulation

E. AC Auxiliary Generation Operation Control

When two main generators are out of operation, the APU
generator comes in operation. Speed regulation function of IDG
and APU generator are different. Allows the APU to run 15
Fig.5. AC Main Generation Operation Control minutes.

The generator is controlled by the corresponding generator

pushbutton (P/B) switch. When pressed in, if the generator speed

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International Journal of Scientific and Research Publications, Volume 8, Issue 8, August 2018 520
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requires less current than the 28 VDC system because of higher

voltage and a ground neutral system. This permits the use of
smaller aircraft wiring, saving weight. For the reliable and
efficient electrical power supply system, electronic devices are
used in aircraft. In this paper, Airbus A320 family uses 115/200
V, 400 Hz, three-phase constant frequency AC system.
Integrated Drive Generator (IDG) and Generator Control Unit
(GCU) are used in the generator control system of A320 family
as the main parts. The IDG includes a Constant Speed Drive
(CSD) and AC generator. The CSD converts the variable input
speed of engine gearbox to the constant output speed. This paper
described the components of aircraft and then the generator
operation and its control systems are also described.
Analyze and understand all the provided review comments
thoroughly. Now make the required amendments in your paper.
If you are not confident about any review comment, then don't
forget to get clarity about that comment. And in some cases there
could be chances where your paper receives number of critical
remarks. In that cases don't get disheartened and try to improvise
Fig.7. AC Auxiliary generation operation control the maximum.
Its operation in the same way of IDG, but it is not
interchangeable with the two IDGs. If the APU generator REFERENCES
parameters are correct, the APU generator is controlled by a P/B
located on the electrical panel and has two lights: white OFF and [1] Eismin, Aerospace Science and Technological Series, Fifth
amber FAULT. The APU generator is connected to the network Edition, MCGRAW-Hill International Edition, 1994.
via the APU Generator Line Contactor (GLC) and the Bus Tie [2] Ian Moir and Allan Seabrige, Aircraft System: Mechanical,
Contactors (BTCs). Electrical and Avionics Subsystems Integration, Third
When the APU is available the APU ready signal allows the Edition, John Wiley and Sons, ISBN: 978-0-470-05996-8,
power relay to be energized via the protection module (delivered 2008.
parameters correct). The APU Generator Line Contactor (GLC 3) [3] Spoor, E., Aircraft Electrical System, Transport Category
is energized through a priority logic Generator Line Contactor Aircraft System, 2008.
(GLC), Bus Tie Contactor (BTC) and External Power Contactor [4] EHJ, Pallet Aircraft Electrical System, Third Edition,
(EPC). The Generator Control Relay (GCR) and the Power Longman Scientific and Technical, 1987.
Ready (PR) are reset. [5] “Aviation Electricity and Electronics – Power Generation
and Distribution”, Nonresident Training Course, 2002.

IV. CONCLUSION
AUTHORS
The aircraft uses both 115 VAC and 28 VDC power. AC
power systems result in better design and use equipment than First Author – Thin Thiri Win, Lecturer, Department of
older electronic equipment powered by direct current (DC), Electrical Systems and Instrumentation, Myanmar Aerospace
which have inverters for AC power and dynamo motors for Engineering University, Meiktila Township, Mandalay Division,
supplying higher voltage DC power. Therefore, modern aircraft Myanmar and [email protected]
electrical systems use 115 VAC, 400 Hz, and three-phase AC
power system. The 115 VAC, 400 Hz, and three-phase AC
power system has many advantages over 28 VDC system. It

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