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IDG- CSD's  
User currently offlineA/c train From United Kingdom, joined Jun 2001, 501 posts, RR: 4
Posted (13 years 3 months 1 week 3 days 22 hours ago) and read 2905 times:

I was learning about how the CSD manages to make the IDG give the constant output and was some what confused, I thought it was gear ratio's but it appears oil is used, someone explain this properly to me,
cheers guy's
A/c

3 replies: All unread, jump to last
 
User currently offlineVC-10 From United Kingdom, joined Oct 1999, 3701 posts, RR: 34
Reply 1, posted (13 years 3 months 1 week 3 days 21 hours ago) and read 2882 times:
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A CSD basically contains two swash plate hyd pumps, differential gearing & a regulation mechanism.

One pumps is driven by the engine gearbox which generates hyd pressure. This pressure is passed to the other pump which oprates as a motor being driven by the pressure. Now by controlling the swash plate angle you can control the to the output speed of the generator drive shaft.

CSD input speed varies between 3800 & 8700 rpm will the generator output shaft will be maintained at 8000 rpm.

Incidentally CSD's & IDG's are different componants. A CSD drives a seperate generator while an IDG is a CSD & generator combined.

A 1-11 had a different system called a CSDS, Constant Speed Drive & Starter which used an airbleed to control generator speed.


User currently offlineVC-10 From United Kingdom, joined Oct 1999, 3701 posts, RR: 34
Reply 2, posted (13 years 3 months 1 week 3 days 5 hours ago) and read 2859 times:
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The 1-11 system.

On the 1-11 the CSD had a Rootes blower or air pump.

To start the engine APU air was bled in to the pump which turned and through the CSD gearing turned the g/box and consequently the N2 section of the engine.

When the Gen came on line the air bleed was cut off and the CSD started functioning as a CSD. At Idle/low power an HP Compressor bleed fed the blower which acted as a motor and added speed to the CSD input shaft through an epicyclic g/box keeping the Gen on speed.

At cruise power and above the bleed air was shut off and the blower acted as a brake by drawing ambient air through what had been the HP air bleed exhuast and compressing it before discharging the air back over-board. In this way CSD input shaft speed was removed to maintain Gen shaft speed at 8000 rpm.

In the very early days of the 1-11 however they found the blower breaking up after a very short while in service. The problem it was found, was that while while at cruise the blower was drawing in air at substantially sub-zero temperatures then at Top of Descent when the engine was throttled back the CSD input speed from the engine g/box went from an overspeed situation, for the generator, to and underspeed situation. As mentioned previously in an u/speed condition HP bleed air is used to add the the CSD input shaft speed. So in this situation the poor old blower had been nicely cold soaked for a couple of hours at -30 then all of a sudden it gets a blast of air at about 200 degs C, well the steel rotors of the blower and the aluminuim caseing expanded at different rates and graunched the whole thing up.

The fix was to have a small HP compressor bleed in the ambient air inlet that just kept the blower warm enough to cope with the sudden temp change.


User currently offlineA/c train From United Kingdom, joined Jun 2001, 501 posts, RR: 4
Reply 3, posted (13 years 3 months 1 week 3 days 3 hours ago) and read 2857 times:

WOW! cheers for your help VC-10, im quite impressed!
regards
A/c


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