D. C. Generators (Part Two)

in Aircraft Electrical System

Types of DC Generators

There are three types of DC generator: series wound, parallel (shunt) wound, and series-parallel (or compound wound). The appropriate generator is determined by the connections to the armature and field circuits with respect to the external circuit. The external circuit is the electrical load powered by the generator. In general, the external circuit is used for charging the aircraft battery and supplying power to all electrical equipment being used by the aircraft. As their names imply, windings in series have characteristics different from windings in parallel.


Series Wound DC Generators

The series generator contains a field winding connected in series with the external circuit. [Figure 9-49] Series generators have very poor voltage regulation under changing load, since the greater the current is through the field coils to the external circuit, the greater the induced EMF’s and the greater the output voltage is. When the aircraft electrical load is increased, the voltage increases; when the load is decreased, the voltage decreases.

Figure 9-49. Diagram of a series wound generator.

Figure 9-49. Diagram of a series wound generator.

Since the series wound generator has such poor voltage and current regulation, it is never employed as an airplane generator. Generators in airplanes have field windings, that are connected either in shunt or in compound formats.

Parallel (Shunt) Wound DC Generators

A generator having a field winding connected in parallel with the external circuit is called a shunt generator. [Figure 9-50] It should be noted that, in electrical terms, shunt means parallel. Therefore, this type of generator could be called either a shunt generator or a parallel generator.

Figure 9-50. Shunt wound generator.

Figure 9-50. Shunt wound generator.

In a shunt generator, any increase in load causes a decrease in the output voltage, and any decrease in load causes an increase output voltage. This occurs since the field winding is connected in parallel to the load and armature, and all the current flowing in the external circuit passes only through the armature winding (not the field).

As shown in Figure 9-50A, the output voltage of a shunt generator can be controlled by means of a rheostat inserted in series with the field windings. As the resistance of the field circuit is increased, the field current is reduced; consequently, the generated voltage is also reduced. As the field resistance is decreased, the field current increases and the generator output increases. In the actual aircraft, the field rheostat would be replaced with an automatic control device, such as a voltage regulator.

Compound Wound DC Generators

A compound wound generator employs two field windings one in series and another in parallel with the load. [Figure 9-51] This arrangement takes advantage of both the series and parallel characteristics described earlier. The output of a compound wound generator is relatively constant, even with changes in the load.

Figure 9-51. Compound wound generator.

Figure 9-51. Compound wound generator.

Generator Ratings

A DC generator is typically rated for its voltage and power output. Each generator is designed to operate at a specified voltage, approximately 14 or 28 volts. It should be noted that aircraft electrical systems are designed to operate at one of these two voltage values. The aircraft’s voltage depends on which battery is selected for that aircraft. Batteries are either 12 or 24 volts when fully charged. The generator selected must have a voltage output slightly higher than the battery voltage. Hence, the 14-or 28-volt rating is required for aircraft DC generators.

The power output of any generator is given as the maximum number of amperes the generator can safely supply. Generator rating and performance data are stamped on the nameplate attached to the generator. When replacing a generator, it is important to choose one of the proper ratings.

The rotation of generators is termed either clockwise or counterclockwise, as viewed from the driven end. The direction of rotation may also be stamped on the data plate. It is important that a generator with the correct rotation be used; otherwise, the polarity of the output voltage is reversed. The speed of an aircraft engine varies from idle rpm to takeoff rpm; however, during the major portion of a flight, it is at a constant cruising speed. The generator drive is usually geared to turn the generator between 11⁄8 and 11⁄2 times the engine crankshaft speed. Most aircraft generators have a speed at which they begin to produce their normal voltage. Called the “coming in” speed, it is usually about 1,500 rpm.

DC Generator Maintenance

The following information about the inspection and maintenance of DC generator systems is general in nature because of the large number of differing aircraft generator systems. These procedures are for familiarization only. Always follow the applicable manufacturer’s instructions for a given generator system. In general, the inspection of the generator installed in the aircraft should include the following items:

  1. Security of generator mounting.
  2. Condition of electrical connections.
  3. Dirt and oil in the generator. If oil is present, check engine oil seals. Blow out any dirt with compressed air.
  4. Condition of generator brushes.
  5. Generator operation.
  6. Voltage regulator operation.

Sparking of brushes quickly reduces the effective brush area in contact with the commutator bars. The degree of such sparking should be determined. Excessive wear warrants a detailed inspection and possible replacement of various components. [Figure 9-52]

Figure 9-52. Wear areas of commutator and brushes.

Figure 9-52. Wear areas of commutator and brushes.

Manufacturers usually recommend the following procedures to seat brushes that do not make good contact with slip rings or commutators. Lift the brush sufficiently to permit the insertion of a strip of extra-fine 000 (triple aught) grit, or finer, sandpaper under the brush, rough side towards the carbon brush. [Figure 9-53]

Figure 9-53. Seating brushes with sandpaper.

Figure 9-53. Seating brushes with sandpaper.

Pull the sandpaper in the direction of armature rotation, being careful to keep the ends of the sandpaper as close to the slip ring or commutator surface as possible in order to avoid rounding the edges of the brush. When pulling the sandpaper back to the starting point, raise the brush so it does not ride on the sandpaper. Sand the brush only in the direction of rotation. Carbon dust resulting from brush sanding should be thoroughly cleaned from all parts of the generators after a sanding operation.

After the generator has run for a short period, brushes should be inspected to make sure that pieces of sand have not become embedded in the brush. Under no circumstances should emery cloth or similar abrasives be used for seating brushes (or smoothing commutators), since they contain conductive materials that cause arcing between brushes and commutator bars. It is important that the brush spring pressure be correct. Excessive pressure causes rapid wear of brushes. Too little pressure, however, allows bouncing of the brushes, resulting in burned and pitted surfaces. The pressure recommended by the manufacturer should be checked by the use of a spring scale graduated in ounces. Brush spring tension on some generators can be adjusted. A spring scale is used to measure the pressure that a brush exerts on the commutator.

Flexible low-resistance pigtails are provided on most heavy current carrying brushes, and their connections should be securely made and checked at frequent intervals. The pigtails should never be permitted to alter or restrict the free motion of the brush. The purpose of the pigtail is to conduct the current from the armature, through the brushes, to the external circuit of the generator.