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automatically power the Emergency buses, wing leading edge evacuation
lighting and external overwing evacuation lighting. Emergency batteries
No. 3 and 4 will automatically power the interior emergency lighting and
main entrance door emergency lighting (if the main entrance door is open).
This automatic powering of buses and components is predicated on the
EMERG POWER ARM switchlight, located on the cockpit overhead panel
(Figure 19), being selected to ARM. ARM selection is verified by the
switchlight’s 1NOT/2NOT/3NOT/4NOT amber legends being extinguished.
(The adjacent 1ON/2ON/3ON/4ON and 1OFF/2OFF/3OFF/4OFF amber
legends are also extinguished.) An impact switch will automatically activate
the emergency power system, regardless of any switchlight’s position,
when it senses a 2.5G or greater force.
Manual selection of the EMERG POWER ON switchlight will switch on the
emergency batteries at any time. ON selection is verified by the
switchlight’s 1ON/2ON/3ON/4ON amber legends being illuminated. Manual
selection of the EMERG POWER OFF switchlight will switch off the
emergency batteries, but the Essential DC bus must be powered during the
shutdown. OFF selection is verified by the switchlight’s 1OFF/2OFF/3OFF/
4OFF amber legends being illuminated.
When emergency battery temperature is below 60°F (16°C), trickle charge
mode is enabled and electric heaters warm the batteries. When battery
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temperature reaches 60°F (16°C), the heaters shut off automatically and
the main charge mode is enabled.
Emergency batteries No.1 and 2 are connected to Data Acquisition Units
(DAUs) No. 1 and 2, respectively. Emergency batteries No.3 and 4 are
connected to Fault Warning Computers (FWCs) No. 1 and 2, respectively.
If an emergency battery discharges completely, a blue E BATT 1-2-3-4
DISCH message is displayed on CAS. If an emergency battery fails, a blue
E BATT 1-2-3-4 FAIL message is displayed on CAS.
Two other emergency batteries are installed on the aircraft: IRS-1 and
IRS-2. They are located in the left and right avionics racks, respectively,
and are identical to the forward and aft emergency batteries. Each IRS
battery supplies power to the associated IRS and memory keep-alive for
the associated navigation computer.
A table listing the components powered by the emergency batteries is
shown in the Controls and Indications topic of this section.
I. DC Bus System:
DC power control and distribution to the DC buses takes place through the
EPMP, PDB and DCBPCU. The bus system then distributes power to the
various aircraft systems. The DC bus system consists of the Left Main DC
bus, Right Main DC bus and Essential DC bus.
Normal system load consists of the left converter powering the Left Main
and Essential DC buses, and the right converter powering the Right Main
DC bus. Transfer relays allow either the Left or Right Main DC bus to
receive power from either the left or right converters. In addition, either or
both main DC buses can receive power from the TRU or, if on the ground,
external DC power. The Essential DC bus in turn can receive power from
either of the main DC buses, the Battery Tie bus or the TRU.
An automatic switching and priority system selects and connects the DC
buses to the appropriate power source in a set order. If more than one
power source is available, the system automatically assigns power to the:
(1) Left Main DC bus from:
(a) Left converter
(b) TRU or external DC power
(c) Right converter
(2) Right Main DC bus from:
(a) Right converter
(b) TRU or external DC power
(c) Left converter
(3) Essential DC bus from:
(a) Left Main DC bus
(b) Right Main DC bus
(c) Batteries
Circuit breakers and overload sensors protect the DC bus distribution
system from shorts and overloads. If a circuit breaker’s rated amperage is
exceeded, the circuit breaker will automatically open to protect the
component. The circuit breakers may also be manually opened as
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necessary by the flight crew. Regardless of how circuit breakers are
opened, they must always be manually closed.
Overload sensors are used in large current applications to disconnect a
system when an overload condition exists. The sensors are operated
thermally and although the sensor itself is self-resetting, the circuit
breakers that the sensors may open as a result of overload must be
manually closed.
J. Ground Service Bus (SN 1455 and Subsequent):
　
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