1cae Oxford Aviation Academy Atpl Book 3 Electrics

ELECTRICS AND ELECTRONICS ATPL GROUND TRAINING SERIES

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Introduction

© CAE Oxord Aviation Academy (UK) Limited 2014

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All Rights Reserved

I n t r o d u c t i o n

This text book is to be used only or the purpose o private study by individuals and may not be reproduced in any orm or medium, copied, stored in a retrieval system, system, lent, hired, rented, transmitted or adapted in whole or in part without the prior written consent o CAE Oxord Aviation Academy. Copyright in all documents and materials bound within these covers or attached hereto, excluding that material which is reproduced by the kind permission o third parties and acknowledged as such, belongs exclusively to CAE Oxord Aviation Academy. Certain copyright material is reproduced with the permission o the International Civil Aviation Organisation, the United Kingdom Civil Aviation Authority and the European Aviation Saety Agency (EASA). This text book has been written and published as a reerence work to assist students enrolled on an approved EASA Air Transport Pilot Licence (ATPL) course to prepare themselves or the E ASA ATPL theoretical knowledge examinations. Nothing in the content o this book is to be interpreted as constituting instruction or advice relating to practical flying. Whilst every effort has been made to ensure the accuracy o the inormation contained within this book, neither CAE Oxord Aviation Academy nor the distributor gives any warranty as to its accuracy or otherwise. Students preparing or the EASA ATPL (A) theoretical knowledge examinations should not regard this book as a substitute or the EASA ATPL (A) theoretical knowledge knowledge training syllabus published in the current edition edition o ‘Part-FCL 1’ (the Syllabus). The Syllabus constitutes the sole authoritative definition o the subject matter to be studied in an EASA ATPL (A) theoretical knowledge training programme. No student should prepare or, or is currently entitled to enter himsel/hersel or the EASA ATPL (A) theoretical knowledge examinations without first being enrolled in a training school which has been granted approval by an EASA authorised national aviation authority to deliver EASA ATPL (A) training. CAE Oxord Aviation Academy excludes all liability or any loss or damage incurred or suffered as a result o any reliance on all or part o this book except or any liability or death or personal injury resulting rom CAE Oxord Aviation Aviatio n Academy’s negligence or any other liability which may not legally be excluded.

Printed in Singapore by KHL Printing Co. P te Ltd

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Introduction

Textbook Series Book

Title

1

010 Air Law

2

020 Aircraf General Knowledge 1

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n o i t c u d o r t n I

Subject

Air rames & Systems Fuselage, Wings & Stabilizing Suraces Landing Gear Flight Controls Hydraulics Air Systems & Air Conditioning Anti-icing & De-icing Fuel Systems Emergency Equipment

3


Elec trics – Elec tronics Direct Current Alternating Current

4


Powerplant Piston Engines Gas Turbines

5


Instrumentation Flight Instruments Warning & Recording Automatic Flight Control Power Plant & System Monitoring Instruments

6

030 Flight Per ormance & Planning 1

Mass & Balance Perormance

7

030 Flight Per ro ormance & Planning 2

Flight Planning & Monitoring

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040 04 0 Hu Human Pe Per ro orman ancce & Limitations

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050 Meteorology

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060 Navigation 1

General Navigation

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060 Navigation 2

Radio Navigation

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070 Op Operational Pr Procedures

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080 Principles o Flight

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090 Communications

VFR Communications IFR Communications

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Introduction

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Introduction

Contents

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n o i t c u d o r t n I

ATPL Book 3 Electrics and Electronics DC Electrics 1. DC Electrics - Basic Principles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 2. DC Electrics - Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

27

3. DC Electrics - Circuit Protection and Capacitors . . . . . . . . . . . . . . . . . . . . . . . .

35

4. DC Electrics - Batteries . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

51

5. DC Electrics - Magnetism . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

69

6. DC Electrics - Generat Generators ors and Alternat Alternators ors . . . . . . . . . . . . . . . . . . . . . . . . . . .

81

7. DC Electrics - DC Motors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .103 8. DC Electrics - Aircraf El Electrical Power Systems. . . . . . . . . . . . . . . . . . . . . . . . . 119 9. DC Electrics - Bonding and Screening . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .143 10. DC Electrics - Specimen Questions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 149

AC Electrics 11. AC Electrics - Introduction to AC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 159 12. AC Electrics - Alternat Alternators ors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .185 13.. AC Electrics - Practical Aircraf Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . 219 13 14. AC Electrics - Tr Transormers ansormers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 229 15. AC Electrics - AC Motors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .239 16. AC Electrics - Semiconductors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 249 17.. AC Electrics - Logic Gates . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 261 17 18. Index . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .275

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Introduction

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vi

Chapter

1 DC Electrics - Basic Principles

Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 Electromotive Force (EMF) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

4

Current. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 Resistance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

6

Factors Affecting the Resistance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 Units o Resistance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

6

Resistors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

7

Ohm’s Law. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 Power . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

7

Series and Parallel Circuits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

8

Kirchoff’s Laws . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

11

Questions - Theory . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

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Questions - Units 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

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Questions - Units 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

18

Questions - General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

20

Annex A . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

24

Answers - Theory . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

26

Answers - Units 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

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Answers - Units 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

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Answers - General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

26

1

1

DC Electrics - Basic Principles

1

D C E l e c t r i c s B a s i c P r i n c i p l e s

2

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DC Electrics - Basic Principles Introduction

1

s e l p i c n i r P c i s a B s c i r t c e l E C D

An electric current is created when electrons are caused to move through a conductor. Moving electrons can explain most electrical effects. All materials consist o tiny particles called atoms. Atoms are made up o a nucleus and electrons. Atoms o different materials have different different numbers o electrons. The electrons orbit the nucleus like like the sun with planets spinning spinning around it. The electrons have a negative charge and the nucleus has an equal number o positive charges (protons) making the atom electrically neutral. The negative electron is held in its orbit by its attraction to the positive nucleus. Electrons in outer orbits are not so strongly attracted to the positive nucleus and may easily fly off and attach themselves to a neighbouring atom in the material. These are called ree electrons.

Electron (negatively charged) Nucleus comprising of protons (+ve charge) and neutrons

Figure 1.1

An atom that has lost an electron elec tron becomes more positive and is called a positive ion, an atom that has gained an electron becomes more negative and is called a negative ion. I the ree  ree electrons can be made to move in a particular par ticular direction through the material, an electric current has been created. Materials which have ree electrons are called conductors, e.g. copper, silver and aluminium. Materials which have very ew ree electrons are called insulators, e.g. wood, rubber, glass and plastics. Electrons are caused to move along a piece o wire by applying a positive charge rom some source at one end and a negative charge at the other. The positive charge attracts the ree electrons and the negative charge repels them so there is a flow o electrons in one direction through the wire rom the negative negative terminal to to the positive terminal. terminal. To maintain the current flow, the orce which caused the electrons to flow in the first place must be maintained otherwise the electrons will all collect at the positive terminal and the current flow will cease. To keep keep the current flowing, the source o the orce which caused the

3

1

DC Electrics - Basic Principles electrons to move must be capable o absorbing the electrons rom the positive terminal and transerring them them through itsel back to to the negative terminal. terminal.

1


In this way the current can be maintained as long as there is a complete circuit. Electricity had been in use beore electrons were discovered and it had been assumed that electricity was the flow o something rom positive to negative and all the laws o electricity were based on this idea. This is known as convention conventional al flow. Flow rom negative to positive is known as electron flow.

Figure 1.2

There are six basic means to provide the orce which causes electrons to flow: • • • • • •

Friction - static electricity Chemical Action - cells and batteries batteries (primary and secondary cells) cells) Magnetism - generat generators ors and alternat alternators ors Heat - thermocouples (junction o two dissimilar metals) Light - photo electric cell Pressure - piezoelectric piezoelectric crystals

O the six basic methods, only Chemical Action (batteries) and Magnetism (generators) produce electrical power in sufficient quantities or normal daily needs.

Electromotive Force (EMF) For electric current to flow there must be a orce behind it. In the same way that water needs a orce (pressure) to make it flow, electricity needs pressure, Electromotive Force (EMF), to make it flow. In a water tank i pressure decreases, flow decreases. In electrics i the EMF decreases, the flow o electrons decreases. decreases. EMF is measured in units o Voltage. The number o volts is a measure o the EMF or Potential Difference (pd) (the difference in electrical potential between the positive and negative terminal). Voltage Voltage is given the symbol V or E. By increasing the voltage the flow o electrons increases past any point in a circuit, and decreasing the voltage decreases the flow. To maintain the correct flow it is normal to keep a constant voltage in a circuit.

4

1


1


Figure 1.3 Comparison between voltage and water pressure

The source o the voltage can be a battery b attery or a generator. generator. Batteries become discharged as their voltage is used so are limited in their use. Generators are used to maintain a constant voltage. For high and low voltages the ollowing prefixes are used: One Microvolt - one millionth o a volt (1 µV) One Millivolt - one thousandth o a volt (1 mV) One Kilovolt - one thousand volts (1 kV) To measure voltage a voltmeter is used. It is connected across the two points between which the voltage is to be measured measured without disconnecting the circuit.

Current The current ( symbol I) in a conductor is the number o electrons passing any point in the conductor in one second and is measured in amperes or amps (symbol A). Current can be measured by an instrument called an ammeter which is connected into the circuit so that the current in the circuit passes through the ammeter. Small values o current are given the ollowing prefixes: One Microamp - one millionth o an ampere (1 µA) One Milliamp - one thousandth o an ampere (1 mA) Effects o an electric elec tric current: • Heating Effect. When a current flows through a conductor it always causes the conductor to become hot - electric fires, fires, irons, light bulbs and uses. • Magnetic Effect. A magnetic field is always produced around the conductor when a current flows through it - motors, generators and transormers. • Chemical Effect. When a current flows through certain liquids (electrolytes) (elec trolytes) a chemical change occurs in the liquid and any metals immersed in it - battery charging and electroplating.

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DC Electrics - Basic Principles Resistance

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For a current to flow there must be a complete path or circuit. The ewer obstructions in the circuit the greater will be the current flow. The higher the voltage the greater will be the current flow. The obstruction in the circuit which opposes the current flow is called resistance. Different materials have different numbers o ree electrons those with more ree electrons will have a lower resistance than those with ew ree electrons, so those with more ree electrons are better conductors o electricity. For a fixed voltage the smaller the resistance the larger will be the current flow and the larger the resistance the smaller will be the current flow. The current in the circuit can thereore be adjusted by altering the resistance.

Factors Affecting the Resistance • Type o o material. e.g. e.g. silver is a better better conductor than copper • Length. The longer the wire the greater the resistance • Cross sectional area. area. The thicker thicker the wire the the smaller the resistance • Temperature. Temperature. The symbol or temperature temperature coefficient is α (alpha). I resistance increases with an increase o temperature, the resistor is said to have a Positive Temperature Coefficient (PTC). I resistance decreases with an increase o temperature, the resistor is said to have a Negative Temperature Coefficient (NTC). Resistors having these characteristics are used in aircraf systems or tempera temperature ture measurement.

Units of Resistance The unit o resistance is the ohm (symbol Ω). A material has a resistance o one ohm i an applied voltage o one volt produces a current flow o one ampere. am pere. For larger and smaller values:

6

One millionth o an ohm

=

one microhm (1 µΩ)

One thousandth o an ohm

=

one milliohm (1 mΩ)

One thousand ohms

=

one kilohm (1 kΩ)

One million ohms

=

one megohm (1 MΩ)

1

DC Electrics - Basic Principles Resistors

1


Sometimes resistance is used to adjust the current flow in a circuit by fitting resistors o known value. These can be either fixed or variable and can be drawn like this:

Figure 1.4

Ohm’s Law In a closed circuit there is a relationship between Voltage, Voltage, Current and Resistance. I the voltage remains constant, any increase in resistance will cause a decrease in current and vice-versa (current inversely proportional to resistance). I the resistance remains the same, any increase in voltage will cause an increase in current and vice- versa (current directly proportional to voltage). This is expressed as Ohm’s Law: V = IR And by transposition I =

V V or R = R I

Power When a Force produces a movement then Work is said to have been done, and the rate at which work is done is called Power. Power. In an electric circuit work is done by the voltage causing the current to flow through a resistance, creating heat, magnetism or chemical action. The rate at which work is done is i s called Power and is measured in Watts.

Watts (W) = Voltage (V) × Amperes (I)

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DC Electrics - Basic Principles Three ormulae or calculating power can be derived rom the two basic ormulae V=IR and W=V×I

1


• Voltage unknown

W = I R

• Resistance Resistance unknown

W=V×I V W= R

• Current unknown

2

2

When a current passes through a resistor it becomes hot and will eventually melt i the current becomes excessive excessive.. The amount o heat developed by a current (I) in a resistor (R) is I R watts, thereore it can be seen that the heating effect is proportional propor tional to the square o the current. So a small increase in current can cause a significant increase in heating effect. 2

Each electrical component will be given a Power Rating (maximum wattage) which, i exceeded, will cause the component to overheat, e.g. 60 watt light bulb. Each electrical circuit in an aircraf will be protected by a use or circuit breaker which will prevent the maximum power rating o a component to be exceeded by breaking the circuit i the current increases. increases.

Series and Parallel Circuits Circuits More than one resistance can be connected in any one circuit and they may be connected in Series - one afer the other, or in Parallel - alongside each other. • Series

Figure 1.5

Series connection reduces current flow and thereore power consumption, but can be impractical because individual loads (resistances) cannot be individually controlled. Also the ailure o one resistance would mean ailure o the rest o the circuit. The total circuit resistance can be calculated by summing the individual resistances. RT = R1 + R2 + R3 i.e. RT = 4 + 6 + 10

RT = 20 ohms V = IR so current = 8

12 = 0.6 amps 20

1

DC Electrics - Basic Principles • Parallel

1


Parallel connection ensures each resistor is individually controllable and receives the same voltage. Failure o one resistor will not affect the others. Most aircraf loads are connected in parallel. The total circuit resistance can be ound by the ollowing method. 1 1 1 1 = + + RT R1 R2 R3

Figure 1.6

1 1 1 1 = + + RT 4 6 10 1 15 + 10 + 6 = RT 60 1 31 = RT 60 RT =

60 31

RT = 1.94 ohms V = IR so current =

12 = 6 amps approx 1.94

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DC Electrics - Basic Principles • Combination o o series and parallel resistors

1


Figure 1.7

First evaluate the parallel resistors then add the result to the series resistor. resistor. 1 RT

=

1 + 10

1 RT

=

3 + 5 30

1 RT

=

8 30

RT

=

1 6

30 8

Find the lowest common denominator

Thereore the total resistance or the two parallel resistors is:

RT = 3.75 ohms An alternative method o calculating the resistance o 2 resistors in parallel is: RT =

R1 × R2 R1 + R2

Using the above example RT = RT

10

=

10 × 6 10 + 6 60 16

RT = 3.75 ohms

1

DC Electrics - Basic Principles Note: The total resistance o resistors in parallel is always less than the value o the lowest resistor e.g. 3.75 ohms is less than 6 ohms.

1


Total circuit resistance is 3.75 ohms plus plu s 4 ohms = 7. 75 ohms

Kirchoff’s Laws • First law The total current flow into a point on a circuit is equal to the current flow out o that point e.g.

Figure 1.8

• Second law I all the voltage drops in a closed circuit are added together, their sum always equals the voltage applied to that closed circuit.

2V

2 ohms

4V

6V

4 ohms

6 ohms

12 V

Figure 1.9

To prove Kirchoff’s 2nd Law, first we must calculate the current and thereore the total resistance: RT RT RT

= = =

R1 + R2 + R3 2+4+6 12 ohms

11

1

DC Electrics - Basic Principles From Ohm’s Law

1


V = IR »

I=

I=

V R

12 12

I = 1 amp We can now calculate the voltage drops throughout the circuit. At present all we know is there is 12 volts beore the 2 ohm resistor and zero volts afer the 6 ohm resistor. Using Ohm’s Law V= IR. To calculate the voltage drop across the 2 ohm resistor: V = 1 amp × 2 ohms = 2 volts Thereore, the voltage drop is 2 volts i.e. 12 volts enters the 2 ohm resistor and 10 volts exits. Using the same approach or the 4 ohm resistor: V = 1 amp am p × 4 ohms ohm s = 4 volts i.e. 10 volts enters enters the 4 ohm resistor and 6 volts exits. Finally, calculating the voltage drop across the 6 ohm resistor: V = 1 amp am p × 6 ohms ohm s = 6 volts i.e. 6 volts enters the 6 ohm resistor and zero volts exit. Thereore, the voltage drop in the closed circuit is 2 volts + 4 volts + 6 volts = 12 volts which equals the voltage applied.

12

1


1


13

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Questions Questions - Theory

1

Q u e s t i o n s

1.

All effects o electricity take place because o the existence o a tiny particle called the: a. b. c. d.

2.

The nucleus o an atom is: a. b. c. d.

3.

positively charged negatively charged over charged saturated

Heat produces an electric charge when: a. b. c. d.

14

positively charged negatively charged isolated overheated

A material with a surplus o electrons becomes: a. b. c. d.

7.

positively charged neutral negatively charged o zero potential

A material with a deficiency o electrons becomes: a. b. c. d.

6.

its protons and electrons balance each other the protons outnumber the electrons the electrons outnumber the protons the electric and static charges are balanced

The electrons o an atom are: a. b. c. d.

5.

positively charged negatively charged statically charged o zero potential

An atom is electrically balanced when: a. b. c. d.

4.

electric proton neutron electron

like poles are joined a hard and sof glass is heated the junction o two unlike metals is heated hard and sof material are rubbed together

1

Questions 8.

Friction causes: a. b. c. d.

9.

mobile electricity basic electricity static electricity wild electricity

s n o i t s e u Q

Chemical action produces electricity in: a. b. c. d.

10.

1

a light meter a generator a primary cell starter generat generator or

A photo electric cell produces electricity when: a. b. c. d.

two metals are heated exposed to a light source a light source is removed exposed to the heat o the sun

15

1

Questions Questions - Units 1

1

Q u e s t i o n s

1.

The difference in electric potential is measured in: a. b. c. d.

2.

Electrical power is measured in: a. b. c. d.

3.

the ohm the ampere the volt the watt

The unit used or measuring: a. b. c. d.

16

insulators resistors collectors conductors

The unit used or measuring the EMF o electricity is: a. b. c. d.

7.

current power dissipation differences o electrical potential heat energy

Materials containing ‘ree electrons’ are called: a. b. c. d.

6.

the volt the watt the ohm the ampere

An ammeter measures: a. b. c. d.

5.

watts amperes ohms volts

The unit measurement o electrical resistance is: a. b. c. d.

4.

kVARs watts amps volts

current - is the volt resistance - is the ohm electric power - is the capacitor EMF - is the amp

1

Questions 8.

Three resistors o 60 ohms each in parallel give a total resistance o: a. b. c. d.

9.

180 ohms 40 ohms 30 ohms 20 ohms

s n o i t s e u Q

A voltmeter measures: a. b. c. d.

10.

1

electromotive orce the heat loss in a series circuit the current flow in a circuit the resistance provided by the trimming devices

Watts = a. b. c. d.

resistance squared × amps volts × ohms ohms × amps volts × amps

17

1

Questions Questions - Units 2

1

Q u e s t i o n s

1.

The total resistance o a number o power consumer devices connected in series is: a. b. c. d.

2.

The total resistance o a number o resistances connected in parallel is: a. b. c. d.

3.

4.

1 1 1 + + R2 R3 R4 R2 + R3 + R4 R2 1 R + + 4 1 R 1

Current in amps =

Resistance in ohms Electromotive orce in volts

b.

Resistance in ohms =

Current in amps Electromotive orce in volts

c.

Current in amps =

Electromotive orce in volts Resistance in ohms

A device consuming 80 watts at 8 amps would have a voltage supply o: 640 volts 12 volts 10 volts 8 volts

In a simple electrical circuit, i the resistors are in parallel, the total current consumed is equal to:

b. c. d.

the sum o the currents taken by the resistors divided by the number o resistors the sum o the currents taken by the resistors the average current taken by the resistors times the number o the resistors the sum o the reciprocals o the currents taken by the resistors

The symbol or volts is: a. b. c. d.

18

1 1 = + RT R1 1 = R1 + RT 1 R = + R T1

a.

a.

6.

R = R1 + R2 + R3 + R4

Ohm’s Law states:

a. b. c. d.

5.

the addition o the individual resistances the addition o the reciprocals o the individual resistance twice the reciprocal o the individual resistances the reciprocal o the total

E or W V or E I or V R or W

1

Questions 7.

Electrical Electric al potential is measured in: a. b. c. d.

8.

s n o i t s e u Q

the sum o the currents the sum o the reciprocals o the individual resistances the sum o their resistances volts divided by the sum o the resistances

The current flowing in an electrical circuit is measured in: a. b. c. d.

10.

watts bars volts ohms

I a number o electrical consuming devices were connected in parallel, the reciprocal o the total resistance would be: a. b. c. d.

9.

1

volts ohms inductance amps

Electromotive orce is measured in: a. b. c. d.

amps × volts watts ohms volts

19

1

Questions Questions - General

1

Q u e s t i o n s

1.

Ohm’s Law is given by the ormula: a. b. c. d.

2.

ampere volt watt ohm

Electrical Electri cal power is measured in: a. b. c. d.

20

ampere volt watt ohm

The unit o resistance is the: a. b. c. d.

7.

amps volts watts ohms

The unit o current is the: a. b. c. d.

6.

ampere vol watt ohm

Potential difference is measured in: a. b. c. d.

5.

directly proportional to resistance, indirectly proportional to voltage directly proportional to tempera temperature, ture, inversely proportional to resistance inversely proportional to resistance, directly proportional to voltage inversely proportional to applied voltage, directly proportional to temperatur temperaturee

The unit o EMF is the: a. b. c. d.

4.

R=V×I

The current flowing in a circuit is: a. b. c. d.

3.

R V R V= I V I= R I=

amperes volts watts ohms

1

Questions 8.

1250 ohms may also be expressed as: a. b. c. d.

9.

15 000 ohms 1500 ohms 150 000 ohms 1500 k ohms

550 000 M ohms 0.55 M ohms 55000 ohms 0.55 ohms

I the voltage applied to a simple resistor increases increases:: a. b. c. d.

12.

s n o i t s e u Q

550 k ohms may also be expressed as: a. b. c. d.

11.. 11

1250 k ohms 1.25 k ohms 1.25 M ohms 0.125 0. 125 k ohms

1.5 M ohms may also be expressed as: a. b. c. d.

10.

1

current will decrease but power consumed remains constant resistance and power decrease current flow will increase and power consumed will increase current flow increases and power consumed decreases

What is the total resistance in this circuit:

a. b. c. d.

11.5 ohms 11 500 k ohms 11.5 k ohms 11.5 M ohms

LOOK AT THE CIRCUIT AT ANNEX A AND ANSWER THE FOLLOWING QUESTIONS 13.

The total resistance o the circuit is: a. b. c. d.

14.

14 ohms 39.6 ohms 25.6 ohms varies with the applied voltage

The current flow indication on ammeter ‘A’ would be: a. b. c. d.

2 amps 2 volts 2.5 amps 2.5 volts

21

1

Questions 15.

1

The total power consumed in the circuit will be: a. b. c. d.

Q u e s t i o n s

16.

The power consumed by R5 alone is: a. b. c. d.

17.. 17

0.04 amps 0.4 amps 4 amps 40 milliamps

The current flowing through R4 is: a. b. c. d.

22

0.04 amps 0.4 amps 4 amps 40 milliamps


22.

28 volts 4.8 volts 9.6 volts 14 volts


21.

28 volts 14 volts 14 amps 3.5 volts

The indication on voltmeter V2 will be: a. b. c. d.

20.

2.3 volts 28 volts 9.2 volts 92 volts

The indication on voltmeter V3 will be: a. b. c. d.

19.

14 watts 28 watts 112 watts 28 kilowatts

The indicat indication ion on voltmeter V1 will be: a. b. c. d.

18.

14 kilowatts 56 kilowatts 56 watts 14 watts

120 milliamps 1.2 amps 19.2 amps 1.92 milliamps

1

Questions 23.


24.

s n o i t s e u Q

1.92 kilowatts watts 1.92 watts 65.3 watts 65.3 kilowatts


26.

1.92 kilowatts watts 1.92 watts 65.3 watts 65.3 kilowatts


25.

1

5.76 kilowatts 5.76 volts 5.76 watts 3.33 watts


18.4 kilowatts 42.32 watts 18.4 watts 4.232 kilowatts

23

1

Questions Annex A

1

Q u e s t i o n s

R2

R1

R3

R4

28 V DC

24

R5

1

Questions

1

s n o i t s e u Q

25

1

Answers

Answers - Theory

1

A n s w e r s

1 d

2 a

3 a

4 c

5 a

6 b

7 c

8 c

9 c

10 1 0 b

4 a

5 d

6 c

7 b

8 d

9 a

10 1 0 d

4 c

5 b

6 b

7 c

8 b

9 d

10 1 0 d

4 b

5 a

6 d

7 c

8 b

9 d

10 b

Answers - Units 1 1 d

2 a

3 c

Answers - Units 2 1 a

2 b

3 c

Answers - General 1 c 13 a

2 c

3 b

11 c

12 c

Total circuit resistance, evaluate the total resistance o the three resistors in parallel first 1 = 1 + 1 + 1 RT R1 R2 R3 1 = 1 + 1 + 1 RT 12 12 4 1 = 1+1+3 RT 12 1 = 5 RT 12 RT =

12 = 2.4 Ω 5

Then add the resistances in series 4.6 + 2.4 + 7 = 14 Ω

26

14 a

I=

15 c

16 b

V R

= 2 amps

17 c

18 b

19 b

20 b

21 b

22 b

23 b

24 b

25 c

26 c

Chapter

2 DC Electrics - Switches

Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

29

Proximity Detectors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

30

Time Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

33

Centriugal Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

33

27

2

DC Electrics - Switches

2

D C E l e c t r i c s S w i t c h e s

28

2

DC Electrics - Switches Switches The initiation and control o aircraf circuits is achieved by switches and relays. Some typical switches are described here.

2

s e h c t i w S s c i r t c e l E C D

Toggle Switch A general purpose switch common in older aircraf having a number o isolating contacts inside. It can be a two position switch (on or off) or a multi-position switch sprung biased to the centre or off off position and then pressed and held to to select in the desired direction.

Figure 2.1

Switch Light Switch lights have largely replaced toggle switches in modern aircraf and combine the unctions o a switch with a push action and an indicator light or the associated associated unction. There are two basic types • Momentary action press and hold to activate, release to deactivate. • Alternate action press and release to activate, press and release a second time to deactivate deac tivate.. The indicator in the lens confirms the selected position or provides a warning which requires the switch to be selected. Figure 2.2

29

2

DC Electrics - Switches Guarded Switches Toggle switches or switch lights can be guarded to prevent inadvertent operation, e.g. generator disconnects the uel dump master master.. (See previous diagram)

2


Microswitch Microswitches are still used in modern aircraf to detect the position o a par ticular device e.g. door opened or closed. The name Microswitch describes the small movement between the ‘make and break’ position. Microswitches can activate indications on the flight deck or control relays or a sequenced operation. They are largely replaced by proximity detectors on modern aircraf.

Figure 2.3 Microswitch

Bimetallic Switch (Thermal Switch) Bimetallic switches are temperature sensitive switches and are activated when a certain value o temperature is reached to provide an indication to the pilot or to activate / deactivate a circuit, e.g. fire detection circuits, battery overheat switch, oil temperature warning light.

Proximity Proxim ity Detectors Proximity detectors are electrical or electronic sensors that respond to the presence o a material. The electrical or electronic response is used to activate a switch, relay or transistor. There are many types o proximity detectors, the major types being inductive, capacitive and magnetic. The inductive and magnetic sensors need the monitored material to be metal, but the capacitive type can monitor either either metal or non-metal materials. materials.

Inductive Type This type o sensor has an inductance coil whose inductance changes when a erromagnetic material (target) is brought into close proximity with it.

30

2


2


Figure 2.4

This type o sensor is used in undercarriage systems in place o microswitches. A typical undercarriage system is described below. Each proximity switch consists o three components: • A printed circuit circuit card located located in what is called the landing gear accessory unit. • A sensor located on appropriate landing gear structure. structure. • An actuator (or target) or each sensor, located adjacent to its sensor. The proximity sensor is a hermetically sealed unit, and is actuated by the presence o the actuator or target, i.e. it is not touched by it. As a result, the proximity switch is unaffected by atmospheric conditions, and is highly reliable.

Capacitive Type In this type o sensor detection is made by a capacitor undergoing a capacitance change owing to the proximity o material. material. The capacitive proximity detector is an extremely versatile device in that it is capable o detecting all materials, liquid and solid. As well as detecting the presence o a errous or nonerrous target, it can be used to detect high or low liquid li quid levels in a hydraulic or uel system.

Magnetic Type A coil situated in a magnetic field will have an electromotive orce (EMF) induced in it i the magnetic flux changes. The magnitude o the induced EMF will depend on the rate at which the flux is changed. These are the basic principles on which the magnetic proximity detectors operate. In its simplest orm, a coil is wound around a bar magnet and one pole o the magnet is then located close to a errous object. I the errous object moves, the flux in the magnet changes and an EMF is induced in the coil. I a number o errous objects move past the magnet, a train o pulses is induced in the coil.

31

2

DC Electrics - Switches Magnetic detectors are most commonly used in conjunction with mild steel gear wheels, each tooth in the wheel being, in effect, a errous object. The detector is located located radially radially and close to the periphery o the wheel wheel and provides an output having having a requency equal to to the requency o passage o the teeth past the detector detector..

2


Figure 2.5

Figure 2.6

32

2

DC Electrics - Switches Time Switches Time switches or relays can be initiated electrically or mechanically to activate a circuit afer a specific time interval has occurred, e.g. auxiliary power unit air intake door closes 30 seconds afer APU has shut down.

2


Centrifugal Centrifug al Switches These can be set to activate ac tivate or de-activate a circuit as the RPM o a device increases or decreases, e.g. starter motor cut-out switch.

33

2


2


34

Chapter

3 DC Electrics - Circuit Protection and Capacitors

Electrical Faults . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

37

Circuit Protection Devices. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

37

Fuses . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

37

The Cartridge Fuse . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

37

Spare Fuses . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

38

High Rupture Capacity (HRC) Fuses . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

39

Dummy Fuses . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

39

Current Limiters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

39

Circuit Breakers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

40

Reverse Current Circuit Breakers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

41

Capacitors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

41

Capacitance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

42

Capacitor in a DC Circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

42

Capacitor in an AC Circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

43

Capacitors in Parallel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

44

Capacitors in Series . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

44

Questions - Circuit Breakers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

45

Questions - Fuses . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

47

Answers - Circuit Breakers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

50

Answers - Fuses . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

50

35

3

DC Electrics - Circuit Protection Prot ection and Capacitors

3

D C E l e c t r i c s C i r c u i t P r o t e c t i o n a n d C a p a c i t o r s

36

3

DC Electrics - Circuit Protection and Capacitors Capacitors Electrical Faults In an electrical circuit, abnormal conditions may arise or a variety o reasons, which can cause overcurrent overcurre nt or overvoltage conditions.

3

I allowed to persist, these abnormal conditions or aults will lead to damage or destruction o equipment and in extreme cases, loss o lie. Certainly the essential power supplies will ail, and it is thereore necessary to protect circuits against all such aults, by the use o uses and circuit breakers.

s r o t i c a p a C d n a n o i t c e t o r P t i u c r i C s c i r t c e l E C D

Circuit Protection Devices There are a number o protection devices used in aircraf electrical systems but only 2 basic types are discussed here: • Fuses • Circuit breakers The undamental difference in the type o protection provided by uses and circuit breakers is in their time o operation op eration relative to to the attainment o maximum ault current. A use normally opens the circuit beore ull ault current is reached, whereas the circuit breaker opens afer the ull ault current is reached. This means that when circuit breakers are used as the protection device, both the circuit breaker and the component must be capable o withstanding the ull ault current or a short time. The circuit breaker has the capability, which the use has not, o opening and closing the circuit, and can perorm many such operations beore replacement replacement is necessary. It may also be used as a circuit isolation switch.

Fuses There are 3 basic types o use currently in use on aircraf: • Cartridge use • High rupture capacity (HRC) (HRC) use • Current limiter use

The Cartridge Fuse The cartridge type use  use consists o a tubular glass or ceramic body, 2 brass end caps and a use element. The element may be one o the ollowing: • Tinned copper wire • Silver wire • A strip o pure zinc - electro tinned

37

3

DC Electrics - Circuit Protection Prot ection and Capacitors

3


a. A light duty circuit use

Figure 3.1 Typical uses b. A high rupturing capacity use

The latter type element is generally used in heavy duty circuits, the zinc strip being cut to a specified width. A use operates when the current flowing through it is sufficient to melt the wire or strip element, the time taken varying inversely with the current. All uses are rated at a specific current value, i.e. the rating indicates the current they will carry continuously or intermittently without unduly heating h eating up or deteriora deteriorating. ting. The rating o a use or a particular circuit is such that it is not less than the normal current flowing in the circuit, but that it operates (‘blows’) at a current level below the saety limit o the equipment or cable used. For this reason only the specified use should be used in a particular par ticular circuit. The diagram shows typical aircraf uses; the ratings can vary between between 0 .5 and and 500 amps, the higher ratings being limited to the HRC or current limiter types. Fuses are made o a type o wire which has a low melting point, and when it is placed in series with the electrical load it will melt, blow or rupture when a current o higher value than its ampere rating is placed upon it. Fuses are rated in ‘amps’. A blown use may be replaced with another o the correct rating once only. I it blows again when switching on, there is a deect in the system and the use must not be changed again until the circuit has been investigated.

Spare Fuses The carriage o spare uses is mandatory, the quantity o spares being at least 10% o the number o each rating installed, with a minimum o 3 o each.

38

3

DC Electrics - Circuit Protection and Capacitors Capacitors High Rupture Capacity (HRC) Fuses The high rupture capacity (HRC) use is an improvement on the cartridge type use. It is used mainly or high current rated circuits.

3

The body is a ceramic material o robust construction and has one or more element holes. The element holes are filled with powdered marble or clean quartz sand. The end caps are o plated brass or copper.


The HRC has the ollowing advantages over the normal glass car tridge type: • • • • • •

more accurate operation operates without flame does not not deteriorate deteriorate with age is more robust operates rapidly is not affected by ambient temperature temperature

Dummy Fuses Aircraf electrical circuits which are not in use will have dummy uses fitted. I it is necessary to isolate a particular circuit by the removal o the use in order that the system be made ‘sae’ or or work to be carried out, a dummy use or use holder should replace the use which has been removed. To distinguish the dummy use, a red streamer is attached to it. Dummy use links are manuactured to standard use dimensions rom red plastic, the centre portion being square in section with corrugated sides to acilitate identification. Services protected by circuit breakers are made sae in a similar manner, a warning flag or plate is clipped to the tripped circuit breaker, indicating that the service has been rendered sae or servicing.

Current Limiters Current limiters , as the name suggests, are designed to limit the current to some predetermined amperage value. They are also thermal devices, but unlike ordinary uses they have a high melting point, so that their time/ current characteristics permit them to carry a considerable overload current beore rupturing. For this reason their application is confined to the protection o heavy-duty power distribution circuits. The output o a Transormer Rectifier Unit would be a prime location or a current limiter to be used.

Figure 3.2 A typical current limiter (an airuse)

A typical current limiter (manuactured under the name o ‘Airuse’) is illustrated in Figure 3.2, it incorporates a usible element which is, in effect, a single strip o tinned copper, drilled and shaped at each end to orm lug type ty pe connections, with the central portion ‘waisted’ to the required width to to orm the using area.

39

3

DC Electrics - Circuit Protection Prot ection and Capacitors The central portion is enclosed by a rectangular ceramic housing, one side o which is urnished with an inspection window which, depending on the type, may be glass or mica.

Circuit Breakers

3

Circuit breakers combine the unction o use and switch and can be used or switching circuits on and off in certain circumstances.


They are fitted to protect equipment rom damage resulting rom overload, or ault conditions. The design and construction o CBs is wide and varied. Generally, the CB incorporates an automatic thermo-sensitive tripping device and a manually or electrically operated switch. Some electrically operated CBs may also include electromagnetic and reverse current tripping devices. The smaller type single button CBs, shown in Figure 3.3, range rom 5 amps to 45 amps, whereas the larger reverse current CBs can be rated up to 600 amps. The diagram shows two typical CBs, the single push pull button type has a white marker band to assist in identiying identiying a ‘tripped’ circuit breaker breaker amongst a panel o many. The CB at (b) is fitted with a “manual trip” button and is more usually associated with a heavy duty circuit.

Figure 3.3 Circuit breakers

CBs are common on the flight deck o modern aircraf and can be categorized as either: • a Non-trip Free Free Circuit Breaker Breaker,, or • a Trip Free Circuit Breaker. The non-trip ree circuit breaker may be held in under ault conditions and the circuit will be made, this is clearly dangerous.

40

3

DC Electrics - Circuit Protection and Capacitors Capacitors The trip ree circuit breaker i held in under the same circumstances, the circuit can not be made. Pressing the re-set button will reset either CB i the ault has been cleared.

3

Reverse Current Circuit Breakers


These CBs are designed to protect power supply systems and associated circuits against ault currents reversing against the normal current direction o flow o a magnitude greater than those at which cut-outs normally operate operate.. They are urthermore designed to remain in a “locked-out” condition to ensure complete isolation o a circuit until a ault has been cleared.

Capacitors Introduction: A capacitor can perorm three basic unctions: unc tions: • Stores an electrical charge by creating creating an electrical field between the plates. plates. • Will act as i it passes passes Alternating Alternating Current Current • Blocks Direct Current flow

Construction: In its simplest orm a capacitor consists o two metal plates separated by an insulator called a dielectric. Wires connected to the plates allow the capacitor to be connected into the circuit.

Figure 3.4 The construction o a simple capacitor

41

3

DC Electrics - Circuit Protection Prot ection and Capacitors Symbols: Figure 3.5 shows the electrical circuit symbols or various capacitors. With the polarized

capacitor it is important impor tant to connect the positive terminal to the positive supply. Non-polarized types can be connected either either way round.

3


FIXED (Non-polarized)

FIXED (Polarized)

VARIABLE

PRESET

Figure 3.5 Capacitor symbols

Capacitance The capacitance (C) o a capacitor measures its ability to store an electrical charge. The unit o capacitance is the FARAD (F). The arad is subdivided into smaller, more convenient convenient units. 1 microarad (1 µF)

= 1 millionth o a arad

= 10 F

1 nanoarad (1 nF)

= 1 thousand millionth o a arad

= 10 F

1 picoarad (1 pF)

= 1 millionth millionth o a arad

= 10 F

-6

-9

-12

Factors Affecting Capacitance: • Area o the plates - a large area gives gives a large capacitance capacitance • Distance between the the plates - a small distance gives a large capacitance • Material o the dielectric - different materials have different different values o capacitance, or example paper, mica, air and uel. The value o the dielectric is reerred to as the dielectric constant (k). For example, waxed paper has a k value o about 3, whereas air has a k o 1. So a capacitor having waxed paper as its dielectric would have 3 times the capacitance o the same capacitor having having air as its dielectric.

Working Voltage: This is the largest voltage DC or Peak AC which can be applied across the capacitor. It is ofen marked on the case o the capacitor and i it is exceeded, the dielectric may break down and permanent damage result.

Capacitor in a DC Circuit Figure 3.6 shows shows a capacitor in series with a battery and a switch. I the switch is closed, electrons

are pushed by the battery on to plate Y building up a negative charge. This charge exerts a repelling orce across the dielectric which causes electrons elec trons to leave the plate X and be attracted to the positive plate o the battery. While this charging action is taking place electrons are passing through the connecting wires but no current flows through the dielectric. 42

3

DC Electrics - Circuit Protection and Capacitors Capacitors

3

12 V


12 V

Figure 3.6

Afer a short time the difference in charge between the plates results in a potential difference difference existing between the plates. The flow o electrons will reduce and stop when the potential difference between the plates is equal to the supply voltage. The capacitor is now ully charged, current has stopped flowing, the plates are said to be charged and there exists an electric field between the plates. The capacitor is now blocking DC flow. I the switch is opened and the capacitor is disconnected rom the battery, it holds its charge: a capacitor stores electrical energy by the ormation o an electric field between bet ween the plates. The capacitor will only discharge i it is now connected to an external ex ternal circuit.

Capacitor in an AC Circuit Figure 3.7 shows shows the battery replaced with an Alternating Alternating Current Supply. A light bulb is placed

in series with the supply and the capacitor. As the terminals X and Y are now changing rom positive to negative at a rate depending on the requency o the supply, current is first flowing in one direction, reversing and flowing in the opposite direction. The capacitor is charging in one direction, discharging and then charging in the opposite direction. This process continues until the supply is disconnected. The bulb will be continuously ON. Current flows in the wires but no current flows through the dielectric. Thereore: A capacitor appears to pass AC

X

X

Y

Y

Figure 3.7

43

3

DC Electrics - Circuit Protection Prot ection and Capacitors Capacitors in Parallel Capacitors connected in parallel are effectively increasing the area o the plates. The total capacitance C T can be ound by adding the individual capacitances:

3

CT = C1 + C2 etc


V

C1

C2

Fi ure 3.8 Figure 3.8

Capacitors in Series Capacitors in series have effectively increased the distance between the plates and thereore the total capacitance has decreased. The total capacitance is ound by using the ormula or resistances in parallel: 1 1 1 = + etc CT C1 C2

C1

C2

Figure 3.9

44

3

Questions Questions - Circuit Breakers 1.

In a circuit fitted with a non-trip ree circuit breaker i a ault occurs and persists: a. b. c. d.

2.

cannot be reset by holding the lever in while the ault persists can be reset by holding the lever in while the ault persists must be held in during checks to find aults can be bypassed

be made and kept made only be made i there is a use in the circuit reset itsel only afer a delay o 20 seconds not be made and the reset will remain inoperative

A circuit breaker is a device or: a. b. c. d.

7.

are used in DC circuits only are used in AC or DC circuits are used in AC circuits only are used in low current circuits only

I the reset button is pressed in the trip ree circuit breaker breaker,, the contacts with the ault cleared cleared will: a. b. c. d.

6.

can be reset and held in during rectification can never be reset can be reset afer overhaul may be reset manually afer ault has been cleared

A trip ree circuit breaker is one which: a. b. c. d.

5.

s n o i t s e u Q

Circuit breakers and uses: a. b. c. d.

4.

3

A trip ree circuit breaker that has tripped due to overload: a. b. c. d.

3.

i the reset button is depressed and held in, the circuit will be made the trip button may be pressed to reset, but not permanently a non-trip ree circuit breaker can never be bypassed the reset button may be pressed to make the circuit permanent

controlling rotor movement only isolating the service on overload isolating the battery when using the ground batteries earthing the magnetos when switching off

A non-trip ree circuit breaker is: a. b. c. d.

one which can make a circuit in flight by pushing a button a wire placed in a conductor which melts under overload another type o voltage regulator an on-off type tumbler switch

45

3

Questions 8.

A non-trip ree circuit breaker that has tripped due to overl overload: oad: a. b. c. d.

3

Q u e s t i o n s

9.

A thermal circuit breaker works on the principle o: a. b. c. d.

10.

differential expansion o metals differential thickness o metals differential density o metals differential pressure o metals

Circuit breakers are fitted in: a. b. c. d.

46

can never be reset can only be reset on the ground by a maintenance engineer can be reset and held in i necessary cannot be reset while the ault is still there

series with the load parallel with the load across the load shunt with the load

3

Questions Questions - Fuses 1.

A use is said to have blown when: a. b. c. d.

2.

The ohms o the circuit The amps being used in the circuit The amps capacity o the consuming device in the circuit The correct use volt or watts rating

24 amps 10 amps 5 amps 15 amps

When selecting a use or an aircraf circuit the govern governing ing actor is: a. b. c. d.

7.

increases the weight o the insulation ractures the use case disconnects the use rom its holder melts the use wire

The size o use required or an electrical circuit whose power is 72 watts and whose voltage is 24 volts is: a. b. c. d.

6.

in parallel with the load in series with the load in the conductor between generat generator or and regulator only fitted when loads are in series

What must be checked beore replacing a use? a. b. c. d.

5.

s n o i t s e u Q

Overloading an electrical circuit causes the use to ‘Blow’. This: a. b. c. d.

4.

3

In a used circuit the use is: a. b. c. d.

3.

an excess current has burst the outer cover and disconnected the circuit rom the supply the circuit is reconnected a current o a higher value than the use rating has melted the conductor and disconnected the circuit rom the supply the amperage has been sufficiently high to cause the use to trip out o its holder and has thereore, disconnected the circuit rom the supply

the voltage o the circuit cable cross-sectional area resistance o the circuit power requirements o the circuit

A use in an electrical circuit is ‘blown’ by: a. b. c. d.

cooler air the breaking o the glass tube excess voltage breaking the use wire excess current rupturing the use wire

47

3

Questions 8.

A use is used to protect an electrical circuit, it is: a. b. c. d.

3

Q u e s t i o n s

9.

Fuses: a. b. c. d.

10.

protect the load protect the cable protect the generat generator or protect both the circuit cable and load

A current limiter: a. b. c. d.

48

o low melting point o high capacity o high melting point o low resistance

is a use with a low melting point is a circuit breaker is a use with a high melting point is a use enclosed in a quartz or sand

3

Questions

3

s n o i t s e u Q

49

3

Answers

Answers - Circuit Breakers 1 a

3

A n s w e r s

2 d

3 b

4 a

5 a

6 b

7 a

8 d

9 a

10 1 0 a

4 c

5 c

6 d

7 d

8 a

9 d

10 1 0 c

Answers - Fuses 1 c

50

2 b

3 d

Chapter

4 DC Electrics - Batteries

Batteries . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

53

Secondary Cells . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

54

Lead Acid Battery . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

55

Alkaline Battery (Nickel Cadmium, NiCad) . . . . . . . . . . . . . . . . . . . . . . . . . . . .

58

Battery Checks. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

59

Battery Charging . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

60

Secondary Batterie Batteriess Summary . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

60

Questions - Batteries 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

61


63


65

Answers - Batteries 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

68


68


68

51

4

DC Electrics - Batteries

4

D C E l e c t r i c s B a t t e r i e s

52

4

DC Electrics - Batteries Batteries The purpose o a battery in an aircraf is to provide an emergency source o power when the generator generat or is not running and to provide power to start the engine. A battery is made up o a number o cells which convert chemical energy into electrical energy by a transer o electrons rom one material to another causing a potential difference between them. During the transer o electrons the chemical composition o the two materials materials changes.

4

s e i r e t t a B s c i r t c e l E C D

Primary Cell A primary cell consists o two electrodes immersed in a chemical called an electrolyte. The electrolyte encourages electron transer between the electrodes until there is a potential difference between them. When the electron transer ceases the cell is ully charged and the potential difference is approximately 1.5 1.5 volts between bet ween the two electrodes.

Figure 4.1 A primary cell

When the positive and negative terminals are connected to an external circuit electrons flow rom the negative terminal to the positive terminal through the circuit. At the same time more electrons are allowed to transer inside the cell rom the positive electrode to the negative electrode. As this circulation o electrons continues, the negative electrode slowly dissolves in the electrolyte until it is eventually eaten away and the cell is then “dead” and is discarded. Primary cells cannot be recharged.

Figure 4.2 A dry c ell (primary)

53

4

DC Electrics - Batteries Secondary Cells Secondary cells work on the same principle p rinciple as primary cells but the chemical energy in the cell can be restored when the cell has been discharged by passing a “charging current” through the cell in the reverse direction to that o the discharge current. In this way the secondary cell can be discharged and recharged many times over a long period o time

4

During recharging electrical energy is converted into chemical energy which is retained until the cell is discharged again.


The Capacity o a cell is a measure o how much current a cell can provide in a certain time. Capacity is measured in Ampere hours (Ah) and is determined by the area o the plates; the bigger the cell the greater its capacity. A cell with a capacity o 80 Ah should provide a current o 8 A or 10 hours, or 80 A or 1 hr. Theoretically that should be true but in practice the capacity will reduce as the rate o discharge is increased. Capacity is normally measured at the 1 hour rate. A single cell battery may be used on its own or cells may be connected in series, or in parallel depending on the voltage and capacity required For cells in series the positive terminal o one cell is connected to the negative terminal o the next and so on. The total voltage is the sum o the individual cell voltages. But the capacity is that o one cell. For cells in parallel the positive terminals are joined together and the negative terminals are joined together together.. The total voltage is that o one cell but the capacity capacity is the sum o the individual cell capacities.

2V

2V

2V

10 Ah 10 Ah 10 Ah

6V

2V

10 Ah

2V

10 Ah

2V

10 Ah

10 Ah 2V

Cells in series

Cells in parallel Figure 4.3

54

30 Ah

4

DC Electrics - Batteries Lead Acid Battery

4


Figure 4.4

One o the most common types o secondary cell is the Lead Acid cell. The active material o the positive plate is lead peroxide and the negative plate is spongy lead, both plates are immersed in an electrolyte elec trolyte solution o water and sulphuric acid . The container is glass or hard plastic with a filler cap to allow replenishment o distilled water, which is lost through evaporation during use. A vent hole in the cap allows the escape o hydrogen gas, which is produced when the cell is working The state o charge o a lead acid cell can be determined by measuring the strength o the electrolyte solution. This is done with a hydrometer which measures the specific gravity (SG). A ully charged cell will have a SG o 1.27, a discharged cell will have a SG o 1.17. When the cell is connected to an external circuit and current is flowing, lead sulphate is ormed at both plates and the specific gravity will all as the acid becomes weaker. When the SG has allen to 1.17 and the voltage to 1.8 volts the cell should be recharged. To charge a cell it is connected to a battery charger which applies a slightly higher voltage to the cell and causes current to flow in the reverse direction through the cell. While this is happening the lead sulphate which had been deposited on the plates is removed and the SG o the electrolyte rises to 1.27. 1.27. The voltage ‘on load’ should have returned to just above 2 volts. When charging a lead acid battery it is important that the rate o charge is controlled. Charging too quickly can cause ‘gassing’ and evaporation evaporation to occur occur which may lead to boiling the battery battery dry and causing damage to the plates.

55

4


4


Figure 4.5 A lead acid secondary cell

The SG o the electrolyte is an indication o the battery’s state o charge or serviceability. The value o the SG is checked using a hydrometer . The level o the electrolyte is maintained just above the top o the plates by topping up with distilled water. Loss o water is caused by gassing at the plates when ully charged. The on load/nominal voltage o each cell o a lead acid battery is 2 volts. The off load voltage o each cell o a lead acid battery is 2.2 volts. Electrolytes are highly corrosive and i spilled in aircraf can cause extensive damage. The neutralizing agent to be used or an acid electrolyte is a sodium bicarbonate solution. The perormance o a battery is affected by temperature. In low temperatures the rate o discharge is decreased because o higher internal resistance. In warm temperatures the battery rate o discharge will increase. In general the battery perorms better in warm temperatures (just like a car battery). As a lead acid battery discharges the SG o the electrolyte reduces. In reezing temperatures temperatur es with a discharged battery battery there there is a risk o the electrolyte reezing. It is thereore thereore important to maintain the battery in a ully charged state during winter operations. Figure 4.6 shows shows a ree liquid type o lead acid battery where the electrolyte is in liquid orm. Figure 4.7 shows shows an absorbed liquid type o lead acid battery where the electrolyte is absorbed absorbed

into the active materials in the plates making it less prone to spillage.

56

4


4


Figure 4.6 Lead acid battery (ree liquid type)

Figure 4.7 Lead acid battery (absorbed liquid type)

57

4

DC Electrics - Batteries Alkaline Battery (Nickel Cadmium, NiCad) Lead acid batteries are still used in some smaller aircraf but have been largely replaced by Nickel Cadmium (alkaline type) batteries. These use different materials or their plates and electrolyte. The plates are nickel oxide and cadmium and the electrolyte is potassium hydroxide. The SG o the electrolyte is 1.24 - 1.30.

4

The on-load voltage o one cell is about 1.2 volts.


Unlike the lead acid battery, the relative SG o the nickel-cadmium battery electrolyte does not change and the voltage variation rom “ully charged” to “ully discharged,” is very slight. The only way to determine the state o charge is to carry out a measured discharge test i.e. a capacity test. The terminal voltage remains substantially constant at 1.2 volts throughout most o the discharge. Due to its low internal resistance it is also capable o supplying high current during its discharge cycle and low current during recharging without violent fluctuations o terminal voltage. NiCad batteries have a low thermal capacity; the heat generated in certain conditions is aster than it can dissipate, dissipate, so causing a rapid increase increase in temperature. temperature. This has the effect o lowering the effective internal resistance thus allowing an ever increasing charging current, which, unless checked, leads to the total destruction o the battery. This condition is known as a thermal runaway, and can cause so much heat that the battery may explode. For this reason the charging o the battery must be closely monitored and includes some saety eatures. A built-in thermal switch monitors the temperature and operates on a preset value o temperature. temperatur e. This effectively isolates the battery battery rom the charging source until a reduction in temperature temperatur e reverts the switch back to its normal position. Associated with the tempera temperature ture switch may be an indicator light on the flight deck to alert the pilot. The nickel cadmium battery, however, however, is more robust and can hold a constant terminal voltage much better during the discharge di scharge cycle. It is thereore much preerred in large modern m odern aircraf because in the event o a total ailure o the aircraf generators the NiCad battery will provide a much more stable voltage. Figure 4.8 is a graphical representation o a comparison o the discharge voltage o a lead acid

against a NiCad during discharge.

58

4


V

V 4


Figure 4.8

Battery Checks The Capacity o a battery is the product o the load in amperes that the manuacturers state it will deliver, and the time in hours that the battery is capable o supplying that load. load . The capacity is measured in ampere hours (Ah). A 40 Ah battery when discharged at the 1 hour rate should supply 40 amps or the 1 hour. This is known as the ‘ rated load’. Alternatively the battery could supply 4 amps am ps or 10 hours at the 10 hour rate. Actual Capacity is determined by the battery’s deterioration deterioration in service. I a 60 Ah battery when discharged at the 1 hour rate lasts only or 0.7 hour, h our, or 42 minutes, then the actual capacity is 70% o its rated capacity. In other words, the battery is only 70% efficient. A Capacity Test, a test to determine the actual capacity o aircraf batteries, is carried out every 3 months and the efficiency must be 80% or more or the battery to remain in service.

This capacity will ensure that essential loads can be supplied or a period o 30 minutes ollowing a generator generator ailure ailure. Loads (electrical equipment) would include: attitude inormation, essential communication equipment, lighting, pitot heat, plus any other services necessary or continued sae flight, or loads which cannot easily be switched off (load shedding). Spare batteries will be held ready or use in the electrical workshop. Lead acid batteries are stored in a charged state to prevent prevent deterioration deterioration o the battery by sulphation. NiCad batteries can be stored in a discharged state with no detrimental effect to the battery and thereore have a longer storage lie or ‘shel lie’. The On-load Check is carried out by applying the rated load to the battery circuit or a short period o time, during which time the battery voltmeter reading must remain constant and not all below a stated value. Modern aircraf use times as low as 10-20 seconds with the rated load selected. The pilot’s preflight check o a battery may include comparing the ‘ on load’ voltage with the ‘off load’ voltage to give an indication indi cation o the state o charge o the battery.

59

4

DC Electrics - Batteries I the battery is not supplying any load then it is likely to show its nominal voltage (off load voltage). I the battery is then loaded up by switching on selective loads (e.g. pitot heater, landing lights, blower motors) and the voltage is maintained then the battery is in a good state o charge. I the voltage alls below a stated value within a time limit determined by the manual then the battery is in a low state o charge and should be replaced.

4

Battery Charging


A Constant Voltage Charging system is employed with most lead acid batteries to maintain the battery in a ully charged condition during flight. With this system the output o utput voltage o the generator generator is maintained constant at 14 volts or a 12 12 volt battery and 28 volts or a 24 volt battery. The generator voltage exceeds the battery voltage by 2 volts or every 12 volts o battery potential. With alkaline batteries which are susceptible to thermal runaway it may be that a constant current charging system is employed by a dedicated battery charger which monitors battery temperature temperatur e and voltage. Some charging systems use a method known as pulse charging and once the battery is up to 85% capacity, the battery charger delivers short pulses o charging current. Afer starting an engine using the aircraf’s battery, battery, whether it is a lead acid battery or an alkaline battery, the generator, when it is on line, recharges that battery. NOTE:

This is indicated by the high initial reading on the generator’s ammeter (load ammeter) or the battery ammeter (centre zero). This reading should quickly reduce as the battery is recharged, but i the charge rate increases, or remains high, it could be an indication o a aulty battery. A high charge rate rate could result in a battery battery overheating overheating and subsequent subsequent damage. damage.

Secondary Batteries Summary Secondary batteries:

CHARGED

DISCHARGED

Summary.

LEAD ACID

ALKALINE

POSITIVE

NEGATIVE ELECTROLYTE

lead peroxide

spongy lead

sulphuric acid

lead sulphate

lead sulphate

weak sulphuric acid

nickel oxide

cadmium

nickel cadmium hydroxide hydroxide

potassium hydroxide / distilled water potassium hydroxide / distilled water

Figure 4.9

60

SPILLAGE

Sodium bicarbonate + water

Boric acid

SG 1.270

1.170

1.240 1.300

4

Questions Questions - Batteries 1 1.

Battery voltage is tested with: a. b. c. d.

2.

6 monthly 2 monthly 3 monthly every minor check

a voltage o 36 and a capacity o 120 Ah a capacity o 120 Ah and a voltage o 12 a capacity o 36 Ah and 12 120 0 watts a voltage o 36 and a capacity o 40 Ah

An aircraf has a battery with a capacity o 40 Ah. Assuming that it will provide its normal capacity and is discharged at the 10 hour rate: a. b. c. d.

7.

12 V 80 Ah 24 V 80 Ah 12 V 20 Ah 24 V 40 Ah

An aircraf has three batteries each o 12 volts with 40 Ah capacity connected in series. The resultant unit has: a. b. c. d.

6.

12 V 80 Ah 12 V 20 Ah 24 V 80 Ah 24 V 40 Ah

A battery capacity test is carried out: a. b. c. d.

5.

s n o i t s e u Q

Two Tw o 12 V 40 Ah batteries connec connected ted in parallel will produce: a. b. c. d.

4.

4

Two Tw o 12 V 40 Ah batteries connec connected ted in series will produce: a. b. c. d.

3.

a megometer a voltmeter on rated load an ammeter with a rated voltage a hygrometer

it will pass 40 amps or 10 hrs it will pass 10 amps or 4 hrs it will pass 4 amps or 10 hrs it will pass 40 amps or 1 hr

Battery capacity percentage efficiency must alway alwayss be: a. b. c. d.

10% above saturatio saturation n level above 70% 80% or more above 90%

61

4

Questions 8.

The method o ascertaining the voltage o a standard aircraf lead acid battery is by checking: a. b. c. d.

4

Q u e s t i o n s

9.

A battery is checked or serviceability by: a. b. c. d.

10.

using an ammeter measuring the specific gravity o the electrolyte a boric acid solution using an ohmmeter

In an AC circuit: a. b. c. d.

62

the voltage on open circuit the current flow with a rated voltage charge the voltage off load the voltage with rated load switched ON

the battery is connected in series a battery cannot be used because the wire is too thick a battery cannot be used because it is DC only NiCad batteries can be used

4


The specific gravi gravity ty o a ully charged lead acid cell is: a. b. c. d.

2.

22 volts 24 volts 26 volts 28 volts

constant current system constant load system constant resistance system constant voltage system

I you connect two identical batteries in series it will: a. b. c. d.

7.

on open circuit using a trimmer circuit with an ammeter on load

The system used to maintain aircraf batteries in a high state o charge is the: a. b. c. d.

6.

1.2 volts 1.5 volts 1.8 volts 2.0 volts

In an aircraf having a battery o 24 volts nominal off load and ully charged the voltmeter would read: a. b. c. d.

5.

s n o i t s e u Q

A lead acid battery voltage should be checked: a. b. c. d.

4.

4

The nominal voltage o the lead acid cell is: a. b. c. d.

3.

1.270 1.090 1.120 0.1270

double the volts and halve the capacity reduce the voltage by 50% double the volts and leave the capacity the same double the volts and double the amps flowing in a circuit with twice the resistance

The nominal voltage o an alkaline cell is: a. b. c. d.

2.2 volts 1.8 volts 1.2 volts 0.12 0. 12 volts

63

4

Questions 8.

The specific gravity o a ully charged alkaline cell is: a. b. c. d.

0.120 0.1 20 - 0.1 0.130 30 1.160 1.240 - 1.30 1.800

4

9. Q u e s t i o n s

The electrolyte used in the lead acid cell is diluted: a. b. c. d.

10.

The electrolyte used in an alkaline battery is diluted: a. b. c. d.

64

hydrochloric acid sulphuric acid boric acid potassium hydroxide

saline solution sulphuric acid cadmium and distilled water potassium hydroxide solution

4


The number o lead acid cells required to make up a twelve volt battery is: a. b. c. d.

2.

sulphuric acid distilled water sulphuric acid diluted with distilled water boric acid

prevent spillage o electrolyte during violent manoeuvres stop spillage o the water only prevent the escape o gases prevent spillage during topping-up

The capacity o a lead acid battery is: a. b. c. d.

8.

just below the top plate above the plates level with the filler cap one inch below the top o the plates just above the top o the plates

Non-spill vents are used on aircraf batteries to: a. b. c. d.

7.

determined by the number o plates determined by the area o the plates determined by the diameter o the main terminals determined by the active materials on the plates

To top up the elect electrolyte rolyte add: a. b. c. d.

6.

electromotive orce resistance a flat battery residual voltage

The level o the electrolyte must be maintained: a. b. c. d.

5.

s n o i t s e u Q

The voltage o a secondary cell is: a. b. c. d.

4.

4

A voltmeter across the terminals o a battery with all services off will indicate: a. b. c. d.

3.

8 12 6 10

determined by the area o the plates determined by the active materials on the plates determined by the size o the series coupling bars determined by the number o separat separators ors

Acid spillage in an aircraf can be neutraliz neutralized ed by using: a. b. c. d.

caustic soda soap and water soda and water bicarbonate o soda and water

65

4

Questions 9.

When the battery master switch is switched off in flight: a. b. c. d.

the generat generators ors are disconnected rom the bus bar the ammeter reads maximum the battery is isolated rom the bus bar the battery is discharged through the bonding circuit diodes

4

10.

Q u e s t i o n s

When the generator is on line the battery is: a. b. c. d.

66

in parallel with the other loads in series with the generat generator or in series when the generat generator or is on line and is relayed when the generat generator or is off line load sharing

4

Questions

4

s n o i t s e u Q

67

4

Answers

Answers - Batteries 1 1 b 4

2 d

3 a

4 c

5 d

6 c

7 c

8 d

9 b

10 1 0 c

5 d

6 c

7 c

8 c

9 b

10 1 0 d

5 b

6 a

7 a

8 d

9 c

10 1 0 a

Answers - Batteries 2

A n s w e r s

1 a

2 d

3 d

4 c

Answers - Batteries 3 1 c

68

2 a

3 d

4 d

Chapter

5 DC Electrics - Magnetism

Magnetism Magne tism . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

71

Temporary Te mporary Magnets . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

72

Permanent Magnets . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

72

Permeability . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

73

Magnetism Magne tism . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

73

The Molecular Structure o Magnets . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

73

The Magnetic Effect o a Current . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

74

The Corkscrew Rule . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

74

The Magnetic Field o a Solenoid . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

76

The Right Hand Grasp Rule . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

76

The Strength o the Field o a Solenoid . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

76

Solenoid and Relay . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

76

The Forces on a Conductor Which is Carrying a Current . . . . . . . . . . . . . . . . . . . . .

77

Questions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

78

Answers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

80

69

5

DC Electrics - Magnetism

5

D C E l e c t r i c s M a g n e t i s m

70

5

DC Electrics - Magnetism Magnetism A magnet has the ollowing properties: • It will attract attract and pick up bits o iron and steel. • I reely suspended, it will come to rest rest pointing in a N-S direction. • A magnetic field (a region surrounding a magnet in which its magnetic magnetic effects can be detected).

5

m s i t e n g a M s c i r t c e l E C D

I iron filings are sprinkled on to a sheet o paper which is placed over a magnet, the filings arrange themselves into a distinctive pattern. They trace out invisible lines o influence in the magnetic field. These lines are called lines o flux or lines o orce. We can give direction to the lines o flux by putting arrowheads on them in the direction a compass needle would point i placed in the magnetic field. Lines o flux o a magnet emerge rom the N pole and re-enter at the S pole. Although, in diagrams, some lines o flux are shown incomplete they are in act always continuous. Lines o flux never cross When two magnets are brought close together their resultant field is modified by the act that lines o flux cannot cross. Where lines o flux rom the two magnets are in the same direction they reinorce one another and the flux density is increased. increased. When lines o flux rom the two magnets oppose one another they tend to cancel each other out. Magnetic effects are most powerul at two points, usually near the ends o the magnet, called the poles o the magnet. When a magnet is reely suspended and comes to rest, the end nearest to the earth’s magnetic north pole is called the ‘north seeking’ or North (N) pole po le o the magnet. The other is the South (S) pole. I the N pole o a magnet is brought near the N pole o another magnet, the two poles repel each other. Similarly two S poles repel each other. Attraction occurs between a N and a S pole.

LIKE POLES REPEL UNLIKE POLES ATTRACT

71

5


5


Figure 5.1 Flux distribution

Temporary Magnets Temporary magnets are made rom sof iron which is easily magnetized but readily loses its magnetic properties.

Permanent Magnets Permanent magnets are made rom hard alloy steels which are difficult to magnetize but retain their magnetism well.

Figure 5.2 Temporary magnet

72

5

DC Electrics - Magnetism Permeability I an unmagnetized piece o sof iron is placed in a magnetic field, the lines o flux concentrate to flow through the iron. iron. The iron itsel becomes magnetized magnetized and produces additional lines o flux. This property o increasing the flux density is called permeability.

5

I it is removed rom the magnetic field, the sof iron loses most o its magnetism. Sof iron is said to have low magnetic retentivity. The little magnetism which remains is called its residual magnetism.


Magnetism Magnetism may be destroyed by: • Heating the material. • Hammering the material. • Placing the material material inside a solenoid which is supplied with an alternating alternating current. current.

The Molecular Structure of Magnets In an unmagnetized piece o sof iron, the molecules tend to orm closed chains. When the iron is magnetized, the magnetized magnetized molecules tend to line up with invisible lines o influence in the magnetic field which are called the lines o flux. When all the molecules line up, the magnet is said to be saturated and it cannot be magnetized urther. urther.

N

S S

N N N

UNMAGNETIZED

S

MAGNETIZED

S S S S S S N

S

N S

N

S

N

S

N

S

N

S S

N

S S

N S

S N

S

N N

N

N S

N

S

N

S

N

N

N

N S

N N S

SATURATED

Figure 5.3 Molecular distribution

73

5

DC Electrics - Magnetism The Magnetic Effect of a Current When a conductor carries a current, a magnetic field is set up about the conductor in the orm o concentric lines o flux.

5

CURRENT FLOW

D C E l e c t r i c s M a g n e t i s m FIELD

Figure 5.4 Magnetic effect o a current

The Corkscrew Rule I a right-handed corkscrew is turned so as to move in the direction o the conventional current in the conductor, the direction o rotation o the corkscrew is the direction o the lines o flux.

INTO PAPER

OUT OF PAPER

Figure 5.5 Direction o current flow

74

5


5


Figure 5.6 Combined magnetic fields

S

Figure 5.7 Magnetic field in a coil

75

5

DC Electrics - Magnetism The Magnetic Field of a Solenoid A solenoid (electromagnet) is a coil o a large number o turns o insulated wire. Between the coils the flux cancels out. The field pattern is similar to that o a bar magnet. The polarity o a solenoid may be ound by the Right Hand Grasp Rule. Electromagnets and the principle o electromagnetism play a vital part in the operation and control o many aircraf electrical circuits.

5

The Right Hand Grasp Rule


I a solenoid is held in the right hand so that the fingers are curled round it pointing in the direction o the conventional current, the outstretched thumb points to the Nor th pole o the solenoid.

The Strength of the Field of a Solenoid The strength o the field o a solenoid can be increased by: • increasing the number o turns on the coil. • increasing the current. • using a sof iron iron core. core. When the current is switched off the magnetic field collapses leaving a little residual magnetism in the sof iron core.

Solenoid and Relay Solenoids and relays are nothing more than remotely controlled switches. By switching a small current rom the flight deck a large current can be switched at the solenoid or relay, e.g. the starter solenoid in the starting circuit or a piston engine. The solenoid has a moving core whereas the relay has a stationary core and an attracted armature. The wires that orm the coil o the solenoid or relay are insulated and have no physical or electrical contact with the circuit which is controlled by the contacts.

Figure 5.8 Solenoid and relay

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5

DC Electrics - Magnetism The Forces on a Conductor Which is Carrying a Current I a current carrying conductor is placed between two magnets, the interaction o the two magnetic fields will produce a strong magnetic field on one side o the conductor and a weak magnetic field on the other. The resultant stronger orce will cause the conductor to move. This is the basic motor principle and the direction o movement can be deduced by using Fleming’s Lef Hand Rule. This will be explained in the section dealing with motors.

5


S

FIELD STRENGTHENED

S FIELD WEAKENED CONDUCTOR MOVES IN DIRECTION OF ARROW

Figure 5.9 Interaction between two magnetic fields

The motion caused by the effects o current through a conductor suspended in a magnetic field is known k nown as Lorentz orce.

77

5

Questions Questions 1.

The area o orce around a magnet is termed: a. b. c. d.

5

2.

Q u e s t i o n s

When a magnet is unable to accept any urther magnetism it is termed: a. b. c. d.

3.

increase coil resistance reduce current flow lower EMF increase current flow

I you bring two magnets together: a. b. c. d.

78

voltage current resistance engine resistance

To increase electromagnetic orce one would: a. b. c. d.

8.

North seeking pole South seeking pole Both poles have the same strength The saturate saturated d pole

Electromagnetism is a product o: a. b. c. d.

7.

one main line station to another the master station the north to the south pole in a random direction

Which o the two poles has the greatest strength? a. b. c. d.

6.

steel plastic liquid glass

Magnetic lines o orce flow externally rom: a. b. c. d.

5.

reluctance saturation active reactance

Permanent magnets are manuactured rom: a. b. c. d.

4.

conductance stable magnetic resistance magnetic field

like poles will attract unlike poles will attract over heating will occur their magnetic fields will adjust to avoid overcro overcrowding wding

5

Questions 9.

A sof iron core in an electromagnet: a. b. c. d.

increases flux density decreases flux density reduces arcing increases the lines o strength

5

s n o i t s e u Q

79

5

Answers

Answers 1 d

5

A n s w e r s

80

2 b

3 a

4 c

5 c

6 b

7 d

8 b

9 a

Chapter

6 DC Electrics - Generators and Alternators

Electromagnetic Induction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

83

Fleming’s Right Hand Rule . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

84

Faraday’s Law . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

85

Lenz’s Law . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

85

Simple Generat Generator or . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

85

Simple DC Generat Generator or . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

87

Characteristics o the Series Wound DC Generator . . . . . . . . . . . . . . . . . . . . . . . .

88

Commutator Ripple . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

88

Characteristics o the Shunt Wound DC Generator. . . . . . . . . . . . . . . . . . . . . . . .

89

A Compound Wound DC Generator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

90

Flashing the Generat Generator or Field . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

90

Alternators Alternat ors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

91

Voltage Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

92

Voltage Regulator Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

93

Layout o a Generat Generator or System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

95

Load Sharing Circuits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

95

Operation o Load Sharing Circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

96

Questions - Generat Generator or Theory . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

98

Questions - Generat Generator or Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 100 Answers - Generat Generator or Theory . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .102 Answers - Generator Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .102

81

6

DC Electrics - Generators and Alternators

6

D C E l e c t r i c s G e n e r a t o r s a n d A l t e r n a t o r s

82

6

DC Electrics - Generators and Alternators Electromagnetic Electromagn etic Induction Batteries are a good source o DC electricity by conversion o chemical energy, but they are not inexhaustible and will go flat afer a period o time and need recharging. The primary source o electricity in an aircraf is always the generator or alternator. alternator. Magnetism can be used to generate electricity by converting mechanical energy to electrical energy by Electromagnetic Induction. I a conductor is moved in a magnetic field, the conductor will ‘cut through’ the invisible lines o flux. When this happens an Electromotive Elec tromotive Force EMF (voltage) is induced into the conduc tor as long as the conductor keeps moving. I the conductor stops, the induced EMF ceases. It does not matter i the conductor or the magnetic field is moved as long as there is relative movement between the two.

6

s r o t a n r e t l A d n a s r o t a r e n e G s c i r t c e l E C D

I the conductor is connected to a complete circuit then a current will flow in the circuit in proportion to the induced EMF EMF..

0

0

S

S

N

Figure 6.1 The situation with relative motion between the magnet and the coil

Figure 6.2 The situation with the magnet at rest

Figure 6.3 The direction o the relative motion determining determining the direction o current flow

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6

DC Electrics - Generators and Alternators Fleming’s Right Hand Rule The direction o the current can be determined by Fleming’s Right Hand Rule ( Figure 6.4). To do so, align the first finger with the field rom the North Pole to the South Pole. Point the thumb in the direction o rotation and the second second finger will show the current current direction. For example, in Figure 6.4 the first finger is aligned with the field and the thumb is pointing upward in the direction o rotation o the red hal o the armature. The second finger shows the current coming out o the red (negative) hal o the armature. The blue hal o o the the armature is moving downward thereore, with the first finger still aligned with the field, i the hand is rotated through 180 degrees, the second finger will show the current going into the armature.

6


I the direction o rotation or the field polarity is reversed, then so will be the direction o the current. However, However, i both are reversed the direction o current remains unchanged. ThuMb Motion

First Finger Field

SeCond Finger Current

Figure 6.4 Fleming’s right hand rule

The magnitude o the induced voltage can be affected in three ways: • The rate o cutting o lines lines o orce. orce. (Speed) • The stren strength gth o the magnetic magnetic field. (Flux density) • The number o turns o wire. wire. (Larger coil) THREE WAYS OF INCREASING THE STRENGTH OF THE INDUCED EMF

1. INCREASE THE

2. INCREASE THE

3. INCREASE THE

SPEED AT WHICH

STRENGTH OF

NUMBER OF

THE CONDUCTOR

THE MAGNETIC

TURNS ON THE

MOVES THROUGH

FIELD

COIL

THE MAGNETIC FIELD

Figure 6.5 Factors which determine the strength o the induced EMF

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6

DC Electrics - Generators and Alternators Faraday’s Law Faraday’s law states: When the magnetic flux through a coil is made to vary, a voltage is set up. The magnitude o this induced voltage is proportional to the rate rate o change o o flux.

Lenz’s Law Lenz’s law states:

6


A change o flux through a closed circuit induces a voltage and sets up a current. The direction o this current is such that its magnetic field tends to oppose the change in flux. This action produces a back EMF. (See next chapter on Motors).

Simple Generator The simplest orm o a generator is a single loop o wire turning in a fixed magnetic field produced by a permanent p ermanent magnet (Figure 6.6 ). ). The closed circuit is made by attaching rotating slip rings to both ends o the loop which are in contact with stationary carbon brushes. Continuous contact between the slip rings and the brushes is maintained by spring pressure. The brushes are attached to cables which orm a closed circuit. • • • • •

The rotating rotating loop is known as the armature . The magnetic field is termed the field. In a simple generator generator the armature rotates in the field. An EMF is induced in the armature by electromagnetic induction. The slip rings, brushes and cables complete the the closed circuit and current current will flow.

This type o generator produces an AC voltage in the armature and thereore an Alternating Current in the external circuit (first flowing one way, then changing direction and flowing the opposite way). Figure 6.6 and and Figure 6.7 show show the layout o a simple AC generator and the voltage output

rising then alling then changing direction direc tion as the armature sides reverse their direction through the magnetic field. The graphical view shows how a sine wave wave output o AC is generated. generated. The maximum voltage is induced when there is maximum cutting o lines o flux. The position where no voltage is induced (position 1, 3 and 5 Figure 6.7 ), ), when the armature is moving parallel to the lines o flux, is known as the neutral plane. A coil o wire can be wrapped around the two poles o the magnet. Passing a current through this coil will allow the magnetic field strength to be increased and so increase the voltage output o the generator. This is termed the field coil and is used to control the voltage to a fixed value irrespective o the generator speed.

85

6


6


Figure 6.6 A simple AC generator

N

N

N

N

N

S

S

S

S

S

1

2

3

4

5

Figure 6.7 AC generator voltage output

86

6

DC Electrics - Generators and Alternators Simple DC Generator To produce a DC D C output rom the simple generator it is required to change the AC EMF induced into the armature to a DC output at the generator terminals. terminals. This is done by replacing the slip rings with a Split Ring Commutator.

6


Figure 6.8 The simple DC generator

Figure 6.9 DC generator voltage output

A split ring commutator is constructed o a single ring o conduc tive material with an insulator insulator electrically separating each hal o the ring. The armature is constructed with one end o the loop connected to one conductor o the split ring and the other end to the other one. The commutator rotates with the armature. Electrical continuity rom one side o the armature, through the armature circuit and to the other side o the armature is achieved by the use o carbon brushes. As the armature rotates rom 0° to 180° ( Figure 6.9) the positive brush is in contact with commutator segment A, and the negative brush is in contact with commutator segment B. As it rotates rom 180° to 360° the positive brush is in contact with commutator segment B and the negative brush is in contact with commutator segment segment A. The result is that every every 180° the armature terminals are reversed. This causes the current and voltage in the armature circuit to become DC afer commutation.

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6

DC Electrics - Generators and Alternators Characteristics of the Series Wound DC Generator In a series wound DC generator, generator, the armature (the rotating coil), the field coils (wire wrapped around the pole pieces to add strength to the magnetic field) and the external circuit are all in series. This means that the same current which flows through the armature and external circuit also flows through the field coils.

6

Since the field current, which is also the load current, is large, the required strength o magnetic flux is obtained with a relatively small number o turns in the field windings. As the load draws more current rom the generat generator or this additional current increases the field strength and generates more voltage in the armature winding. A point is soon reached, A, where urther increase in load current does not result in greater voltage, because the magnetic field has reached saturation point (this is the point po int where no more magnetic lines o orce can be absorbed by the pole pieces). Because a constant voltage is required or aircraf systems the series generator generator cannot be used.


ARMATURE

SERIES FIELD

THE CHARACTERISTIC LOAD CURVE

FIELD SATURATION POINT

LOAD

L O A D

A

A SERIES WOUND DC GENERATOR

DIAGRAMMATIC VIEW LOAD CURRENT

Figure 6.10 Series wound generator

Commutator Ripple Commutator ripple is the term given to the fluctuation o the voltage output o a D C generator as the voltage rises and alls during the rotation o the armature loop, par ticularly at low RPM. By increasing the number o coils in the armature or the number o field coils, or indeed both then the pulsating or ripple effect o the DC produced by a generat generator or can be reduced. The ollowing diagram compares a single coil armature with a multiple coil.

88

6


6


Figure 6.11 Single coil and multiple coil armature outputs

Characteristics of the Shunt Wound Wound DC Generator A shunt wound DC generator has its field winding connected in parallel (or shunt) with the armature. Thereore the current through the field coils is determined by the terminal voltage and the resistance o the field. The shunt field windings wind ings have a large number o turns, and thereore require a relatively small current to produce the necessary field flux. When a shunt generator is started, the build-up time or rated terminal voltage (the maximum voltage at which the generator can continuously supply its rated load current) at the brushes is very rapid since field current flows even though the external circuit is open. Figure 6.12 shows a schematic diagram and characteristic curve or the shunt generator. It

should be noted that over the normal operating range o ‘no load’ to ‘ull load’, the drop in terminal voltage as the load current increases is relatively small The shunt generat generator or is thereore used where a virtually constant voltage is desired, regardless o load changes. The terminal voltage o a shunt generator can be controlled by a variable resistance connected in series with the shunt field coils. THE CHARACTERISTIC LOAD CURVE

SHUNT FIELD

VOLTAGE CONTROL

RATED LOAD L O A D

ARMATURE

LOAD

A SHUNT WOUND DC GENERATOR

LOAD CURRENT DIAGRAMMATIC VIEW

Figure 6.12 Shunt wound generator

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DC Electrics - Generators and Alternators A Compound Wound DC Generator A compound wound generator is a generator with combined series and shunt windings. There are two sets o field coils, one in series with the armature, and one in parallel with the armature. One shunt coil and one series coil are always mounted on a common pole piece and are sometimes enclosed in a common covering. Compound wound generat generators ors were designed to overcome the drop in terminal voltage which occurs in a shunt wound generat generator or when the load is increased. This voltage drop d rop is undesirable where constant voltage loads are used. By adding the series field, which increases the strength o the total magnetic field when the load current is increased, the voltage drop caused by the increased load current flowing through the resistance o the armature is overcome, and it is possible to obtain an almost constant voltage output.

6


THE CHARACTERISTIC LOAD CURVE

COMPOUND WOUND DC GENERATOR

DIAGRAMMATIC VIEW

Figure 6.13 Compound wound generator

Flashing the Generator Field The DC generator is normally sel-excited due to the residual magnetism which remains in the field pole pieces when the machine is inactive or static. Sel-excited means that because o the residual magnetism as soon as the generat g enerator or is rotated there will be a voltage produced. Some o this voltage can be applied to the field coil to increase increase the the magnetism and cause the voltage to increase urther until it reaches its controlled value. An externally excited generator is one which has no residual magnetism and requires a battery to supply the field coil with current to start the generating process. It will have been noted that magnetism can be lost, destroyed or reversed due to the passage o time, the effects o heat, exposure to an AC field, hammering or shock, and the application o a reversal o polarity. The loss o residual magnetism in a DC generator, which will prevent any build up in output ou tput voltage, can be corrected by momentarily passing a current through the field in the normal direction. This procedure is known as “flashing the field”. In practice some aircraf might have a button or switch to allow this procedure to be carried out rom the cockpit.

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DC Electrics - Generators and Alternators Alternators Most modern light aircraf use an alternator rather than a DC generator to provide constant voltage electricity or its electrical elec trical system because o the advantages an alternator has. The alternator has a much better power to weight ratio, will produce a stable output at low RPM and does not suffer with the problems o a commutator comm utator as it uses a rectifier to convert AC to DC. The ollowing table and diagram identiy identiy the constructional differences differences between the DC generator and the alternator.

6

DC GENERATOR

ALTERNATOR

Rotating Armature

Stationary Armature

Stationary Field

Rotating Field

Converts AC to DC by means o a commutator

Converts AC to DC by means o a rectifier

Suffers rom arcing and sparking at the commutator as the high load current has to flow through the commutator and brushes

High load current taken rom stationary armature eliminates arcing and sparking. Small field current only flows through slip rings.


LOAD

LOAD

Figure 6.14 Construction o a generator and alternator

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6

DC Electrics - Generators and Alternators Voltage Control The output voltage o a generator or alternator alternator is dependent upon: • • • •

6

The speed o o rotation o the armature armature or field. The strength strength o the magnetic magnetic field. field. The number o turns in the armature. The size size and shape o the turns in the armature. armature.

Most light aircraf DC electrical systems operate at 14 14 volts and so all the equipment is designed to operate correctly when supplied with 14 volts. It is thereore necessary or the output o the generator or alternator to be controlled or regulated, to ensure that at all times it supplies 14 volts.


As can be seen rom the points p oints above, there are our actors which influence the output voltage o a generator or alternator. The number and size and shape o the turns is a design actor and thereore the operator cannot alter them. The generator or alternator is driven by a drive belt or an engine accessory gearbox and thereore the speed speed o rotation o the armature or field is linked linked to to the speed o rotation o the engine. Controlling the output voltage by controlling the speed o the engine is not a practical solution. Remember back to basic magnetism, the strength o the magnetic field produced by a coil o wire is proportional to the current flowing through the coil (an electromagnet). The only practical method o controlling the output voltage o a generator is to control the strength o the magnetic field by controlling the current flow in a coil wound around the magnetic pole pieces (field coil or field winding). Control o the current flow is achieved by a voltage regulator. A voltage regulator consists o: • A variable resistance in series with the field coil . In older voltage regulators the variable resistance was achieved using a Carbon Pile. In modern voltage regulators it is achieved by employing an electronic solid state system o transistors, diodes and resistors. The net result is the same whichever is used. • A control coil in parallel with the field coil and the armature. This is used to sense the generator output voltage and vary the resistance to control the current through the field coil, thereore controlling the voltage.

The voltage regulator senses the output voltage o the generator or alternator and adjusts the field current to maintain the correct output voltage irrespective o generator speed or electrical load

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DC Electrics - Generators and Alternators Voltage Regulator Operation A carbon pile voltage regulator uses the carbon pile as a variable resistor. resistor. The carbon pile is a stack o carbon discs whose overall resistance is proportional to the amount o compression o the stack. The more the stack is compressed, the lower the resistance.

6


Figure 6.15 Carbon pile voltage regulator

In Figure 6.15 the control coil, which is in parallel with the generator armature, has the generator output supplied across it. Because the control coil has a fixed resistance and Ohm’s Law states that V = I R, the current through the control coil will vary in direct proportion to the generator output voltage. As the current varies so will the strength s trength o the magnetic field produced by the coil. The strength o the magnetic field produced by the control coil affects the value o the variable resistance, (the compression o the carbon pile) which is in series with the field coil. As the resistance in the variable resistor varies, because V = I R, so the current in the field coil varies. As As the current through the field coil varies varies so does the strength o the magnetic field it produces, produces, and thereore the EMF induced into the armature, and the output voltage o the generator is controlled automatically. In Figure 6.15 the field coil is shown outside o the generator or clarity, in act it is an integral part o the generator construction.

The vibrating contact voltage regulator ( Figure 6.16 ) controls the voltage output in a similar ashion but instead o varying a resistance it rapidly switches in and out a fixed resistance.

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DC Electrics - Generators and Alternators When the generator is started both sets o spring biased contacts are closed. Generator voltage is elt at the shunt winding and series winding o the voltage regulator. Current flows through the series winding and closed voltage regulator contact breaker breaker to the field coil to enable the output voltage to build up. As the regulated voltage is achieved, the current through the shunt and series winding causes an electromagnetic effect which is sufficient to open the contact breaker points. This open circuits the series winding and causes the field current to pass through the fixed resistor causing a reduction o field current and thereore voltage. As the electromagnetic effect o the series winding is lost, the contact breaker closes under spring action and restores field current and thereore output voltage voltage until the cycle occurs again.

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The requency o operation o the contact depends on the load on the generator but is typically between 50 and 200 times a second.

The current regulator or current limiter limits the maximum output current in a similar ashion when the demand on the generat generator or may exceed its maximum sae load. The current regulator contacts will open, switching in the resistor to reduce excitation current. current.

Figure 6.16 Vibrating contact voltage regulator

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DC Electrics - Generators and Alternators Layout of a Generator System In an aircraf system the generator, load and battery are all in parallel with each other. The bus bar is a distribution point. The generat g enerator or output voltage is maintained slightly higher than battery voltage to maintain the battery charged. Bus bar L O A D

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Figure 6.17 Diagram o a generator system

Load Sharing Circuits When the aircraf electrical system has two generators eeding one bus bar it is known as PARALLELING GENERATORS. The advantage o operating generators in parallel is much the same o having two batteries in parallel - double the capacity. It also allows the generators to share the total load o the aircraf and enables power to be maintained in the event o a generator ailure. When paralleling generators it is necessary or each generator to supply hal o the total current demanded by the loads on the bus bar. This is known as LOAD SHARING. To achieve load sharing the output voltage o both generators must be exactly the same. I there is any potenti p otential al difference between the generat generator or outputs o utputs then current will flow rom the higher potential potential generator generator to to the lower potential generator generator.. This is known as recirculating current. I this is the case then generator with the higher voltage output will be supplying all the current demanded by the bus bar loads and whateve whateverr current is demanded by the potential difference difference between the generator generator outputs. The generator with the lower voltage output will be supplying no current to the bus bar. There will be no load sharing, and the current flowing to the low output generator will be attempting to turn the generator into a motor. The direction o rotation o the motor will be in opposition to the direction o rotation o the engine. Flow o current to the low output generator is undesirable and parallel systems will have reverse current relays fitted to protect against this ault in the event o a ailure o the load sharing circuit. The load sharing circuit consists o equalizing coils in the voltage regulators which finely adjusts each generator field current to ensure the output voltages o the paralleled p aralleled generators generators are equal. In each voltage regulator the equalizing coil is positioned such that it affects the magnetic field produced by the control coil, which affects the value o the variable resistance, which in turn affects the current through through the shunt field coil and so regulates the output voltage o the generator. generat or. The direction o flow o current through the equalizing coil will determine d etermine whether the voltage output o the generator generator is increased increased or decreased.

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DC Electrics - Generators and Alternators Operation of Load Sharing Circuit (See Figure 6.18) • With both generators generators “off line” there is no output rom either either generator generator and both Equalizing Equalizing Relays and Line Contactors are open. (The line contactor is a large solenoid operated contact which enables the output line o the generator to be connected to the bus bar when the output voltage o the generator has been checked and ound to be acceptable. It may be closed automatically or manually rom the cockpit.)

6

• When No. 1 generator is brought “on line”, No. 1 generator line contactor closes and its output, regulated by its voltage regulator, is supplied to the aircraf bus bar. No. 1 Equalizing Relay, which is part o the generator line contactor, contactor, is closed.


• When No. 2 generator generator is brought “on line”, No. 2 generator generator line contactor contactor is closed and its output, regulated by its voltage regulator, is supplied to the aircraf bus bar. • No. 2 Equalizing Relay Relay is also closed. This now now connects both generator generator voltage regulators regulators into the Equalizing circuit. • I there is any potential potential difference between the output o generator generator 1 and 2, there there will be a current flow through the equalizing coils which will apply correcting values to each voltage regulator increasing the voltage o the lower voltage generator and reducing the voltage o the higher generator generator until they are the same, same, equally sharing the total aircraf aircraf load.

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Current to aircraft loads

Line Contactors

6

Variable Resistor


Equalizing Contacts

Equalizing Coil 14 V

14 V

GEN1

Voltage Control Coil

GEN2

Field Coil

Figure 6.18 Load sharing

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Questions Questions - Generator Theory 1.

An EMF is induced in a conductor rotating in a magnetic field by: a. b. c. d.

2.

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Magnetic field strength is controlled by: a. b. c. d.

Q u e s t i o n s

3.

d.

change AC to give a generat generator or output o DC change DC to AC transmit the generat generator or output to the electrical circuit and to cool the generator maintain a constant resistance

Another name or a number o conductors rotating in a magnetic field is: a. b. c. d.

98

the field is produced within the distribution the field is initiated by a HT and LT coil the field is initiated by the battery the field is initiated within the generat generator or

A DC generator has a commutator whose purpose is to: a. b. c.

7.

AC DC and afer commutation is AC DC synchronized synchroniz ed AC and DC

An internally excited generator is one where: a. b. c. d.

6.

an EMF is induced in the conductor an EMF is induced in the conductor only when the conductor rotates the applied resistance assists the back EMF an EMF is induced in the conductor only when the conductor is stationary

The output o a basic generator beore commutation is: a. b. c. d.

5.

battery bus bar current current in the field coil current in the armature current flow to the battery

I a conductor is placed in a magnetic field: a. b. c. d.

4.

capacitive reaction the reverse current relay electro transmission electromagnetic induction

a capacitor an armature a condenser a commutator

6

Questions 8.

A generator is governed so that: a. b. c. d.

9.

The voltage regulator: a. b. c. d.

10.

the EMF is constant and the rate o flow varies the rate o flow is constant and the EMF varies the generat generator or voltage reduces generat generator or temperatur temperature e back EMF is equal and opposite to the applied EMF

senses cut-out pressure and adjusts field current senses generat generator or output pressure and adjusts field current senses generat generator or output current and adjusts the field voltage senses back EMF

6

s n o i t s e u Q

The generator master switch is normally: a. b. c. d.

fitted with a mechanical saety catch in the field circuit which is connected in parallel with the generat generator or output in the field circuit which is in parallel with the voltage regulator fitted in series with the commutator

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Questions Questions - Generator Control 1.

The voltage regulator: a. b. c. d.

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2.

Q u e s t i o n s

Voltage is controlled in a generator by: a. b. c. d.

3.

b. c. d.

prevent high circulating currents prevent backlash to ensure correct voltage output to battery to prevent battery eedback to the generator

I an aircraf electrical system is quoted as 24 volts DC, the output o the generator is: a. b. c. d.

100

regardless o varying engine RPM and electrical load, by varying the current in the generator generator field windings by means o a relay which closes contacts in the output line when a certain RPM is reached by temperat temperature ure by a variable resistance which limits the voltage given by the batteries

A voltage regulator is fitted to: a. b. c. d.

7.

24 volts 28 amps 28 volts 24 amps

In DC electrical generating systems, the voltage regulator controls the system voltage within prescribed limits: a.

6.

varying the generat generator or field strength increasing and decreasing the load changing the generat generator or speed changing generat generator or load

In an aircraf having a battery with a nominal voltage o 24 V, generator output would be: a. b. c. d.

5.

a reverse current relay moving the brushes a voltage regulator it is uncontrollable

On aircraf, generator voltage is regulated by: a. b. c. d.

4.

provides a constant current flow rom the generat generator or with changes o generator speed senses current output maintains a steady generat generator or voltage with changes o generat generator or speed regulates the amount o current supplied by the battery to operate the generator

12 volts with the generat generators ors connected in series 28 volts with the generat generators ors connected in parallel 36 volts with the generat generators ors connected in series/parallel 42 volts

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Questions 8.

I a circuit is designed or 12 volts, the generator will: a. b. c. d.

9.

The aircraf electrical generator output is controlled in flight by: a. b. c. d.

10.

give paralleled output only give controlled 14 volts 14 volts wild DC give controlled 12 volts

sensing the generat generator or output pressure ram air a resistance in the generat generator or output circuit the resistance o the armature circuit

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s n o i t s e u Q

In a generator control circuit the strength o the magnetic field is controlled by: a. b. c. d.

the commutator the voltage regulator the reverse current contactor the output CB

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Answers

Answers - Generator Theory 1 d

2 b

3 b

4 a

5 d

6 a

7 b

8 a

9 b

10 b

6 c

7 b

8 b

9 a

10 b

Answers - Generator Control 1 c

6

A n s w e r s

102

2 c

3 a

4 c

5 a

Chapter

7 DC Electrics - DC Motors

Electric Motors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .105 Fleming’s Lef Hand Rule . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .105 Practical DC Motor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .106 Back EMF . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .107 Slow Start Resistor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .107 Commutation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 107 Series Wound Motors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .108 Shunt Wound Motors. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .108 Starter-generator Starter-gener ator Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 109 Actuators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .110 Solenoid Actuators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .110 Motor Actuator Construction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .110 The Split Field Series Actuator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 111 The Split Field Series Actuator Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . .111 Motor Actuators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .112 Rotary Actuators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 112 Linear Actua Actuators tors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .113 Actuator Brakes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .114 Actuator Clutches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .114 Visual Indicators Used with Linear Actuators . . . . . . . . . . . . . . . . . . . . . . . . . . .114 Visual Indicators Used with Rotary Actuators. . . . . . . . . . . . . . . . . . . . . . . . . . .114 Indicator Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .114 Electromagnetic Indicators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .115 Questions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

116

Answers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

118

103

7

DC Electrics - DC Motors

7

D C E l e c t r i c s D C M o t o r s

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DC Electrics - DC Motors Electric Motors An electric motor is a machine or converting electrical energy into mechanical energy. Its unction is, thereore thereore,, the reverse o that o a generat generator. or. There is little difference between the construction o DC motors and DC generators; both have essentially the same parts and they look alike. In act, in many cases, a DC machine can be used either as a motor or a generator. generator. Remember back to magnetic principles, a current flowing through a wire placed in a magnetic field causes the wire to move due to a orce acting on the wire; a motor works on this principle.

Fleming’s Left Hand Rule

7

The direction o rotation o a motor can be determined by Fleming’s Lef Hand Rule (Figure 7.1). To do this, align the first finger with the field rom the North Pole to the South Pole. Point the second finger in the direction o the current flowing into or out o the armature and the thumb will indicate the direction o motion.

s r o t o M C D s c i r t c e l E C D

For example in Figu po inting Figure re 7.1 7.1 the first finger is aligned with the field and the second finger is pointing in the direction o the current coming out o the red (negative) hal o the armature. The thumb is pointing upward indicating that the motion is upwards and thereore anticlockwise. In the blue (positive) hal o the armature the current is flowing into the armature. Thereore, Thereore, with the first finger still aligned with the field i the hand rotated through 180 degrees, the thumb will now be pointing downward downward confirming anticlockwise rotation o the armature. I the current or the field polarity is reversed, then so will be the direction o rotation o the motor.. However, motor However, i both are reversed the direction o rotation o the motor remains unchanged.

ThuMb Motion

First Finger Field

SeCond Finger Current

Figure 7.1 Fleming’s lef hand rule or motors

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DC Electrics - DC Motors Practical DC Motor The simple DC generator shown earlier and the DC motor below are not practical and can be improved by adding urther armature/s and improving the shape o the pole pieces. (Figure 7.2b.) Generator voltage output and motor speed can be controlled by the addition o field windings which enable the field strength to be adjusted. Figure 7.3 shows a sectional view o a practical DC D C generator which is similar to a DC motor motor..

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Figure 7.2 a: Simple DC motor

b: Improved DC motor

Figure 7.3 7.3 Sectional view o DC rotating armature generator

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DC Electrics - DC Motors Back EMF The movement o the conductor in the magnetic field induces in it an electromotive orce (EMF) which we know rom Lenz’s law will oppose opp ose the rate o change o magnetic flux producing it. So an EMF is induced into the rotating part o the motor which tends to oppose the rotation o the motor. That is to say, the induced voltage will oppose the supply voltage. It is thereore called the back EMF. The back EMF is proportional to motor speed and can never be as great as the supply input voltage. The difference between the applied EMF and the back EMF is always such that current can flow in the conductor and produce motion.

7

Slow Start Resistor


Some motors may have a slow start resistor in the circuit which is switched in series with the armature when the motor is first started to reduce the initial starting current beore a back EMF has been established. The resistor is then bypassed by a centriugal or time switch when the motor is turning to to apply ull current to the armature. armature.

Figure 7.4 7.4 Slow start resistor circuit

Commutation The simplest orm o motor has a single loop o wire able to rotate reely reely between the poles o a permanent magnet. A connection is made rom the DC supply source (a battery) to the loop by brushes on a commutator; the 2 segments o which are connected to opposite opp osite ends o the loop. An example o this type o motor is shown ( Figure 7.2a). A single loop DC motor would not be able to turn heavy loads. To obtain a large mechanical output, with smooth running, the same improvements are made as in the case o the DC generator. That is a laminated iron core carrying a number o armature coils is used, and a corresponding number o commutator segments. The magnetic field is produced by an electro-

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DC Electrics - DC Motors magnet and its field coils and the spacing between the armature and pole pieces is kept as small as possible.

Series Wound Motors The series wound motor has its field connected in series with the armature. The field coil consists o a ew turns o heavy wire, and since the entire armature current flows through it, the field strength varies varies with the armature armature current. current. I the load on the motor motor increases, it slows down and the back EMF decreases, which allows the armature and field current to increase and so provide the heavier torque needed. 7


Figure 7.5 Series wound motor

Series motors run slowly with heavy loads and very rapidly with light loads. I the load is completely removed, the motor can dangerously over speed and possibly disintegrate. disintegrate. The reason or this is that the current required to rotate the motor with only a l ight load is very small, and consequently the series wound field coils produce only a weak magnetic field. This means that the motor cannot turn ast enough to generate the amount o back EMF needed to restore the balance. Series wound motors are variable speed motors and their speed changes with the applied load, l oad, or this reason they are not used either when a constant speed condition is needed, or where the load is intermitt intermittent. ent. The series wound motor has a high starting torque and because o this it must mus t never be started off load. Use o the series wound motor is mainly confined to electric actuators, starter motors and landing gear actuation.

Shunt Wound Motors In a shunt wound motor, the field is connected directly across the voltage source, and is thereore independent o variation in load and armature current. The field coil consists o many turns o fine wire. The torque developed varies directly with the armature current. I the load on the motor increases, the motor slows down, reducing the back EMF (which depends upon speed as well as on the constant field strength). The reduced back EMF allows the armature current to increase, thereby urnishing the heavier torque needed to to drive the increased increased load.

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7

DC Electrics - DC Motors I the load is decreased, the motor speeds up, increasing the back EMF and thereby decreasing the armature current and the torque developed whereupon whereupon the motor motor slows down. In a shunt wound motor, the variation o speed rom ‘no-load’ to normal or ‘ull’ load is only 10 % o the ‘no-load’ speed. Shunt wound motors are thereore considered considered constant speed motors. Shunt wound motors are normally used where constant speeds under varying loads are required and tasks where it is possible or the motor to to start under light or no-load conditions, such as ans, centriugal pumps and motor generator generator units.

SHUNT FIELD 7


ARMATURE

A SHUNT WOUND DC MOTOR

DIAGRAMMATIC VIEW

Figure 7.6 7.6 Shunt wound motor

Starter-generator Starter-gener ator Systems Several types o turbine-powered aircraf are equipped with star ter systems which use a starter generator having the dual unction o engine starting and o supplying DC power to the aircraf’s electrical system. Starter-generator units are basically compound-wound machines with two sets o field windings, one armature winding and a commutator. They are permanently coupled with the appropriate engine via a drive shaf and gear train. For starting purposes, the unit unctions as a ully compounded comp ounded motor, motor, the shunt field winding being supplied with current via a field changeover relay. When the engine is running and the starter motor circuit is isolated rom the power supply, the changeover changeover relay is also automatically de-energiz de-energized ed and its contacts contacts connect connect the shunt field field winding to a voltage regulator. The changeover relay relay contacts also permit DC to flow through the shunt winding to provide provide initial excitation o the field. The machine thereafer unctions as a conventional DC generator, generator, its output being connected to the bus bar when it reaches reaches the regulated regulated level.

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DC Electrics - DC Motors

Motor mode

Generator mode Voltage regulator

Voltage regulator Shunt field

Shunt field

Engine

Engine

Generator

Motor Drive shaft

Series field

Drive shaft

Series field

7


Figure 7.7 7.7 Compound wound motor generator

The advantage o the starter-gener star ter-generator ator is that only one device provides both unctions, unc tions, thereby saving weight and complexity. The disadvantage is its inability to maintain ull output at low RPM hence their use is typical on turbine engines which maintain a high engine RPM. A typical starter generator supplies 300 amps at 28 volts.

Actuators Equipment and components which are installed in the modern aircraf ai rcraf are generally inaccessible or manual operation by the pilot or crew. Remote control o such items is achieved by the use o electrical actuators. These actuators may be divided into two main groups: • Solenoid actuators • Motor actuators

Solenoid Actuators Solenoid actuators are used to control hydraulic and pneumatic system selectors. Application o electrical power to a solenoid results in a valve opening under magnetic attraction.

Motor Actuator Construction The actuator motor is a high speed reversible motor and it is widely used or the electrical operation o uel valves, cooler shutters, trimming tabs, etc. A wide ratio gear train is used to transmit the power and the actuator can be either rotary or linear in movement.

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DC Electrics - DC Motors The Split Field Series Actuator This type o actuator has two differentially wound series field windings, each producing a flux in the opposite direction. Only one winding can be energized at any one time, and the direction o rotation depends on which winding is energized. energized. Limit switches which are operated by the mechanical load are normally fitted in series with the field windings, these stop the motor automatically when the load reaches the limits o its travel.

7


Figure 7.8 7.8 The Split Field Series Actuator

The Split Field Series Actuator Operation With an OPEN selection, a supply is ed to the armature via the limit switch, the open field and brake coils. Energizing the brake coils releases the brake (i fitted, allowing the motor to operate. On completion o the actuator ac tuator travel travel the limit switches are tripped as ollows: • Open Limit Switch. This breaks the supply to the motor motor on completion o travel and makes makes the circuit to the ‘open’ ‘open’ position indicator. indicator. • Close Limit Switch. This sets up the ‘close’ ‘close’ circuit ready or or completion when a selection o ‘close’ is made on the control switch. Note:

The brake solenoid operates immediately the supply is broken thus preventing over-runs or creep.

A slipping clutch may also be fitted between the armature shaf and gearing to prevent damage which could be caused by mechanical overload.

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DC Electrics - DC Motors Motor Actuators There are two types o motor actuators in use: • Rotary actuators • Linear actuators

Rotary Actuators Rotary actuators are operated by small reversible motors which rotate an output shaf through a gearbox.

7

They are used or the operation o uel valves and air/oil shut-off valves.


Control is by means o an ON/OFF or OPEN/SHUT selector switch. Two limit microswitches control the extent and direction o travel and also operate the visual indicators in the cockpit. One limit switch is always closed, allowing current rom the selector switch to the actuator actuator.. The limit switches change over at the end o travel. BRAKE COILS

‘DOLL’S EYE’ POSITION INDICATOR

OPEN

OPEN

CLOSE MOTOR

REDUCTION GEAR CLUTCH

OPEN LIMIT SWITCH

OUTPUT DRIVE

CLOSE LIMIT SWITCH

SELECTOR SWITCH OPEN CLOSE

28 V DC

Figure 7.9 7.9 Rotary actuator

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DC Electrics - DC Motors Linear Actuators Linear actuators have small reversible motors which are coupled through a reduction gear to a screw jack which extends or retracts a ram or plunger plunger.. They are used or any operation which requires a push/pull action, e.g. flaps, undercarriage, trim tabs, and also as inching controls controls or oil cooler shutters. shutters. Operation is by means o selector switches when used or ull up/down operation, but or small movements, such as those required with trimming controls, a spring-loaded sel-centring ‘OFF’ switch is used, movement o the switch one way or the other away rom centre supplying power to the actuator ac tuator motor, motor, which will then operate in the selected sense.

7


Two limit switches control the extent o travel and direction, and also operate visual indicators. The respective switch opens to stop the motor at ull u ll travel. With an inching actuator, both limit switches will be closed at any time the actuator is not at a ull travel position, this will wi ll acilitate motor reversal reversal by means o the inching control switch.

Figure 7.10 7.10 A linear actuator.

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DC Electrics - DC Motors Actuator Brakes Many actuators are fitted with electromagnetic brakes to prevent over-travel over-travel when the motor is switched off. The design o brake systems vary with the type and size o the actuator, but in all cases the brakes are spring-loaded to the ‘on’ condition when the motor is de-energized, and the operating solenoids are connected in series with the armature so that the brakes are withdrawn immediately power is applied.

Actuator Clutches

7

Friction clutches are incorporated in the transmission systems o actuators to protect them against the effects o mechanical over-loading.


Visual Indicators Used with Linear Actuators Press-to-test lights or magnetic indicators are used where no intermediate stopping positions between actuator limits are required. Position indicators with a graduated scale are fitted in situations where movement movement either side o a datum, or between open or closed, is to be shown.

Visual Indicators Used with Rotary Actuators These indicate to the pilot the position o the actuated equipment which would typically be uel or oil valves. These are only ever in the ‘OPEN’ or ‘SHUT’ position. In both cases an indication o either Loss o Power supply, or that the actuator is travelling between selected positions, will be required.

Indicator Lights Indicator lights are usually o the ‘press-to-test’ type. Application o finger pressure on the ront glass o the lamp unit enables the filament to be tested without operating the control switches o the actuator actuator..

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7

DC Electrics - DC Motors Electromagnetic Electromagn etic Indicators The electromagnetic indicator was introduced as a replacement or the simple filament lamp indicator.

7


NO POWER

NO POWER

OPEN O P E N

PRISM DOLLS EYE

Figure 7.1 7.11 Electromag Electromagnetic netic indicators

The types in common use are the doll’s eye and prism indicators which are illustrated in Figure 7.11. The pictorial presentations offered by these indicators are urther improved by the painting o ‘flow lines’ on the appropriate panels so that they interconnect the indicators with the system control control switches, essential essential indicators and warning lights.

115

7


Rotary actuators are used or: a. b. c. d.

2.

Actuator normal trav travel el is controlled by: a. b. c. d.

7

Q u e s t i o n s

3.

c. d.

an inverter a rotary transormer a rectifier an alternator

An inching control is used in conjunction with: a. b. c. d.

116

to indicate to the pilot that the circuit has power and is complete to control the movement o a rotary actuator to indicate to the pilot that the circuit has operated only to indicate to the pilot that the equipment has malunctioned

A device or changing AC to DC is: a. b. c. d.

7.

non-return valves lights or doll’s eye indicators travel indicators veger counters

Press-to-test Press-to-t est lights are used: a. b. c. d.

6.

equalizing engine RPMs an equalizing circuit to sense the difference and equalize the voltages o the two generators synchronizing relays and voltage coil tuners an equalizing circuit to sense the difference and equalize the field currents o the two generators generators

Pilots are inormed o rotary actuator positions by: a. b. c. d.

5.

a clutch limit microswitches mechanical indicators mechanical stops

On a twin engined DC aircraf having two DC generators load sharing is achieve achieved d by: a. b.

4.

undercarriage retraction centre o gravity assessment operation o uel cocks movement o control suraces

a linear actuator a rotary actuator a combination o linear and rotary actuator a rectifier

7

Questions 8.

Friction clutches are fitted to actuators or: a. b. c. d.

protection against mechanical overload protection against brake on loads protection against non-return valve ailure protection against supply ailures

7

s n o i t s e u Q

117

7

Answers

Answers 1 c

7

A n s w e r s

118

2 b

3 b

4 b

5 a

6 c

7 a

8 a

Chapter

8 DC Electrics - Aircraft Electrical Power Systems

Aircraf Electrical Power Systems. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .121 Dipole or Two Wire System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .121 Single Pole (Unipole or Ear th Return) System . . . . . . . . . . . . . . . . . . . . . . . . . . .122 Generators Generat ors and Alternat Alternators ors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 122 Voltage Regulators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .122 Overvoltage Protection Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 123 Generator Cut-out or Reverse Current Relay . . . . . . . . . . . . . . . . . . . . . . . . . . . 123 Rectifiers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .124 Inverters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .124 The Generat Generator or Differential Cut-out . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .124 Generator Generat or (or Alternat Alternator) or) Warning Light . . . . . . . . . . . . . . . . . . . . . . . . . . . . .124 Generator Generat or (or Alternat Alternator) or) Master Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 124 Monitoring Instruments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 125 Ammeters and Voltmet Voltmeters ers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .125 The Battery . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .127 Bus Bars . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .128 Bus Bar Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 129 Parallel Bus Bar System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .130 Load Shedding . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .131 Generator Generat or or Alternat Alternator or Failure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 132 Questions - Generator Cut-out . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .133 Questions - Generat Generator or Circuit 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .135 Questions - Generat Generator or Circuit 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .137 Questions - Distribution . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 139 Answers - Generator Cut-out . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .142 Answers - Generat Generator or Circuit 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 142 Answers - Generat Generator or Circuit 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 142 Answers - Distribution . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 142

119

8

DC Electrics - Aircraft Electrical Power Systems

8

D C E l e c t r i c s A i r c r a f t E l e c t r i c a l P o w e r S y s t e m s

120

8

DC Electrics - Aircraft Electrical Power Systems Aircraft Electrical Power Systems The power system or a single-engine aircraf consists o a generator or alternator with the control and indication equipment necessary to supply all the elec trical power once the system is on line. The term on line means that the generator or alternator has been switched into the electrical system and is actually supplying supp lying power to the system. With multi-engine aircraf two or more generators or alternators are installed in parallel. The ampere capacity o an aircraf electrical system is determined by the number o powerconsuming devices fitted.

8

Dipole or o r Two Two Wire System

s m e t s y S r e w o P l a c i r t c e l E t f a r c r i A s c i r t c e l E C D

Figure 8.1 Dipole system

A dipole or two wire system is required where an aircraf is made o a non-conductive material. The current needs a complete circuit to flow and thereore needs a negative wire to connect the load to the the negative negative side o the generat generator or as well as a positive or ‘live wire’ to to connect rom the bus bar (distribution point) to the load.

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8

DC Electrics - Aircraft Electrical Power Systems Single Pole (Unipole or Earth Return) System

8


Figure 8.2 Unipole system

This is the most common type o system on an aircraf with metal construction. The metal airrame is used as the negative conductor completing the circuit or the current flow. The negative side o the generator is connected to an ‘airrame earth’ as is the negative side o each load.

Generators and Alternators Generators Generat ors or Alternat Alternators ors are used to convert mechanical energy to electrical energy. A generator produces direct current, DC, by using a rotating armature, stationary field and a commutator as described in the previous chapter whereas an alternator produces alternating current, AC, by using a rotating field and a stationary armature. I it is required to convert the AC output o an alternat alternator or to DC, DC , a diode rectifier is used, fitted in the end rame o the alternator. Most modern light aircraf have a direct current system which is powered by an alternator. The ull power output o a generator is closely related related to the RPM o the engine and is usually attained with the engine running at hal speed whereas the ull power output o an alternator can be attained at slow running, one obvious advantage that an alternator has over a generator. generator. The generator is driven at a speed which is approximately three times that o the engine.

Voltage Regulators The Voltage Regulator maintains the output voltage o the generat generator or or alternator at a constant value, irrespective o the engine RPM or electrical loads. This is achieved by controlling either the current flow in the field fi eld coils o a generat generator, or, or the current flow in the exciter field o an alternator. The basic voltage regulator setting controls the generator output to maintain 14 volts or a 14 volt system with a 12 volt battery and 28 volts or a 28 volt system with a 24 volt battery.

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DC Electrics - Aircraft Electrical Power Systems Overvoltage Protection Unit An overvoltage protection unit is fitted to protect against the output voltage o the generator rising dangerously high and causing damage to aircraf circuits due to overheating (W=I�R). It protects against voltage regulator ailure. The overvoltage protection circuit will automatically disconnect the field circuit i the voltage rises to typically 16.5 volts in a 14 volt system, thereby reducing the generator output to zero and saeguarding the system. It may also open the generator cut-out to prevent reverse current flow.

Generator Cut-out or Reverse Current Relay

8


The generator cut-out permits the generator voltage to build up to a preset figure beore its contacts close and put the generator on line. It will open to prevent the battery eeding current back into the generator when the generator voltage is below that o the battery voltage. The contacts o a cut-out are closed by rising voltage and opened by reverse current. A cut-out is not fitted in an alternator system as the Rectifiers provide reverse current protection. The reverse current cut-out relay shown below would be used with a DC generator. It may be an integral part o the voltage regulator or it may be a separate unit. Beore the generator is started, the spring holds the contacts open. As the generator builds up voltage, that voltage is applied to the shunt (voltage) coil which has many turns o thin wire and is connected in parallel with the generator output. When the voltage has built up above the battery voltage the current through the voltage coil causes a magnetic influence to close the contacts and connect the generator to the bus bar. The current flows through the current coil, which has a ew turns o thick wire, and through the contacts to the bus bar and the aircraf loads. The current flow through the current coil increases the magnetic effect and helps to keep the contacts closed against the spring.

Figure 8.3 Reverse current cut-out relay

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8

DC Electrics - Aircraft Electrical Power Systems When the output voltage o the generator alls below battery voltage then current flow is reversed and current flows back toward the generator. The alling voltage o the generator causes the magnetic influence o the voltage coil to reduce and as the current flow through the current coil is reversed, it reverses the magnetic field produced by the current coil. This opposes the field produced by the voltage coil and allows the contacts to open by the spring, disconnecting the generator rom the bus bar and preventing reverse reverse current into the generator. generator.

Rectifiers The rectifiers in the alternator end rame convert AC to DC and permit the current to flow out rom the alternator but not into it rom the battery. They have a low resistance in the direction o current flow and a high resistance in the other direction. 8

Inverters


Static Inverter Static inverters are solid state devices which covert DC to constant requency AC. A typical input to a static inverter would be 18 - 30 volts DC and the output would be 115 volts AC at 400 hertz requency. The internal circuitry o a static inverter contains standard electrical and electronic components such as oscillators, diodes, transistors, capacitors and transormers.

Rotary Inverter Rotary inverters convert DC to AC by using a constant speed DC motor to drive an alternator thereby producing constant requency requency AC.

The Generator Differen Differential tial Cut-out The generator differential cut-out is fitted in a multi-engine aircraf to prevent circulating currents between a generator generator which is already on line and one which is coming on line. The on-coming generator cannot switch on line until its output voltage is 2% above the output voltage o the generator which is already on line. The 2% difference in potential is between the on-coming generator output and the battery bus bar.

Generator (or Alternator) Warning Light The generator or alternator warning light indicates to the pilot that the generator or alternator voltage has allen below battery voltage. Illumination o the light is usually associated with the generator generat or cut-out position or a reverse current detector.

Generator (or Alternator) Master Switch The master switch enables the pilot to electrically isolate the generator or alternator. alternator. Opening the master switch breaks the generat generator or field circuit or the alternat alternator or exciter circuit and the electrical output alls to its residual level which is virtually zero zero..

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DC Electrics - Aircraft Electrical Power Systems Monitoring Instruments Instruments and warning lights must be provided or the pilot to monitor the aircraf DC or AC electrical system. The AC system is covered in the AC chapter, here we will examine typical meters and show their use in a DC system.

Ammeters and Voltmeters Ammeters and voltmeters are provided in AC and DC systems and in most cases are o the moving coil type o instrument shown in the ollowing diagram. The instrument consists o a permanent magnet with a sof iron core between the poles, inside which fits a ormer on a spindle which is ree to rotate inside the magnetic field. A coil o wire is wound around the ormer and current is allowed to flow around the coil. Two hairsprings are fitted to restrain the movement o the coil; as the coil rotates rotates one spring spring is wound up, the other unwound. unwound. The hairsprings allow the current to be ed into and out o the coil. The coil and ormer carry a pointer which is arranged to move over a scale as the coil rotates.

8


When current flows through the coil a magnetic field is created which interacts interacts with the main field and causes the coil to rotate moving the indicator pointer across the scale until the torque is balanced by the hairspring. The greater the current current flow through the coil, the greater will be the movement o the pointer. pointer. When the current flow reduces, the pointer will be returned to its ‘zero’ mark by the hairspring. So the deflection d eflection o the pointer is proportional propor tional to the current flowing through the coil, giving rise to an evenly divided scale. The meter is likely to be housed inside a case made o sof iron to prevent stray magnetism affecting the indication. To enable the range o the instrument to be extended a shunt (resistor o low resistance value) can be fitted in conjunction with this type o meter when used as an ammeter. When used as a voltmeter, a multiplier (resistor o high resistance value) is fitted. A shunt or multiplier will allow only a proportion o the total current to be allowed through the instrument thereore protecting the delicate mechanism but still allowing it to measure large values.

Figure 8.4 A moving coil instrument

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8

DC Electrics - Aircraft Electrical Power Systems The number o indicating devices required and the types employed depends on the type o aircraf and the overall nature o its electrical installation. One ammeter (or load meter) is normally provided or each possible source o power, and a single voltmeter with multiple selections or each DC system. There are basically two types o ammeter:• The charge/discharge ammeter (or ‘centre zero’ zero’ ammeter) see Figure 8.5. • The generator ammeter or load meter (‘lef zero’ ammeter) see Figure 8.5. The charge/discharge or centre zero type ammeter displays inormation about current flow into or out o the battery.

8

I the needle is to the right o zero, the alternator is working and supplying power to the electrical system and charging the battery.


I the needle is to the lef o zero, then the battery is discharging, indicating that the alternator is not supplying power to the electrical system. The load meter or lef zero type o ammeter displays actual current draw (system demand) rom the alternator. I the load meter reads zero, zero, then the alternator is not supplying power to the system, leaving the battery as the sole source o power in a single-engine system. system.

Figure 8.5 Simple ammeters

I an alternator ails in flight, all al l operating electrical equipment begins to deplete the battery. The pilot must thereore immediately assess the situation to determine what equipment is absolutely essential to the saety o flight at that moment and turn off everything else to conserve battery power. This procedure is known as load shedding.

126

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DC Electrics - Aircraft Electrical Power Systems Figure 8.6 shows shows both how current is measured with an ammeter placed in the current flow

so that it measures the current flowing through it and how EMF and pd are measured with a voltmeter connected to the two points between which the potential difference is to be measured. resistance and are connected in parallel to measure the voltage Voltmeters have a high internal resistance between two points. It may have a multiplier fitted in series with the meter to increase the indicating range o the instrument.

Ammeters have a low internal resistance and are placed in series to measure current through the load. An ammeter may have a shunt fitted in parallel with the meter to increase the indicating range o the instrument. 8


Figure 8.6 Ammeter and voltmeter connections

The Battery The battery would normally be a 12 or 24 volt lead acid or alkaline and can be used to start the engines, or to supply electrical power in the event o generator or alternator ailure.

Figure 8.7 Lead Acid Battery (Absorbed Liquid Type)

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DC Electrics - Aircraft Electrical Power Systems Bus Bars

GEN. FAILURE WARNING

L

L

LIGHT

O

O

A

A

D

D CENTRE ZERO

LOAD METER

AMMETER

BUS BAR GEN. CUT-OUT

8

ALTERNAT ALTE RNATOR OR SWITCH


BATTERY SWITCH

14 V

VOLTAGE REGULATOR OVERVOLTAGE

VOLTMETER

PROTECTION

12 V

UNIT FIELD

Figure 8.8 General arrangement - single-engine light aircraf

In most types o aircraf, the output rom the generating sources is coupled to one or more low impedance conductors reerred to as bus bars. The bus bars are the collection and distribution centre or a generator or alternator power supply. They use solid copper bars which can be drilled to permit supply and distribution cables to be attached to to them. Bus bars are usually situated in junction boxes or distribution panels located at central points within the aircraf, and they provide a convenien convenientt means or connecting power supplies to the various consumer circuits; in other words, they perorm a ‘carry-all’ unction. Bus bars vary in orm dependent on the methods to be adopted in meeting the electrical power requirements o a particular aircraf type. ty pe. In its simplest orm a bus bar can take the orm o a strip o interlinked terminals, while in the more complex systems main bus bars are thick metal (usually copper) strips or rods to which input and output supply connections can be made. The strips or rods are insulated rom the main structure and are normally provided with some orm o protective covering. Flat, flexible strips o braided copper wire are also used in some aircraf and serve as subsidiary bus bars.

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DC Electrics - Aircraft Electrical Power Systems Bus Bar Systems ALTERNATOR SEPARATE BATTERY & ALTERNATOR SWITCHES

SOURCE-POWER RELAY ENERGISING

STARTER

CIRCUIT

MOTOR

M

MASTER INTERLOCK BATTERY & ALTERNATOR SWITCH

BATTERY

STARTER SWITCH STARTER SOLENOID

B U S B A R

LAMP TEST

ALT

MASTER SOLENOID

OVER VOLTAGE PROTECTOR

RADIO INTERFERENCE CAPACITOR

G VOLTAGE REGULATOR

ALTERNATOR FIELD

5A

8

AMMETER

5A

ALT WARN LIGHT


EXTERNAL POWER SOLENOID

CABIN LIGHT

15A CIGAR LIGHTER

EXTERNAL POWER RECEPTACLE

Figure 8.9 A typical light aircraf single alterna alternator tor DC system

The unction o a distribution system is primarily a simple one, but it is complicated by having to meet additional requirements which concern concern a power source, or a power consumer system operating either separately separately or collectively, under abnormal conditions. The requirements and abnormal conditions may be considered in relation to three main areas, which are summarized as ollows: • Power-consuming equipment must not be deprived o power power in the event event o power source source ailures unless the total power demand exceeds the available supply. • Faults on the distribution system system (e.g. ault currents, currents, grounding or earthing at a bus bar) should have the minimum effect on system unctioning and should constitute minimum possible fire risk. • Power-consuming equipment aults must not endanger the supply o power to other equipment. These requirements are met in a combined manner by paralleling generators where appropriate, by providing adequate circuit protection devices, and by arranging or ailed generators to be isolated rom the distribution system. The operating principle o these methods is concerned with the additional one o arranging bus bars and distribution circuits so that they may be ed rom different power sources. In adopting this arrangement it is usual to categorise all consumer services into their order o importance and, in general, they all into three groups: • Vital • Essential • Non-essential

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DC Electrics - Aircraft Electrical Power Systems Vital services are those which would be required afer an emergency wheels-up landing, e.g. emergency lighting and crash switch operation o fire extinguishers. These services are connected directly to the battery. Essential services are those required to ensure sae flight in an in-flight emergency situation. They are connected to DC and AC bus bars, as appropriate, and in such a way that they can always be supplied rom a generat generator or or rom batteries. Non-essential services are those which can be isolated in an in-flight emergency or load shedding purposes (see below), and are connected to DC and AC bus bars, as appropriate, and are supplied rom a generat generator. or. Figure 8.10 illustrates, in a very simplified orm, the principle o dividing categorized consumer

8

services between individual bus bars; this is an example o a parallel bus bar system.


In this example, the power distribution system is one in which the power supplies are 28 volts DC, rom engine-driven generators operating in parallel, 115 volts 400 Hz AC rom inverters, and 24 volts DC rom  rom batteries.

Parallel Bus Bar System Figure 8.10 shows that each generator has its own bus bar to which are connected the

non-essential consumer services. Both bus bars are in turn connected to a single bus bar which supplies power to the essential services. Thus, with both generators operating, operating, all consumers requiring DC power are supplied. The essential services bus bar is also connected to the battery bus bar so ensuring that the batteries are maintained in the charged condition. The battery bus bar may be reerred to as a ‘hot bus’ or ‘hot battery bus’ because it is always connected to the battery. In the event that one generator should ail it is automatically isolated rom its respective bus bar and all bus bar loads are then taken over by the operating operating generator. generator. In the event o a generator generat or ailure the pilot will commence “LOAD SHEDDING” ( page 131 131). Should both generators ail, however, however, non-essential consumers can no longer be supplied, supp lied, but the batteries batteries will automatically automatically supply power to to the essential services and keep them operating operating or a predetermined period calculated on the basis o consumer load requirements and battery state o charge. (Normally a minimum o 30 minutes). In the case o the system represented in Figure 8.10, the DC supply to power the inverters is taken rom bus bars appropriate appropriate to the importance o the AC operated operated consumers. Thus, essential AC consumers are operated by the No. 3 inverter and so it is supplied with DC rom the essential services bus bar. No. 1 and No. 2 inverters supply AC to non-essential services and so they are powered by DC rom the No. 1 and No. 2 bus bars.

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DC Electrics - Aircraft Electrical Power Systems

No.1 GEN 28 V

No.2 GEN 28 V INV1

INV2

GENERATOR CIRCUIT BREAKER

GENERATOR CIRCUIT BREAKER

NON ESS AC CONSUMERS No.1 BUS

No.2 BUS

NON ESS DC CONSUMERS

NON ESS DC CONSUMERS 8

ESSENTIAL DC CONSUMERS

INV3


ESSENTIAL AC

CENTRE BUS BAR

BATTERY SWITCH

EXT. PWR.

BATTERY BUS (HOT BUS)

VITAL CONSUMERS

24 V

24 V

BATTERIES

Figure 8.10 Multi DC generator system block diagram

Load Shedding Load shedding is the overall reduction o the electrical loads on the power supply system in the event that the generators generators cannot supply all o the load demanded. d emanded. In some aircraf it can be automatically achieved, in other aircraf the pilot must monitor the electrical load by use o the ammeters or load meters and maintaining the total load within the rated value o the generator or alternator. Afer generator ailure some non-essential loads would be switched off to prevent overloading the remaining generator generator or battery. This will result in a decrease in current demand rom the bus bar and enable the essential loads to be supplied.

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DC Electrics - Aircraft Electrical Power Systems Generator or Alternator Failure The indications o a generat generator or or alternator ailure would consist o a generator or alternator m eter showing either zero, zero, or a discharge warning light illuminating and the ammeter or load meter i it was the centre reading type. Typical actions to be carried out in the event o a generat g enerator or or alternator alternat or ailure are as ollows: • Switch off all unnecessary unnecessary electrical loads. Details are given given in the aircraf aircraf handling notes o o the items to to be the subject o load shedding. • Isolate the generator generator or alternator alternator electrically by turning the master switch or alternator switch “off”. This will break the field circuit and the output voltage will all to zero or a residual value, making the ailed system ‘sae’.

8

• In most cases a ailure o the generator will cause the reverse reverse current relay relay to operate, isolating the generator output rom the bus bar.


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8

Questions Questions - Generator Cut-out 1.

In an electrical circuit the reverse current cut-out relay will open: a. b. c. d.

2.

A generator cut-out is provided: a. b. c. d.

3.

circuit loads equal the battery voltage the air tempera temperature ture reaches 45°C circuit loads equal the generat generator or voltage generator generat or voltage alls below battery voltage

the battery discharging through the generat generator or windings the generator overchargin overcharging g the battery fire in the event o overloading the system out o phasing

gain o engine power a burnt out generat generator or loss o residual magnetism no apparent reaction

To preven preventt circulating currents when more than one generator is being connected to the same bus bar: a. b. c. d.

7.

s n o i t s e u Q

In the event o the cut-out points sticking in the closed position, the most probable results, when the engine stopped would be: a. b. c. d.

6.

8

A generator cut-out is fitted to prevent: a. b. c. d.

5.

to prevent the battery over heating to prevent the battery rom being overcharged to allow the generat generator or to be isolated in a crash to prevent discharge o the battery through the generat generator or

A generator cut-out will open when: a. b. c. d.

4.

when battery voltage exceeds generat generator or voltage when circuit voltage is less than generat generator or voltage when the main output CB is reset when the batteries are flat

reverse current relays are fitted the generat generators ors are connected in series rectifiers are fitted differential cut-outs are used

A generator cut-out is fitted: a. b. c. d.

in series with the generat generator or output in the diode circuit in parallel with the generat generator or output in the field circuit

133

8

Questions 8.

On a 28 volt system with a 24 volt battery the cut-out contacts close at approximately: a. b. c. d.

9.

A component whose job is similar to a generator cut-out is: a. b. c. d.

8

10.

Q u e s t i o n s

a rectifi rectifier. er. a converter an inverter a reverse current relay

I the cut-out is open, the battery is eeding the loads which are: a. b. c. d.

134

36 volts 24 volts 28 volts 26 volts

in series with the battery in parallel with the battery in sequence with the cut-out cross coupled

8

Questions Questions - Generator Circuit 1 1.

In a two-engine aircraf with two generator generators, s, there would be: a. b. c. d.

2.

A generator converts mechanical energy to electrical by: a. b. c. d.

3.

the flow in the electrical system beore the battery cut-out contacts close the rate o flow at all times the pressure in the electrical system beore and afer the cut-out contacts close the flow in the electrical system afer the battery cut-out contacts close

the generat generator or is eeding the battery bus bar the generat generator or is not eeding the battery bus bar the battery has ailed a rectifier is aulty

A generator ailure is usually indicated by: a. b. c. d.

6.

s n o i t s e u Q

I the generator warning light comes on in flight it indicates that: a. b. c. d.

5.

8

electromagnetic spring action electromagnetic induction electrostatic induction electrodynamic induction

In an aircraf electric electrical al system which incorporates a voltmeter, the voltmeter indicates: a. b. c. d.

4.

one ammeter or each generat generator or and one voltmeter switchable to indicate either generator generator voltage or battery voltage one voltmeter or each generat generator. or. and one ammeter switchable to indicate either generator current or battery current one ammeter showing the total output and one switchable voltmeter one ammeter and one voltmeter each showing the average current and voltage output

the ammeter reading decreasing or showing a discharge and a red warning lamp lighting the voltmeter reading increasing, the ammeter reading showing discharge and a red lamp lighting the current consuming devices ailing to operate the motor speed increasing

A generator warning light will be illuminated illuminated:: a. b. c. d.

when the battery voltage exceeds that o the generat generator or and the cut-out has opened at night only when the generat generator or is supplying current to a ully charged battery, and no electrical loads are switched on when the battery charge current is lower than required to maintain its ully charged state

135

8

Questions 7.

I a generator ails in flight: a. b. c. d.

8.

I one generator ails you should: a. b. c. d.

8

Q u e s t i o n s

9.

connected in series with other generat generators ors switched into the electrical circuit in parallel with the other generat generators ors connected with the ground batteries or starting connected to a phase reducer

In a twin-engine aircraf, fitted with two generators, i one should ail: a. b. c. d.

136

switch off the good generat generator or stop and eather the engine concerned switch off the ailed generat generator or and continue normal use o the electrical system switch off the ailed generat generator, or, and cut down on the electrical services being used

A generator is brought ‘on line’ when it is: a. b. c. d.

10.

the voltmeter will read maximum the ammeter reading will decrease load sharing circuits will operate the watt metre will show an increase

the ailed generat generator or must be isolated cut down the air supply to reduce five risks the ailed generat generator or must be stopped both generat generators ors must be switched off

8

Questions Questions - Generator Circuit 2 1.

A generator is brought ‘on line’ via the cut-out by an increase in: a. b. c. d.

2.

Generator ailure is indicated by: a. b. c. d.

3.

the starboard engine cuts the port engine cuts both engines run normally the engine with the ailed generat generator or will automatically eather

in series with the generat generator or so that the voltage can be reduced in parallel so the voltage can be varied in parallel so the current can be reduced determined by the cross-sectional area o the lead cable

the generat generators ors are disconnected rom the bus bar the battery is isolated rom the bus bar the battery is discharged through the bonding circuit diodes the battery may overheat

A generator is taken ‘off’ line by: a. b. c. d.

7.

s n o i t s e u Q

When the battery master switch is switched off in flight: a. b. c. d.

6.

8

Loads on a bus bar are: a. b. c. d.

5.

load sharing circuits connecting a decrease or discharge in ammeter readings and generat generator or warning light on an increase in voltmeter readings, a discharge in ammeter reading and generator generat or warning light on ailure o electrically driven instruments

In a twin-engine aircraf, with a generator fitted to both engines, the starboard generator ails. Then: a. b. c. d.

4.

the battery voltage the radio bypass switch the generat generator or voltage the generat generator or field voltage

the battery switch closing o the field switch opening o the cut-out removing all loads

I the ammeter reads plus 5 amp afer engine shut down: a. b. c. d.

some switches have been lef ‘on’ the battery is charging the generat generator or field switch is ‘on’ the ammeter is deective

137

8

Questions 8.

I the ammeter shows ‘no’ charge, yet the battery remains charged, you would look or: a. b. c. d.

9.

A field switch in the generator circuit is: a. b. c. d.

8

10.

Q u e s t i o n s

kept in the ‘on’ position connected in the armature circuit to ‘shut off’ the generat generator or field to disconnect the battery

During flight a malunction o the generator cut-out would be indicated by: a. b. c. d.

138

loose battery connections a deective voltage regulator a deective CB a deective ammeter

overheating o the battery the ammeter lights going out the current limiter

8

Questions Questions - Distribution 1.

A short circuit in a “single pole” electrical circuit would be caused: a. b. c. d.

2.

In a “2 pole” electrical circuit, a short o the conductors would result in: a. b. c. d.

3.

a shunt fitted in parallel with the instrument a shunt fitted in parallel with the load a shunt fitted in series with the instrument a multiplier fitted in parallel with the instrument

a diode pole circuit an earth return circuit a single phase circuit a dipole circuit

the electrical component will operate the use will blow the circuit will be under loaded the load will only operate at hal speed

In a double pole circuit: a. b. c. d.

7.

s n o i t s e u Q

On a single pole circuit, i the positive conductor is shorted to the aircraf structure: a. b. c. d.

6.

8

An electrical system which uses the aircraf structure as a return path or current is known as: a. b. c. d.

5.

an item o equipment operating automatically without switches the component not working an increase in voltage an item o equipment burning out because o a large current flow

The indicating range o an ammeter can be increased by fitting: a. b. c. d.

4.

by a broken conductor between the source o supply and an item o equipment by an open circuit between loads in parallel when wiring between the source o supply and an item o equipment goes down to earth by an open circuit between an item o equipment and earth

the systems polarity will change the current is supplied by one wire and the current is returned through the aircraf bonding system the current passes out through one wire and is returned through a second wire the current passes out through one wire and is returned via the aircraf’s immune circuit

In an earth return circuit i the conductor is open circuited: a. b. c. d.

the use will blow the bus bars will overheat the load will not operate the generat generator or will burn out

139

8

Questions 8.

A ‘hot bus’ is: a. b. c. d.

9.

A dipole circuit is one where: a. b. c. d.

8

Q u e s t i o n s

140

the bus bar always connected to the battery the bus bar that supplies the galley power the bus bar that supplies the essential loads the bus bar that supplies the non-essential loads

diode valves are used three conductors are used the aircraf structure is used or the earth return two conductor wires are used

8

Questions

8

s n o i t s e u Q

141

8

Answers

Answers - Generator Cut-out 1 a

2 d

3 d

4 a

5 b

6 d

7 a

8 d

9 d

10 b

6 a

7 b

8 d

9 b

10 a

5 b

6 c

7 d

8 d

9 c

10 b

5 b

6 c

7 c

8 a

9 d

Answers - Generator Circuit 1 1 a

2 b

3 c

4 b

5 a

Answers - Generator Circuit 2

8

1 c

A n s w e r s

2 b

3 c

4 c

Answers - Distribution 1 c

142

2 b

3 a

4 b

Chapter

9 DC Electrics - Bonding and Screening

Bonding . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

145

The Static Discharge System or Static Wicks . . . . . . . . . . . . . . . . . . . . . . . . . . . . 145 Discharge o Static on Touchdown . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .145 Screening . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .145 Questions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

146

Answers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

148

143

9

DC Electrics -Bonding and Screening

9

D C E l e c t r i c s B o n d i n g a n d S c r e e n i n g

144

9

DC Electrics - Bonding and Screening Bonding An aircraf in flight will pick up, or become charged with, static electricity rom the atmosphere. Bonding will prevent any part o the aircraf rom building up a potential so great that it will create a spark and generate a fire risk. Each piece o the metal structure struc ture o the aircraf, and each component on the aircraf, is joined to the other by flexible flexible wire strips. All strips must be clean clean and ree rom any any insulating insulating coatings coatings such as anodizing, paint, grease and oxides to prevent electrolytic corrosion occurring which would introduce resistance. This process is called bonding, and it provides an easy path or the electrons rom one part o the aircraf to another another.. Bonding can also act as par t o the earth return system in a unipole circuit and will also help to prevent radio intererence intererence due to static discharges.

9

g n i n e e r c S d n a g n i d n o B s c i r t c e l E C D

The Static Discharge System or Static Wicks The static discharge systems, or static wicks, are fitted to reduce static build-up on the airrame. They were originally made o cotton o about the thickness o a cigarette cigarette.. They are fitted to the trailing edge o the aircraf control suraces, and the tips o wings, or stabilizers. Static electricity is dispersed rom them into the atmosphere. The ree end o the wick becomes ‘teased’ (spread out) and a brush discharge action takes place. Modern wicks are like miniature barbed antenna, small wire brushes, or alternatively are straight metal wicks.

Discharge of Static on Touchdown To ensure that no static electrical charge, with its possible fire risk, remains on the aircraf afer landing, the main bond must be brought into instantaneous contact with the ground as the aircraf touches down. This is achieved by fitting nose, tail or main wheel tyres which contain a high proportion o carbon in the rubber rubber.. The tyre is in contact with the main bond via the wheel bearing and any static charge is dissipated to earth on touchdown.

Screening Screening is designed to prevent radio intererence by absorbing electrical energy. Static electrical charges, produced by the operation o certain electrical equipment, create intererence intererenc e on radio circuits. This intererence is overcome by fitting intererence suppressors in the cables connected to the source o intererence, intererence, and by total enclosure o the cables in a continuous metal sheath. Screening is required or ignition systems, DC generat generators ors and motors (commutator ( commutator machines), slip ring machines operating at over 200 RPM and also or any electrical equipment operating by making and breaking a circuit at a requency  requency greater greater than 10 Hz.

145

9


Why are static wick dischargers fitted to aircraf? a. b. c. d.

2.

Bonding is used to protect the aircraf against fire rom arcing o static electricity by: a. b. c. d.

9

3.

Q u e s t i o n s

b. c. d.

d.

heat screening providing a positive reaction ensuring that the different parts o the aircraf are maintained at a different potential ensuring that the different parts o the aircraf are maintained at the same potential

The purpose o electrical bonding on an aircraf is: a. b. c. d.

146

bond the circuit to reduce risk o fire prevent them discharging prevent short circuits in radio equipment prevent them interering with the unction o radio equipment

Bonding is a method o: a. b. c.

7.

hardening screening bonding anodizing

The electrical components o aircraf systems are screened to: a. b. c. d.

6.

metal components become very hot and ignite inflammable gases and materials sparks occur due to differences o potential and could ignite inflammable gases and materials o colour charged electrons aircraf tyres become heavily charged and may burst on landing

Static electrical charges and currents in an aircraf structure are evened out by: a. b. c. d.

5.

providing an earth return shortening the negative strips maintaining different electrical potential throughout the structure ensuring the same electrical potential o all metal components

Static electricity constitutes a fire hazard because: a.

4.

To smooth the generat generator or output To prevent tyres bursting on landing To minim minimize ize radio intererence To act as an earth return in a single pole electrical system

to prevent compass malunctioning and accumulation o local static charges to reduce the anodizing effect to isolate all components electrically and thereore make static potential constant to provide a low resistance path or earth return circuits and saely dissipate local static charges and lightning strikes

9

Questions

9

s n o i t s e u Q

147

9

Answers

Answers 1 c

9

A n s w e r s

148

2 d

3 b

4 c

5 d

6 d

7 d

Chapter

10 DC Electrics - Specimen Questions

Questions – General 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 151 Questions – General 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 154 Answers – General 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .156 Answers – General 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .156

149

10

1 0

Q u e s t i o n s

150

Questions

Questions

10

Questions – General 1 1.

Spare uses are carried: a. b. c. d.

2.

When selecting a use or a circuit the govern governing ing actor is: a. b. c. d.

3.

s n o i t s e u Q

back EMF current necessary to excite the generator current passing between two paralleled generat generators ors o differing voltage current passing between AC and DC systems

10 000 ohms 1000 ohms 1 000 000 ohms 1 000 000 000 ohms

Load shedding is: a. b. c. d.

7.

generator bus and battery bus bar generator generator generat or bus bar and earth batteries battery bus bar and earth

A megohm is: a. b. c. d.

6.

0 1

Circulating current is the term used to describe: a. b. c. d.

5.

the voltage o the circuit the use length and diameter the resistance o the circuit the power requirement o the circuit

Differential cut-outs close when a differential voltage exists between the: a. b. c. d.

4.

at the operators’s discretion or generat generators ors only by law with a stated minimum number required by the first officer

transerring transerrin g the loads between generat generators ors reducing the load voltage overall reduction o electrical load on the system overall reduction o generat generator or voltages

When a generator is on line and its associated ammeter reads 10 amps, this is an indication o: a. b. c. d.

BTBs being energiz energized ed battery charge rate battery discharge rate generator generat or load

151

10

Questions 8.

The ormula or calculating power is: a.

V or I × R or I × V R

b.

V or I × R or I × V R

c.

V or I × R or I × V R V or I × R or I × V R

d.

9.

Q u e s t i o n s

c. d.

10.

2

2

switch the circuit off immediately switch off, replace the use with another o the correct rating or the circuit and repeat this action as ofen as necessary leave the switch on, replace the ailed use with one o increased rating switch off, replace the ailed use with one o the correct rating once only

double increase only i the battery is in circuit remain the same decrease

20 watts 45 watts 80 watts 100 watts

only i a ault is suspected on load with a voltmeter on no load with a voltmeter on open circuit with a voltmeter

Connecting two batteries in series will: a. b. c. d.

152

2

Check a lead acid battery voltage: a. b. c. d.

13.

2

2

A simple electrical circuit has a current flow o 4 amperes and its resistance is 5 ohms. How much power (watts) is used? a. b. c. d.

12.

2

I the voltage in a circuit is doubled, the current will: a. b. c. d.

11.. 11

2

Assuming a 5 amp circuit has ailed during flight and investigati investigation on has shown that the use is open circuit, the action to be taken is to: a. b.

1 0

2

increase the voltage and capacity have no effect decrease the voltage and the capacity increase the voltage, the capacity will remain the same

Questions 14.

An aircraf has a battery with a capacity o 60 60 Ah. Assuming that it will provide its nominal capacity and is discharged at the 10 hour rate: a. b. c. d.

15.

it will pass 60 amperes or 10 hours it will pass 10 amperes or 6 hours it will pass 6 amperes or 10 hours it will pass 60 amperes or 1 hour

A NiCad battery shows a high temper temperature ature afer engine start, this could be an indication o: a. b. c. d.

16.

10

thermal runaway it is not connected to the battery bus bar normal tempera temperature ture during charging depends upon the outside air tempera temperature ture

When generators are connected in parallel their output voltage must be: a. b. c. d.

0 1

divided by the circuit resistance the same added together controlled by one generat generator or

s n o i t s e u Q

153

10

Questions Questions – General 2 1.

In a direct current generating system the voltage regulator controls the system voltage within prescribed limits: a. b. c. d.

2.

A generator cut-out is fitted: a. b. c. d.

1 0

Q u e s t i o n s

3.

the negative pole is connected to the aircraf structure the positive pole is connected to the aircraf structure the negative pole is connected to the positive pole two uses are needed

In a dipole aircraf wiring circuit i the conductors are bridged: a. b. c. d.

154

the uel cross eed cocks close the starboard engine cuts (stops) the port engine will cut both engines will run normally

On an earth return aircraf wiring circuit: a. b. c. d.

7.

a red warning light lighting and the ammeter showing zero or discharge a red warning light going out and the ammeter showing a discharge a current limiter tripping a circuit use blowing

On a twin-engine aircraf with a generator fitted to each engine, i the starboard generator ails,: a. b. c. d.

6.

with an increase in battery voltage with an increase in generat generator or voltage at flight idle only with an increase in generat generator or current

Failure o an aircraf generator is indicated by: a. b. c. d.

5.

to isolate the battery on touchdown to prevent the battery rom being overchar overcharged ged to allow the generat generator or to be isolated in a crash to prevent the battery eeding back into the generat generator or when its voltage is above the generator voltage

A generator cut-out contacts will close: a. b. c. d.

4.

regardless o varying engine RPM and electrical load by inserting a variable resistance in the generator field winding by means o a relay which closes contacts in the output circuit when a prescribed voltage is reached o the generat generator or rotor speed by a variable resistance which limits the voltage given by the battery

an item o electrical equipment would be burned out no immediate action is necessary the item o electrical equipment would operate normally the use or circuit breaker in that circuit will blow

Questions 8.

A circuit breaker that has tripped due to overload: a. b. c. d.

9.

will rise gradually as load is applied will remain constant as load is applied will vary with generat generator or speed will all gradually as load is applied

increasing circuit resistance transerring the loads between generat transerring generators ors reducing the load voltage overall reductions o the loads on the system

when selected by the pilot or flight engineer automatically in flight during an emergency or crash landing in flight only

The purpose o electrical bonding on aircraf is: a. b. c. d.

15.

s n o i t s e u Q

An inert inertia ia switch on an aircraf will operate: a. b. c. d.

14.

0 1

Load shedding is: a. b. c. d.

13.

remain the same fluctuate increase decrease

The output o a shunt wound generator: a. b. c. d.

12.

it is changed with one o a lower rating the press to reset button is operated leave circuit switched on it is changed with one o the correct rating

As the speed o an electric motor increases the back EMF will: a. b. c. d.

11.. 11

cannot be reset unless the circuit has returned to normal will not be able to be reset in the air will reset itsel when the circuit returns to normal must be replaced

When changing a blown use: a. b. c. d.

10.

10

to directly earth the positive lead to prevent compass malunctioning and to gather local static charges to isolate all components electrically and thereore make the static potential constant to provide a low resistance path or earth return circuits and saely dissipate local static charges and lightning strikes

Electrical components o aircraf systems are screened to: a. b. c. d.

bond the circuit to reduce risk o fire prevent them interering with the unction o radio equipment prevent short circuits interering with aircraf equipment prevent engine malunctions

155

10

Answers

Answers – General 1 1 c

2 d

3 a

4 c

13 d

14 c

15 a

16 b

5 c

6 c

7 d

8 a

9 d

10 a

11 c

12 b

5 d

6 a

7 d

8 a

9 d

10 c

11 b

12 d

Answers – General 2

1 0

A n s w e r s

156

1 a

2 d

3 b

13 c

14 d

15 b

4 a

AC ELECTRICS ATPL GROUND TRAINING SERIES

-

+ +

+

11

AC Electrics -Introduction to AC

1 1

A C E l e c t r i c s I n t r o d u c t i o n t o A C

158

Chapter

11 AC Electrics - Introduction to AC Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .161 The Nature o Alternating Current. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .161 Terms. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .163 The Relationship o Current and Voltage in an AC Circuit . . . . . . . . . . . . . . . . . . . .

165

Resistance in AC Circuits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 165 Inductance in AC Circuits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .166 Inductive Reactance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .169 Capacitance in AC Circuits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 169 Capacitive Reactance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .171 Impedance. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .172 Resonant Circuits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 172 Summary. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .173 Power in AC Circuits. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .173 Power in a Purely Resistive Circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 174 Power in a Purely Inductive Circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .174 Power in a Capacitive Circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .175 Power in a Practical AC Circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .176 Power Factor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .177 Power Factor Resume . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .177 Questions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

178

Answers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

184

159

11


1 1


160

AC Electrics - Introduction to AC

11

Introduction Alternating current (AC) is used in most large modern transport aircraf because o the ollowing advantages that it holds over direct current (DC) supplies: • AC generators generators are simpler and more robust robust in construction than DC machines. • The power to weight ratio ratio o AC machines machines is better than than comparable DC machines. • The supply voltage can be converted to a higher or lower value with almost 100% efficiency using transormers. • Any required DC voltage can be obtained simply and efficiently using transormer rectifier units. (TRUs). • Three phase AC motors which are simpler, more robust and more efficient than DC motors, can be operated rom a constant requency source, (AC ( AC generators). generators). 1 1

• AC machines do not suffer rom the commutation problems associated with DC machines and consequently are more reliable, especially at high altitude.

C A o t n o i t c u d o r t n I s c i r t c e l E C A

• High voltage AC systems systems require less cable cable weight than comparable power low voltage DC systems.

The Nature of Alternating Current I the electrons flowing in a circuit move backwards and orwards about a mean position then the current produced is known as alternating current, AC. The simple AC generat generator or shown in Figure 11.1 shows that a loop o wire (armature) rotated in a magnetic field experiences a continuously changing flux through it so that a voltage will be induced as long as rotation continues.

Figure 11.1 11.1 Simple AC generator

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AC Electrics -Introduction to AC The magnitude o the voltage depends on the speed o rotation and the field fi eld strength (i.e. rate o change o flux). When an armature is connected to a load (resistor) in a closed circuit through slip rings and carbon brushes a current will flow around the circuit in proportion to the induced voltage. I this armature is rotated as in Figure 11.2 then the flux is constantly changing. In positions 1, 3 and 5 the two sides o the loop are moving parallel to the field and so there is no voltage induced as there is no rate o change o flux. In positions 2 and 4 the two sides o the armature a rmature are moving at right angles to the field and the maximum voltage is induced as there is maximum rate o change o flux. In between these positions the induced voltage is between maximum and zero. The polarity o the induced voltage changes as it passes through zero because the direction that each side o the armature moves through the field is reversed. I the polarity reverses then so must the current through the external circuit, and current flowing backwards and orwards about a mean position is alternating current. The direction o current flow through each side o the armature at any point can be determined by using Fleming’s Right Hand Rule or generat g enerators. ors.

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Figure 11.2 shows one complete revolution o the generator armature and the associate associated d rise

and all o induced voltage.

Figure 11.2 Production o AC

Figure 11.3 illustrates the production o AC. The blue vector arrow OP represents one hal o

the coil o the generat generator, or, pivoted at O and rotating in an anti-clockwise direction. d irection. The EMF induced in the coil is proportional to the ordinate ON, or can be calculated by multiplying the max value by the sine o the Phase Angle at that point. po int. Successive ordinates ordinates plotted to a time scale corresponding to the rate o rotation o OP produce a sine wave which represen represents ts an alternating current or voltage.

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Figure 11.3 Production o a sine wave 1 1

Terms


Several terms are used to describe alternating current, illustrated in Figure 11.3 and some o these terms are explained below:

Figure 11.4 Frequency comparison

• Cycle. A cycle is one complete series o values, e.g. the graph o Figure 11.3 • Phase. A sine wave can be given an angular notation called phase. One cycle represents rom 0° - 360° o phase.

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AC Electrics -Introduction to AC • Frequency. The number o cycles occurring each second is the requency o the supply. The requency is measured in hertz (Hz). One cycle per second is equal to one hertz. Constant requency AC supply systems usually have a requency o 400 Hz. Frequency is dependent upon the number o times a North and a South pole pass the armature in a given time period. To determine the requency o a generator output, the ollowing ormula can be used:

Number o Poles × 2

RPM 60 (seconds)

=

Frequency in hertz

The number o poles is the total o North and South poles making up the field o the generator generat or and the RPM is the speed o rotation in revolutions per minute. For example, an 8 pole generat generator or rotating at 6000 RPM will have an output requency o: 8 2 1 1

×

6000 60

=

400 hertz

• Period. The period is the time it takes or one cycle to occur. It is the reciprocal o the requency: 1 Period (T) = seconds 


• Amplitude or Peak Value . The amplitude o a sine wave is the maximum value it attains in one cycle, see Figure 11.5. • Root Mean Square Value (RMS). The effective value o an alternating current is calculated by comparing it with Direct Current. The comparison is based on the amount o heat produced by each current under identical conditions. A DC current o 1 amp will make a resistor hotter than AC with peak value o 1 amp. So to make the resistor as hot with an AC current its peak value must be higher so that its effective effec tive value can be 1 amp. The effective value is termed the Root Mean Square, which is ound by taking a number o instantaneous values o voltage or current, whichever is required, d uring a hal cycle. These values are squared and their mean (average) value determined. Obtaining the square root o the mean value gives the Root o the Mean o the Squares, the RMS value. Another way o looking at it is that the voltage (or (o r current) rises rom zero to maximum in 90° o phase angle, the average value must occur at the midway point o 45°. As the values ollow a sine curve as previously described then the value at 45° is a product o the peak value multiplied by the sine o 45 (0.707). Thereore the RMS value o alternating current (or voltage) is related to its amplitude or peak value. For a sine wave, the relationship is given by the ormula:

RMS = PEAK VALUE √2

Or

RMS = 0.707 × PEAK VALUE

Most AC supply values are given in RMS terms. In general terms, ammeters and voltmeters are calibrated in RMS values also. a lso.

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Figure 11.5 AC terminology 1 1

The Relationship of Current and Voltage in an AC Circuit


Current and voltage in an AC circuit have the same requency and the wave orm (the shape o the cycle) is similar, e.g. i the voltage waveorm is sinusoidal then the current waveorm is also sinusoidal. In a DC circuit the current flow was directly affected by the applied voltage and circuit resistance in the relationship ormulated by OHM’s Law (V = IR). I.e. the current is directly proportional to the voltage and inversely proportional proportional to the resistance. There are very ew AC circuits in which the current is affected solely by the applied voltage and resistance such that both the current and the voltage pass through zero and reach their peaks in the same direction simultaneously. In such circuits voltage and current are said to be in phase and the circuit is said to be resistive. In most circuits, however, because o the ever changing values o voltage and current, the current flow is influenced by the magnetic and electrostatic effects o inductance and capacitance respectively, which cause the current and voltage to be out o phase. This means that although they are at the same requency, the voltage and current do not pass through zero at the same time. The difference between corresponding points on the waveorms is known as phase difference or phase angle. Inductive and capacitive circuits will be studied later in this text.

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AC Electrics -Introduction to AC Resistance in AC Circuits There is no such thing as a ‘pure resistance’ when considering an AC circuit. All resistors, even a piece o wire, have ’inductance’ as well as resistance, but or the purpose o studying AC theory in this chapter we have to assume that we can build separate circuits having only resistance, inductance or capacitance. In the resistive circuit, then, we are assuming ‘ pure resistance’ The voltage and current waveorms when AC is applied across a pure resistive circuit are sine waves. Both waveorms are in phase as shown in Figure 11.6 , and Ohm’s Law applies as in DC circuits, remembering that values quoted will be RMS values.

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Figure 11.6 The phase relationship in a purely resistive circuit

Inductance in AC Circuits In a simple generator, generator, a change o flux through a conductor induced a voltage in that conductor, by rotating the conductor relative to the magnetic field. A different kind o generator uses a rotating magnetic field and a stationary conductor. Both rely on the physical movement o conductor or field. A change o flux in a coil can be achieved without physical motion, by varying a current flow, thereby changing the magnetic field relative to a coil. Figure 11.7 shows shows how voltages can be induced in this manner. Figure 11.7a shows a DC circuit containing a coil, controlled by a switch. This is the primary

circuit, and with no current flow there is no magnetic field created in the coil. Alongside the primary circuit is another circuit containing a coil and an ammeter, ammeter, this is the secondary circuit. As there is no current flow in the primary circuit there will be nothing happening. In Figure 11.7b the switch has been made and a magnetic field is produced by the current flow through the coil which expands while the current is increasing. This magnetic field ‘cuts’ the coil in the secondary circuit as it is expanding, thereby inducing a voltage and current flow which will show by a deflection o the ammeter. When the current is stable at its maximum the magnetic field will be stable and there will be no induced voltage. Thereore the meter in the circuit will kick sharply as the switch is closed and return to zero when the magnetic field becomes static.

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In Figure 11.7c the switch has been opened and there is a rapid collapse o the magnetic field because the current flow has ceased, inducing a voltage in the secondary circuit. The meter will kick in the opposite direction as the field collapses to zero. Figure 11.7d and e show an AC circuit. With an ever changing and alternating current flow in

the circuit, the magnetic field will be constantly changing; changing; thereore, thereore, there there will be a continually induced voltage and current flow proportional to the AC waveorm. This will be indicated by the ammeter needle swinging alternately lef and right. The greatest voltage will be induced when the current is changing at its greatest rate, i.e. when it is changing polarity. This is called mutual induction and is the principle o operation o transormers. The magnitude o the induced voltage is dependent on the rate o change o the magnetic field which is proportional to the requency o the supply.

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Figure 11.7 Inductance

Figure 11.8 Sel-induction

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AC Electrics -Introduction to AC Reerring to Figure 11.8, the secondary circuit circuit has been been removed, removed, but the AC AC supply still generates an ever changing magnetic field which has the effect o inducing a voltage in the coil itsel. This is called sel-induction and according to Lenz’s law the voltage induced will oppose any change o current in the circuit. This sel-induced voltage is ofen reerred to as the Back EMF. The amount o inductance in any circuit can be measured by the size o the induced voltage. A number o actors affect induced voltage. • The number o o turns in the coil (stronger (stronger magnetic field). • The addition o a sof sof iron core in the coil (stronger (stronger magnetic field). • An increase in the rate o change change o current (increase (increase in requency). The first two items reer to the construction o the coil itsel and determine the value o the sel-inductance or a given requency. This is reerred to as the Inductance o the coil and is a measure o its ability to produce a Back EMF. EMF. A coil with a high value o inductance induc tance will produce a greater Back EMF than one with a small value or the same supply requency.

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Any device having inductance can be reerred to as an inductor. The unit o inductance (L) is the henry (H). Inductance is usually expressed in millihenries or microhenries as the henry is too large a unit or practical use. A circuit has an inductance o one henry i a current change o one ampere per second induces a back EMF o one volt.


The effect o inductance in an AC circuit is to cause the voltage and current to be out o phase; because o the opposition to the current flow, the rise in current is held back behind the rise in voltage i.e. current lags voltage.

In a circuit having only inductance the current lags the voltage by 90° . This is illustrated in Figure 11.9.

Figure 11.9 The phase relationship in a purely inductive circuit

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Inductive Reactance The opposition to current flow in this circuit is called the Inductive Reactance. It is called reactance rather than resistance because the effects o inductance depend on the requency o the supply as well as the value o the inductance. Inductive reactance is measured in ohms and is given the symbol XL. To determine inductive reactance the ollowing ormula can be used.

XL = 2 π  L where π is a constant,  is the requency, L is the inductance From this ormula it can be seen that as requency increases, the value o inductive reactance increases so the circuit current would decrease. Conversely, and more importantly, as the circuit requency decreases, the inductive reactance decreases and the circuit current increases.

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Capacitance in AC Circuits Capacitance is the ability o a circuit to store an electrical charge. A device used to introduce capacitance into a circuit is known as a Capacitor. A capacitor consists o two t wo plates separated by a dielectric, see Figure 11.10. Dielectrics can be, amongst other things, air, mica or waxed paper. Three actors affect the amount o charge a capacitor can hold. They are: • The area area o the plates. • The distance between the plates. plates. • The material used to separate separate the the plates, the dielectric. The capacitor will store an electric charge, much like a hydraulic accumulator stores fluid under pressure, but first it needs to be charged. When connected to the battery as shown in Figure 11.10 electrons will be removed rom the plate connected to the positive terminal o the battery and added to the plate connected to the negative terminal, conventional conventional current flow will be rom positive positive to negative. This process will continue until the plates become saturated and no more current will flow.

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Figure 11.10 A capacitor in a DC circuit

The potential difference between the plates is at its maximum and the capacitor is now ully charged, its voltage being equal to the battery voltage. I the switch is now moved to a mid position, the charging circuit is disconnected and the capacitor will hold its charge indefinitely, in a similar ashion to an accumulator. (In practice there will be some leakage leakage which allows the capacitor capacitor to discharge over over a period o time). Using the switch to connect the capacitor to the external circuit will allow the capacitor to discharge and current will flow around the circuit in the opposite direction until the potential difference across the plates has become equal. Notice that the capacitor has discharged in the opposite direction to which it was charged. Note also that electrons do not pass between the plates through the dielectric

Figure 11.11 Capacitor in an AC circuit.

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When fitted in an AC circuit as shown in Figure 11.11 the capacitor will be constantly charging and discharging as the applied voltage and current flow are constantly reversing polarity and direction. As the applied voltage alls, the capacitor discharges current back into the circuit in the opposite direction and its voltage alls. alls. This has the effect o shifing the voltage out o phase with the current, and in a purely capacitive circuit the current will lead the voltage by 90° . See Figure 11.12. The unit o capacitance is the arad, and a capacitor is given the symbol C. I a current o 1 ampere flowing or 1 second creates a potential potential difference o 1 volt between the plates o a capacitor then it is a 1 arad capacitor. Because o the values involved, a 1 arad capacitor is not a practical size and a more common unit is the microarad or picoarad.

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Figure 11.12 Phase relationship in a purely capacitive circuit

Capacitive Reactance The opposition to current flow in this circuit is called Capacitive Reactance. As in the inductive circuit, the amount o reactance is dependent upon requency and the value o the capacitor in arads. Capacitive reactance is measured in ohms and is given the symbol XC. It can be calculated by using the ollowing ormula:

XC

=

1 2 π  C

From this ormula it can be seen that as requency increases, the value o capacitive reactance decreases so the circuit current will increase. Conversely i requency decreases, capacitive reactance increases and circuit current will decrease.

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AC Electrics -Introduction to AC Impedance The total opposition to current flow in an AC circuit is a combination o resistance, inductive reactance and capacitive reactance. But because in each circuit there is a different phase relationship between the voltage and current, they cannot simply be added together. together. Inductive reactance can be thought o as having the opposite effect to capacitive reactance as in one circuit the current lags the voltage by 90° and in the other the current leads the voltage by 90°, so they are 180° apart and the total reactance can be ound by subtracting one rom the other. Impedance is the vector sum o the resistance and total reactance and represen represents ts the total opposition to to current flow measured measured in ohms and given the symbol Z.

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Figure 11.13

Pictorially this can be shown as vectors in an impedance triangle, rom which it can be seen that resistance is out o phase with reactance by 90°: Mathematically the vector sum o the two t wo can be expressed using Pythagoras’ Theorem.

Resonant Circuits Changes o supply requency in a circuit will have the opposite effect on capacitance and inductance. An increase o supply requency will increase the inductive reactance (X L) and decrease the capacitive reactance (XC). Increasing XL will cause the current in the circuit to decrease and decreasing X C will cause the current to increase. The manner in which the inductance and capacitance react in an opposite way to changes o supply requency means that there will be one specific requency or each circuit at which their values will be equal.

When the Capacitive Reactance and the Inductive Reactance in a circuit are equal the circuit is said to be Resonant. I a capacitor and an inductance are placed in series with each other, other, at the resonant requency the current flowing in the circuit will be maximum. I, on the other hand, the capacitor and inductance are placed in parallel with each other, other, the current flowing in the circuit at resonant requency will be at a minimum.

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Summary • The Voltage and Current Current phase relationship in reactive reactive circuits can be remembered remembered using the ollowing mnemonic:

C

I

V

I

L

In a Capacitive circuit, I current leads Voltage leads I current in an L inductive circuit. • The effect o requency variation variation on inductive and capacitive reactance reactance is shown in the ollowing graph.

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Figure 11.14

Power in AC Circuits The power absorbed in a DC circuit, according to Ohm’s Law, is the product o the Voltage and the Current. So it is in AC circuits. However, due to the change in phase relationship between voltage and current in reactive circuits, the actual power absorbed is not necessarily the same as the power apparently supplied. Once again the Resistive, Inductive and Capacitive C apacitive circuits need to be examined separately and then a practical circuit having having a combination o all three is considered. considered.

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AC Electrics -Introduction to AC Power in a Purely Resistive Circuit The power in a resistive circuit is the average value o all o the instantaneous values o power or a complete cycle. The instantaneous power value is ound by multiplying the instantaneous values o current and voltage. I this process is carried out over a ull cycle, it will give the power curve shown in Figure 11.15. 6 5 Voltage 4 Current Power 3 2 1

Average power (True power) RMS Volts × RMS Amps Watts or kW

0 -1

Voltage and Current ‘in phase’ = Real power

-2

1 1

-3


-5

-4

-6

Figure 11.15 Power in a purely resistive circuit

Notice that the power curve is always positive because the voltage and current are in phase and its requency is twice twi ce that o the voltage and current. This positive power is known as the True Power, Real Power or Wattull Power and its value is the product o the RMS current and the RMS voltage. It is measured in watts or kilowatts (kW). The average power over a complete cycle is the average value o the power curve and can be represented represent ed by a line drawn halway between the minimum and maximum values.

Power in a Purely Inductive Circuit Figure 11.16 shows shows a purely inductive induc tive circuit where the current ‘lags ‘the voltage by 90°. It can

be seen that by plotting instantaneous values o current × voltage we can obtain the waveorm o instantaneous power power.. The axis o that power p ower waveorm is the same as that o the voltage and current but its requency is double. I the axis o all the waveorms is the same, then the positive power is equal to the negative g eneratee the magnetic field, fi eld, power. The positive cycle represents power given to the circuit to generat and the negative cycle is power given back by b y the circuit in generating the Back EMF. Thus in a circuit that contains only inductance, the true power is zero and only the power required that is necessary to overcome the inductive reactance is absorbed. This called reactive power and is the product o the voltage and current that is 90° out o phase. It is measured as Volts × Amps Reactive VAR or kVAR.

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The product o the RMS voltage and the RMS current in this circuit is known as the apparent power and is measured in VA or KVA.

Positive power

Phase angle 90° current lags voltage

True power = 0

Negative power Power = Volts × Amps Reactive. VAR or kVAR (No real power generated when current 90° out of phase with voltage)

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Figure 11.16 Power in a purely inductive circuit

Power in a Capacitive Circuit Power in a purely capacitive circuit is very similar to the inductive circuit, because the current is also out o phase with the voltage, but this time leading. Reer to Figure 11.17 , once again the positive power is equal to the negative power thus no real power is absorbed. The power required is only overcoming the capacitive reactance. When the voltage and current are 90° out o phase the power required is all reactive power (VAR or kVAR) . As beore the RMS volts × RMS amps is apparent power (VA or kVA) Power = Volts × Amps Reactive. VAR or kVAR (No real power developed when current 90° out of phase with voltage)

Positive power

True power = 0

Phase angle 90° current leads voltage Negative power

Figure 11.17 Power in a purely capacitive circuit

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AC Electrics -Introduction to AC Power in a Practical AC Circuit A practical AC circuit will always have some resistance and some inductance, and the amounts o each will depend on the construction o that circuit. An AC circuit may also have capacitance i capacitors are fitted. Calculating power, thereore, depends on the ratio o resistance in a circuit to the inductance or capacitance (remember that inductance has the opposite effect to capacitance so i both are present in a circuit, the effects o one will cancel out some o the other leaving the circuit more inductive or capacitive depending on which one is more dominant, the resistance will always be there). Figure 11.18 shows a circuit having equal resistance and inductance; notice the phase angle is

45° and that the amounts amou nts o positive power and negative power are not equal. A line dividing the power curve into two equal areas would show the average power consumed in that circuit. The “ average power” in a circuit with both resistance and inductance is the true power (kW) consumed in that circuit.

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The apparent power (kVA) is the RMS volts × amps and the reactive power (kVAR) is the amount o power required to overcome the inductive reactance.


Positive power More positive power than negative power. True power axis now above the zero axis.

True power (kW)

Negative power Phase angle of 45° current ‘lags’ voltage

Power factor =

true power (kW) apparent power (kVA)

Figure 11.18 Power in a circuit having equal amounts o resistance and inductance

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Power Factor There is a definite relationship between the apparent power and the true p ower; the value o each will change with the ratio o resistance to inductance ( or capacitance) and thereore with the phase angle. The greater the phase angle, the greater will be the apparent power compared with the true power,, and vice versa. This relationship is called the power actor and can be calculated as the power ratio between true power and apparent power . TRUE POWER = POWER FA FACTOR CTOR (PF) APPARENT POWER In a purely inductive induc tive (or capacitive) circuit the true power would be zero and the phase angle will be 90° so rom the ormula we can deduce that the power actor must also be zero, its minimum value. Decreasing the phase angle increases the true power and increases the power actor. 1 1

In a purely resistive circuit the phase angle will be zero and the true power will equal the apparent power so the power actor will be its maximum or 1.


The power actor can also be calculated as the cosine o the phase angle. NOTE: cos 0° = 1 , cos 90° = 0

Power Factor Resume Below is a list o acts relating to the power actor. It may be o use when revising the subject so ar. • Apparent Power = the product o o RMS voltage and current in one hal cycle. • Apparent Power can also be called the Theoretical Power or Rated Power. Power. It is measured m easured in VA or kVA. • True Power = Apparent Power, but only i the voltage and the current are in phase. • True Power = Zero, but only i the voltage and the current are 90° out o phase. • True Power Power can also be called the Real Power, Power, the Effective Power, Power, the Wattul Power Power or the Working Power consumed in the circuit. • True Power is measured in watts or kilowatts. • Real Power = the voltage × the current × the power actor actor.. • Reactive Power is measured in kVAR.

•

TRUE POWER (kW) APPARENT POWER (kVA)

= POWER FACTOR

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The impedance o a circuit: a. b. c. d.

2.

The ratio o true power to apparent power is known as: a. b. c. d.

3.

Q u e s t i o n s

4.

that TRUs are not required that the generat generators ors require less cooling that the cables require less insulation the ease with which the voltage can be stepped up or down with almost 100% efficiency

The voltage output o an AC generator will rise to a maximum value: a. b. c. d.

178

cycles or hertz watts megacycles cycles / minute

One advantage that AC has over DC is: a. b. c. d.

7.

dependent on the aircrafs power requirements greater or a DC generat generator or greater or an AC generator determined by the size o the aircraf

The requency o a supply is quoted in: a. b. c. d.

6.

the generat generator or drive speed and the number o poles engine drive speed and the power actor the capacitive reactance the impedance

The amount o electrical power output or a given generator weight is: a. b. c. d.

5.

ohms the power actor kVAs the RMS value

In a constant requency AC supply system, the requency is determined by: a. b. c. d.

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is the AC inductive load is the DC inductive load is the total resistance in an AC circuit is the highest resistance o a rectifier

in one direction, all to zero and rise in the same direction in one direction and remain there in one direction, all to zero and rise to a maximum value in the opposite direction in one direction only

Questions 8.

I the requency in an inductive circuit is less than it was designed or or,, then current consumption will: a. b. c. d.

9.

an output capacity o 400 000 watts an impedance o 400 ohms a requency o 400 cycles per second a requency o 400 cycles per minute

current will lead voltage current and voltage will be in phase current will lag voltage the power actor will be negative

reactance will increase reactance will decrease impedance will remain constant the heating effect will increase

The RMS value o alternating current is: a. b. c. d.

15.

s n o i t s e u Q

I the requency is increased in an inductive circuit: a. b. c. d.

14.

1 1

In an AC circuit which is mainly induct inductive: ive: a. b. c. d.

13.

115 208 200 400

A 400 Hz supply has: a. b. c. d.

12.

current decreases current increases current flow is unaffected by requency change the voltage fluctuates

The line voltage o a typical aircraf constant requency parallele paralleled d AC system is: a. b. c. d.

11.. 11

decrease remain the same fluctuate increase

In a capacitive circuit, i the requency increases: a. b. c. d.

10.

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the mean current value or one hal cycle 1.73 times the peak value equal to the square root o the peak value .707 times the peak value

The number o separate stator windings in an AC generator determines: a. b. c. d.

the output voltage o the supply the output requency o the supply the power actor the number o phases present in the supply

179

11

Questions 16.

kVAR is a measure o: a. b. c. d.

17.. 17

The output o an alternator is rated in: a. b. c. d.

18.

19.

Q u e s t i o n s

180

vector sum o the resistance and the reactance sum o the resistance and capacitive reactance sum o the capacitive reactance and the inductive reactance sum o the resistance, inductive reactance and the capacitive reactance

I an alternator is run at below normal requency, then: a. b. c. d.

21.

RMS values average values peak values mean values

Impedance is the: a. b. c. d.

20.

kVA kVAR kW kW/kVAR

Instruments measuring AC are calibrated in: a. b. c. d.

1 1

the resistive load on the alternat alternator or the reactive load on the alternat alternator or the total load on the alternat alternator or the total circuit impedance

electric motors will stop inductive devices will overheat lights will become dim lights will become brighter

The power actor is: a.

kVA kW

b.

kW kVAR

c.

kW kVA

d.

kVAR kW

Questions 22.

When reactance is present in a circuit: a. b. c. d.

23.

the voltage and current will be out o phase the voltage and current will be in phase opposition the voltage will always be led by the current the voltage and current will be in phase

separated by a diabetic separated which have current flowing between them which will not allow a potential difference between them separated separate d by waxed paper or mica

never has any effect on the voltage only affects the voltage upon switching on offers opposition to the flow while switching on and off will always increase the voltage

The basic unit o inductance is: a. b. c. d.

29.

s n o i t s e u Q

In a DC circuit, an inductance: a. b. c. d.

28.

1 1

A capacitor consists o two metal plates: a. b. c. d.

27.. 27

1.73 times the peak value the peak value times the power actor the peak value which would provide the same heating effect as DC the value o DC which would provide the same heating effect

In a reactive circuit: a. b. c. d.

26.

generator field rotation speed generator generator generat or field voltage generator generat or field current generator generat or field impedance

The RMS value o AC is: a. b. c. d.

25.

the power actor will be unity the power actor will be negative the power actor will be greater than unity the power actor will be less than one

Generator output requency is decreased by decreasing the: a. b. c. d.

24.

11

the henry the ohm the arad the coulomb

In an inductive circuit: a. b. c. d.

current leads the voltage current lags the voltage the voltage is in phase with the current only the RMS values vary

181

11

Questions 30.

In a capacitive circuit, i the requency increases then: a. b. c. d.

31.

1 1

32.

Q u e s t i o n s

The power actor is: a.

WATTFUL POWER WATTFUL REAL POWER

b.

RATED POWER APPARENT POWER

c.

APPARENT POWER TRUE POWER

d.

REAL POWER APPARENT POWER

Transerring Tr anserring electrical energy by means o a magnetic field is called: a. b. c. d.

182

current flow is unaffected the voltage varies current flow decreases current flow increases

electrostatic induction electromolecular induction electromagnetic induction electromolecular amplification

Questions

11

1 1

s n o i t s e u Q

183

11

Answers

Answers

1 1

A n s w e r s

184

1 c

2 b

3 a

4 c

5 a

6 d

7 c

8 d

9 b

10 c

11 c

12 c

13 a

14 d

15 d

16 b

17 a

18 a

19 a

20 b

21 c

22 d

23 a

24 d

25 a

26 d

27 c

28 a

29 b

30 d

31 d

32 c

Chapter

12 AC Electrics - Alternators Introduction to Aircraf Power Supplies . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .187 Generators Generat ors / Alternat Alternators ors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 187 Rotating Armature Alternat Alternator or . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 187 Rotating Field Alternator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .188 Alternator Alternat or Output Rating . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 188 A Single Phase Alternat Alternator or . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .188 Polyphase Circuits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .189 Three Phase Alternat Alternator or Connections . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .190 The Four Wire Star Connection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .191 Delta Connected Alternat Alternator or . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 192 Practical AC Generators. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .192 Brushed Alternators. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .193 Brushless Alternat Alternators ors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .194 Frequency Wild Alternat Alternators ors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 194 Obtaining a Constant Frequency Supply rom a Frequency Wild System . . . . . . . . . . . . 195 Constant Frequency Alternat Alternators ors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .195 Constant Speed Generator Drive Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 195 CSDU Fault Indications in the Cockpit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 195 The Drive Disconnect Unit (Dog Clutch Disconnect) . . . . . . . . . . . . . . . . . . . . . . . 196 Variable Speed Constant Frequency Power Systems (VSCF) . . . . . . . . . . . . . . . . . . .

196

Sel-excited Generators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .197 Load Sharing or Paralleling o Constant Frequency Alternators . . . . . . . . . . . . . . . . . 197 Real Load . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .197 Reactive Load . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .197 Parallel Connection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .198 Beore Connecting in Parallel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .198 Layout o a Paralleled System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .199 Real Load Sharing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .199 Continued Overlea

185

12

AC Electrics -Alternators Reactive Load Sharing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 200 Load Sharing General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .201 Alternator Alternat or Cooling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .201 Generator Fault Protection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .202 Bus Tie Breakers (BTBs) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .202 Discriminatory Circuits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .202 Differential Fault Protection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .202 Synchronizing Units . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .203 Generator Failure Warning Light . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .203 Load Meters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .203 Voltage and Frequency Meters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 203 Generator Generat or Control Unit (GCU) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .204 Emergency Supplies . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .204 The Ram Air Turbine (RAT) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .204

1 2

The Auxiliary Power Unit (APU) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .204

A C E l e c t r i c s A l t e r n a t o r s

The Static Inverter. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .205 Ground Power Constant Frequency Supply System. . . . . . . . . . . . . . . . . . . . . . .205 Typical Controls and Indications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .206

186

Questions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

208

Answers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

218

AC Electrics - Alternators

12

Introduction Introduct ion to Aircraft Power Supplies The requirement or more power to operate larger pieces o electrical equipment as passenger aircraf grew in size now means that most large commercial aircraf use alternating current distribution systems. The industry standard that has evolved or constant requency aircraf is: 11 115 5 V/ 200 V/ 400 Hz / 3 phase And the requirement or DC is satisfied by converting AC to 28 V DC using transormer rectifier units (TRUs), while retaining the battery or emergency use. The distribution system is laid out in a similar ashion to the DC aircraf using a system o bus bars having a distinct dis tinct hierarchy, the emphasis being placed on the ability abilit y o the system to cope with ailure with the minimum loss o electrical services. As in a DC system, the AC generators can be operated in parallel i the d esigner requires. This chapter will explain different types o AC generat generator, or, their operation, control and protection p rotection and some typical aircraf AC systems. 2 1

Generators / Alternators

s r o t a n r e t l A s c i r t c e l E C A

In a DC generator the rotating part is always the armature. In an AC generator this is not generally true. Another name or an AC generator generator is Alternator . There are two types o alternat alternator or • Rotating Armature. • Rotating Field.

Rotating Armature Alternator The rotating armature alternator is similar in construction to a DC generator in that the armature rotates in a stationary magnetic field. As it does so, an EMF is induced into it, and this EMF, EMF, rather rather than than being being converted converted to to DC as it is in the commutator o a DC machine, machine, is taken out as AC through Slip Rings. The rotating armature is only used in very small output alternators and is not generally used or supplying AC systems.

187

12

AC Electrics -Alternators Rotating Field Alternator Most practical alternators are designed with a rotating field and a stationary armature so that the rotor, the moving part, par t, carries the field windings. The field can either be energized by a permanent magnet or by DC rom a separate source.

1 2

Figure 12.1 Rotating field alternator A C E l e c t r i c s A l t e r n a t o r s

NOTE: The field MUST be energized by DC to to keep the correct polarity polarit y in the rotor. rotor.

One advantage o a rotating field alternat alternator or is that only a low current is ed through slip rings to the field windings. The output is taken rom the stationary armature windings, which means that problems associated with arcing rom the brush gear are greatly reduced. Figure 12.1 illustrates a simple rotating field alternator.

Alternator Output Rating The maximum output current rom an alternator depends on the amount o heat loss which can be sustained in the armature. This power loss heats up the conductors and can, in extreme cases, destroy the insulation o the windings. Alternators are rated in terms o this armature current as well as by their voltage output. Thus T hus every alternator is rated in Volt Amperes (VA) or Kilovolt Amperes (kVA), the Apparent Power.

A Single Phase Alternator A single phase alternator has its stator windings connected in series to supply the output. The stator windings (coils) are connected so as to be series-aiding, so that the induced voltages in them are in phase. The rotor consists o two poles o opposite polarity. This is illustrated in Figure 12.2.

188


12

Figure 12.2 Single phase alternator

2 1

The output o this type o machine will rise to a maximum in one direction, then all to zero, rise to a maximum in the other direction and then all to zero again.


Polyphase Circuits Polyphase or “multi-phase” “mu lti-phase” alternators alternators have two or more single phase windings symmetrically spaced around the stator.

The number o separate stator windings determines the number o phases present in the supply. The currents and voltages generat generated ed in this type o machine will have the same requency but be out o phase with each other. Corresponding values o voltage or current will be separated by an equal number o degrees. The most common polyphase alternator is the three phase alternator which has become the standard AC distribution system or aircraf. This is illustrated in Figure 12.3. Note that the phase windings are mechanically arranged to be at 120° to each other in the sequence A, B, C so that the outputs are electrically separated by 120° as shown in the diagram. It can be seen that “A” phase reaches a peak going positive beore “B” phase reaches a peak going positive beore “C” phase reaches a peak going positive. This is the phase sequence ABC. The peak values o the voltages induced ind uced in the three single phase windings o the three phase alternator shown in Figure 12.3 are 120° displaced rom each other. The three phases are independent o each other.

189

12

AC Electrics -Alternators

1 2


Figure 12.3 Three phase alternator

The advantages o three phase systems are: • They have a greater greater power / weight ratio. • They are easier to connect connect in parallel.

Three Phase Alternator Connections Connections The outputs o a three phase alternator can be connected by either the “Star” or “Delta” method. These connections are shown in Figure 12.4.

Figure 12.4 Star and delta connection or three phase alternators

190


12

The Four Wire Star Connection A star connected three phase alternator has the three phases joined at one end to orm a ourth connection known as the neutral point. Reer to Figure 12.5.

Figure 12.5 Star connected alternator 2 1

The neutral point is normally grounded and used as the earth return in modern aircraf. The neutral line will carry any out o balance current. This means that i there is an earth ault on one phase, the neutral will carry an exceptionally high load.


This is the type t ype o alternator that will be fitted to a typical aircraf distribution system because it can cope with different loads on each bus bar, the delta connection can not. The connection at the opposite end o the phase rom the neutral is called the line connection. A voltmeter measuring the potential difference between the neutral and the line lead would read phase voltage. A voltmeter measuring the potential difference between two line connections would read line voltage. In this type o alternator the phase voltage and line voltage are different because phase voltage is measured across one phase whereas line voltage is measures across two phases and is the vector sum o the two. Given one or the other o these values, the ollowing ormula will enable the student to establish the missing criterion:

Line Voltage Voltage = 1.73 × Phase Voltage Voltage Note: (1.73 = √3) The line voltage o a typical aircraf supply system would be 200 volts, and rom the ormula above it can be seen that the phase voltage would be: 200 1.73

or 115 volts

To be more specific, a modern aircraf power supply would be 115 115 V/ 200 V/ 400 Hz/ 3 phase.

191

12

AC Electrics -Alternators While the voltages o line and phase differ in the star connected system, because the windings orm only one path or current flow between phases:

LINE CURRENT = PHASE CURRENT

1 2


Figure 12.6 Delta connected alternator

Delta Connected Alternator As can be seen rom Figure 12.6 , in this system the ends o the phases are joined together to orm a closed mesh and the loads are connected in a similar ashion. Logically, because the potential measured across the phase is measured between two lines, then:

LINE VOLTAGE IS PHASE VOLTAGE BUT LINE CURRENT = PHASE CURRENT × √3 This type o connection will not be used in a practical distribution system because it cannot cope with unbalanced loads as there is no neutral point. However, However, they may be used or specific purposes e.g. speed sensors or tacho generators.

Practical AC Generators Rotating Armature alternators suffer rom various disadvantages: • • • • •

192

The rotating coils coils are heavy and centriugal orces orces are high. Efficient insulation insulation o the rotating rotating coils is difficult. The resistance across across the brushes brushes to the slip rings is high. The rotating rotating coils are difficult to cool. They have a poor power power to weight ratio. ratio.


12

Rotating Field alternators make up the majority in use. From the previous sections it will be seen that in this type o alternator the field is in the rotor and the phase windings orm the stator. There are two types o rotating field alternator alternator in use on aircraf: • Brushed alternat alternators. ors. • Brushless alternators. alternators.

Brushed Alternators The current supply or the excitation o the rotor field can be provided initially rom the aircraf DC bus bar (battery) and then subsequently by rectified AC. The DC current is directed through brushes and slip rings to the rotating field. Control o the excitation current is by the voltage regulator which samples the alternator output (115 (115 V AC) and adjusts the excitation current to maintain the correct voltage irrespective o the alternator speed and loads. The voltage regulator in its simplest orm is a variable resistance connected in series with the field coil (the principle o the carbon pile regulator in Chapter 6, page 93 ).

2 1


115 V AC BUS

TRU

28 V DC BUS BAR

Figure 12.7 Brushed alternator

193

12

AC Electrics -Alternators Brushless Alternators 115 V AC BUS

TRU

28 V DC BUS BAR

1 2


Figure 12.8 Brushless alternator

A brushless alternator incorporates incorporates an exciter generator mounted on the same shaf as the main generator. generat or. The purpose o the exciter generator generator is to provide a current or the main generat g enerator or rotating field. The rotating rectifier converts the AC produced in the exciter armature to DC required or the main rotor field supply. Voltage regulation is effected by controlling the exciter field strength and thereby the current strength at the main rotor field coil. Brushless alternators have some advantages over brushed alternators: • They are are very reliable • There are no brush wear problems • They have a high power to weight ratio Modern brushless alternators alternators may have a third generat generator or on the same shaf called a Permanent Magnet Generator (PMG) which provides excitation current or its exciter generator. generator. Alternator output is usually 115 V/200 V/400 Hz/3 phase. There are two basic types o brushless alternator: • Externally excited. excited. (No residual magnetism magnetism in the exciter) exciter) • Sel-excited. (Some residual magnetism in the exciter) exciter)

Frequency Wild Alternators I an alternator is driven directly rom the engine gearbox then its speed, and thereore the requency o its output, will vary directly with engine speed. An output rom such a generat generator or is said to be Frequency Wild. NOTE: The connection o two requency requency wild generators generators in parallel is not possible.

194


12

Frequency wild alternators alternators are usually used on aircraf to power the electrical elec trical de-icing systems, where the resistances that make up the heater mats are not affected by changing requencies.

Obtaining a Constant Frequency Supply from a Frequency Wild System Inverters can be used to give a constant requency output rom a requency wild supply. The requency wild AC is rectified to DC which is used to power a Static Inverter which then converts DC to constant requency AC.

Constant Frequency Alternators I an alternator can be driven at a constant speed, then the output  requency will be constant. Driving the engine at a constant speed is not a practical proposition so a device is required to keep the speed o the alternat alternator or constant irrespective o the engine speed.

Constant Speed Generator Drive Systems The Constant Speed Drive Unit (CSDU) consists o an engine driven hydraulic pump, the output o which drives a hydraulic motor which itsel in turn drives the alternat alternator. or. 2 1

The oil which orms the fluid, through which the mechanism operates and also acilitates lubrication and cooling, is contained within a reservoir, entirely separate rom the engine oil system. The output o the hydraulic pump, and thereore the speed o the hydraulic motor, depends on the angle o a swash plate within the pump. The angle o the swash plate is controlled by a device called a speed governor. The speed governor is controlled by the load alternator and is responsible or increasing controller which senses the output requency o the alternator or decreasing the torque output o the CSDU C SDU to the alternator drive.


Most CSDUs are capable o maintaining the alternator output requency within 5% o 400 Hz (380 - 420 Hz). In the event o a mechanical ailure in the alternator, the CSDU is protected by a Quill Drive ; this is the equivalent equivalent o a weak link which will break beore beore any major damage can be caused. The CSDU operates in one o three modes: overdrive, straight through drive or underdrive . • Overdrive = engine speed less than generat generator or speed • Straight through drive = engine speed same as generat generator or speed • Underdrive = engine speed greater than generat generator or speed Some constant requency generators have their CSDU and generator combined in one unit called an Integrated Drive Unit (IDU) or Integrated Drive Generator (IDG) .

CSDU Fault Indications in the Cockpit There are several indications in the cockpit associated with the Constant Speed Drive Unit and the problems which might occur with it. The two main ones are: • Low Oil Pressure Warning Lights. These will illuminate when the oil pressure drops below a predetermined minimum value. • High Oil Temperature warning . This allows the CSDU oil outlet temperature to to be monitored.

195

12

AC Electrics -Alternators The Drive Disconnect Unit (Dog Clutch Disconnect) In the unlikely event o a malunction malunc tion in the CSDU or the alternator, alternator, the engine input drive to the CSDU can be disconnected. This will allow both the drive unit and the alternator alternator to become become stationary, thus eliminating any chance that the malunction will affect engine perormance. per ormance.

The disconnection can be carried out at any time the engine is running, although reconnecting may only be done “manually” on the ground ollowing shut down o the engine. Figure 12.9 illustrates a CSDU and the drive disconnect mechanism. The disconnect unit is

operated by the selection o a momentary action ‘Drive Disconnect’ switch by the pilot. This operates a solenoid which causes a mechanical separation o the input drive rom the engine to the constant speed speed unit. Exceptionally, some aircraf may may allow automatic disconnection o the generator generator drive by a generator generator control unit (GCU) under certain ault conditions. Some IDGs are known as Permanent Magnet Generators (PMGs). The generator has three separate generators on the same shaf: a permanent magnet generator which provides or initial excitation o the exciter generator which controls the main generator field. This type o generator generat or is invariably controlled by a Generator Control Unit (GCU). 1 2


Figure 12.9

Variable Speed Constant Frequency Power Systems (VSCF) A variable speed constant requency system (VSCF) uses a requency wild generator driven by the engine and the variable requency output is electronically converted into a constant requency 400 Hz supply. The conversion is achieved by a generator converter control unit (GCCU) which first passes the variable requency supply through a ull wave rectifier where it is rectified and filtered and then to an inverter where it is ormed into a 115 V/ 200 V/ 400 Hz/ 3 phase supply. This o course eliminates the need or a hydromechanical CSDU and all its associated controlling mechanisms. This improves reliability and flexibility on the installation as the electronic circuit does not necessarily have to be located in the engine compartment with the generat g enerator. or. VSCF systems are currently fitted to Boeing 737 aircraf and several military

196


12

aircraf. The VSCF also incorporates a built-in test acility which can provide ault isolation inormation to the ground engineer.

Self-excited Generators A sel-excited generator is one which has some permanent magnetism in its exciter generator. On initial rotation, the flux rom these Stationary Permanent Magnets causes an induced AC voltage and thereore current to flow in its rotor. The rotor output is then ed directly to a rotating rectifier which in turn supplies the rotating field coils o the main generator with a DC supply. The output o the main generator stator is tapped to provide a regulated supply to the exciter field so enabling the voltage to be b e controlled.

Load Sharing or Paralleling of Constant Frequency Alternators When running two or more constant requency alternators in parallel they must be controlled in order that each one takes a air and equal share o the load. This “load sharing” or “paralleling ” requires that two parameters are regulated:

2 1

• Real Load. • Reactive Load.


Real Load Real Load is the actual working load output available or supplying the various electrical services and it is measured in kilowatts (real power or true power). Real Load is directly related to the mechanical power or torque which is being supplied to the alternator alternat or drive by its prime mover m over,, i.e. the engine or CSDU. Real Load Sharing is achieved by controlling the Constant Speed Drive Unit (CSDU) and adjusting the torque at its output shaf so that i the torque o the two or more CSDUs is equal then the real load taken taken by each generator generator is the same. same.

Reactive Load Reactive Load is the so-called Wattless Load which is the vector sum o inductive and capacitive currents and voltages expressed in kVAR (Kilovolt-Amperes Reactive). Reactive Load Sharing is achieved by controlling the Voltage Output (Exciter Field Current) o each generator that is connected in parallel. I their voltages are identical then the reactive load on each generator will be the same.

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AC Electrics -Alternators Parallel Connection To control the real and reactive load when two or more generators are paralleled there are two separate load sharing circuits, one to detect and control real load and one to detect and control reactive load.

N.B. It must be stressed that until a generator is connected in parallel with one or more generators it will not be connected into the load sharing circuits. While constant requency alternators alternat ors are operating as individual indiv idual units, such as at engine start star t when only one alternat alternator or may be on line, their real load and reactive load sharing circuits are not connected.

Before Connecting in Parallel AC generators, or alternators, are synchronous machines which will lock requencies when they are operated in parallel. The system requency thus becomes that o the alternat alternator or with the highest load. However, i the two alternators are at different requencies beore they are connected in parallel then damage can occur as one generator tries to slow down and the other tries to speed up, so they must be at the same requency beore paralleli paralleling ng.

1 2

As well as being at the same requency they must also be o the same phase sequence, i.e. at any point in time, phase A, B and C on the first generator must be identical to phase A, B and C on the second generator. The v oltage o each generator being paralleled must also be the same.


Figure 12.10 Conditions required beore paralleling

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Layout of a Paralleled System Figure 12.11 shows a diagram o the layout o a three generator paralleled system. Notice that

or each o the three phases o the output there is a separate bus bar, or example the No. 1 generator generat or bus bar (Gen Bus 1) is made up o three separate bus bars A, B and C or phases A, B and C. The generator is connected to its own bus bar through a 3 phase circuit breaker called the Generator Circuit Breaker (GCB) , operated automatically or controlled rom the flight deck. All the electrical loads o the aircraf are shared between the three generator generator bus bars. To operate the generators in parallel they are connected through their respective generator bus bars to a synchronizing bus bar via a Bus Tie Breaker (BTB) . A Bus Tie Breaker is a 3 phase circuit breaker controlled controlled automatically or manually rom the flight deck. The synchronizing bus bar takes no electrical loads at all, it is only there to allow the engine driven generators generators to be operated in parallel. Ground power or power rom the APU generat g enerator or can be connected into the synchronizing bus and rom there can be ed to the load bus bars through the BTBs when the engine engine generators generators are not operating operating and the GCBs are open.

2 1

GENERATOR CIRCUIT BREAKER NO.1

GCB

GCB

NO.2

NO.3

BTB

BTB

NO.2

NO.3


BUS TIE BREAKER NO.1

GROUND POWER OR APU

SYNCHRONIZING BUS

Figure 12.11 Three generator paralleled system

Real Load Sharing The Load Controller controls the basic requency o the AC generator (400 Hz). Afer paralleling, the load controllers work together to evenly share the real load by increasing the torque input to the lower speeding alternators drive and decreasing d ecreasing the torque input to the higher speeding alternators alternators to ensure ensure each alternator alternator takes takes an equal share share o the load. Current transormers sense the Real Load distribution at the output o each o the paralleled alternators.

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AC Electrics -Alternators When current flows through these transormers, transormers, voltage is induced in them and a current will flow in the Load Sharing Loop. Each o the current transormers, which are connected in series with each other in the loop, has an Error Detector wired in parallel with it. I it is assumed initially in Figure 12.12 that conditions o balanced load have been attained, then the current current output o each current transormer transormer can can also be assumed to be 5 amperes amperes and no current will flow through the error detectors. 5A

GEN3

GEN2

GEN1 7A

5A

2A

4A

5A

1A

4A

1A

1 2


TO SPEED GOVERNOR NO. 1



Figure 12.12 Real load sharing circuit

Now imagine that the drive unit o the No 1 alternat alternator or increases its torque output, it will take a bigger share o the load than the other two alternators which will decrease by a propor tional amount. The output o the No. 1 alternator current transormer transormer has increased to 7 amperes so this will mean that the output o the No. 2 and 3 transormers will decrease to 4 amperes so that the average current flowing in the circuit is still 5 amperes. amp eres. According to Kirchoff’s first law the difference between each current transormer and the average current will be pushed through the error detectors in opposite directions. This signal, when amplified, will be sent to the speed governors to tell the CSDU or the No. 1 Gen to reduce torque (speed) and the CSDUs or the No. 2 and 3 Gen to increase torque (speed) until the current in each each transormer is once again equal and the real load is once once again balanced.

Real load sharing is controlled by matching CSDU speed (torque)

Reactive Load Sharing The reactive load sharing circuit shown below looks very similar to the real load sharing circuit. It works in a similar ashion but it is a completely separate circuit. The sensing o out o balance loads by the current transormers is the same but this time the error detector needs to know the difference between the reactive loads carried by each generator.

200


12

The mutual reactor is a phase shifing transormer which ensures that the error detector only detects that part o the current which is 90° out o phase with the voltage (reactive load). The error signal is then amplified and correcting signals are sent to the generator field circuit to increase the voltage on the low voltage generat generator or and reduce the voltage o the higher voltage generator to balance the reactive load.

Reactive load sharing is controlled by the Voltage Regulators matching voltage outputs (field excitation). 5A

GEN1 7A

GEN2 5A

4A

GEN3 5A

1A

1A

2A

4A

2 1


Figure 12.13 Reactive load sharing circuit

Load Sharing General It is typical to run three and our generator systems in parallel but most modern twin engine aircraf with two generators run the generators in isolation (Split Bus System). In those three and our generat generator or systems the load sharing circuits operate as shown above but are extended to cater or the required number o generat generators. ors. I any generator in a parallel system is not connected in parallel then it will not be connected to the load sharing circuits circuits either. either.

REMEMBER: Real load sharing Reactive load sharing

-

speed, requency, torque (CSDU) excitation current, field current (Voltage Regulator)

Alternator Cooling The heat generated in the alternator stator windings due to the current flow through them means that some orm o cooling system is required. Those systems with requency wild generators generat ors or constant requency  requency generators generators with separate CSDUs typically use ram air cooling in flight and some means to induce an airflow on the ground. IDGs or IDUs use their oil to cool the stators which is then then cooled in its own oil cooler. cooler.

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AC Electrics -Alternators Generator Fault Protection When constant requency alternators are paralleled, then the requirement or other Control and Protection devices become apparent. There ollows a non-exhaustive list o some o those devices: • • • • • • • •

Bus Tie Breakers (BTBs). Discriminatory circuits. Differential Fault Protection circuits. Synchronizing Synchroni zing Units. Failure Warning systems. Load meters. Voltage and Frequency Frequency meters. Generator Generat or Control Control Units (GCUs).

Bus Tie Breakers (BTBs) A bus tie breaker connects two bus bars together. In a paralleled system it connects an alternator to the synchronizing bus bar. The synchronizing bus bar allows two or more alternators to be connected in parallel with each other while the BTBs are closed. Control o the BTB can be automatic or manual dependent on the type o aircraf. Correct signals rom a Synchronizing Unit (monitoring phase requency and voltage) must be available beore the BTB will close and put the alternator in parallel with another. In a paralleled sys tem the BTBs are normally closed. In a Split Bus system (non paralleled) the BTB is normally open.

1 2


Visual indication o the position o the BTBs is given by indicators on the electrical control panel or the electronic display panel.

Discriminatory Circuits When alternators are paralleled, Discriminat Discrimination ion Circuitry is required to ensure that in the event o a ault only the aulty system is disconnected rom the appropriate bus bar. This is achieved by selective switching o the GCBs and BTBs.

Differential Fault Protection Control and protection devices must be included within the power supply circuits. These will monitor system perormance and appropriately operate the relevant circuit breakers, GCBs BTBs etc. This may be achieved by a component known as a bus power control unit (BPCU) which monitors the system by current transormers placed at each generator and at each bus bar. It will isolate a deective generator or aulty bus bar and reconfigure the electrical system to maintain the maximum usage. usage. Protection is provided or: • • • •

202

Over / Under Under Voltage Voltage Over / Under Under Frequency Frequency Over / Under Excitation. Differential Current Current Faults, (short circuits between bus bars or bus bar to ground, or open circuit aults unbalancing phase outputs).


12

Synchronizing Units Beore the alternator can be connected to a bus bar which is common to another alternator its voltages, requency and phase sequence must be within very strict limits and in the same order. The Synchronizing Unit ensures that these values are within limits beore it will allow connection to a common bus bar. There are two methods in use: • Automatic Control • Manual (Dark Lamp) Method Method

Automatic control will not allow the BTB or GCB to close and parallel the generators until the voltage, requency and phase sequence o the oncoming generator is within limits. This may be achieved by circuitry within a bus bar protection control unit or in the Generator Control Control Units (GCUs) o a modern IDG system. bu t remains in use on a ew aircraf. The Manual (Dark Lamp) method is a much older method but Synchronizing Synchroni zing Lights on the alternator control panel will show when there are differences between phases o two supplies. Synchronization is indicated when the lamps are “dark” and then the BTB, or GCB, can be closed by means o the manual switch. 2 1

Generator Failure Warning Light


A Generator Failure Warning Light will illuminate when its associated GCB is tripped. The Centralized Warning System will operate simultaneously with the Generator Warning Light and in some aircraf Aural Warnings are generated. Aircraf with electronic systems management display units will show the ailure and the associated schematic display.

Load Meters kW / kVAR Meters are used in paralleled alternator systems to indicate the Real Power (kW) or the Reactive Power (kVAR) output. Only one meter may be used to indicate both parameters, selection o a switch will determine which o the two is shown. Typically the switch is selected so that the kW output is normally displayed. The Real Load is the part par t o the alternator output which is available to do work at the bus bar. The Reactive Load is the part par t o the alternator output which is used to create electromagnetic and electrostatic effects in the circuits. It is the so-called Wattles Wattlesss Load which is the vector sum o the inductive and capacitive currents and voltages. Load meters on modern electronic display units may only show a percentage o the maximum power being taken.

Voltage and Frequency Meters Voltage and requency indications are also provided or each generator. Typically only one voltmeter and one requency meter is provided in systems with several alternators in circuit. The voltage or requency o any alternator can be selected by a Multi-position Switch. The switch can usually be positioned to show not only the supply requency and voltage o the engine driven alternators, but also that o the auxiliary power unit, the ground power unit or the Emergency Ram Air Turbine, Turbine, i provided.

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AC Electrics -Alternators Generator Control Unit (GCU) In a modern generat g enerator or control system a Generator Control Unit (GCU) houses circuitry to p rovide many unctions o power p ower control and protection. A typical GCU G CU will monitor generator output and provide voltage regulation by controlling the exciter field current. Protection circuitry will monitor or overvoltage and overcurrent, requency, phase sequence and differential current protection. A GCU will be provided or each generator and they may work as a team with the BPCU in controlling ault isolation switching. The GCU may also house an Exciter Control Relay otherwise known as a Generator Control Relay or Generator Field Relay. The exciter control relay controls the exciter field current supply to the generator generat or field. In the event o a dangerous ault occurring (over excitation or overvoltage) the ault protection circuit will open the exciter control relay which will cause the generator output to all to a residual value making it sae. The GCU will also open the generator circuit breaker (GCB) to disconnect the generator rom its bus bar. (In a paralleled system power would be maintained to the generator bus bar rom the other generators through the BTB).

Emergency Supplies 1 2

In the unlikely event o some, or the entire engine driven AC power generation systems on the aircraf ailing, alternative methods o supply must be made available. Some alternative means o providing AC are listed below:


• • • •

Ram Air Turbine (RAT) Auxiliary Power Unit (APU) Static Inverter. Hydraulic Hydraul ic Motor driven generator.

The Ram Air Turbine (RAT) The Ram Air Turbine (RAT or ELRAT), when lowered into the slipstream o an aircraf in flight, will produce an emergency source o AC power. The output is controlled at a nominal 115 V/ 200 V/ 400 Hz/ 3 phase; it will give limited operation only o Flight Instrument and Radio services in the event o total alternator alternator ailure. (RATs (RATs driving an electrical generat generator or have been b een largely replaced by RATs RATs driving a hydraulic pump, as modern aircraf are more dependent d ependent on hydraulic power to power the primary flying controls in an emergency).

The Auxiliary Power Unit (APU) The Auxiliary Power Unit (APU) is usually a small gas turbine engine mounted in the aircraf tailcone. This engine runs at a constant speed and has its own protection devices in the event o a fire, low oil pressure, high oil temperature, overspeed or overheat. It can be used, among other things, to drive a 115 V/ 200 V/ 400 Hz/ 3 phase alternator or ground servicing supplies, or, in some aircraf, or emergency supplies in the air. The APU alternator cannot be paralleled with the engine driven alternators, and will only supply power to the bus bars when no other source is eeding them.

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The Static Inverter A Static Inverter is a Solid State Device capable o supplying the aircraf with 115 V/ 200 V/ 400 Hz/ 3 phase or the limited operation o instrument and radio services. It is powered by the aircraf batteries or rom an essential DC bus bar.

Ground Power Constant Frequency Supply System The standard modern Ground Power Unit output is 115 V/ 200 V/ 400 Hz/ 3 phase. When plugged into the aircraf it can be b e used to supply all the aircraf electrical services . The ground power unit circuitry must include automatic protection systems which will ensure that ground power: • Cannot be connected to the the aircraf distribution system i the system is already being supplied by its own alternators. • Cannot be connected i the phase sequence o the supply is incorrect .

2 1

• Will be rejected rejected and switched off at source i overvoltage occurs.


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12

AC Electrics -Alternators Typical Controls and Indications Figure 12.14 shows typical controls and indications or a three-engine paralleled system. This

type o panel uses “switch lights”. These are a combination combination switch and indicator, indicator, either either having a momentary or alternate action e.g. push once to activate (generator disconnect switch) or push once to switch “on”, then push a second time to switch “off” (galley power on/off). The indicator shows switch position or system status. Each engine drives a constant requency generator (Integrated Drive Generator or IDG). Oil temp indications are shown along with overheat and low pressure warning lamps in the disconnect switch. The disconnect switch is guarded to prevent inadvertent operation. operation.

1 2


Figure 12.14 Control and indications or a three-engine parallel system

206


12

The APU also drives d rives a generator but this one does not need a constant speed unit because the APU runs at a constant speed. The generator field switch lights control the field excitation circuit (exciter control relay). The “flow bar” in the “close” switch light illuminates illum inates to indicate the generator generator field is complete and the voltage and requency can be checked by selecting the required generat generator or on the rotary switch and reading off the voltmeter and requency meter in the upper right corner o the panel. The “trip” switch light opens the field circuit to reduce the generat generator or voltage to zero. The Generator Circuit Breaker (GCB) is controlled by the GCB switch lights (close/trip) which connect or disconnect the generator to its own AC bus bar or the APU to the AC Tie Bus. The load on each generator can be monitored by the Real/Reactive load indicator showing kW or kVAR. The meter normally shows kW but kVAR can be shown by pressing and holding the kVAR button to the lef o the gauges. The BTBs are controlled in the same manner to connect the generator busses to the AC tie bus or parallel operation. All three generators are normally connected in parallel to share the total aircraf electrical load. Each AC bus eeds a TRU which converts 115 115 V/ 200 V/ 400 Hz/ 3 phase AC to 28v DC to power the individual DC busses. These too are normally paralleled through tie breakers which are all controlled by the DC Bus Isolation switch.

2 1


The DC part o the system can also be checked or voltage and current by use o the other rotary selector and meters or DC Volts and Amps The Standby bus bars can be ed rom the normal electrical supply (AC and DC) or rom the battery in the event o a total supply ailure. The red ail lights indicate no voltage on the Essential or Standby bus bars.

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12


An alternator is: a. b. c. d.

2.

To prevent high circulatin circulating g currents between paralleled alternators alternators,, the ollowing conditions should be met: a. b. c. d.

3.

Q u e s t i o n s

4.

greater than line voltage 10% higher than line voltage less than line voltage equal to line voltage

I an alternat alternator or output is requency wild, it would normally be used or: a. b. c. d.

208

paralleled a rotating magnet type sel-exciting unparalleled

In a 3 phase AC generator circuit, the phase voltage is: a. b. c. d.

7.

the rotor the megacycle the stator the requency

A requency wild alternator must be: a. b. c. d.

6.

the exciter windings the field coils the stator windings the rotor coils

The moving part o an alternator is: a. b. c. d.

5.

their voltage and requency must be the same their requencies must be identical and their phase sequence must be the same their voltage, requency, phase and phase sequence must all be the same their inductive and capacitive reactances must match exactly

The output o an AC generator is taken rom: a. b. c. d.

1 2

a reversing input switch an AC generator a DC generat generator or a static inverter

flight instruments charging a battery all AC equipment prop and engine de-icing systems

Questions 8.

The generator output voltage is increased by: a. b. c. d.

9.

provides or initial excitation o the field controls the amount o excitation in the stator windings provides the initial excitation in the voltage regulator can be flashed by the application o alternating current

excitation o the rotating commutator load current excitation o the rotating field power actor

a transormer winding open circuits the voltage regulator is malunctioning the rotational speed o the generat generator or varies the alternat alternator or becomes angry

In a star connected supply system: a. b. c. d.

15.

s n o i t s e u Q

Frequency wild AC is produced when: a. b. c. d.

14.

2 1

Voltage control o an alternator output is achieved by varying the: a. b. c. d.

13.

single phase three phase two phase requency wild

A permanent magnet in a rotating field generator: a. b. c. d.

12.

an inverter a diode an autotrans autotransormer ormer a rectifier

An alternator normally used to supply an aircraf’s power system would be: a. b. c. d.

11.. 11

putting more load on it the requency controller decreasing the generat generator or field voltage increasing the generat generator or field current

A constant requency AC supply in an aircraf with only requency wild generator generatorss is provided by: a. b. c. d.

10.

12

line and phase current are equal line current is greater than phase current line current is less than phase current phase current is 0.707 times line current

In a 3 phase supply system, line voltage would be sensed between the: a. b. c. d.

phases only phase and earth phase and neutral phases and earth

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12

Questions 16.

One advantage o three phase generation over single phase generation is that: a. b. c. d.

17.. 17

In a typical aircraf constan constantt requency supply system, the phase voltage is: a. b. c. d.

18.

19.

20.

sensing the battery voltage assessing the impedance o the circuit varying the circuit voltage varying the rotating field strength

To ensure correct load sharing on paralleled alternator alternators: s: a. b. c. d.

210

brushed sel-excited machines requency wild sel-excited externally excited

A voltage regulator works by: a. b. c. d.

23.

earth all three phases cause a large current to flow in the neutral have no effect on the other phases cause a reduction in the requency o the supply

The alternators fitted in an aircraf’s main power supply system would normally be: a. b. c. d.

22.

phase and neutral two phases two lines neutral and earth

I one phase o a star wound three phase system becomes earthed, it will: a. b. c. d.

21.

a stationary field its field excitation ed directly to the armature AC excitation a rotating field

The phase voltage in a star wound three phase system is measured between: a. b. c. d.

Q u e s t i o n s

200 115 208 400

An alternator with its output taken rom its stationary armature, has: a. b. c. d.

1 2

most aircraf services require a three phase supply it can be more easily transormed into DC it gives more compact generat generators ors and allows lower cable weights the power actor is much lower

both real and reactive loads should be balanced actual loads should be the same reactive loads should be the same the load impedance should be constant

Questions 24.

Reactive load sharing is achieve achieved d by: a. b. c. d.

25.

between 350 - 450 Hz between 380 - 420 Hz between 115 - 200 Hz between 395 - 495 Hz

28 volts AC only 200 volts 115 volts, three phase 115/200 volts, three phase, 400 Hz

Oil or the operation o a CSDU is: a. b. c. d.

31.

s n o i t s e u Q

each alternat alternator or has its own constant speed drive unit all engines are run at the same speed all alternat alternators ors are driven by the same engine engine speed is governed by the constant speed drive unit

For a modern aircraf powered by an AC system, the ground power unit must supply: a. b. c. d.

30.

2 1

An aircraf’s constant requency supply is maintained at: a. b. c. d.

29.

unimportant 180° apart synchronous 120° apart

In a constan constantt speed parallel operation alternator system: a. b. c. d.

28.

varying the alternat alternator or rotational speed varying the generat generator or field current altering the loads on the bus bar the voltage regulator

The phase relationship o parallele paralleled d generators should be: a. b. c. d.

27.. 27

altering the loads on the bus bars varying the generat generator or rotational speed varying the generat generator or field current altering the CSDU output torque

Real load sharing is achieved by: a. b. c. d.

26.

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supplied rom the engine oil system a separate sel-contained supply drawn rom a common tank or all CSDUs only required or lubrication purposes

Malunction o a CSDU requires: a. b. c. d.

automatic electrical disconnection o the drive at any time in flight that the input drive will shear on the ground only operation o the drive disconnect switch at any time in flight operation o the drive disconnect switch on the ground only

211

12

Questions 32.

Beore two constant requency AC generators can be connected in parallel: a. b. c. d.

33.

The generator control relay (GCR) is: a. b. c. d.

34.

Q u e s t i o n s

35.

audio warning an ‘oil overheat’ warning light a ‘low oil pressure’ warning light a temperat temperature ure gauge

One disadvantage o parallel operation is that: a. b. c. d.

212

a negative earth detector a ault protection system including a differential protection monitor the synchronizat synchronization ion unit reactive load sharing circuits

Warnings o CSDU oil overheat are given in the cockpit by: a. b. c. d.

38.

200 volts AC 173 volts DC 28 volts DC 173 volts AC

Protection rom ‘earth’ aults and ‘line to line’ aults is given by: a. b. c. d.

37.. 37

AC DC rom the aircraf batteries DC rom the static inverter DC which is rectified AC and could be rom a separate excitation generat generator or on the main rotor shaf shaf

I each phase o a three phase star wound system has a phase voltage o 115 115 volts, the voltage obtained by bridging two t wo phase would be: a. b. c. d.

36.

in the excitation circuit between the alternat alternator or and its load bus bar in the stator circuit between the load bus bar and the synchronous bus bar

The running excitation current or an alternator is: a. b. c. d.

1 2

their requency, phase, phase sequence and voltage must match, and a means o automatic real and reactive load sharing must be available real and reactive loads must match. Frequency, phase and voltage must be within limits the synchronizat synchronization ion lights on the alternat alternator or control panel must be ully bright suitable control arrangements must exist or the sharing o real and reactive loads. These will correct any phase or requency error existing at the time o connection

aults can propagate, and any error in supply can affect all services the system is less flexible due to the need or additional control and protection circuits the greater load on the CSDUs means that their power / weight ratio is much reduced there is a considerable increase in complexity compared with a non-paralleled system, due to the need or CSDUs C SDUs and load sharing circuits

Questions 39.

Alternators in parallel operation require the maintenance o constant requency Alternators and phase synchronization to: a. b. c. d.

40.

b. c. d.

s n o i t s e u Q

can never be paralleled will require a voltage controller will require a lubrication system separated rom its drive oil system will not require a voltage controller

the drive disconnect unit will automatically separate the CSDU rom the alternator the real load will be adjusted to compensate the quill drive will racture the CSDU oil tempera temperature ture will decrease

The load meter meter,, upon selection to “kVA “kVAR” R” would indicate: a. b. c. d.

45.

2 1

In the event o a mechanical malunction o the alternator alternator:: a.

44.

to compare alternat alternator or output current to bus bar current to compare on and off load currents to compare the alternat alternators ors reactive load to its real load to compare the CSDU efficiency ratings

An alternator driven by a CSDU a. b. c. d.

43.

another generat generator or is on line the aircraf is on the ground the bus bars are being ed rom another source when no other power source is eeding the bus bar

The purpose o the differential protection circuit in a three phase AC system is: a. b. c. d.

42.

balance the battery voltage when more than one battery is being used prevent recirculating currents control their voltage reduce their magnetic fields

The APU generator can only be used when: a. b. c. d.

41.. 41

12

total power available reactive loads active loads only DC resistive loads

Disconnection o the CSDU in flight would be advisable i: a. b. c. d.

the requency meter indicated a discrepancy o greater than 5 Hz between alternators there was an over or under voltage the oil temperat temperature ure was high or the oil pressure was low the engine ailed

213

12

Questions 46.

To increase the real load taken by a paralleled AC generator, the: a. b. c. d.

47.. 47

Load sharing circuits are necessa necessary ry whenever: a. b. c. d.

48.

49.

50.

is sel-contained is common with the engine oil system is used only or cooling is used only or lubrication

An alternator driven by a non-integr non-integrated ated constant speed drive unit, has windings that are cooled by: a. b. c. d.

214

total circuit load real load reactive load current flowing in the field

An AC generator’s IDU oil system: a. b. c. d.

53.

only be reconnected when the aircraf is on the ground be reinstated in flight rom the electrical supply department be reinstated in flight rom the flight deck be reinstated when necessary by using the Ram Air Turbine

When selected to ‘kW’, the alternator load meter will indicate the: a. b. c. d.

52.

always paralleled not always paralleled never paralleled paralleled only when the DC is paralleled

I the CSDU drive disconnect unit has been used, the drive can: a. b. c. d.

51.. 51

one load meter which measures total system load one voltmeter or each alternat alternator or one load meter or each alternat alternator or one meter which indicates both voltage and requency

Frequency controlled generators are: a. b. c. d.

Q u e s t i o n s

generators are operating in series generators generators generat ors are operating independently the ground power and the APU are serving the bus bars together generators generat ors are operating in parallel

Paralleled alternators will have: a. b. c. d.

1 2

generator generat or drive torque is increased generator excitation is increased generator generator generat or drive torque and field excitation are increased generator generat or voltage regulator adjusts the generat generator or rotor torque

water oil oil and water air

Questions 54.

The load in a paralleled AC system is measured in: a. b. c. d.

55.

c. d.

s n o i t s e u Q

the internal bus bars are disconnected the aircraf generat generators ors are run in parallel with the external supply the aircraf generat generators ors are taken off line the synchronizing unit will ensure that no requency difference exists between the aircraf generators generators and the external external supply

both one or three phase equipment only three phase equipment only single phase equipment only inductive or capacitive loads

In a requency wild generation system: a. b. c. d.

60.

2 1

A three phase AC system can be used to supply: a. b. c. d.

59.

the supply to all circuits is in phase a large capacity is available to absorb heavy transient loads when switching o heavy currents occurs the risk o overloading the system is reduced there is only a requirement or one CSDU

When an external AC supply is eeding the bus bars: a. b. c. d.

58.

to prevent large current flows through the TRUs to prevent out o balance orces being ed through the CSDUs to the engines to prevent large flows o current rom one generat generator or to another to prevent harmonic requencies being created in the synchronous bus bars

One advantage o running alternato alternators rs in parallel is that: a. b.

57.

kW & kVA kW & kV kV & kVAR kW & kVAR

Paralleled Parallele d generators must share real and reactive loads: a. b. c. d.

56.

12

generators generat ors can be run in parallel only when all engine RPMs match generators can never be run in parallel and there can be no duplication o generators supply generators generat ors can never be run in parallel, but afer rectification, the DC can be ed to a common bus bar to provide a redundancy o supply capacitive and inductive loads can be ed with no problems o overheating

A ault on one phase o a three phase AC star connected system would: a. b. c. d.

have no effect affect only the phase concerned cause inductive loads to overheat affect all three phases

215

12

Questions 61.

The purpose o an inverter is: a. b. c. d.

62.

A low reactive load on one generator is compensated or by: a. b. c. d.

63.

64.

Q u e s t i o n s

the voltage regulator adjusts the generat generator or rotor torque both its drive torque and its excitation are increased only its excitation is increased its drive torque is increased

An earth ault on a bus bar o a parallel generator system: a. b. c. d.

216

a hydraulic clutch a universal joint a quill drive a eather drive

To increase the real load which is being taken by a paralleled alternator: a. b. c. d.

65.

altering the excitation current flowing in its field circuit increasing the rotor speed increasing the real load on the other generat generators ors overall load reduction

IIn n the event o a mechanical ailure occurring in the generator, the CSDU is protected by: a. b. c. d.

1 2

to change AC into DC to change the requency o the AC supply to act as a back up or the alternat alternator or to change DC into AC

would require that the appropriate GCB should open would require that the appropriate BTB should open would require that both the appropriate GCB and BTB should open would require that all alternat alternators ors should operate independently

Questions

12

2 1

s n o i t s e u Q

217

12

Answers

Answers

1 2

A n s w e r s

218

1 b

2 c

3 c

4 a

5 d

6 c

7 d

8 d

9 a

10 b

11 a

12 c

13 c

14 a

15 a

16 c

17 b

18 d

19 a

20 b

21 c

22 d

23 a

24 c

25 a

26 c

27 a

28 b

29 d

30 b

31 c

32 a

33 a

34 d

35 a

36 b

37 b

38 d

39 b

40 d

41 a

42 b

43 c

44 b

45 c

46 a

47 d

48 c

49 b

50 a

51 b

52 a

53 d

54 d

55 c

56 b

57 c

58 a

59 c

60 d

61 d

62 a

63 c

64 d

65 c

Chapter

13 AC Electrics - Practical Aircraft Systems Power Distribution . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .221 The Split Bus System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .221 Parallel Bus Bar System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .224 Questions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

226

Answers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .228

219

13

AC Electrics -Practical Aircraft Systems

r U o P t A a r e m n o r e G F

1 r o t a r e n e G D S C g t n c i e W / n n e o n i c s g i n D E t s r n e B e r C r m r u o k c C f e s d n e a t l n i r h e L T n g i a l F p

1 3

A C E l e c t r i c s P r a c t i c a l A i r c r a f t S y s t e m s

s e n i L r e d e e F r o t a r e n e G 1 . 3 1 e r u g i F

s d r a a o l b s o u T B

r 1 o t r a r e e k a n e e r G B

220

r 2 o t r a r e e k n a e e r G B

r o t a r r e e n k a e e r G B U P A

g t n c i e W / n n e o n i c s g i n D E

2 r o t a r e n e G D S C

AC Electrics - Practical Aircraft Systems

13

Power Distribution In a very basic orm, Figure 13.1 shows the general layout o an electrical distribution system or a twin jet aircraf. One generator is driven by and mounted on each engine and one generator is mounted on the APU (not shown). The eeder cables rom each generator are routed through the aircraf aircraf wings and uselage to to meet at a central central distribution compartment usually usually beneath the flight deck or cabin floor. This distribution compartment will house many o the components already described: GCBs, BTBs GCUs or voltage regulators, current transormers, main bus bars and bus bar protection circuitry, battery and battery charger. Bus bars and bus bar extensions may be ound on the flight deck behind the rear, side and overhead circuit breaker panels. A schematic diagram or this type o system is shown at Figure 13.2.

The Split Bus System The Split Bus Bar System uses 115 115 V/ 200 V/ 400 Hz/ 3 phase constant requency alternators as the primary power power source. source. They are not designed to run in parallel and thereore thereore do not require complex paralleling and load sharing circuits. A 28 V DC supply is provided by two Transormer Transormer Rectifier Units (TRUs) which convert 115 V AC to 28 V DC rom the two separate AC bus bars. A battery is provided which will provide power to start the APU and limited emergency power to the essential bus bars, or to supply air and electrics on the ground when the engine driven generators generat ors are off line.

3 1

s m e t s y S t f a r c r i A l a c i t c a r P s c i r t c e l E C A

I, in the circuit shown in Figure 13.2, either alternator should ail, then the main bus bars are automatically connected by the Bus Tie Breaker and they will now serve as one bus bar. Power supplies to all the bus bars are thereby maintained. The APU may then be started in flight and its generator can be used to restore ull power by connecting to AC bus 1 or bus 2. While each alternator separately supplies its own AC non-essential services and the associated TRU, the essential AC loads l oads are supplied rom only the No. 1 main bus bar via a changeover relay. In particular, note that the main AC bus bars are normally isolated rom one another, i.e. the alternators alternat ors are not paralleled I both alternators should ail, then the AC non-essential services, which are normally supplied rom the main AC bus bars, are isolated. The changeover relay between the No. 1 main bus bar and the essential AC bus bar will automatically switch over. over. This causes the essential AC bus bar to be connected to an Emergency Static Inverter, Inverter, which should, i the batteries are in a ully charged state, supply the essential AC bus bars or 30 minutes.

221

13

AC Electrics -Practical Aircraft Systems

No. 1

APU

No. 2

1 3

Figure 13.2 Split bus system


Under normal conditions, the DC supply in Figure 13.2 is obtained rom the two independent TRUs and the batteries. The No. 1 TRU supplies essential DC loads and the No. 2 TRU supplies non-essential DC loads. In normal operation the two bus bars supplying the essential and non-essential DC loads are connected together by the Isolation Relay. The batteries are connected directly to the Battery Bus Bar, and through the Battery Relay they will eed the essential DC bu s bar. I, one alternator ails then both TRUs are still supplied through the now closed contacts o the bus tie breaker, and will still supply all o the DC consumers. I, however, both alternators ail, the DC Isolation Relay will open and separate the essential and non-essential bus bars. Non-essential loads will now no longer be powered, but the AC and DC essential loads will be ed rom the battery bus bar (the AC loads rom the static inverter). External power or supplies rom the APU can be used to eed all electrical services in the aircraf on the ground, but the APU generator may only be capable o supplying one bus bar in flight.

222


13

Figure 13.3 A320 split bus control panel

3 1


Figure 13.4 A320 ECAM display

223

13

AC Electrics -Practical Aircraft Systems Parallel Bus Bar System g enerator or paralleled system. This system allows various combinations Figure 13.5 illustrates a our generat o alternator operation. Operation o the system begins with the excitation o the alternator field which will bring its output within the limits required beore operation o the GCB can occur. When the GCB closes it connects its associated alternator to its Load Bus Bar. Once the GCB has closed it will remain closed during all normal circuit unctioning. The Bus Tie Breakers are normally closed so that the closure o the GCB effectively effec tively connects the alternator alternat or to the Synchronizing Bus Bar. I the other one o a pair o alternat alternators ors (1 & 2) or (3 & 4) now comes “on line” it too will be joined in parallel to the synchronizing bus bar, but only once the voltage, requency and phase sequence have been satisfied allowing its GCB to close. In the system described there are two synchronizing bus bars which wh ich can be combined or isolated by the Split System Breaker Breaker (SSB) depending on the flight phase or other system requirement. Keeping the synchronizing bus bars isolated rom each other will allow the alternators to operate as two paralleled pairs which would be a requirement or example during a dual autopilot autoland to enable the two t wo autopilots to have totally separate power supplies. I a single alternator ailure occurs with a system similar to that shown in Figure 13.5, then opening o the associated GCB will allow its paired alternator to eed the loads o both o them. However However,, this would place a larger load upon that alternator alternator than is being carried by the pair on the other synchronizing bus bar.

1 3


Closure o the SSB would bring all three alternators into parallel operation, thus sharing the total aircraf load between them. Failures are not always that simple however however.. I there was an earth ault on a load bus bar or instance, opening o the associated GCB would do little to help, the other alternat alternator/s or/s would now be attempting to eed the earth ault. Operation o the BTB associated with the aulty bus bar would prevent p revent the serviceable alternators alternators being affected by the ault, and then the earth ault could be totally isolated by opening the GCB o the alternator alternator eeding it.

SYNCHRONIZING BUS

SYNCHRONIZING BUS

Figure 13.5 Parallel alternator operation

224


13

An example o an aircraf with this type o paralleled system is the Boeing 747 - 400. Shown below in Figure 13.6 and Figure 13.7 are the control panel and the EICAS display or the electrical system.

3 1


Figure 13.6 747 - 400 electrical control panel

Figure 13.7 747 - 400 EICAS electrical display

225

13


The purpose o a synchronizing bus bar is to: a. b. c. d.

2.

Fuses and circuit breakers are fitted: a. b. c. d.

3.

4.

Q u e s t i o n s

two TRUs which are always isolated a battery which is supplied rom No. 1 TRU only two TRUs which are connected together by the isolation relay the static inverter

The static inverter in the split bus system supplies: a. b. c. d.

226

all non-essential services are lost all non-essential services will be supplied direct rom the battery bus bar all non-essential services will be supplied rom the static inverter essential DC consumers only will be supplied rom the No. 1 TRU, all other DC services will be lost

In normal operation, the split bus bar AC system takes its DC supply rom: a. b. c. d.

7.

essential AC loads are supplied directly rom No. 1 AC bus bar essential AC loads are supplied directly rom No. 2 AC bus bar only non-essential AC loads are supplied rom the AC bus bars essential AC loads are normally supplied rom No. 1 AC bus bar via the changeover relay

In a split bus system using non-parall non-paralleled eled constant requency alternators as the primary power source, i both alternators ail: a. b. c. d.

6.

batteries TRUs inverters a static inverter

In a split bus system using non-parall non-paralleled eled constant requency alternators as the primary power source: a. b. c. d.

5.

in DC circuits only in both AC and DC circuits in AC circuits only only to protect the wiring

Where the aircraf’s main electrical supply is AC, DC requirements are met by: a. b. c. d.

1 3

enable interc interconnections onnections to be made between generat generator or bus bars supply essential services monitor on load currents interconnect interconn ect DC bus bars

the essential DC consumers the essential AC consumers both essential and non-essential consumers the batteries

Questions 8.

In the split bus system, the AC bus bars: a. b. c. d.

9.

there are two synchronizing bus bars which are normally kept isolated the GCBs connect the generat generators ors to the synchronizing bus bar the BTBs connect the synchronizing bus bars together the GCRs connect the generat generators ors to their load bus bars

In a parallel alternat alternator or operation, should one alternator ail, then: a. b. c. d.

11.. 11

are automatically connected via the isolation relay i one alternat alternator or ails are automatically connected via the bus tie breaker i one alternat alternator or ails can be connected together by switch selection i one alternat alternator or ails can never be connected together because there is no load sharing circuit

With parallel generator operation: a. b. c. d.

10.

13

the other alternat alternators ors can be selected to supply its load the ailed alternat alternator’s or’s loads will not be supplied the GCB o the ailed alternat alternator or will remain closed to allow its loads to be supplied by the remaining alternators the SSB will close allowing the three remaining alternat alternators ors to share all o the load

I external power is plugged into an aircraf which utilizes the split bus system o power distribution, then: a. b. c. d.

3 1

s n o i t s e u Q

it will automatically parallel itsel with any alternat alternators ors already on line it will only supply non-essential AC consumers it will supply all the aircraf services essential AC consumers will be supplied rom the static inverter

227

13

Answers

Answers 1 a

1 3

A n s w e r s

228

2 b

3 b

4 d

5 a

6 c

7 b

8 b

9 a

10 d

11 c

Chapter

14 AC Electrics - Transformers Transormers Tr ansormers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .231 Transormation Tr ansormation Ratio . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .231 Power in a Transormer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .232 Three Phase Tr Transormers ansormers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .232 Autotransormers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .232 Rectification o Alternating Current . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .233 Hal Wave Rectification . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .233 Full Wave Rectification . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 234 Three Phase Rectifiers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 234 Transormer Tr ansormer Rectifier Units (TRUs) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .236 Inverters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .236 Questions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

237

Answers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

238

229

14

AC Electrics -Transformers -Transformers

1 4

A C E l e c t r i c s T r a n s f o r m e r s

230

AC Electrics - Transformers

14

Transformers One o the biggest advantages that an AC supply has over a DC supply is the ease with which the value o o alternating alternating voltage can be raised or lowered with extreme efficiency efficiency by the use o Transormers. A simple transormer would consist o two t wo electrically separate coils wound over iron laminations to orm a common core. core. This orms a completely closed closed magnetic circuit. See Figure 14.1. The Primary winding is connected to the AC supply and the output is taken rom the Secondary winding. The alternating voltage and current in the primary winding creates an alternating flux which links across to the secondary winding. The alternating flux in the secondary winding sets up an EMF o mutual inductance which is available as the output voltage. The output voltage will be 180° out o phase with the input voltage. I a load is placed across the terminals o the secondary winding then a current will flow in the circuit.

4 1

s r e m r o f s n a r T s c i r t c e l E C A

Figure 14.1 A simple transormer

Transformation Ratio The Transormation Ratio o a transormer is the ratio o the number o turns o wire on the secondary winding (N2) to the number o turns o wire on the primary winding (N1). The transormation ratio will also allow the determination o input and output voltages by using the ormula: TRANSFORMATION TRANSFORMA TION RATIO (r)

=

N2 N1

=

E2 E1

I the transormation ratio is greater than one, then the transormer is a Step Up transormer. I the ratio is less than one, then the transormer is a Step Down transormer. transormer. See Figure 14.2.

231

14

AC Electrics -Transformers -Transformers

Figure 14.2 Step up and step down transormers

Power in a Transformer I we ignore the very small losses that do occur in a transormer, then we can say that the power that goes into a transormer equals the power that comes out o it. The power in either the primary winding or the secondary winding is equal to to the product o the voltage times times the current in either winding.

Three Phase Transformers 1 4

The output o a three phase alternator can be transormed by either:


• 3 SINGLE PHASE TRANSFORMERS or • 1 THREE PHASE TRANSFORMER A three phase transormer consists o the primary and secondary windings o each phase wound on one o three laminated iron limbs.

Autotransformers Where AC is required or the operation o instruments on the aircraf, an Autotrans Autotransormer ormer can be used to either step down, or sometimes even step up, the source supply; the supply usually required or instruments is 26 volts AC. An autotransormer is a single winding on a laminated core to orm a closed magnetic circuit. Figure 14.3 illustrates the relationship between the primary and secondary windings in an autotransormer. It should be noted that part o the winding carries both the primary and secondary current because it is common to both windings.

232


14

Figure 14.3 Autotransormers

Autotransormers are less expensive than two coil transormers because they use less wire; however,, they do not electrically isolate the primary and secondary windings and so cannot be however used in many circuits or this reason.

Rectification of Alternating Current A Rectifier is a device which will convert AC into DC. The operation o the Diode Rectifier is described in the Semiconductor chapter, and is a very common device in modern aircraf solid state circuits. It can be used to convert AC to DC or as a “Blocking Diode” (electrical non-return valve) to prevent reverse current current flow in a DC system. sys tem. Some rectifiers are designed to conduct at a predetermined voltage; these rectifiers are called Zener Diodes.

4 1


A diode has a high resistance in one direction and a low resistance in the other. The accepted symbol or a diode rectifier and the direction o conventional current flow is shown in Figure 14.4.

Half Wave Rectification A diode inserted in the secondary circuit o a transormer will allow current to flow through the load in one direction only. This is termed Hal Wave Rectification. The bottom hal o the AC waveorm waveorm is blocked and the requency o the output is the same as the input, as shown in Figure 14.4.

Figure 14.4 Single phase hal wave rectification

233

14

AC Electrics -Transformers -Transformers Full Wave Rectification To fill in the gaps between pulses that have been lef rom hal wave rectification a Bridge Rectifier can be used. As can be seen rom Figure 14.5 when one hal o the bridge circuit is presenting a high resistance to current flow, the other hal is allowing it to flow relatively easily. This arrangement is specifically designed to allow the output o the bridge to be o a single polarity. The output can be smoothed to some extent by the addition o a capacitor placed across it.

1 4


Figure 14.5 Single phase ull wave rectifier

Three Phase Rectifiers The rectification o a three phase supply can be effected by using a ormation o six rectifiers in a bridge circuit. This is shown in Figure 14.6 . The output o a Three Phase Rectifier is essentially a steady output.

234


14

DC OUTPUT

+

PHASE A

PHASE B

PHASE C

-

A

4 1

A

B

B

C

C

-

+

DC OUTPUT

LINE VOLTAGE BETWEEN PHASES A AND B


-

+

LINE VOLTAGE BETWEEN PHASES A AND C

A

B

C

-

+

LINE VOLTAGE BETWEEN PHASES B AND C

Figure 14.6 Three phase ull wave rectifier

235

14

AC Electrics -Transformers -Transformers Transformer Rectifier Units (TRUs) TRUs convert AC at one voltage to DC at another voltage by combining the transormer and rectifier in one unit (usually 115 V/ 200 V/ 400 Hz/ 3 phase to 28 V DC) to supply the DC needs o an AC distribution system. TRUs are invariably multi-phase units to achieve a smooth DC output. Indications o TRU output (amps) can be shown on the main electrical panel on the flight deck. Cooling is achieved by drawing air through the unit which may be monitored or temperature with an overheat warning supplied.

Inverters An inverter converts DC to AC. The inverter in a constant requency AC equipped aircraf is used as a source o emergency supply i the AC generators generators ail; then, the inverter is powered by the battery. Inverters are usually “solid state” static inverters, transistorized in modern aircraf, providing constant requency AC or operation o flight instruments and other essential AC consumers. Rotary and Static inverters are described in the DC section and are not generally used in modern aircraf.

1 4

Aircraf which have a requency wild distribution system (British Aerospace ATP, ATR 42) use inverters to supply their normal constant requency requirements. This is done by transorming and rectiying the requency wild into DC, and then supplying the DC to the inverter (static) to give a controlled AC output.


Inverter output can be monitored or voltage and requency in the same manner as the main generators. Cooling is accomplished in the same manner as the TRU.

236

Questions

14

Questions 1.

Instrument transorm transormers ers normally: a. b. c. d.

2.

An autotrans autotransormer: ormer: a. b. c. d.

3.

s n o i t s e u Q

twice as many turns on the secondary as on the primary hal as many turns on the secondary as on the primary hal as much current flowing in the secondary as in the primary our times as many turns on the secondary as on the primary

in proportion to the transormation ratio in inverse proportion to the transormation ratio the same as the power input increased in a step up transormer

With no load across the output terminals o a transorme transormer: r: a. b. c. d.

7.

4 1

The power output o a transormer is: a. b. c. d.

6.

the same as the primary i the cable diameter is the same greater than that on the primary less than on the primary always the same as on the primary

A transormer which halves the voltage will have: a. b. c. d.

5.

varies its turns ratio automatically to maintain a constant output voltage with varying input voltage has only one coil which is used as both primary and secondary will maintain a constant output requency with a varying supply requency requires an inductive supply

A step up transormer is one in which the number o turns on the secondary winding is: a. b. c. d.

4.

convert 14 volts DC to 26 volts AC reduce the AC supply to 26 volts or some instruments change 115 volts to 200 volts or engine instru instruments ments convert 28 volts DC to 28 volts AC

the current flow will be maximum the current flow will be negligible the current will be in phase with the voltage the voltage in the primary will be always greater than the secondary

I the voltage induced in the secondary windings is greater than that in the primary then the transormer is: a. b. c. d.

an autotrans autotransormer ormer a step up a step down a magnetic amplifier

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Answers

Answers 1 b

1 4

A n s w e r s

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2 b

3 b

4 b

5 c

6 b

7 b

Chapter

15 AC Electrics - AC Motors Alternating Current Motors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 241 The Principle o Operation o AC Motors . . . . . . . . . . . . . . . . . . . . . . . . . . . . .241 The Synchronous Motor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .241 The Induction Motor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .243 The Squirrel Cage Rotor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .243 The Induction Motor Stator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .243 Slip Speed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 244 Star ting Single Phase Induction Motors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .244 Fault Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 244 Questions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

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Answers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

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AC Electrics -AC -AC Motors

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A C E l e c t r i c s A C M o t o r s

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Alternating Current Motors Alternating current motors can, in most cases, duplicate the operation o DC motors and are less troublesome to operate. DC motors have a great deal o trouble with their commutation, high altitude flight causing particular difficulty because o the associated arcing that occurs. The brush equipment is another weak link, link , the heat generated at the brushes causing them to stick in the holders and as a consequence the resistance between them and the commutator increases, ofen to the point o becoming an open op en circuit, when the motor will stop. Synchronous AC motors do in act use u se brush gear, their rotors being ed by relatively low current DC through slip rings, but these in general g eneral are less troublesome. AC motors are particularly suited or constant speed applications since their speed is determined by the requency o the applied power supply. AC motors can be operated rom either single or multi-phase power supplies.

The Principle of Operation of AC Motors Whether the AC motor is single or multi-phase, the principle o operation is the same; alternating current applied to the motor stator generates a rotating magnetic field which causes the rotor to turn. The majority o AC motors used in aircraf can be divided into two types: 5 1

• Synchronous Motors. These are basically alternators operated as motors. Alternating current is applied to the stator but the rotor has a direct current power source.

s r o t o M C A s c i r t c e l E C A

• Induction Motors. This type typ e has alternating current applied to the stator but the rotor has no power source.

The Synchronous Motor The synchronous motor gets its name because the rotation o the rotor is synchronized with the rotating field field set up in the stator stator.. Its construction is basically the same as the rotating rotating field alternator. As illustrated in Figure 15.1, the application o a three phase supply to the stator causes a rotating magnetic field to be set up around the rotor. I a bar magnet was suspended in the field, it would rotate synchronously synchronously with it (at the same speed as the rotating field). In the same way, the rotor o a synchronous motor, which is energized with DC, acts like a magnet. It lines up with the field created by the stator and i the field turns, the rotor turns with it.

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Figure 15.1 Generation o a rotating magnetic field

Synchronous motors are in act single speed motors, the speed o rotation depending upon the requency o the supply. Since in most cases the supply requency is constant, then so is the motor speed. A synchronous motor will rotate at the same speed as the alternator that is supplying it providing it has the same number o poles, i.e. i a synchronous motor with 4 poles is supplied with a constant requency 400 Hz supply, it will rotate at a constant 12 000 RPM.

Number o Poles 2 ∴

×

RPM 60

RPM = Freq × 60 ×

= Frequency (hertz) 2 Number o Poles

One disadvantage o the synchronous motor is that it is not sel-starting. To obtain the initial rotation some induction windings have to be added to the rotor to assist in bringing it up to synchronous speed. Synchronous motors are used on aircraf to indicate engine RPM. A small three phase alternator alternator (tacho-generator) is driven by the engine so that the requency o the supply will be directly proportional to engine speed. The electrical output is connected to a synchronous motor in the RPM indicator. indicator. The indicator needle is coupled to the synchronous synchronous motor via a permanent magnet and a ‘drag cup’. As the synchronous motor rotates, it ‘drags’ the drag cup around with it, and the aster the motor goes, the urther the drag cup moves and the urther around the scale the needle moves. So the movement o the needle will be in proportion to engine RPM.

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The Induction Motor The induction motor gets its name rom the act that an alternating current is induced in the rotor by the rotating magnetic field fi eld in the stator stator.. It is the most commonly used because o its simplicity, its robustness and because it is relatively cheap to produce. This relative cheapness is mainly because o the act that the rotor is a sel-contained unit and not connected to the supply.

5 1

s r o t o M C A s c i r t c e l E C A

Figure 15.2 Squirrel cage induction motor

The Squirrel Cage Rotor The rotor consists o a cylindrical laminated iron core which has a numb er o longitudinal bars o copper evenly spaced around the circumerence circumerence.. These bars are joined at either end by rings o the same material to orm a composite structure called a Squirrel Cage. The rotor bars are o very low resistance material so that a large current can flow through them.

The Induction Motor Stator The stator consists o windings, the number o which is related to the number o poles and also to the number o phases o the power supply. The rotating magnetic field produced in the stator cuts through the bars o the rotor rotor which is basically a closed closed circuit o low resistance. resistance. The resultant induced voltage creates a relatively large current flow in the squirrel cage. This current flow sets up its own magnetic field which interacts with the rotating field o the stator to produce a torque. I a three phase motor has two phases o its supply reversed, then its direction o rotation will be reversed also.

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AC Electrics -AC -AC Motors Slip Speed The speed o the motor is determined by the requency o the supply and the load on the motor. The rotor never quite reaches true synchronous speed, i it did then the squirrel cage bars would not be cut by any lines o orce and thus would not produce the induced voltage. The difference between synchronous speed and rotor speed is called the slip speed or rotor slip. A typical value o slip would be 5%. Because o the difference in speed between the stator field and rotor, the induction motor is sometimes reerred to as being asynchronous.

Starting Single Phase Induction Motors Single phase induction motors are not sel-starting. Different methods are used to assist in making them sel-starting. The most common method is the use o what is called a Split Phase Winding. I the current in the split phase winding can be made to lead or lag the current in the main winding by 90° then a rotating field can be produced. The lead or lag can be produced by the ollowing methods: • • • • 1 5

Resistance starting Inductance starting Resistance / inductance starting Capacitance starting

The application o each method depends on the power output o the motor, e.g. capacitance started motors are usually o less than 2 HP output.


Fault Operation Occasionally the ailure o one phase o the supply to a three phase induction motor does happen. I the motor is lightly loaded then it will probably continue to run at about hal o its normal speed. This will create a humming noise in the motor which, because o the usually remote locations in which the motors are mounted, will probably not make itsel apparent. The ault usually becomes apparent the next time an attempt is made to run the motor, when it will not start.

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Questions

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Questions 1.

Synchronous motors are usually supplied by: a. b. c. d.

2.

Reversing two phases to a three phase motor will: a. b. c. d.

3.

5 1

s n o i t s e u Q

a rotating field created in the rotor a rotating field created in the stator a stationary field created in the stator a stationary field created in the rotor

In an induction motor: a. b. c. d.

7.

the motor will continue to run at the same speed will slow down and stop will stop immediately will run at about hal speed but will not start on its next selection

The basic principle o operation o a 3 phase induction motor is: a. b. c. d.

6.

voltage current reactance requency

I one phase o the supply to a three phase motor ails, then: a. b. c. d.

5.

blow the phase uses cause the motor to run in reverse overheat the stator windings stall the motor

A synchronous motor runs at a speed that depends upon the supply: a. b. c. d.

4.

three phase AC single phase AC DC to the stator DC to the stator and AC to the rotor

the rotor is star connected magnetic fields blend evenly with one another AC is induced in the rotor a DC supply produces DC in the rotor

In a synchrono synchronous us motor, the rotor is: a. b. c. d.

energized by DC and it lines up with the magnetic field in the stator energized wave wound both AC and DC energiz energized ed impeded by the AC induced into it

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Questions 8.

An induction motor has: a. b. c. d.

9.

A squirrel cage rotor: a. b. c. d.

10.

Q u e s t i o n s

246

is not connected to the supply is expensive to produce rotates at exactly synchronous speed is a closed circuit o high resistance

A starting circuit or a powerul single phase induction motor might be: a. b. c. d.

1 5

slip rings and brushes a commutator no slip ring or brushes slip rings but no brushes

a capacitance starter a resistance / inductance starter a cartridge starter a bump starter

Questions

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s n o i t s e u Q

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Answers

Answers 1 a

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A n s w e r s

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2 b

3 d

4 d

5 b

6 c

7 a

8 c

9 a

10 b

Chapter

16 AC Electrics - Semiconductors An Introduction to Semiconductors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .251 Conductors and Insulators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .251 Semiconductors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .252 N-Type Material . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .253 P-Type Material . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .254 Current Flow. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .255 The P-N Junction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .255 Reverse Bias . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 256 Forward Bias. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .256 The Junction Diode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .256 The Bipolar or Junction Tr Transistor ansistor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .257 Summary. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .259

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An Introduction to Semiconductors Most people own some type o hand-held or desktop calculator these days. The cost o these useul devices varies depending on sophistication; simple ones are given away ree as advertising gimmicks, yet there is more m ore computing power inside one o these tiny machines than took Neil Armstrong to the moon!! Transistorization and miniaturization have enabled us to build ever more sophisticated electronics and package them in ever ever smaller units. Modern pilots rely heavily on the electronic flight systems incorporated in their aircraf and thereore must have an understanding o how transistors, or more specifically semiconductors, work.

Conductorss and Insulators Conductor Beore proceeding with the explanation about how semiconductors work, let us remind ourselves about the general atomic construction o conduc tors and insulators.

6 1

s r o t c u d n o c i m e S s c i r t c e l E C A

Figure 16.1 A hydrogen atom

The most simple atom is the Hydrogen atom. It consists o a nucleus, containing one proton (positively charged) and one neutron (neutrally charged), and an electron (negatively charged) orbiting about the nucleus. Conductors and insulators have more complex atoms with an increasing (equal) number o neutrons, protons and electrons with the latter orbiting the nucleus in multiple orbits or shells. These atoms are held together by the bonds ormed between the valence electrons in the outer shells and arrange themselves into a lattice type arrangement equidistant rom each other. Electrons in the outer shells are less tightly bonded to their parent atom than those on the inner shells and are ree to move rom one one atom to the next. next. These electrons, known as ree electrons, orm the basis or current flow within the material. Conductors, ormed by atoms held together by electrovalent bonds, possess large numbers o ree electrons, and this allows current to flow easily through the material or put another way; the material has high conductivity (low resistivity) . Gold, silver and copper are all examples o good conductors.

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AC Electrics -Semiconductors Insulators, on the other hand, are ormed by atoms held together by covalent bonds and possess ew ree electrons. This means that current flow is difficult; the material has low insulator.. conductivity (high resistivity). Mica is one example o a good insulator

Semiconductors Semiconductors, as their name would imply, all somewhere between a conductor and an insulator.. Silicon and germanium are examples o semiconductors. insulator Both materials are ormed by atoms with covalent bonds. Though each possesses some ree electrons at normal temperatures, they are closer to being insulators than conductors. Thus an EMF applied across the material would give rise to an intermediate current flow, higher than that in an insulator, insulator, but less less than that in a conductor. conductor. Conductivity can be improved by the controlled addition o impurities into the silicon or germanium material using a process known as doping.

1 6


Figure 16.2 A typical atomic lattice structure

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N-Type NType Material Materi al By doping the silicon or germanium with arsenic or antimony, atoms which have 5 valance electrons in their outer shell are introduced into the lattice structure. The ratio o impurity atoms to original atoms ( doping ratio) is in the order o 1:108.

6 1


Figure 16.3 N-type material

Four o the five electrons orm covalent bonds with the surrounding atoms, the 5th electron, having no such ties, becomes a ree electron. Conductivity through the material is thus increased. We call this type o material N-type because o the sureit o ree electrons which are, o course, negatively charged. However, However, it should shoul d be noted that the material remains electrically neutral; or each ree electron there is a fixed positive ion within the material.

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AC Electrics -Semiconductors P-Type PType Material Mate rial By doping with impurities such as aluminium or indium, again in the same doping ratio as above, atoms with only three valence electrons in their outer shell are introduced.

1 6


Figure 16.4 P-type material

This time there are only 3 electrons to orm the covalent bonds, one is missing. In other words there is a hole in the valent structure. Electrons rom adjacent atoms tend to move into these holes thus creating holes around the donor atoms which in turn ‘steal’ electrons rom their neighbours moving the hole on urther. u rther. This apparent movement o holes increases the conductivity o the material. Because o the shortage shor tage o electrons the material is classified as P-type. Again, it should be noted, it possesses no electrical charge, there being an equal number o holes and fixed negative ions.

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Current Flow Applying an EMF across a piece o N-type material would cause the ree electrons to migrate towards the positive terminal. Any electrons leaving the material at the positive terminal are replaced by electrons entering at the negative terminal, thus the overall balance between ree electrons and fixed positive ions is maintained. In P-type material the situation is more complex, but in general, electrons are attracted into the positive terminal creating holes in this region. The holes ‘migrate’ towards the negative terminal and are ultimately filled by an electron entering enterin g at that point. Hence in P-type semiconductor material we can consider current flow as the drif o holes in the conventional direction, namely rom the positive to the negative terminal. Again, overall balance is maintained between electrons and fixed negative ions.

The P-N Junction I we use two small pieces p ieces o N and P-type materials together, together, by a process similar to welding, some ree electrons rom the N-type material migrate across the boundary into the P-type and similarly, holes migrate the other way. This migration produces a charged region known as the Depletion Layer and creates a Barrier ur ther electron/hole movement. This barrier potential may be represen represented ted Potential restricting urther as an imaginary battery, though it should be remembered, the regions o increased positive and negative charge exist only across the junction. The material as a whole possesses no electrical charge.

6 1


Figure 16.5 The P-N junction

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AC Electrics -Semiconductors Reverse Bias I we now connect an external EMF across the P-N material, as shown in Figure 16.6 A, more electrons are drawn across the barrier into the P-type material and more holes are drawn to the N-type. This deepens the depletion layer and urther ur ther electron/hole migration is prevented. Apart rom a small leak current, in the order o µA, no significant current flows. The junction is said to be reverse biased.

1 6


Figure 16.6 Reverse and orward bias

Forward Bias By applying the external EMF, as shown in Figure 16.6 B, the direction o the electric field is such as to produce a drif o holes in the P-type material to the right, and o ree electrons in the N-type to the lef. In the junction region, ree electrons and holes combine, thus the barrier potential is overcome.

The Junction Diode It can be seen rom Figure 16.7 that current can only flow in one direction through a semiconductor ormed rom P-N type ty pe material. In other words, the material acts as a rectifier and has similar conduction characteristics to a thermionic diode (valve). It is thereore reerred to as a Junction Diode.

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Figure 16.7 The junction diode and its circuit symbol

The Bipolar or Junction Transistor Construction: This is a combination o two junction diodes and consists o either a thin layer (typically 25 µm) o P-type semiconductor sandwiched between two N-type semiconductors (as shown in Figure 16.8 lef ) which is reerred to as an N-P-N transistor, or a thin layer o N-type semiconductor sandwiched between two P-type semiconductors (as shown in Figure 16.8 right ), ), which is reerred to as a P-N-P transistor. transistor. 6 1


Figure 16.8 The bipolar transistor

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AC Electrics -Semiconductors The three regions o either type o transistor are known respectively as Collector, Base and Emitter. The circuit symbol or each transistor differs only in regard to the direction o the arrow between Base and Emitter. The arrow always represents conventional current flow; thus or an N-P-N transistor it points rom Base to Emitter, Emitter, and or a P-N-P, rom Emitter to Base.

Operation. N-P-N Transistor: I we apply an EMF across the Collector - Emitter region, as shown in Figure 16.9 lef , no current flows. However,, i we now add an EMF between across the Base - Emitter region, as shown in Figure However 16.9 right , a large current flows rom Emitter to Collector.

1 6


Figure 16.9 Transistor conduction

The theory governing the flow o current in a transistor is complex and generally beyond the scope o this course, but in simple terms here is what happens. By applying an EMF, or Bias voltage, between Base and Emitter o an N-P-N transistor, the junction is orward biased and a large number o ree electrons are attracted to the Base region. However, in the relatively thin Base region, ew holes However, hol es are produced or these ree electrons to combine with, so the surplus diffuse into the Collector region where they migrate towards the applied positive potential. Holes that have combined with ree electrons are replaced as an electron leaves the Base region or the positive terminal o the Bias supply. Consequently, a relatively small Base - Emitter current flow produces a large Emi tter - Collector flow.

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operation is similar in all respects to that o an Operation. P-N-P Transistor: A P-N-P transistor’s operation N-P-N transistor except that the applied EMFs are reversed.

Summary The ability o a transistor to control a large Emitter - Collector current by means o a small Base - Emitter current means it can act as a switch or amplifier: as a switch by turning the Base - Emitter current on and off, or as an amplifier by superimposing a small alternating current signal on the Bias voltage. In conjunction with the Junction Diod e and other electronic components, such as resistors, capacitors and inductors, the applications or the transistor are almost limitless. Furthermore, the ability to control precisely those areas to which doping is applied, using photo-etching techniques, means that all o the above components can be incorporated into a highly sophisticated and complex circuit within a single, small piece o silicon. The ubiquitous computer chip is one such example. For the uture, as production techniques improve, aster, more powerul circuits will be contained in ever smaller packages, leading in turn to more sophisticated technology being incorporated in the modern airliner.

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Chapter

17 AC Electrics - Logic Gates An Introduction to Logic Gates . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .263 Binary Logic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .263 Truth Tables . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .263 Gate Symbols . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 263 Positive and Negative Logic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 263 The ‘AND’ Gate . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 264 The ‘OR’ Gate . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .265 The ‘INVERT’ or ‘NOT’ Gate . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .266 The ‘NAND’ Gate . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .267 The ‘NOR’ Gate . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 268 The ‘EXCLUSIVE OR’ Gate . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .269 Questions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

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Answers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

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An Introduction to Logic Gates Logic gates, or gates, are a type o undamental unction perormed by computers and related equipment. A single integrated circuit (IC) within a computer contains several gate circuits. Each gate may have several several inputs and must have only one output. There are six commonly used logic gates: the ‘AND’, the ‘OR’, the ‘INVERT’, the ‘NOR’, the ‘NAND’ and the ‘EXCLUSIVE OR’. The name o each gate represents the unction it perorms.

Binary Logic Logic gates are o a binary nature, i.e. the inputs and the outputs are in one o two states expressed by the digital notation ‘ 1’ or ‘0’. Other corresponding expressions are also requently used, they are: • ‘1’ - on; true; high (H); closed; engaged • ‘0’ - off; alse; low (L); open; disengaged

Truth Tables Truth Tables are a systematic means o displaying binary data. Truth tables illustrate the relationship between a logic gate’s inputs and outputs. This type o data display can be used to describe describe the operation o a gate. gate. For troubleshooting troubleshooting purposes, the truth table data is ofen reviewed in order to determine the correct output signal or a given set o inputs.

Gate Symbols Each logic gate has a symbol o a specific shape. The symbols are designated to “point” in a given direction, that is, the inputs are always listed on the lef o the symbol and the outputs on the right.

7 1

s e t a G c i g o L s c i r t c e l E C A

Since logic gates operate using digital data, all input and output signals will be made up o ‘1’s or ‘0’s. Typically the symbol ‘ 1’ represents represents ‘ON’ or voltage positive, positive, and the symbol ‘ 0’ represents ‘OFF’, or voltage negative. Voltage negative is ofen reerred to as zero voltage or the circuit’s ground.

Positive and Negative Logic As stated earlier, logic circuit input and output signals consist o two distinct levels. These levels are ofen reerred to as ‘ binary 1’ and ‘binary 0’. The actual voltage levels required to achieve a ‘binary 1’ or ‘binary 0’ may vary between circuits. • I positive logic is used in the digital circuit, a ‘ binary 1’ equals a high voltage level and a ‘binary 0’ equals a low voltage level. The actual voltage values may be either both positive or both negative, or one positive and one negative. The only stipulation or positive logic is that a ‘binary 1’ is created by a greater positive voltage than a ‘ binary 0’ . Each signal represents the greater positive voltage value as a ‘ binary 1’, and thereore the ollowing examples employ the positive logic concept. Most digital systems employ positive logic throughout the entire computer computer and related related component circuitry.

263

17

AC Electrics -Logic Gates • The negative logic concept defines ‘ binary 1’ as the lower voltage value and ‘ binary 0’ as the higher voltage value (more positive). Although less popular, negative logic is used in some systems in order to meet certain design parameters.

The ‘AND’ Gate The ‘AND’ gate is used to represent a situation where all inputs to the gate must be ‘ 1’ (on) to produce a ‘1’ (on) output. To be an ‘AND’ gate, input No. 1 and input No. 2 and input No. 3 etc, must be ‘ 1’ to produce a ‘ 1’ output. I any input is a ‘ 0’ (off), the output will be ‘ 0’ (off). The symbol and the truth table or a two-input AND gate are illustrated in Figure 17.1.

1 7


Figure 17.1 The symbol and truth table or an ‘AND’ gate

A simple ‘AND’ circuit may also be represented by two switches in series used to turn on a light as shown in Figure 17.1. I both switches (inputs) are ‘1’ (on), the light will turn ‘1’ (on). I either switch is ‘0’ (off), the light will be ‘0’ (off). The ‘AND’ gate is sometimes called an ‘ ALL or NOTHING’ gate.

264


17

The ‘OR’ Gate The ‘OR’ gate is used to represent a situation where any input being ‘ 1’ (on) will produce a ‘ 1’ (on) output. To be an ‘OR’ gate, input No. 1 or input No. 2 or input No. 3, etc, must be ‘ 1’ to produce a ‘1’ output. Only i all inputs become ‘ 0’ will the ‘OR’ gate produce a ‘ 0’ output. I any input is a ‘ 1’, regardless o the other input values, the ‘OR’ gate will produce a ‘ 1’ output. A two-input ‘OR’ gate symbol and corresponding truth table are illustrated in Figure 17.2. A simple ‘OR’ circuit may be made up o two switches in parallel controlling one light. I either switch is ‘1’ (on), the light will turn ‘1’ (on). The OR gate may be called an “ ANY or ALL“ gate.

A A C

C

B

B

7 1


Figure 17.2 Representation o the ‘OR’ gate

265

17

AC Electrics -Logic Gates The ‘INVERT’ or ‘NOT’ Gate The ‘INVERT’ gate is used to reverse the condition o the input signal. The ‘INVERT’ gate contains only one input and one output, and is most ofen used in conjunction with other gates. The ‘INVERT’ gate is sometimes reerred to as a ‘NOT’ gate. The symbol and truth table or an ‘INVERT’ gate are shown in Figure 17.3. An ‘INVERT’ circuit might comprise a switch controlling a normally closed relay which turns on or off a light. As also illustrated in Figu Figure re 17.3 17.3, i the switch is turned ‘ 1’ (on), the light is ‘0’ (off).

B

A

1 7


Figure 17.3 Representation o the ‘INVERT’ or ‘NOT’ gate

266


17

The ‘NAND’ Gate The ‘NAND’ gate is an ‘AND’ gate with an inverted output. The output o this gate will be ‘ 1’ i any input is ‘ 0’. This is the exact opposite o an ‘AND’ gate. The representations representations o a ‘NAND’ gate are shown in Figure 17.4. The ‘NAND’ gate circuit illustrated in Figure 17.4 shows i either switch is closed, there will be no output.

C

A

B

7 1


Figure 17.4 The representation o the ‘NAND’ gate

267

17

AC Electrics -Logic Gates The ‘NOR’ Gate The ‘NOR’ gate is an ‘OR’ gate with an inverted output. This results in a gate where any input being ‘1’ will create a ‘ 0’ output. The ‘NOR’ symbol, the truth table and the relay circuit which representt a ‘NOR’ gate are all illustrated in Figure 17.5. represen

C A

B

1 7


Figure 17.5 Representations o the ‘NOR’ gate

268


17

The ‘EXCLUSIVE OR’ Gate The ’EXCLUSIVE OR’ gate is designed to produce a ‘ 1’ output whenever its input signals are dissimilar. An illustration o the representations o the ‘EXCLUSIVE OR’ gate is shown in Figure 17.6 . This gate compares a maximum o two t wo input signals to determine its output. As shown in the truth table within Figure 17.6 , i the input signals have like values, the output will be ‘0’, i the input signals have unlike values, the output will be ‘ 1’

A

C

B

7 1


Figure 17.6 Representations o the ‘EXCLUSIVE OR’ gate

269

17


The logic unction o the circuit shown is: a. b. c. d.

2.

‘AND’ ‘OR’ ‘NOR’ ‘NOT’

The circuit shown here represents: a. b. c. d.

an ‘AND’ gate a ‘NOR’ gate an ‘OR’ gate an ‘EXCLUSIVE OR’ gate

3.

The diagram is the equivalent o which o the accompanying symbols:

4.

The gate symbols shown are:

1 7

Q u e s t i o n s

a. b. c. d.

5.

A gate which requires that all inputs must be HIGH to obtain an output would be: a. b. c. d.

270

‘AND’ and ‘NAND’ ‘EXCLUSIVE OR’ and ‘EXCLUSIVE NOR’ ‘OR’ and ‘NOR’ ‘OR’ and ‘EXCLUSIVE OR’

a ‘NOR’ gate an ‘OR’ gate an ‘AND’ gate a ‘NOT’ gate

Questions 6.

This diagram represents: a. b. c. d.

7.

7 1

is made up o crystals in the arrangement o emitter emitter,, base and collector is made up o crystals in the arrangement o emitter emitter,, collector and base is made up o crystals in the arrangement o collector collector,, emitter and base requires a current o ten amps through the base to transmit

s n o i t s e u Q

cannot be a ‘double’ gate is a ‘NOT’ gate can only be a ‘semi-gate’ cannot be a ‘NOT’ gate

The two most commonly used gates are: a. b. c. d.

12.

can only be used as an amplifier can be used as a demi-conductor to act as an automatic switch or an amplifier is an inverted silicon controlled rectifier can be used as a semiconductor to act as an automatic switch or an amplifier

A gate with only one input and one output: a. b. c. d.

11.. 11

logic ‘1’ at ‘X’ and logic ‘0’ at ‘Y’ logic ‘0’ at ‘X’ and logic ‘1’ at ‘Y’ logic ‘1’ at ‘X’ and logic ‘1’ at ‘Y’ logic ‘0’ at ‘X’ and logic ‘0’ at ‘Y’

A transistor: a. b. c. d.

10.

28 V

A transistor: a. b. c. d.

9.

an inverter an ‘AND’ gate an ‘EXCLUSIVE NOR’ gate an ‘OR’ gate

To obtain logic ‘0’ at output ‘Z’ there must be: a. b. c. d.

8.

17

‘NOT’ and ‘NOR’ ‘OR’ and ‘EXCLUSIVE AND’ ‘AND’ and ‘OR’ ‘AND’ and ‘NAND’

Truth tables illustrate the relations relationship hip between: a. b. c. d.

inputs and outputs integrated gates or trouble shooting integrated the sequence o operation o the gates electronic and electrical circuits

271

17

Questions 13.

The output expression or this type o gate is: a. b. c. d.

14.

In order to energize the relay shown in this circuit, the logic state at the inputs must be: a. b. c. d.

15.

Q u e s t i o n s

272

logic ‘0’ at points ‘A’ and ‘B’ logic ‘0’ at point ‘A’ and logic ‘1’ at point ‘B’ logic ‘1’ at points ‘A’ and ‘B’ always identical at points ‘A’ and ‘B’

The type o logic gate represente represented d by this diagram is: a. b. c. d.

1 7

‘AND’ ‘EXCLUSIVE NOR’ ‘EXCLUSIVE OR’ ‘EXCLUSIVE NOT’

‘OR’ ‘NAND’ ‘AND’ ‘NOT’

Questions

17

7 1

s n o i t s e u Q

273

17

Answers

Answers

1 7

A n s w e r s

274

1 b

2 a

3 c

13 c

14 c

15 d

4 a

5 c

6 d

7 c

8 d

9 a

10 b

11 c

12 a

Chapter

18 Index

275

18

Index A Actuators . . . . . . . . . . . . . . . . . . . . . . . . . 110 Alkaline Battery . . . . . . . . . . . . . . . . . . . . . 58 ALL or NOTHING Ga Gate . . . . . . . . . . . . . . . 264 Alternate Ac Action . . . . . . . . . . . . . . . . . . . . . 29 Alternator Cooling . . . . . . . . . . . . . . . . . . 201 Alternators . . . . . . . . . . . . . . . . . . . . . . . . . 91 Aluminium . . . . . . . . . . . . . . . . . . . . . . . . 254 Ammeter. . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 Ampere Hours (Ah) . . . . . . . . . . . . . . . . . . 54 Amperes . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 Amps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 AND Gate . . . . . . . . . . . . . . . . . . . . . . . . . 264 Antimony . . . . . . . . . . . . . . . . . . . . . . . . . 253 ANY or ALL Gate . . . . . . . . . . . . . . . . . . . 265 Appar are ent Po Power (V (VA or or kV kVA) . . . . . . . . . 175 Armature . . . . . . . . . . . . . . . . . . . . . . . . . . 85 Arsenic . . . . . . . . . . . . . . . . . . . . . . . . . . . 253 Autotransormers. . . . . . . . . . . . . . . . . . . 232 Auxiliary Power Unit . . . . . . . . . . . . . . . . 204

B

1 8

I n d e x

276

CIVIL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 173 C o l l e c t o r . . . . . . . . . . . . . . . . . . . . . . . . . . 258 Commutator Ripple . . . . . . . . . . . . . . . . . . 88 Conductors . . . . . . . . . . . . . . . . . . . . . . . . . . 3 Cons Co nsta tant nt Spe Speed ed Dri Drive ve Uni Unitt (CSD (CSDU) U) . . . . . 195 Conventional Flow . . . . . . . . . . . . . . . . . . . . 4 Corkscrew Rule . . . . . . . . . . . . . . . . . . . . . . 74 Current . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 Current Limiters . . . . . . . . . . . . . . . . . . . . . 39 Cycle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 163

D Delta . . . . . . . . . . . . . . . . . . . . . . . . . 190, 192 Dielectric . . . . . . . . . . . . . . . . . . . . . . . . . . . 41 Differential Fa Fault . . . . . . . . . . . . . . . . . . . 202 Dipole . . . . . . . . . . . . . . . . . . . . . . . . . . . . 121 Dog Clutch . . . . . . . . . . . . . . . . . . . . . . . . 196 Doping . . . . . . . . . . . . . . . . . . . . . . . . . . . 252 Drive Di Disconnect Un Unit . . . . . . . . . . . . . . . 196 Dummy Fuses . . . . . . . . . . . . . . . . . . . . . . . 39

E

Back EMF . . . . . . . . . . . . . . . . . . . . . . . . . . 85 Back EMF . . . . . . . . . . . . . . . . . . . . . . . . . 107 Base . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 258 Batteries . . . . . . . . . . . . . . . . . . . . . . . . . . . 53 Bimetallic Switch . . . . . . . . . . . . . . . . . . . . 30 Binary Logic . . . . . . . . . . . . . . . . . . . . . . . 263 Bipolar. . . . . . . . . . . . . . . . . . . . . . . . . . . . 257 Bonding . . . . . . . . . . . . . . . . . . . . . . . . . . 145 Brushed Al Alternators . . . . . . . . . . . . . . . . . 193 Brushless Alternators . . . . . . . . . . . . . . . . 194 Bus Bar . . . . . . . . . . . . . . . . . . . . . . . . . . . . 95 Bus Bars. Bars. . . . . . . . . . . . . . . . . . . . . . . . . . . 128 Bus Ti Tie Br Breaker (B (BTB). . . . . . . . . . . . . . . . 199

Earth Return . . . . . . . . . . . . . . . . . . . . . . . 122 Electric Motors . . . . . . . . . . . . . . . . . . . . . 105 Electrodes . . . . . . . . . . . . . . . . . . . . . . . . . . 53 Electrolyte . . . . . . . . . . . . . . . . . . . . . . . . . . 53 Elect ctrromagnetic In Indi diccators . . . . . . . . . . . 115 Elect ctrromagnetic Induction . . . . . . . . . . . . 83 Electromotive Force (EMF) . . . . . . . . . . . . . 4 Electron Flow . . . . . . . . . . . . . . . . . . . . . . . . 4 Electrons . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 Electrostatic . . . . . . . . . . . . . . . . . . . . . . . 165 Emitter . . . . . . . . . . . . . . . . . . . . . . . . . . . 258 Essential . . . . . . . . . . . . . . . . . . . . . . . . . . 129 Exciter Co Control Re Relay . . . . . . . . . . . . . . . . 204 EXCLUSIVE OR OR Ga Gate . . . . . . . . . . . . . . . . . 269

C

F

C a p a c i t a n c e . . . . . . . . . . . . . . . . . . . . . . . 165 Capacitance . . . . . . . . . . . . . . . . . . . . 42, 169 Capacitive Reactance . . . . . . . . . . . . . . . . 171 Capacitors . . . . . . . . . . . . . . . . . . . . . . . . . . 41 Carbon Pile . . . . . . . . . . . . . . . . . . . . . . . . . 93 Cartridge Fuse . . . . . . . . . . . . . . . . . . . . . . 37 Centre Ze Zero Am Ammeter . . . . . . . . . . . . . . . 126 Centriugal Switches . . . . . . . . . . . . . . . . . 33 Changeover Relay . . . . . . . . . . . . . . . . . . 221 Charging Current . . . . . . . . . . . . . . . . . . . . 54 Chemical Energy . . . . . . . . . . . . . . . . . . . . . 53 Circuit Breakers. Breakers. . . . . . . . . . . . . . . . . . . . . . 40 Circuit Protection Devices . . . . . . . . . . . . . 37

FARAD. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42 Faraday’s La Law . . . . . . . . . . . . . . . . . . . . . . . 85 Field . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 85 Flashing the field . . . . . . . . . . . . . . . . . . . . 90 Fleming’s Le Lef Ha Hand Ru Rule . . . . . . . . . . . . . 105 Fleming’s Right Hand Rule . . . . . . . . . . . . 84 Flux . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 71 Four Wire Star . . . . . . . . . . . . . . . . . . . . . 191 Frequency . . . . . . . . . . . . . . . . . . . . . . . . . 164 Frequency Wild. Wild. . . . . . . . . . . . . . . . . . . . . 194 Full Wave Rectification . . . . . . . . . . . . . . 234 Fuses . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37

Index G Generrat Gene ator or Cir Circu cuit it Bre Break ake er (GCB (GCB)) . . . . . . . 199 Generator Control Relay . . . . . . . . . . . . . 204 Generator Cut-out . . . . . . . . . . . . . . . . . . 123 Generator Fi Field Re Relay . . . . . . . . . . . . . . . . 204 Germanium . . . . . . . . . . . . . . . . . . . . . . . . 253 Guarded Switches . . . . . . . . . . . . . . . . . . . 30

H Hal Wave Rectification . . . . . . . . . . . . . . 233 Henry . . . . . . . . . . . . . . . . . . . . . . . . . . . . 168 Her tz . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 164 High Ru Rupture Ca Capacity . . . . . . . . . . . . . . . . 39

I Indium . . . . . . . . . . . . . . . . . . . . . . . . . . . . 254 Impedance . . . . . . . . . . . . . . . . . . . . . . . . 172 inductance . . . . . . . . . . . . . . . . . . . . . . . . 165 Inductance . . . . . . . . . . . . . . . . . . . . . . . . 166 Induction Motor . . . . . . . . . . . . . . . . . . . . 243 Inductive Re Reactance. . . . . . . . . . . . . . . . . 169 Inductor . . . . . . . . . . . . . . . . . . . . . . . . . . 168 Insulators . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 Inte In tegr grat ated ed Driv Drive e Gene Genera rato torr (IDG) (IDG) . . . . . . 195 Integrated Dr Drive Un Unit (IDU). . . . . . . . . . . 195 Inver ters . . . . . . . . . . . . . . . . . . . . . . 124, 236

J Junction Diode . . . . . . . . . . . . . . . . . . . . . Junction Transistor . . . . . . . . . . . . . . . . . .

256 257

K Kilovolt . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 Kirchoff’s Laws . . . . . . . . . . . . . . . . . . . . . . 11

L Lead Ac Acid Ba Battery . . . . . . . . . . . . . . . . . . . . 55 Lenz’s Law . . . . . . . . . . . . . . . . . . . . . . . . . 85 Limit switches . . . . . . . . . . . . . . . . . . . . . . 111 Linear Ac Actuators . . . . . . . . . . . . . . . . . . . . 113 Load Meter . . . . . . . . . . . . . . . . . . . . . . . . 126 Load Sharin Sharing. g. . . . . . . . . . . . . . . . . . . . . . . . 95 Load Sh Shedding . . . . . . . . . . . . . . . . . 126 ,131 Logic Gates . . . . . . . . . . . . . . . . . . . . . . . . 263 Lorentz . . . . . . . . . . . . . . . . . . . . . . . . . . . . 77

M Magnetism . . . . . . . . . . . . . . . . . . . . . . . . . 71 Microamp . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 Microswitch . . . . . . . . . . . . . . . . . . . . . . . . 30

18

Microvolt. . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 Milliamp . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 Millivolt . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 Momentary Ac Action. . . . . . . . . . . . . . . . . . . 29

N NAND Ga Gate . . . . . . . . . . . . . . . . . . . . . . . . 267 Negative Io Ion . . . . . . . . . . . . . . . . . . . . . . . . . 3 Nega Ne gati tive ve Tem empe pera ratu ture re Co Coeffi effici cieent . . . . . . . 6 Nickel Cadmium . . . . . . . . . . . . . . . . . . . . . 58 Non-essential . . . . . . . . . . . . . . . . . . . . . . 129 Non-trip Fr Free Ci Circuit Br Break akeer . . . . . . . . . . . 40 NOR Gate . . . . . . . . . . . . . . . . . . . . . . . . . 268 N-Type Material . . . . . . . . . . . . . . . . . . . . 253 Nucleus . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3

O Off Load . . . . . . . . . . . . . . . . . . . . . . . . . . . 59 Ohm . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 Ohm’s Law . . . . . . . . . . . . . . . . . . . . . . . . . . 7 On Load . . . . . . . . . . . . . . . . . . . . . . . . . . . 55 OR Gate . . . . . . . . . . . . . . . . . . . . . . . . . . 265 Overv rvo oltage Pr Protect ctiion Un Unit . . . . . . . . . . 123

P Parallel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8 Permeability . . . . . . . . . . . . . . . . . . . . . . . . 73 Phase . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 163 P-N Junction . . . . . . . . . . . . . . . . . . . . . . . 255 Positive Ion . . . . . . . . . . . . . . . . . . . . . . . . . . 3 Pos osit itiv ive e Te Temp mpe erat atur ure e Coe Coeffic fficie ient nt . . . . . . . . 6 Potassium Hydroxide . . . . . . . . . . . . . . . . . 58 Potential Di Difference . . . . . . . . . . . . . . . . . . . 4 Power . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 Power Factor . . . . . . . . . . . . . . . . . . . . . . 177 Primary Ce Cell . . . . . . . . . . . . . . . . . . . . . . . . . 53 Primary Wi Winding . . . . . . . . . . . . . . . . . . . 231 Protons . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 Proximity Detectors . . . . . . . . . . . . . . . . . . 30 P-Type Material. . . . . . . . . . . . . . . . . . . . . 254

8 1

x e d n I

Q Quill Drive . . . . . . . . . . . . . . . . . . . . . . . . .

195

R Ram Air Turbine . . . . . . . . . . . . . . . . . . . . Reactive Load . . . . . . . . . . . . . . . . . . . . . . Reactive Load Sharing . . . . . . . . . . . . . . . Reactive Po Power . . . . . . . . . . . . . . . . . . . . . Reac acttiv ive e Pow Powe er (VAR (VAR or kV kVAR AR)) . . . . . . . . Real Load . . . . . . . . . . . . . . . . . . . . . . . . .

204 197 200 174 175 197

277

18

Index Real Load Sharing . . . . . . . . . . . . . . . . . . 199 Real Power . . . . . . . . . . . . . . . . . . . . . . . . 174 Recirculating Current . . . . . . . . . . . . . . . . . 95 Rectifier.. . . . . . . . . . . . . . . . . . . . . . . . . . . . 91 Rectifier Rectifiers . . . . . . . . . . . . . . . . . . . . . . . . . . 124 Relay . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 76 Resistance . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 Resonant . . . . . . . . . . . . . . . . . . . . . . . . . . 172 Rev ever erse se Cu Curr rren entt Circ Circui uitt Brea Breakker erss . . . . . . . . 41 Reverse Current Relay . . . . . . . . . . . . . . . 123 Root Me Mean Sq Square . . . . . . . . . . . . . . . . . . 164 Rotary Actuators . . . . . . . . . . . . . . . . . . . 112 Rotating Ar Armature . . . . . . . . . . . . . . . . . . 187 Rotating Field . . . . . . . . . . . . . . . . . . . . . . 188

S Screening . . . . . . . . . . . . . . . . . . . . . . . . . 145 Secondary Ce Cells . . . . . . . . . . . . . . . . . . . . . . 54 Secondary winding . . . . . . . . . . . . . . . . . 231 Sel-excited . . . . . . . . . . . . . . . . . . . . . . . . . 90 Sel-induction . . . . . . . . . . . . . . . . . . . . . . 168 S e m i c o n d u c t o r s . . . . . . . . . . . . . . . . . . . . 252 Series . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8 Series Wo Wound DC DC Ge Generator . . . . . . . . . . . 88 Series Wound Motors . . . . . . . . . . . . . . . 108 Shunt . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 89 Shunt Wo Wound DC DC Ge Generator . . . . . . . . . . . 89 Shunt Wound Motors . . . . . . . . . . . . . . . 108 Silicon . . . . . . . . . . . . . . . . . . . . . . . . . . . . 253 Single Pole . . . . . . . . . . . . . . . . . . . . . . . . 122 Slip Ri Rings . . . . . . . . . . . . . . . . . . . . . . . . . . . 85 Slip Speed . . . . . . . . . . . . . . . . . . . . . . . . . 244 Solenoid . . . . . . . . . . . . . . . . . . . . . . . . . . . 76 Spare Fuses . . . . . . . . . . . . . . . . . . . . . . . . . 38 Specific Gravity (SG) . . . . . . . . . . . . . . . . . . 55 Split Bus System . . . . . . . . . . . . . . . . . . . . 221 Split Field . . . . . . . . . . . . . . . . . . . . . . . . . 111 Split Ri Ring Co Commutator . . . . . . . . . . . . . . . 87 Squirrel Cage Rotor . . . . . . . . . . . . . . . . . 243 Star . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 190 Static Discharge . . . . . . . . . . . . . . . . . . . . 145 Static In Inver ter . . . . . . . . . . . . . . . . . . . . . . 205 Static Wicks . . . . . . . . . . . . . . . . . . . . . . . . 145 Step Down transormer . . . . . . . . . . . . . . 231 Step Up transormer . . . . . . . . . . . . . . . . 231 Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . 29 Switch Light . . . . . . . . . . . . . . . . . . . . . . . . 29 Synchronizing Bus Bar . . . . . . . . . . . . . . . 202 Synchronous Mo Motor . . . . . . . . . . . . . . . . . 241

1 8

I n d e x

278

T Thermal Runaway . . . . . . . . . . . . . . . . . . . 58 Three Phase Alternator . . . . . . . . . . . . . . 190 Time Sw Switches . . . . . . . . . . . . . . . . . . . . . . . 33 Toggle Switch . . . . . . . . . . . . . . . . . . . . . . . 29 Transormation Ratio . . . . . . . . . . . . . . . . 231 Transormer Rectifier Units (TRUs) . 187, 236 Transormers. . . . . . . . . . . . . . . . . . . . . . . 231 Trip Fr Free Ci Circuit Br Breaker. . . . . . . . . . . . . . . 41 True Power . . . . . . . . . . . . . . . . . . . . . . . . 174 Truth Tables . . . . . . . . . . . . . . . . . . . . . . . 263

U Unipole . . . . . . . . . . . . . . . . . . . . . . . . . . .

122

V vibrating contact . . . . . . . . . . . . . . . . . . . . 93 Vital . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 129 Voltage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 Voltage Regulator . . . . . . . . . . . . . . . . . . . 93 voltmeter . . . . . . . . . . . . . . . . . . . . . . . . . . . 5

W Wattull Po Power . . . . . . . . . . . . . . . . . . . . . 174 Watts. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7

Z Zener Diodes . . . . . . . . . . . . . . . . . . . . . .

233

1cae Oxford Aviation Academy Atpl Book 3 Electrics

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