A320 pilot reported auto throttle problems and ELEC IDG 2 LOW OIL PRESS indication during departure. The flight crew returned to departure airport and landed.

Narrative

After departure from ZZZ; we experienced an uncommanded transition to thrust lock with the auto thrust. Although at approximately 7000 ft. MSL; managed speed displayed 313 kts. Inflight crew members would later advise that they lost power at the galley. A few moments later; the ECAM indicated ELEC IDG 2 LOW OIL PRESS. After accomplishing the ECAM actions and review of applicable QRH checklists I turned on the APU. We coordinated for holding with ZZZ and then contacted Dispatch and Maintenance Control. Maintenance Control advised that they had an MEL for the Integrated Drive Generator (IDG); however; I felt that flying with one generator across open water in a non-radar environment to ZZZZ was not a good idea. Also; with the APU as a second source of electrical power; I would have increased fuel consumption concerns. Lastly; I was concerned that other damage or oil from the IDG leaking could later present other problems later in the flight. I felt it was safer to have someone look it over on the ground.A [request for priority handling] was made and we performed an overweight landing at ZZZ. The Overweight Landing QRH was reviewed prior to commencing our approach. The landing was smooth with approximately 200 FPM at touchdown. Crash Fire Rescue inspected the engine upon landing and observed no evidence of leaks or damage. We returned to the gate. At the gate; I filled out the IDG discrepancy while several people were waiting to speak with me. Crew services called my First Officer regarding our duty day. I did not enter into the aircraft logbook that we had performed an overweight landing. I also could have entered more specific information regarding the malfunction that we had just experienced. After arriving at the gate; I had numerous parties engage offer help and support as well as asking operational questions. There was an immense amount of pressure from customers; gate agents and supervisors trying to mitigate the next operational obstacle. I became distracted from the logbook while engaging with people who had numerous questions. Next time following an unusual event such as this I will keep the cockpit door closed and review the next steps that I need to accomplish before making myself available to other parties.