Ata 24 B757

ATA 24
REVISION 2 SEPTEMBER 2011 Page 531 of 1173 FOR TRAINING PURPOSES ONLY
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REVISION 2 SEPTEMBER 2011
Page 532 of 1173
FOR TRAINING PURPOSES ONLY
757 TRAINING MANUAL ELECTRICAL POWER -- INTRODUCTION

General The electrical power system makes, supplies, and controls electrical power to the airplane. The system has these subsystems: External power Generator drive system AC generation AC electrical load distribution DC generation. EPC ESDS ETOPS FLT F/O GCB GCR GCU gen GH GHR gnd GSSR GSTR hdlg IDG ILS INST I/O ISLN LRM LRU PFC PMG POR PRI PSA PSU pwr external power contactor electro-static discharge sensitive extended twin operations flight first officer generator circuit breaker generator control relay generator control unit generator ground handling ground handling relay ground ground service select relay ground service transfer relay handling integrated drive generator instrument landing system instrument input/output isolation line replaceable module line replaceable unit primary flight computer permanent magnet generator point of regulation primary power supply assembly power supply unit power
Abbreviations and Acronyms AFDS APB auto avail bat BPCU BTB CCB CPT CPU CSD ctrl disc EEC ELCU EMI EP autopilot flight director system auxiliary power breaker automatic available battery bus power control unit bus tie breaker converter circuit breaker captain central processing unit constant speed drive control disconnect electronic engine control electrical load control unit electro-magnetic interference external power
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757 TRAINING MANUAL ELECTRICAL POWER -- INTRODUCTION

QAD RAT rly sec stby svc TBB TRU UB util xfr quick attach/detach ram air turbine relay secondary standby service transfer bus breaker transformer rectifier unit utility bus utility transfer
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757 TRAINING MANUAL
EXTERNAL POWER GENERATOR DRIVE AC GENERATION DC GENERATION
AC ELECTRICAL LOAD DISTRIBUTION
ELECTRICAL POWER - INTRODUCTION
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757 TRAINING MANUAL ELECTRICAL POWER -- GENERAL DESCRIPTION - POWER AND CONTROL
General The electrical power system supplies AC and DC power to airplane systems. The power sources can not be put in parallel. These are the major components of the AC system: Generator control unit (GCU) (3) Bus power control unit (BPCU) Power panels in the main equipment center. DC Electrical Power AC/DC conversion produces normal airplane DC power. Battery systems provide alternate DC and standby power. These are the major components of the DC system: Main battery Battery charger Main transformer rectifier unit (TRU) (2) Static inverter Ground Handling TRU.
AC Electrical Power For airplane ground operations, AC power comes from one of these sources: External power panel Auxiliary power unit (APU) generator.
The APU battery and battery charger are in the aft equipment center. They are components of the APU DC system. APU Transformer Rectifier Unit (TRU) The APU TRU supplies DC power to start the APU when the right main bus has power. System Control Electrical system control panels allow manual or automatic source selection.
For in-flight operations, power comes from an integrated drive generator (IDG) on each engine or from the APU generator. A hydraulic motor generator (HMG) system operates as a back-up source if there is a loss of all main electrical power. The HMG does not have a time limit for operation.
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757 TRAINING MANUAL
L TRU BPCU GROUND CART R TRU

APU GEN EXT PWR BUS TIE AUTO ISLN L BUS BUS OFF UTILITY BUS R L ON OFF ON OFF R GEN CONT O F ON F O F ON F ON AVAIL AUTO ISLN R BUS BUS OFF BUS TIE
D C B U S E S GH TRU
APU GCU
APU GENERATOR
A C B U S E S
L GEN CONT O F ON F
GEN DRIVE DISC L R
DRIVE
DRIVE
P5 R GCU R IDG
APU TRU APU BATTERY
A P U B A T T E R Y B U S E S HMG TRU
APU STARTER STBY AC STATIC INVERTER
MAIN BATTERY L GCU L IDG X F E R B U S HMG GCU HMG MAIN/APU BATTERY CHARGERS
CENTER AC
STBY DC
CENTER DC
ELECTRICAL POWER - GENERAL DESCRIPTION - POWER AND CONTROL
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757 TRAINING MANUAL ELECTRICAL POWER -- GENERAL DESCRIPTION - DISTRIBUTION

General Electrical power comes through the ac and dc distribution systems. The ac distribution system has these buses: Left and right ac buses Ground handling bus Ground service bus Flight instrument transfer buses Left and right transfer buses Center ac bus AC standby bus Utility buses. The IDG connects to its bus through the closed generator circuit breaker (GCB). The power output of the APU generator or external power cart can also connect to the ac buses through the closed auxiliary power breaker (APB) or external power contactor (EPC). The operation of the related bus tie breaker (BTB) prevents parallel operation of the IDGs or two sources on the main buses. Ground Handling Bus The ground handling bus gets power from the APU generator or external power through the ground handling relay (GHR). The bus gets power when external power or APU power is available. If APU and external power are available, external power supplies power to the bus. The ground handling bus does not have power in flight. Ground Service Bus The ground service bus gets power from the right main ac bus when the right bus has power. If the right bus is off, the ground service bus can get power from external power or the APU generator when you push the ground service switch. If external and APU power are available, external power supplies power to the bus. Flight Instrument Transfer Buses There are two transfer buses, the captain and the first officer. The captain transfer bus usually gets power from the left ac bus. If the left ac bus does not have power, the instrument transfer bus gets power from the
The dc distribution system has these buses: DC ground handling Left and right dc buses Center dc bus DC standby bus APU battery bus Battery bus Main hot battery bus.
Left and Right AC Buses The left and right ac buses get power from these sources: IDGs APU generator External power.
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right ac bus. The first officer transfer bus usually gets power from the right ac bus but changes to the left ac bus if there is a loss of right ac bus power. Left and Right Transfer Buses The left and right transfer buses usually get power from their main bus. The transfer buses get power from the hydraulic motor generator (HMG) if the two main ac buses have a power loss in flight or during a maintenance test of the HMG. Center AC Bus The center ac bus receives power from the left main bus. During autoland operations the center ac bus receives power from the static inverter. During autoland the static inverter receives power from the hot battery bus. This bus isolation makes sure the autopilots are on three isolated ac sources. AC Standby Bus The standby ac bus gets power from the left transfer bus but changes to the static inverter when these are all true: Left transfer bus does not have power Battery switch is on Standby power switch is in AUTO. The left dc bus supplies the center dc bus. During autoland operations the center bus receives power from the hot battery bus. This makes sure that the autopilots are on three isolated dc sources. Battery Bus The battery bus gets power from the left dc bus or the hot battery bus. The left dc bus supplies the battery bus. If the left dc bus has a power loss, the battery bus gets power from the hot battery bus. Utility Buses Two utility buses get power from their main ac bus through a utility bus relay (UBR). If the electrical load is more than the generation capacity, the UBRs open and remove utility loads from the generators. DC Ground Handling Bus The dc ground handling bus gets power from the ground handling TRU when the ac ground handling bus has power. Left and Right DC Buses Two TRUs supply power to the left and right dc buses. The dc tie relay isolates the dc buses. The dc tie relay is normally open but closes if there is a loss of dc power on the left or right dc bus. The dc tie relay opens when you open one of the BTB switches. Center DC Bus
To remove power from the standby bus, put the standby power switch to the OFF position.
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DC Standby Bus The dc standby bus usually gets power from the battery bus. If the standby power switch is in the OFF position, the dc standby bus has no power. Main Hot Battery Bus The main hot battery bus gets power from the main battery. When the ground service bus has power, the battery charger supplies power to the hot battery bus and charges the main battery. If the main ac buses have a power loss in flight, the HMG becomes the power source for the hot battery bus and the transfer buses. APU Battery Bus The APU battery bus gets power from the APU battery. When the ground service bus has power, the battery charger supplies power to the APU battery bus and charges the battery. APU Transformer Rectifier Unit (TRU) The APU TRU supplies dc power to start the APU when the right main bus has power. Operation During engine start when external or APU power supplies the load, the engine generator gives power to the correct load bus. When you manually select external power, it removes all other sources and supplies power. When the APU generator operates, and there is a failure of one of the IDGs, the APU generator automatically supplies power to the correct load. If external or APU generator power is not available, and there is a failure of an engine generator, the generator that stays on supplies power to the two main load buses. During autoland the center dc bus gets power from the hot battery bus, and the center ac bus gets power from the static inverter. The flight instrument transfer buses supply power to selected captain and first officer flight instruments. When the primary power source has a failure, there is an automatic selection of an alternative source.
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757 TRAINING MANUAL

APU GENERATOR
L IDG GCB
EXTERNAL POWER
R IDG GND SVCE SEL RLY GROUND HANDLING RELAY GND HDLG BUS GND POWER T-R UNIT
EPC BTB
APB BTB
GCB R AC BUS
L AC BUS L UTILITY BUS GALLEY POWER L TRANSFER BUS 1 CAPT FLT INSTR BUS 1 F/O FLT INSTR BUS 2 C AC BUS 1 AC STANDBY BUS L DC BUS 1 STATIC INVERTER BATTERY BUS DC STANDBY BUS C DC BUS HMG TRU 2 L/R TRANSFER BUSES CAPT FLT INSTR BUS HOT BATTERY BUS DC TIE CONTROL UNIT HOT BAT BUS 2 STATIC INVERTER 3 BATTERY BUS DC STANDBY BUS C DC BUS DC TIE RELAY R DC BUS
GND SVCE XFR RLY
L TRU
R TRU
R UTILITY BUS GALLEY POWER R TRANSFER BUS 1 CAPT FLT INSTR BUS 2 F/O FLT INSTR BUS 1
GND SERVICE BUS
MAIN BATTERY AND BATTERY CHARGER SYSTEM 1 2 3
APU BATTERY AND BATTERY CHARGER SYSTEM
HMG
NORMAL SOURCE ALTERNATE SOURCE ALTERNATE SOURCE FOR AC STANDBY AND C AC BUSES
ELECTRICAL POWER - GENERAL DESCRIPTION - DISTRIBUTION
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757 TRAINING MANUAL ELECTRICAL POWER -- COMPONENT LOCATION - AIRPLANE

General Most AC equipment is in the main equipment center. Most APU DC equipment is in the aft equipment center. Engines An integrated drive generator (IDG) is on each engine. An APU-driven generator is on the auxiliary power unit in the tail. Main Equipment Center These are the major AC components in the main equipment center: Three generator control units (GCUs) Bus power control unit (BPCU) Two main transformer rectifier units (TRU) Power panels. Aft Equipment Center The APU battery and battery charger, used with the APU DC system, are in the aft equipment center. External Power Panel (P30) The external power panel is on the right side near the nose landing gear. Flight Deck Electrical system control panels are on the P5 overhead panel. Left Wheel Well A hydraulic motor generator is in the left wheel well.
Forward Equipment Center The major DC system includes these components: Main battery Battery charger Static inverter.
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757 TRAINING MANUAL
INTEGRATED DRIVE GENERATOR
APU GENERATOR
EXTERNAL POWER PANEL
HYDRAULIC MOTOR GENERATOR
FORWARD EQUIPMENT CENTER - MAIN BATTERY - MAIN BATTERY CHARGER - STATIC INVERTER
FLIGHT COMPARTMENT - ELECTRICAL SYSTEM CONTROL PANEL - EICAS DISPLAY UNITS
MAIN EQUIPMENT CENTER - GENERATOR CONTROL UNITS (4) - BUS POWER CONTROL UNIT - POWER PANELS - TRANSFORMER RECTIFIER UNITS (2) - HMG TRANSFORMER RECTIFIER UNIT
AFT EQUIPMENT CENTER - APU BATTERY CHARGER - APU BATTERY - APU TRANSFORMER RECTIFIER UNIT
ELECTRICAL POWER - COMPONENT LOCATION - AIRPLANE
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757 TRAINING MANUAL ELECTRICAL POWER -- COMPONENT LOCATION - EQUIPMENT AREAS

Forward Equipment Area These components are in the forward equipment area: Main battery Main battery charger Static inverter.
Main Equipment Center These components are in the main equipment center: P31 - left IDG power panel P32 - right IDG power panel P34 - APU/EP power panel E1 - TRUs left/right/HMG P71 - HMG GCU and relays E5 - BPCU and GCUs (3) left/right/APU.
Aft Equipment Center These components are in the E6 aft equipment center: APU TRU APU battery APU battery charger.
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757 TRAINING MANUAL
MAIN BATTERY STATIC INVERTER APU BATTERY CHARGER MAIN BATTERY CHARGER P33 ACCESS R IDG POWER PANEL (P32) APU BATTERY APU TRU
L IDG POWER PANEL (P31) EP/APU POWER PANEL (P34) R TRU HMG TRU L TRU ACCESS E5
HMG GCU (P71)
E6 L GCU
E1
APU GCU R GCU BPCU
MAIN EQUIPMENT CENTER
ELECTRICAL POWER - COMPONENT LOCATION - EQUIPMENT AREAS
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757 TRAINING MANUAL ELECTRICAL POWER -- ELECTRICAL SYSTEM CONTROL PANEL

THIS PAGE INTENTIONALLY LEFT BLANK
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General The electrical panel is on the P5 overhead panel. The panel has three momentary-action switches and eight alternate-action switches. You use these to operate most of the electrical system. These are the momentaryaction switches: External power Drive disconnect (2). APU Generator Switch The APU generator switch arms the APU GCU to control APU generator electrical power. ON is a mechanical indication that shows the switch is in the latched-in position. OFF is an amber light that shows when the switch is out. If the APU is running, the light also comes on when the auxiliary power breaker (APB) opens when the external power contactor (EPC) is also open. The switch is usually on. Bus Tie Switches Each bus tie switch controls the operation of its related BTB. AUTO is a mechanical indication that shows the switch is in the latched-in position. ISLN is an amber light that shows when the switch is out and the BTB is open. The isolation (ISLN) light also comes on if the switch is in AUTO and the GCU opens the BTB for a fault. The switches are usually in AUTO. External Power Switch Battery Switch The battery switch connects the hot battery bus to the battery bus. ON is a mechanical indication. It shows that the switch is in the latched-in position. OFF is an amber light that shows when the switch is out and the airplane has ac power. The external power switch controls the operation of the external power contactor (EPC). AVAIL is a white light that shows good power quality at the ground power source. ON is a white light that shows a closed EPC. Generator Control Switches Each generator control switch arms its GCU to control IDG electrical power. ON is a mechanical indication that shows the switch is in the latched-in position.
These are the alternate-action switches: Battery APU generator Bus tie (2) Generator control (2) Utility bus (2).
The standby power has a three-position rotary switch. You use it to manually control standby power.
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OFF is an amber light that shows that the related generator circuit breaker (GCB) is open. The switches are usually on. Utility Bus Switches The latching utility bus switches allow manual control of the power to the utility and galley buses. The On legend shows the switch position and is hidden when the switch is unlatched. The amber OFF light is on if the associated utility bus relay is open. Drive Disconnect Switches The drive disconnect (DISC) switch removes gearbox power from the IDG. When you push the switch, the twopiece IDG input shaft moves apart. DRIVE is an amber light that shows that the related IDG has a fault. Plastic guards cover the drive disconnect switches to prevent accidental operation. Standby Power Switch The standby power switch has these three positions: OFF AUTO BAT. The automatic (AUTO) position lets the standby buses recieve power from their normal or backup sources. The switch is usually in AUTO. When ac power is on the airplane and the switch is in the battery position (BAT), the battery supplies power to the standby system. A circuit automatically does checks of the operation of the switching relays.
The off position turns the standby buses off.
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757 TRAINING MANUAL

BATTERY SWITCH MAIN BATTERY DISCHARGE LIGHT APU GENERATOR CONTROL SWITCH BAT
ON OFF MAIN BAT DISCH a
STBY POWER AUTO

w a
OFF
BAT
O F F
a
STANDBY POWER SELECTOR STANDBY POWER BUS OFF LIGHT APU BATTERY DISCHARGE LIGHT
APU BAT DISCH a
APU GEN EXT PWR BUS TIE

AUTO
w a
O F F
ON ON
a w
w w
BUS TIE
AUTO ISLN
w a
AVAIL
EXTERNAL POWER SWITCH
AC BUS TIE SWITCH
ISLN
L BUS AC BUS OFF LIGHT

BUS OFF
a
UTILITY BUS L R
ON OFF
w a
R BUS
w a
ON OFF
BUS OFF
L GEN CONT
O F F
GEN DRIVE DISC L R
R GEN CONT
O F F
UTILITY BUS SWITCH
ON
a w
ON
a w
GENERATOR CONTROL SWITCH
DRIVE
DRIVE
ELECTRICAL SYSTEM CONTROL PANEL (P5)
GENERATOR DRIVE DISCONNECT SWITCH
ELECTRICAL POWER - ELECTRICAL SYSTEM CONTROL PANEL
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757 TRAINING MANUAL ELECTRICAL POWER -- REFERENCE SCHEMATIC

External Power This page is for reference.
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757 TRAINING MANUAL

EXTERNAL POWER APU GEN
L IDG GENERATOR CONTROL UNIT BUS POWER CONTROL UNIT EPC APB AUX PWR GENERATOR CONT UNIT GCB
R IDG GENERATOR CONTROL UNIT K103 GROUND SVCE SELECT RELAY K101 GROUND HANDLING RELAY 115V AC GND HANDLING BUS BTB BTB R 115V AC BUS K119 UTILITY BUS RELAY L 115V AC UTIL BUS K120 UTILITY BUS RELAY R 115V AC UTIL BUS 115V AC CAPT FLT INSTR XFR BUS 28V AC BUS T-R UNIT T-R UNIT K102 GROUND SVCE XFR RLY 115V AC GND SERVICE BUS 28V AC GND SERVICE BUS GND SERVICE EXT BUS K622 LOAD SHED RELAY
BAT
ON
GCB
28V AC BUS
L 115V AC BUS
T-R UNIT
115V AC F/O FLT INSTR XFR BUS
INSTR BUS VOLTAGE SENSE UNIT
K863 L XFR BUS RELAY 28V AC BUS L XFER BUS
INSTR BUS VOLTAGE SENSE UNIT
K862 INSTR XFER BUS RLY
28V DC GND HANDLING BUS
K864 R XFER BUS RLY
AC STBY BUS
K105 AC STBY PWR RLY
28V AC BUS C 115V AC BUS K108 DC TIE RELAY
R XFER BUS
STBY POWER AUTO

w a
OFF
BAT
O F F
a
OFF MAIN BAT DISCH a
L 28V DC BUS K106 MAIN BAT XFR RLY STATIC INVERTER DC STBY BUS K109 STBY PWR RLY BAT BUS K104 MAIN BAT RLY HOT BAT BUS MAIN BATTERY K861 HYD GEN DC POWER RLY MAIN BAT CHARGER K115 MAIN BATTERY CHGR RELAY C6001 RCCB MAIN/APU BAT TIE C DC BUS K107 CENTER BUS XFR RLY DC TIE CONTROL UNIT HYD MOTOR GENERATOR HMG T-R UNIT
R 28V DC BUS
APU BAT DISCH a

O F F
a w a
ON ON
w
w w
K116 APU BAT CHGR RELAY
AVAIL
BUS TIE
AUTO ISLN
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AUTO ISLN
L BUS
UTILITY BUS R L
a
R BUS
w a
APU BAT CHARGER
APU T-R UNIT
BUS OFF
ON OFF
w a
ON OFF
BUS OFF
APU BAT BUS APU BATTERY K117 APU CRANK CONTACTOR TO APU STARTER MOTOR
L GEN CONT
O F F
a
GEN DRIVE DISC L R
R GEN CONT
O F F
a
ON
w
ON
w
DRIVE
DRIVE
ELECTRICAL SYSTEM CONTROL PANEL
ELECTRICAL POWER - REFERENCE SCHEMATIC
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757 TRAINING MANUAL ELECTRICAL POWER -- EXTERNAL POWER - INTRODUCTION

General The external power system controls the electrical power from ground power sources. The external power system has these electrical power system functions: Bus power control Ground handling power Ground service power Primary external power Secondary external power.
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757 TRAINING MANUAL
ELECTRICAL POWER - EXTERNAL POWER - INTRODUCTION
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757 TRAINING MANUAL ELECTRICAL POWER -- EXTERNAL POWER - GENERAL DESCRIPTION

General You use external power to supply the airplane with electrical power from a ground power source. You can supply the power directly to these electrical buses: Ground Handling Ground Service Main AC. connects external power to the ground handling AC bus. The ground handling TRU supplies DC power to the ground handling DC bus. The APU generator can also supply power to the ground handling AC bus. If external power and the APU generator are available, the BPCU selects external power for the ground handling AC bus. Ground Service Power External Power Panel The external power panel has one external power receptacle that has a continuous supply capacity of 90 kva. Control The BPCU controls these electrical control devices that connect external power to the airplane: External power contactor Ground handling relay Ground service transfer relay Ground service select relay. The BPCU selects one of these for the power source for the ground service bus. Right main AC bus when powered always has priority External Power APU generator.
If the right main AC bus has no power, you can use the ground service switch. When you push the switch, the BPCU connects external power or APU generator power directly to the ground service bus. If both sources are available, external power has priority. External Power When you push the external power switch, you connect external power to the main AC buses. The BPCU closes the EPC and the GCUs close the BTBs to connect the power. The BPCU closes the EPC and the GCU(s). Close the BTB(s) to connect power.
The GCUs control the BTBs to connect power between the main AC buses. Ground Handling Power When you supply power to the external power receptacle, the BPCU energizes the ground handling relay. This
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757 TRAINING MANUAL

AUTO ISLN
w a
O F F
ON
a w
ON
BUS TIE
AUTO ISLN
w a
AVAIL w
APU GEN P5 OVERHEAD PANEL
GROUND HANDLING RELAY EPC L BTB 115V AC BUS L R BTB 115V AC BUS R 115V AC GND HANDLING BUS GND SERV SELECT RELAY
GND SERV TRANSFER RELAY GND POWER T-R UNIT

GROUND SERVICE
115V AC GND SERVICE BUS
P21 FORWARD ATTEND PANEL
28V DC GND HANDLING BUS
ELECTRICAL POWER - EXTERNAL POWER - GENERAL DESCRIPTION
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757 TRAINING MANUAL ELECTRICAL POWER -- EXTERNAL POWER - COMPONENT LOCATIONS

General These are the components of the external power system: Current transformer assembly (CTA) External power contactor (EPC) Ground power transformer rectifier unit (TRU) Ground handling/ground service relays Bus power control unit (BPCU) Interlock fuses.
Purpose The CTA senses external power current flow for protection and load monitoring. The EPC is an electrically held three-phase contactor that controls use of external ground power. The ground power TRU changes 115v ac to 28v dc power. The ground handling/ground service relays are used to select ground handling and service bus power. The interlock fuses protect bus power control unit circuitry. Location All components are on or in the P34 APU/external power panel. The ground service transfer relay is in the P37 miscellaneous relay panel. The bus power control unit is in the E5 panel.
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757 TRAINING MANUAL
BUS POWER CONTROL UNIT MAIN EQUIPMENT CENTER
GROUND SERVICE SELECT RELAY
EXTERNAL POWER CONTACTOR
GROUND HANDLING RELAY L1 L2 GROUND SERVICE TRANSFER RELAY L3
FWD P34 APU/EXTERNAL POWER PANEL INBD GROUND POWER TRANSFORMER RECTIFIER UNIT
GROUND POWER CURRENT TRANSFORMER ASSEMBLY
ELECTRICAL POWER - EXTERNAL POWER - COMPONENT LOCATIONS
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757 TRAINING MANUAL ELECTRICAL POWER -- EXTERNAL POWER - GROUND SERVICE SWITCH
Ground Service Switch There is one momentary switch that lets the ground service bus get power directly from the APU generator or external power. Push the ground service switch to connect or disconnect the APU generator or external power if the right main ac bus is de-energized. A light in the switch comes on to show that the ground service bus has power directly from external or APU generator power.
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757 TRAINING MANUAL
THRESHOLD
WORK
GROUND SERVICE GROUND SERVICE ON LIGHT ON (WHITE) - GROUND SERVICE BUS GETS POWER DIRECTLY FROM EXTERNAL POWER OR THE APU GENERATOR. OFF - GROUND SERVICE BUS HAS NO POWER OR GETS POWER FROM THE RIGHT MAIN AC BUS.
P21 FORWARD ATTENDANT PANEL
ELECTRICAL POWER - EXTERNAL POWER - GROUND SERVICE SWITCH
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757 TRAINING MANUAL ELECTRICAL POWER -- EXTERNAL POWER - EXTERNAL POWER PANEL
Purpose The panel shows a connection for the ground power plug and indication lights. Location The panel is on the lower right side of the fuselage aft of the nose gear. Two latches are used to open/close. The forward end has two hinge assemblies. Physical Description/Features The external power receptacle support box contains a cable retainer. This retainer can be put up against the plug in the installed position. This holds the plug in. Cooling The equipment cooling placard defines instructions to properly cool equipment on the ground during hot weather conditions (more than 94F/34C) before application of external power.
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757 TRAINING MANUAL

NOT IN USE LIGHT EXTERNAL POWER RECEPTACLE AC CONNECTED LIGHT SUPPORT ROD (DOWN)
CABLE
INDICATION LIGHTS EXTERNAL POWER RECEPTACLE
EXTERNAL POWER PLUG
INBD
FWD
SUPPORT ROD (FOLDED)
CAUTION
FOR RAMP TEMP. 94 F (34 C) OR HIGHER AND AIR COND PACKS OFF LATCHES USE VENTILATION PROCEDURE IN
MM
21-58-00PG201
BEFORE APPLYING ELECTRICAL POWER P30 PANEL EQUIPMENT COOLING PLACARD
ELECTRICAL POWER - EXTERNAL POWER - EXTERNAL POWER PANEL
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757 TRAINING MANUAL ELECTRICAL POWER -- EXTERNAL POWER - BUS POWER CONTROL UNIT
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Purpose The bus power control unit (BPCU) controls these functions: Electrical system external power monitor and protection Load shedding Tie bus differential protection Autoland power transfer BITE. External power Airplane battery bus Right main DC bus.
Front panel circuit breakers (CB1 and CB2) are used to isolate power to external circuits. Operation The BPCU contains all of the circuitry necessary for these functions: External power monitor and protection Load shedding on the utility and galley buses Tie bus differential protection Control of the external power contactor, ground handling relay, and ground service relays.
Location The BPCU is in the main equipment center on the E5-3 shelf. Physical Description/Features The BPCU is in an ARINC 600 3 MCU enclosure and weighs 7.7 pounds. The BPCU is held in the tray with an extractor front hold down assembly. There is forced air cooling through the rack. The air goes into the BPCU through a matrix of small openings in the base and then through baffles in the chassis before it exits through holes in the cover. A BITE display panel and controls are on the front panel. Power The power to operate internal BPCU circuits, external contactors and relays is from these sources:
Built-in test equipment (BITE) circuitry is included to help on-aircraft fault isolation for external power. The BPCU uses a microprocessor system for control, protection, and BITE functions. The information to the microprocessor comes from peak sensing circuits that sense these conditions: External power voltage Current Frequency Phase.
These are the additional inputs:
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External power and ground service switch inputs External power contactor auxiliary contacts Generator control unit BITE information.
The switch, auxiliary contact, and voltage/current peaks are brought into the microprocessor system through input conditioning circuits. The microprocessor system supplies digital and analog outputs through output conditioning circuits. Digital data communication links between the BPCU and the three generator control units are in the BPCU. System status, control, and BITE information is exchanged on these serial data links.
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757 TRAINING MANUAL
28V DC BACKUP
POWER SUPPLY
READ ONLY MEMORY
115V AC POWER AIR/GND SWITCH AND CONTACT POSITION EXTERNAL POWER INTERLOCK CURRENT TRANSFORMER SENSING AUTOLAND POWER TRANSFER
INPUT CONDITIONING CIRCUITS
MICROPROCESSOR
OUTPUT CONDITIONING CIRCUITS
CB3
GROUND HANDLING RELAY GROUND SERVICE SELECT RELAY GROUND SERVICE TRANSFER RELAY EXTERNAL POWER CONTACTOR FLIGHT COMPARTMENT INDICATIONS ELECTRICAL LOAD CONTROL UNITS GALLEY LOAD RELAYS (OPTIONAL) UTILITY BUS RELAY
BUS POWER CONTROL UNIT
BITE INSTRUCTIONS BIT-PUSH TO TROUBLE SHOOT PERIODIC TEST-PUSH ONLY FOR SCHEDULED PERIODIC TEST
FAULT ISOLATION STORAGE (NVM)
BITE DISPLAY
SERIAL DATA LINK
RESET-CLEARS MEMORY VERIFICATION-REPAIR SYSTEM, PUSH RESET, RUN SYSTEM, PUSH BIT
DATA BUSES TO/FROM GCUS
PERIODIC
BIT
TEST
RESET
CB1
CB2
ELECTRICAL POWER - EXTERNAL POWER - BUS POWER CONTROL UNIT
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757 TRAINING MANUAL ELECTRICAL POWER -- EXTERNAL POWER - BPCU - FUNCTIONAL DESCRIPTION
General The BPCU monitors the quality of power applied. This makes sure that the equipment sensitive to voltage, frequency, and phase is not damaged. External Power Available The BPCU monitors external power for these conditions before it turns on the AVAIL, AC CONNECTED, or NOT IN USE lights: Overvoltage (OV) - Highest-phase voltage more than 130.75 +/- 1.75 volts Undervoltage (UV) - Three-phase average less than 104.5 +/- 1.5 volts Over/Under Frequency (OF/UF) - OF 427.5 +/- 2 Hz or UF 372.5 +/- 2.5 Hz A, B, and C phase rotation Interlock - Pins E and F connected. Internal Overvoltage Protection The BPCU internal circuits are protected from an external power overvoltage condition by an overvoltage protection circuit. If any phase is more than 150v ac, the overvoltage cutout relay in the BPCU is energized and removes power to the BPCU. If no backup DC power is available, the BPCU is not powered until the input voltage is less than 150v ac.
When the BPCU senses that external power meets the above requirements, it sends a 28v dc signal to the master dim and test (MD&T) circuit to turn on the AVAIL light. 28 volts goes to the AC CONNECTED and NOT IN USE lights at the external power receptacle. The NOT IN USE light power goes through the auxiliary contacts of the ground service relay and the external power contactor. When either of these relays are energized, the NOT IN USE light will be out.
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757 TRAINING MANUAL

A B C N E F EXT PWR RCPT (P30) AC TIE BUS K102 GND SVCE XFR (P37) EXT PWR
ON AVAIL
A B129 EP INTLK FUSE (P34) B130 EP INTLK FUSE (P34)
R EXT PWR HOT BUS WARN LIGHT (P34) K114 EXT PWR CONT (P34) W ON W AVAIL EXT PWR SW W W
MD&T TO GHR
BAT BUS BUS PWR CONT UNIT P6 MAIN PWR DIST R DC BUS BPCU SEC P11 OVHD CB PNL
CB3 TRU/POWER SUPPLY EP INTLK CKT FREQ CONV CKTS V PEAK HLDG CKTS OVER VOLTAGE CUTOUT DET PHASE SEQ DET INTLK UF OF
I N P U T I N T E F A C E
AVAIL LIGHT (MD&T)

EXTERNAL POWER
AC CONNECTED
UV OV PHASE SOFTWARE HARDWARE EXT PWR AVAIL TO GHR LOGIC GSR LOGIC EPC LOGIC
NOT IN USE
W L83 PWR NOT IN USE LT W L82 AC CONN LT P30 EXT PWR PNL
A EXT PWR BPCU P34 APU/ EXT POWER
ELECTRICAL POWER - EXTERNAL POWER - BPCU - FUNCTIONAL DESCRIPTION
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757 TRAINING MANUAL ELECTRICAL POWER -- EXTERNAL POWER - EXTERNAL POWER CONTACTOR CIRCUIT
General There is one external power contactor (EPC) to connect external power to the airplane. The contactor uses 28v dc to close and hold it closed. A loss of 28v dc opens the contactor. The contactor is in the P34 APU/EXTERNAL POWER panel. Control (close) External power has manual priority. When you push the momentary external power switch, a signal goes to the BPCU to close the external power contactor. When there is this signal and there is external power available and no external power faults, an external power request signal goes on a digital bus to the GCUs. After the GCUs receive this request, the GCUs open the respective GCB and or APB. The GCUs send a digital signal to the BPCU that shows the breaker position. This information is also monitored by discreet signals from auxiliary contacts to the BPCU. The BPCU uses this information to make sure that no other power source supplies power before it closes the EPC. Control (open) The EPC will open for any one of these conditions. External power fault. Any over current, differential fault, open phase, BPCU failure, voltage or frequency fault, sets a latch and opens the EPC. Cycling the EP switch resets this latch. Loss of external power available signal. EP switch pushed with the EPC closed. Power up. When the BPCU is first powered the latches are reset. Transfer to engine power. When the second GCB closes, the EPC opens.
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757 TRAINING MANUAL

EXTERNAL POWER
A1
CONNECTED NOT IN USE
A2 B2 C2
TO EXT PWR RECPTACLE GND SVCE XFR RLY
B1 C1
AC TIE BUS
EXT PWR ON LIGHT
EXT PWR RCPT
ON AVAIL EXT PWR
EXTERNAL POWER AVAIL SS R EXTERNAL PWR FAULTS Q S 28V DC S RESET Q SS R CB2 EXT PWR REQ TO GHR, GSTR, GSSR TRIP SIGNAL TO GCUS
EPC AND BREAKER DISCRETES R GCU
- EXTERNAL PWR FAULTS - LOSS OF EXT PWR AVAIL - EXT PWR SW PUSHED AND EPC CLSD - POWER UP - 2ND ENG START
APB OPEN BTB/GCB POS POWER BREAKER LOGIC L GCB OPEN L BTB OPEN R BTB OPEN R GCB OPEN
EXT PWR CONTACTOR
L GCU
BTB/GCB POS
APU GCU
APB POS BUS POWER CONTROL UNIT
ELECTRICAL POWER - EXTERNAL POWER - EXTERNAL POWER CONTACTOR CIRCUIT
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757 TRAINING MANUAL ELECTRICAL POWER -- EXTERNAL POWER - GROUND HANDLING SYSTEM - FUNCTIONAL DESCRIPTION
General The ground handling bus (GHB) is used for ground operations and can get power only on the ground. The bus gets power from external power or the APU generator. External power has priority if both are available. The BPCU controls the application of power to the GHB. External Ground Handling Power The BPCU energizes the GHR to the external power position when external power is available and there are no faults. The external power fault protection latch is reset to zero on initial BPCU power-up when there are no faults. When there are no faults and external power is available, the BPCU energizes the ground handling relay to select external power to supply power to the ground handling bus. If the fault protection module detects any one of these faults, the fault latch is set and external power is removed from the ground handling bus: Open phase (sensed by CT) Over current (sensed by CT) Differential fault (sensed by CT) Internal failure of BPCU Over/under frequency Over/under voltage. No faults Generator control relay (GCR) is closed APU speed is more than 95 percent. Cycle the GS switch on the ground Reset the external power plug Power up of the BPCU.
APU Ground Handling Power When the APU generator available and on ground is received by the BPCU over a digital data link from the APU GCU. The AVAIL signal shows these conditions:
When external power is not available and the APU generator power is available and on the ground, the BPCU energizes the ground handling relay to select APU power to supply power to the ground handling bus.
A reset can be done by one of these steps:
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757 TRAINING MANUAL

TO AVAIL LIGHT TO EXT PWR SWITCH CB1 CB3 CB2 POWER SUPPLY GND SERVICE SWITCH EXTERNAL POWER
EXT PWR AVAIL FAULT EXT PWR FAULTS S Q INTERLOCK EXT PWR RCPT (P30) POWER UP R K101 GND HDLG RLY (P34) AIR TO EPC, GSTR, GSSR GROUND HANDLING BUS
DATA LINK APU GEN CONTROL BUS POWER CONTROL UNIT
APU GEN AVAIL ON GROUND
GND K206 AIR/GND SYS 2 RELAY
APU GENERATOR
ELECTRICAL POWER - EXTERNAL POWER - GROUND HANDLING SYSTEM - FUNCTIONAL DESCRIPTION
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757 TRAINING MANUAL ELECTRICAL POWER -- EXTERNAL POWER - GROUND SERVICE SYSTEM - FUNCTIONAL DESCRIPTION
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General The ground service bus (GSB) is used for both ground and flight operation. These are the three possible power sources for the GSB: Right main AC bus External power APU generator. External Power For external power to supply power to the ground service bus, the BPCU does a check for these conditions: Ground service switch pushed External power available and no faults Right main bus does not have power. To determine this, the BPCU receives digital inputs from the GCUs and discretes from auxiliary contacts in the GCB and BTBs. Transfer relay not energized.
Components These are the components for the GSB: BPCU in the MEC Ground service switch at the flight attendant station, left door 1 One ground service transfer relay (GSTR). When it is energized, the relay gives a path for APU or external power to supply power to the GSB. When deenergized, the relay lets right main AC bus supply power to the GSB. One ground service select relay (GSSR). -
When the above conditions are true, the BPCU sets a latch that energizes the GSTR and turns on the light in the ground service switch. This latch is reset and the GSTR relay de-energized when one of these conditions occur: An external power fault occurs Right main bus has power Cycle the GS switch on the ground Loss of external power Power up the BPCU.
When de-energized, external power is selected. When energized, APU power is selected. Right Main AC Bus Power When the right main AC bus has power, the GSTR is deenergized. This lets the right main AC bus supply power to the GSB.
APU Power For APU power to supply power to the ground service bus, the BPCU does a check that these conditions are true:
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Ground service switch pushed or APU power available in air mode and no power on the right main bus. This logic lets the APU supply power to the ground service bus in flight if the right main bus is locked out. APU power available. Right main bus not powered. To find this, the BPCU receives digital inputs from the GCUs and discretes from auxiliary contacts in the GCB and BTBs. Transfer relay not energized.
When the above conditions are true, the BPCU sets a latch that energizes the GSTR and turns on the light in the ground service switch. This latch is reset and the GSTR relay de-energized when one of these conditions occur: Right main bus has power Cycle the GS switch on the ground Loss of APU available Power up of the BPCU.
To apply APU power to the GSB, the ground service select relay (GSSR) must also be energized. To do this, the BPCU does a check to see if external power is available.
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757 TRAINING MANUAL

AVAIL LIGHT
W L4 AC CONN LT
W L5 NOT IN USE
A GOOD QUALITY SS CB3 TO GHR (EXT) TO EPC, GHR (APU) 28V DC CB2 S R MAIN POWERED GSTR RLY ENERGIZED POWER BREAKER LOGIC Q R K102 GND SVCE XFER RLY (GSTR) (P37) EXT POWER APU OPEN A K114 EXT PWR CONTACTOR 115V AC GND SERVICE BUS
GS SW
GROUND MODE R MAIN POWERED APU PWR AVAIL
115V AC R MAIN BUS
EXT PWR AVAIL AND NO FAULTS EPC AND BREAKER DISCRETES R GCU L GCU BTB/GCB POS BTB/GCB POS
- RIGHT BUS HAS POWER - CYCLE GS SW ON GROUND - LOSS OF APU OR EXT POWER WHILE POWER TO GS BUS - POWER UP
APU GCU
APB POS
APU AVAILABLE EXT POWER AVAIL TRANSFER RELAY (GSTR)ENERGIZED SELECT RELAY (GSSR)ENERGIZED
K103 GND SVCE SEL RLY (GSSR) (P34)
ELECTRICAL POWER - EXTERNAL POWER - GROUND SERVICE SYSTEM - FUNCTIONAL DESCRIPTION
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757 TRAINING MANUAL ELECTRICAL POWER -- EXTERNAL POWER - PROTECTION

Operation The BPCU protective functions, monitor external power parameters (current, voltage, and frequency) as well as tie bus differential current. These monitored functions, with lockout signals from the GCUs, prevent or limit damage to the generating system, loads, and the external power sources from out-of-limits power quality or fault conditions. Inputs The BPCU receives three-phase ac power through circuit breaker, EXT PWR BPCU, to perform voltage, frequency, and phase sequence protective functions. Current transformer assemblies, L BUS TIE DPCT, R BUS TIE DPCT, and APU TIE BUS DPCT provide current flow information for tie bus differential fault protection sensing. The GND PWR current XFMR supplies current flow data to detect open phase, overcurrent, and overload faults. Protective Functions The phase sequence protection prevents EPC closure if the voltage phase sequence at the receptacle side of the EPC is not A-B-C. Phase A and B voltages are sensed to determine sequence. Tie bus differential protection isolates any short circuit fault on the external power feeder or tie bus with a minimum interruption of power. The tie bus differential protection trip times are carefully coordinated with the differential protection time delays in the generating channel. Overfrequency and underfrequency protection frequency information is sensed on phase A at the EP receptacle side of the EPC. Overcurrent protection operates with a current transformer on the EP receptacle side of the EPC. The BPCU monitors external power overload current with the ground power current transformer. If there is an external power source overload, the electrical load control units (ELCU) and utility bus relays (UBR) are shed in the sequence and after the time delays shown in load shedding section. Overvoltage protection determines if the highest phase of the three phase voltages at the EPC terminals is more than the limits. Undervoltage protection senses the average of the three phase voltages at the EPC terminals. External power overvoltage cutout protection operates to open an internal BPCU relay between the external power input and BPCU power supplies when there is an overvoltage condition.
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757 TRAINING MANUAL
PROTECTIVE FUNCTION PHASE SEQUENCE TIE BUS DIFFERENTIAL FAULT OVERFREQUENCY UNDERFREQUENCY
LIMITS PROPER SEQUENCE A, B, C 28 TO 35 AMP DIFFERENTIAL 425 TO 430 HZ (1 SEC TD) 370 TO 375 HZ (1 SEC TD) 347 TO 357 HZ (160 MSEC TD) 310 AMPERES/PHASE (INVERSE TIME DELAY) LOWEST PHASE LESS THAN 6| 5 AMPERES AND NEXT LOWEST PHASE MORE THAN 40 AMPS (4 SEC TD) HIGHEST PHASE MORE THAN 251 AMPERES (90 KVA) OR 310 AMPS (112.5 KVA) HIGHEST PHASE MORE THAN 129.5 TO 132V AC (INVERSE TIME DELAY) THREE-PHASE AVERAGE LESS THAN 103 TO 106 VOLTS AC (8 TO 10 SEC TD) HIGHEST PHASE MORE THAN 150 VOLTS AC (60 MSEC TD)
ACTION INHIBITS CLOSURE OF EPC, GHR AND GSTR TRIPS EPC TRIPS EPC, GHR AND GSTR TRIPS EPC, GHR AND GSTR
OVERCURRENT
TRIPS EPC, GHR AND GSTR
OPEN PHASE
OVERLOAD
SEE LOAD SHEDDING
OVERVOLTAGE
UNDERVOLTAGE OVERVOLTAGE CUTOUT
TRIPS EPC, GHR AND GSTR OPENS BPCU 3-PHASE TRANSFORMER PRIMARY
ELECTRICAL POWER - EXTERNAL POWER - PROTECTION
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757 TRAINING MANUAL ELECTRICAL POWER -- EXTERNAL POWER - FUNCTIONAL DESCRIPTION

General The BPCU controls external power on the airplane. You use the external power switch on the electrical panel to supply command signals to the BPCU. External Power When you apply power to the power receptacle, power is available at the EPC. When there is good power quality, the BPCU turns on the AVAIL light in the external power switch. When you push the external power switch, the BPCU energizes the EPC. This connects external power to the left and right main ac bus. When the EPC closes, the BPCU turns on the AVAIL light and turns on the ON light. The BPCU must keep control power on the EPC to keep it closed. If you push the external power switch again, the on command in the BPCU goes away. This removes power to the EPC and it opens. The ON light goes off and the AVAIL light comes on again.
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757 TRAINING MANUAL
AC TIE BUS GND HDLG BUS GND SVC BUS EPC RIGHT POWER PANEL
R PWR RECPT (P30)
EXT PWR ON AVAIL ELECTRICAL PANEL (P5) BPCU EPC CLOSED ON/OFF COMMAND GOOD POWER QUALITY
ON COMMAND PLUG CONNECTED GOOD POWER QUALITY NO OVERLOAD
CONTACTOR POSITION
ELECTRICAL POWER - EXTERNAL POWER - FUNCTIONAL DESCRIPTION
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757 TRAINING MANUAL ELECTRICAL POWER -- EXTERNAL POWER - OPERATION

General To apply external power to the electrical system, do these steps: Connect ground power plug Monitor indications Operate control switches. Push the battery switch on, and the standby switch to auto. Push the external power switch to apply ground power to the electrical system. When you supply power, the AVAIL lights stays on and the ON lights come on. Faults If there is a fault in the external power circuit, BPCU trips the EPC to protect the power source and loads. Use BITE interrogation on the BPCU to show the fault.
Placards inside the external power panel access door give specific information about connection of external power. Connect Ground Power Plug Connect the ground power plug. Put the correct hook around the power cord behind the plug and tighten the restraining strap. Turn on power at the power source. Observe Indications If the quality of the power to the receptacle is good, the two lights above the receptacle come on. When the lights above the receptacle are on, the ground handling buses have power. Operate Control Switches Push the ground service switch to apply power to the ground service bus. The light in the switch comes on when the ground service bus has power. The NOT IN USE light above the receptacle goes out when the ground service bus gets power.
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757 TRAINING MANUAL

NOT IN USE LIGHT AC CONNECTED LIGHT
EXTERNAL POWER SYSTEM OVER VOLTAGE
CB3
EXTERNAL POWER PLUG
GROUND SERVICE
w
GROUND SERVICE
PERIODIC
FORWARD ATTENDANT PANEL P30 APU GENERATOR CONT SWITCH AC BUS TIE SWITCH BUS TIE AUTO w ISLN a AC BUS OFF LIGHT L BUS BUS OFF
a
BIT TEST RESET
CB1
CB2
APU GEN EXT PWR O F Fa

ON w
BPCU BUS TIE AUTO w ISLN a EXTERNAL POWER SWITCH
ON
AVAILw
UTIL BUS L R
ON w a ON w a
R BUS BUS OFF
OFF
OFF
UTILITY BUS SWITCH
ELECTRICAL PANEL (P5)
ELECTRICAL POWER - EXTERNAL POWER - OPERATION
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BLANK PAGE
Page 582 of 1173
757 TRAINING MANUAL
AC ELEC LOAD DISTRIBUTION
ELECTRICAL POWER - GENERATOR DRIVE - INTRODUCTION
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757 TRAINING MANUAL ELECTRICAL POWER -- GENERATOR DRIVE - GENERAL DESCRIPTION

General Two integrated drive generators (IDGs) are primary power sources. The APU generator is the secondary power source. A heat exchanger removes heat from each IDG. Electrical Interfaces GCUs control the IDGs and the APU generator. Generator switches on the electrical panel control generator output. Lights on the electrical panel and EICAS messages show generator drive system information. The generator control unit (GCU) monitors the IDG output parameters and control switches to provide automatic control and protection functions for each channel. Each GCU automatically energizes and deenergizes the IDG when the engine starts and shuts down if the generator control switch is latched in. The GCU supplies voltage regulation control for the IDG and sends protective trip commands to the GCB. This prevents damage to loads and source equipment if the IDG voltage exceeds safe operating limits. The IDG generator output is connected to its main AC bus through the 3-phase main generator feeders and the left or right generator circuit breaker (GCB). Mechanical Interfaces Each engine mechanically turns its IDG. The IDGs change the mechanical power to constant-frequency AC electrical power. Drive disconnect switches on the electrical panel control the IDG disconnect operations.
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757 TRAINING MANUAL

INTERGRATED DRIVE GENERATOR
115V 400HZ
115V 400HZ
FAN AIR
LGCB
EPC LBTB
APB RGCB
IDG AIR/OIL HEAT EXCHANGER
RBTB
INTEGRATED DRIVE GENERATOR (IDG) 115V AC BUS L 115V AC BUS R
L GEN CONT O F F
GEN DRIVE DISC R L
R GEN CONT O F F
GENERATOR CONTROL UNIT EICAS COMPUTERS

ON
ON
DRIVE
DRIVE
ELEC SYS CONTROL PANEL (P5) OIL FLOW
ELECTRICAL POWER - GENERATOR DRIVE - GENERAL DESCRIPTION
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757 TRAINING MANUAL ELECTRICAL POWER -- GENERATOR DRIVE - COMPONENT LOCATION

General There is an integrated drive main gearbox of each engine. ac, 3-phase, 400 Hz power to external oil cooling circuit temperature. Location Each IDG is in the engine nacelle. The IDG attaches to the engine-driven gearbox by a quick-attach-detach (QAD) coupling. The IDG air/oil heat exchanger assembly is on the lower left side of each engine above the IDG. generator (IDG) on the The IDG supplies 115/200v a main AC bus. The maintains proper IDG oil
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757 TRAINING MANUAL
EICAS INDICATIONS AND MESSAGES

L GEN CONT
O F F
GEN DRIVE DISC R L
R GEN CONT
O F F
ON DRIVE
a
ON
DRIVE
ELEC SYSTEM CONTROL PANEL (P5)
IDG AIR/OIL HEAT EXCHANGER
INTEGRATED DRIVE GENERATOR
ELECTRICAL POWER - GENERATOR DRIVE - COMPONENT LOCATION
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757 TRAINING MANUAL ELECTRICAL POWER -- GENERATOR DRIVE - INTEGRATED DRIVE GENERATOR (IDG)
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General The integrated drive generator (IDG) consists of a constant speed drive (CSD) and a generator in the same housing. The generator produces 115/200v ac, three-phase, 400 Hz power. These components interface with the IDG: IDG terminal block Quick attach/detach (QAD) coupling Scavenge filter. Disconnect solenoid Internal current transformer assembly Exciter field.
All wiring between IDG components is in the IDG housing. A male spline on the IDG drive shaft provides the engine accessory gearbox connection. A shear section protects the gearbox. The disconnect reset ring allows ground only restoration of engine accessory gearbox and IDG input spline mechanical connection by reset of a springloaded split-nut pawl. The oil in and oil out ports provide the interface between IDG and external oil cooling system. Oil is drained from the IDG case by removal of the case drain plug. The pressure fill fitting connects to the pressure fill port to fill the IDG. The overflow drain connects to an internal standpipe and is used during servicing. The charge pressure test port provides a monitor point for charge pump pressure. The case thermal relief valve lets hot IDG oil drain overboard through a drain mast during overtemperature conditions.
Integrated Drive Generator The IDG housing is a two-piece magnesium casting with single bolted interface. The dry weight of the IDG is 117.7 pounds. Two electrical connectors interface with wiring for control, protection, and monitoring circuits. These components interface through connector A: Permanent magnet generator (PMG) Charge pressure switch Oil temperature bulbs.
These components interface through connector B: Input speed sensor
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The aspirated case vent lets the IDG pressurize its cavities and dry the oil at altitude. Any water that is in the oil is evaporated by internal heat and dry air flow. This prevents gelling of the oil and a possible blocked filter. The low oil level indicator is a prismatic light glass with a display section which provides an indication when the IDG oil is below the add level. The governor adjustment changes the IDG output frequency. IDG frequency is set before delivery of the unit. Periodic frequency adjustment is not a usual maintenance action. One turn changes the frequency 3 to 3.5 Hz, counterclockwise to increase and clockwise to decrease. Only a one-time adjustment after replacement is allowed. IDG Terminal Block The main generator stator 3-phase output and neutral output leads connect to a 4-stud terminal block. The studs are 3/8-inch diameter stainless steel. The neutral output is grounded to the upper strut structure. Scavenge Filter A non-bypass type filter on the discharge side of the scavenge pumps filters all oil that leaves the IDG. This blocks debris from the oil cooling heat exchangers. The scavenge filter contains a pop-up delta pressure indicator. A red button pops out when the pressure gets to 60 psid. The differential pressure indicator is locked out at temperatures less than 145F (63C) to prevent nuisance trips.
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757 TRAINING MANUAL

ASPIRATED CASE VENT ELECTRICAL CONNECTOR B OIL IN GOVERNOR ADJUSTMENT PRESSURE FILL VALVE OVERFLOW DRAIN VALVE OIL OUT
CASE THERMAL RELIEF VALVE IDG TERMINAL BLOCK GENERATOR TERMINAL COVER
LOW OIL LEVER INDICATOR CASE DRAIN SCAVENGE FILTER POP-UP DELTA P IND (ACTIVATED)
RIGHT SIDE
SPLINE DRIVE SHAFT SHEAR SECT
FWD DISCONNECT RESET RING LEFT SIDE
ELECTRICAL CONNECTOR A
ELECTRICAL POWER - GENERATOR DRIVE - INTEGRATED DRIVE GENERATOR (IDG)
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757 TRAINING MANUAL ELECTRICAL POWER -- GENERATOR DRIVE - IDG - OIL FUNCTIONAL DESCRIPTION
General The IDG has a constant speed drive and a generator in the same housing. The IDG input shaft gets variable speed engine shaft power. The constant speed drive section changes the variable speed of the gearbox drive shaft to constant speed for generator drive shaft input. This gives the necessary frequency for the generator output. Charge Pump and Charge Pressure Relief Valve The charge pump is a gear-driven, positive displacement, vane pump driven at constant speed from the output ring gear of the differential. The pump supplies pressurized oil for these functions: Governor control Hydraulic unit control Lubrication and cooling Pressure annunciation. The charge pressure is 250 psi which is controlled by the spring-loaded charge pressure relief valve. This valve operates between 240-280 psi. Charge Pressure Switch When charge pressure is less than 140 psi, the pressure switch signals the generator control unit (GCU). The GCU turns on the amber DRIVE light on the generator drive disconnect switch and signals the EICAS computers to show the message, L GEN DRIVE with the engine running. Aspirated Case Vent The aspirated case vent valve removes moisture from the IDG. This decreases oil deterioration and acid buildup. Outside air enters through the vent valve and exhausts overboard through the air/oil separator in the input shaft. Deaerator Oil is sprayed from the rotor shaft through calibrated nozzles that cool these components: AC stator Exciter stator Exciter armature. Oil and air that enters the IDG from the external system goes through the high-speed, mechanically-driven deaerator which forces oil to the inlet of the charge pump at all attitudes. The deaerator is driven at constant speed from the output ring gear of the differential.
The diodes are spray oil cooled.
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Governor The governor is a spring-biased flyweight operated hydraulic control valve (pressure regulator). The governor shaft is driven through idler gears from the output ring gear of the differential. Charge pressure is used by the governor as supply pressure. A return port to the sump, with a regulated control pressure port, enables the governor to function as a three-port pressure regulator. Deviations from correct output drive speed causes the governor to raise or lower control pressure to the control piston. Scavenge Pump The scavenge pump is a gear-driven, positive displacement, vane pump driven from the output ring gear of the differential. The scavenge pump picks up oil used for lubrication and cooling and oil from internal leakage and pumps it through the external oil circuit. Scavenge Pump Pressure Relief Valve The scavenge pressure relief valve supplies protection for the scavenge filter and scavenge pump from overpressure under abnormal conditions of extreme cold or nearly plugged scavenge filter. The relief valve operates at 350 psi. Scavenge Filter and Delta Pressure Indicator The scavenge filter is a non-bypass type filter on the discharge side of the scavenge pump that filters all oil flow from the IDG. The filtration rating is 20/40 microns. The delta pressure indicator is a pop-up type indicator. A red button pops out near the filter housing when pressure drop is 60 psid. This shows that the filter element is nearly blocked and should be replaced. A temperature lockout feature, in the indicator, uses a bi-metal element to prevent false pressure differential indication at start-up with cold oil. The lock out temperature is less than 145F (63C). External Oil Circuit Bypass Valve The external oil circuit bypass valve limits pressure to the oil cooler due to a clogged oil cooler or cold oil at start-up. The valve opens if the pressure drop across the external circuit is 250 psi and bypasses oil flow in parallel with the external circuit. IDG Hydraulic Speed Control The constant speed drive of the IDG adds or subtracts from the variable engine input speed through controlled differential action to give a constant output speed of 12,000 rpm. No electrical speed trim is given. These are the three operational phases: Overdrive
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Underdrive Straight through drive.
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757 TRAINING MANUAL

CHARGE PRESS SWITCH OUTPUT TO GCU FROM HEAT EXCHANGERS INLET OIL TEMP SENSOR OUTPUT TO CGU TWIN HYDRAULIC LOG
ASPIRATED CASE VENT
P 140 PSI GOVERNOR TO CHARGE SUMP PRESS RELIEF VALVE TO SUMP AIR EXHAUST DE-AERATOR
CHARGE PRESS SWITCH
OIL IN
AIR AIR/OIL SEPARATOR
AIR OIL
CHARGE PUMP
AIR
EXTERNAL OIL CIRCUIT BYPASS VALVE
IDG PRESSURE FILL PORT INPUT TO ACCESSORY SHEAR SECTION GEARBOX SCAVENGE PRESS RELIEF VALVE LEGEND INLET SUPPLY CHARGE CONTROL SCAVENGE INTERGRATED DRIVE GENERATOR (L ENG/R ENG) SUMP
OUTPUT
INPUT
TRIM
DELTA PRESS IND OUTLET OIL TEMP SENSOR OUTPUT TO CGU OIL OUT TO HEAT EXCHANGERS
SCAVENGE PUMP
GENERATOR COOLANT GENERATOR SCAVENGE FILTER
ELECTRICAL POWER - GENERATOR DRIVE - IDG - OIL FUNCTIONAL DESCRIPTION
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757 TRAINING MANUAL ELECTRICAL POWER -- GENERATOR DRIVE - IDG - GENERATOR FUNCTIONAL DESCRIPTION
General The IDG has a constant speed drive and a generator in the same housing. The IDG input shaft receives variable speed engine shaft power. The constant speed drive section changes the variable speed of the gearbox drive shaft to constant speed for generator drive shaft input. This supplies the constant frequency for the generator output. Operation The gearbox input speed is 4500 to 9075 RPM and the generator output speed is 12,000 RPM. Constant generator speed is maintained mechanically without electrical trim adjustment. The generator section is a spray oil cooled, brushless, rotating rectifier-type which includes a permanent magnet generator (PMG) that gives self-sustaining power for start-up, control, and protection of the generating channel. Input Speed Sensor The input speed sensor is a magnetic pickup device that senses engine input speed through rotation of the input interconnect shaft. The attraction between the magnet and the teeth of the input interconnect shaft induces a current in the lead and coil assembly. This induced current signal goes to the generator control unit (GCU). When the input speed is less than 4300 +/- 30 rpm, the GCU signals the generator circuit breaker to open.
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757 TRAINING MANUAL
TO CSD
INPUT SPEED SENSOR
OUTPUT PMG OUTPUT TO GCU TO GCU SPEED SENSOR OUTPUT MAIN EXCITER INPUT FROM GCU MAIN EXCITER MAIN GEN PHASE A DIFFERENTIAL PROTECTION CT OUTPUT TO GCU
PERMANENT MAGNET GENERATOR
PHASE B CURRENT TRANSFORMERS PHASE C NEUTRAL TERMINAL BLOCK
MAIN GENERATOR OUTPUT TO GCB
ELECTRICAL POWER - GENERATOR DRIVE - IDG - GENERATOR FUNCTIONAL DESCRIPTION
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757 TRAINING MANUAL ELECTRICAL POWER -- GENERATOR DRIVE - MECHANICAL FAULT INDICATION - TRAINING INFORMATION POINT
General These indications alert the flight crew or maintenance personel of a mechanical failure of the IDG: IDG DRIVE light EICAS message GEN DRIVE. The maintenance message L(R) IDG OIL LEVEL shows when there is low oil pressure for longer than 0.15 seconds but less than 1.8 seconds in any 10-second period.
Operation These indicators go to the DRIVE light logic circuit in the GCU. IDG oil temperature Oil pressure PMG frequency.
The GCU turns on the drive light and sends a signal to EICAS to show the C level message GEN DRIVE when any of these conditions occur: PMG frequency more than 440 HZ Oil in and oil out sensors failed Oil in and oil out temperature bulbs sense high oil temperature (oil in >176.6C and oil out >185C) GCB trip caused by a frequency fault, reset, and trips again for a frequency fault within 2 seconds of the reset Low oil pressure for longer than 1.8 seconds in any 10-second period.
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757 TRAINING MANUAL
OIL IN FROM COOLER INLET OIL TEMP SENSOR

T
L GEN CONT
GEN DRIVE DISC L
O F F
ON
a w
DRIVE
OIL OUT TO COOLER
ELECTRICAL SYSTEM CONTROL PANEL (P5)

T
OUTLET OIL TEMP SENSOR
OIL TEMP MONITOR
P >140 PSI CHARGE PRESS SW IDG (L ENG)
PMG FREG >440HZ OIL IN AND OIL OUT TEMP SENSORS FAIL OIL IN AND OIL OUT TEMP SENSORS SENSE HIGH TEMP SECOND GCB TRIP CAUSED BY A FREQUENCY FAULT LOP SENSED FOR >1.8 SEC IN ANY 10-SEC PERIOD LOP SENSED FOR >0.15 AND < 1.8 SEC IN ANY 10-SEC PERIOD
L ENG RUNNING
L GEN DRIVE (C)
L IDG OIL LEVEL (M) EICAS
DRIVE LIGHT LOGIC LEFT GENERATOR CONTROL UNIT
ELECTRICAL POWER - GENERATOR DRIVE - MECHANICAL FAULT INDICATION - TRAINING INFORMATION POINT
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757 TRAINING MANUAL ELECTRICAL POWER -- GENERATOR DRIVE - DRIVE DISCONNECT/RESET - TRAINING INFORMATION POINT
Operation The input drive of the IDG disconnects manually or automatically. The GCU turns on the amber DRIVE light on the generator drive disconnect switch and signals the EICAS computers to show the message L GEN DRIVE when the engine is running. Manual Disconnect To manually disconnect the IDG, push the guarded disconnect switch on the P5 electrical system control panel. This energizes a solenoid that retracts the disconnect pin and lets a spring loaded pawl engage the input drive. When the pawl is engaged, a dog type clutch separates to disconnect the IDG from the engine gearbox. To reset, pull on the reset handle. This reseats the disconnect pin and reengages the dog type clutch. Automatic Disconnect Automatic disconnect occurs when the IDG oil temperature gets to 415F (198C). The disconnect sequence is the same as a manual disconnect except the thermal expansion of the mass at 415F is the force that retracts the disconnect pin. There is no line maintenance reset for a thermal disconnect. A thermal disconnect can only be reset at the shop. Case Thermal Relief Valve The case thermal relief valve has a non-resetable, spring-biased, soldered piston-to-sleeve assembly. The valve opens at 450F (232C) to drain over-temperature oil overboard.
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757 TRAINING MANUAL
L GEN CONT
GEN DRIVE DISC L R
BAT BUS
L ENG SPEED CARD
RUN FUEL CONTROL SW (P10)
O F F
ON a w DRIVE
w a DRIVE
L GEN DRIVE DISC P6 MIN PWR DISTR PNL INPUT DRIVE DISCONNECT RESET HANDLE
DISC DISCONNECT PIN L GEN DRIVE DISC SW
L ENG OUT RELAY (P36)
DISCONNECT SOLENOID THERMAL DISCONNECT (415F)(198C) INPUT SHEAR SECTION
PAWL INPUT DISCONNECT
ACCESSORY GEARBOX (L ENG/R ENG) SOLDER (4) CASE THERMAL RELIEF VALVE (450F)(232C)
ELECTRICAL POWER - GENERATOR DRIVE - DRIVE DISCONNECT/RESET - TRAINING INFORMATION POINT (TIP)
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757 TRAINING MANUAL ELECTRICAL POWER -- GENERATOR DRIVE - MAINTENANCE PRACTICES - IDG SERVICE ACCESS
Servicing A hinged IDG access door is on the left fan cowl. This door lets you service the IDG through the pressure fill and overflow drain connections.
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757 TRAINING MANUAL
FWD
IDG OIL FILL ACCESS
ELECTRICAL POWER - GENERATOR DRIVE - MAINTENANCE PRACTICES - IDG SERVICE ACCESS
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757 TRAINING MANUAL ELECTRICAL POWER -- GENERATOR DRIVE - IDG - TIP - IDG SERVICING
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General When you fill the IDG through the pressure fill valve, oil goes through the IDG scavenge filter then through the external oil circuit and into the IDG case. Air that is in the circuit is forced out ahead of the oil and releases through the overflow drain. The oil level goes up in the IDG sump until it gets to the top of the standpipe. The oil then goes through the overflow drain. The overflow drain makes sure the fill level is correct for the IDG oil system. The IDG oil level is correct when oil overflows from the overflow drain and lets the flow decrease to drips. A minimum of one quart (one liter) of oil from the IDG overflow drain is necessary. Oil Level Check Wait five minutes for stabilization after a flight or engine run before you do the oil level check. CAUTION: DO NOT CHECK THE IDG OIL IF THE INPUT SHAFT IS DISCONNECTED FROM THE ENGINE GEARBOX. THE OIL LEVEL INDICATION WILL BE FALSE AND WILL RESULT IN IMPROPER IDG SERVICING WHICH CAN CAUSE DAMAGE TO THE IDG. Make sure that the low oil level indicator face has no contamination that could block a view of the IDG oil level. Look at the indicator from an angle to make sure that the white marks on the indicator align. Use a flashlight only if the ambient light is too low to see the white alignment marks. If you use a flashlight, do not shine the light beam at the face of the indicator along the viewing angle because the reflection will interfere with the view of the indicator face. IDG oil servicing is necessary when OK is not visible over the entire view area of the indicator. IDG Servicing Procedure A pressure fill servicing cart that can pump oil at 5 to 15 psi with an Ozone OMP 2506-3 coupling on the pressure fill hose and an overflow drain hose with an Ozone OMP 2505-3 coupling is necessary. CAUTION: CHECK THAT THE OIL-DRAIN HOSE IS LOWER THAN THE IDG AT ALL POINTS. THE HOSE ABOVE THE IDG GIVES AN INCORRECT IDG OIL LEVEL. THIS COULD RESULT IN AN OVERFILLED CONDITION AND CAUSE DAMAGE TO THE IDG. Connect the oil-drain hose to the overflow drain coupling on the IDG. It is normal for a small amount of oil to drain when the hose is connected to the coupling. CAUTION: WHEN SERVICING THE IDG, DO NOT MIX TYPES OR BRANDS OF OIL. MIXING OILS COULD CAUSE DAMAGE TO THE IDG. Pump oil from the service cart into the IDG.
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CAUTION: SOON AFTER STARTING TO PUMP OIL INTO THE IDG, OIL MAY FLOW FROM THE OIL DRAIN HOSE. THIS DOES NOT INDICATE A FULL IDG. CONTINUE SERVICING UNTIL A MINIMUM OF ONE QUART (ONE LITER) OF OIL HAS OVERFLOWED INTO THE CONTAINER. FAILURE TO OBTAIN NECESSARY DRAINAGE CAN RESULT IN OVERFILLING AND CAUSE DAMAGE TO THE IDG. Stop the oil pump when a minimum of one quart (one liter) has overflowed into the container. Disconnect the oil-in hose from the coupling on the IDG. CAUTION: DO NOT REMOVE THE OIL DRAIN HOSE FROM THE OVERFLOW DRAIN COUPLING UNTIL THE DRAINAGE DECREASES TO A SLOW DRIP. FAILURE TO DRAIN THE IDG PROPERLY WILL RESULT IN AN OVERFILLED CONDITION AND CAUSE DAMAGE TO THE IDG. When the oil flow from the oil-drain hose decreases to a slow drip, remove the oil-drain hose. IDG Oil Drain Procedure Open the fan cowl panels and remove the dust cover from the overflow drain coupling on the IDG. Put the end of oil-drain hose into a container to catch oil. Connect the hose to the overflow drain coupling. It is normal for some oil to drain from the IDG through the overflow. After you let this oil drain, remove the case drain plug and let oil drain from the IDG into the container. Expect to drain 1 to 1.5 gallons of oil. Before you install the case-drain plug and while the drain hose is still connected to the overflow drain coupling, pump oil from the service cart through the pressure fill coupling into the IDG until an additional 0.5 to 1.0 gallon is collected from the case drain. This will flush the system. Replace the scavenge filter. After draining, lubricate and install a new Oring on the case drain plug and install the plug. Tighten to MM specifications and lockwire. Do the IDG servicing procedure.
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757 TRAINING MANUAL
PRESSURE FILL VALVE AND COVER OVERFLOW DRAIN VALVE AND COVER A SIDE VIEW
49 DEG OBSERVER VIEWING ANGLE A
WHITE MARKS CASE DRAIN FWD LOW OIL LEVEL INDICATOR
BRIGHT - OIL LEVEL LOW A-A
DARK WITH OK LEVEL OK
ELECTRICAL POWER - GENERATOR DRIVE - IDG - TIP - IDG SERVICING
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757 TRAINING MANUAL ELECTRICAL POWER -- GENERATOR DRIVE - IDG - TIP - SCAVENGE FILTER
General There is damage to the IDG if a filter element shows bright metal deposits which can be clearly defined as chunks or pieces from breakage (not nonmagnetic flakes or slivers caused by normal wear). Look for a large quantity of bright metal deposits on one of these items: Filter element Filter cavity Oil drained from the cavity and the filter element. CAUTION: BE SURE FILTER COMPONENTS ARE SEATED IN THE IDG SCAVENGE FILTER CAVITY BEFORE INSTALLING THE FILTER COVER. DO NOT FORCE FILTER COMPONENTS INTO THE HOUSING BY TIGHTENING THE FILTER COVER. Scavenge Filter Check Examine the scavenge filter element for one of these conditions: Damage Collapse Indications that contaminated oil bypasses the filter and enters the external circuit.
If the filter is not damaged, collapsed, or does not show indication of the bypass oil and if the differential pressure indicator (red button) is not extended, install a new filter element. If the differential pressure indicator is extended, the IDG should be replaced. When you replace the scavenge filter, do these steps: lubricate and install new O-rings on the new filter element and filter cover Install the filter element into the filter cavity until an O-ring seal is obtained Install the filter cover.
A small quantity of scattered small metallic flakes (bronze or silver colored metal) or flakes of generator insulation are normal products of wear during operation. Even a large quantity of nonmetallic items such as black epoxy chips, sleeving, and other forms of generator insulation do not show damage to the IDG or external circuit. Scavenge Filter Differential Pressure Indicator Check Open the IDG service access panel and examine the scavenge filter DPI to see if the red button is extended. If the red button is extended, examine the scavenge filter.
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757 TRAINING MANUAL
ASPIRATED CASE VENT RED BUTTON
EXTENDED FWD
NORMAL (RESET)
SCAVENGE FILTER DELTA P INDICATOR O-RING SCAVENGE FILTER
O-RING
ELECTRICAL POWER - GENERATOR DRIVE - IDG - TIP - SCAVENGE FILTER
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757 TRAINING MANUAL ELECTRICAL POWER -- GENERATOR DRIVE - IDG - TIP - REMOVAL/INSTALLATION
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General The integrated drive generator (IDG) is on the left side of the accessory gearbox and is held in place by a QAD ring. Equipment This equipment is necessary for removal/installation: Lift fixture - A71015-48 Hoist adapter, IDG - A71013-32. WARNING: WEAR SPLASH GOGGLES, INSULATED GLOVES, AND PROTECTION GEAR. HOT OIL MAY FLOW OUT OF DISCONNECTED OIL LINES. HOT OIL CAN CAUSE INJURY. Remove the oil-in and oil-out lines and fittings. Cap the oil-in and oil-out lines. Remove the overflow drain and pressure-fill fittings. Install plugs in pressurefill and overflow drain bosses. Move the lift fixture under the IDG and raise the hoist adapter to touch IDG. Attach a hoist to the IDG and raise the adapter to take some weight off the IDG. Unscrew the tension bolt part way to loosen IDG. Adjust the hoist adapter to support the weight of the IDG and relieve any weight on the QAD and IDG input shaft. Unscrew the QAD tension bolt until the screw head contacts the lug on QAD ring or until the alignment marks on QAD ring and IDG housing align. The QAD ring is in the open position and the clamping lugs will be disengaged when the marks align. If the tension bolt does not rotate the QAD ring to the aligned/open position, complete the QAD ring rotation by hand or by tapping on the ring to obtain the properly aligned position. CAUTION: GUIDE THE IDG OUT IN A STRAIGHT LINE. BINDING OF THE INPUT SHAFT CAN DAMAGE THE IDG INPUT SEAL.
Removal Open L or R GEN Drive DISC circuit breaker on P6 main power distribution panel. Attach a DO-NOT-CLOSE identifier. Open the fan cowl and drain the IDG and external oil circuit. Remove the wiring harness connectors from two IDG electrical connectors and install the protective caps. Remove the terminal block cover on main generator leads and remove four power leads. Identify these for reinstallation. Remove the case thermal relief valve drain line.
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Pull the hoist adapter straight back to remove the IDG from QAD clamping lugs and the spline shaft from the engine gearbox. Installation Inspect the QAD ring for damage. Lubricate with Acryloid and install the new O-ring on the IDG input spline. CAUTION: DO NOT ALLOW THE IDG TO HANG ON THE INPUT SHAFT DURING INSTALLATION. FAILURE TO SUPPORT THE IDG PROPERLY OR BUMPING THE SHAFT CAN DAMAGE THE FITTED MEMBERS OF THE INPUT SEAL. Using the hoist adapter and the lift fixture, move the IDG toward the mounting pad and support it so there is no weight on the input shaft. Turn the QAD tension bolt to open the QAD ring. Align the mark on the QAD ring with the mark on the QAD engine adapter plate. Move the IDG hoist adapter to let the lugs on the IDG input flange mate with the QAD ring openings. All the IDG input flange lugs will be engaged by the QAD ring if the IDG is mounted correctly. The IDG should be square to the engine adapter plate when the QAD tension bolt is tightened. CAUTION: TAP THE QAD RING ONLY IN THE AREA SHOWN. DAMAGE TO THE QAD RING COULD RESULT IF TAPPING IS NOT PROPERLY DONE. Tap the QAD with a soft mallet (rubber, fiber, or equivalent) to center the ring. Measure the torque value of the tension bolt. Remove the hoist adapter from the IDG and measure the torque on the QAD tension bolt. Try to shake the IDG by shaking on the end of the unit. If it is loose, replace the QAD. Attach the four leads to the IDG power feeder terminal studs. Connect the wiring harness to the two IDG electrical connectors. Connect the oil-in and oil-out lines. Put in the case drain plugs pressure fill fitting, the overflow drain fitting and the case thermal relief line. Torque all the components to the maintenance manual values. Replenish the IDG oil. Remove the do-not-close identifier and close the L or R GEN Drive DISC circuit breakers on P6. Do the IDG adjustment/test.
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757 TRAINING MANUAL

TOP
ALIGNMENT HOLE OPEN ALIGNMENT MARKS
QAD ENGINE ADAPTER PLATE
QAD CLOSED LOCKWIRE QAD OPEN
TAP RING ALONG THIS AREA O-RING PRESSURE FILL ALIGNMENT PIN TERMINAL BLOCK OIL-IN FITTING OIL-IN LINE O-RING NUT PRESSURE COVERS AND O-RINGS IDG (TURNED 90 DEG) OVERFLOW DRAIN FITTING
OVERFLOW DRAIN
CASE DRAIN
OIL-OUT LINE OIL-OUT CASE THERMAL FITTING RELIEF VALVE DRAIN LINE
O-RING
PRESSURE FILL FITTING
ELECTRICAL POWER - GENERATOR DRIVE - IDG - TIP - REMOVAL/INSTALLATION
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757 TRAINING MANUAL ELECTRICAL POWER -- GENERATOR DRIVE - IDG - REFERENCE SCHEMATIC
General This page is for reference.
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757 TRAINING MANUAL

INPUT DRIVE DISCONNECT RESET HANDLE ASPIRATED CASE VENT DISCONNECT PIN GOVERNOR AIR/OIL AIR DISCONNECT SOLENOID THERMAL DISCONNECT PAWL INPUT DISCONNECT SUMMING GEAR SUMMING GEAR INPUT TRIM 2 SCAVENGE FILTER DIFFERENTIAL IDG PRESSURE FILL PORT PMG OUTPUT TO GCU SPEED SENSOR OUTPUT TO GCU MAIN EXCITER INPUT FROM GCU MAIN EXCITER MAIN GEN SOLDER (4) PHASE A 3 PERMANENT MAGNET GENERATOR 4 INTEGRATED DRIVE GENERATOR (L ENG/R ENG) CURRENT TRANSFORMERS PHASE B PHASE C NEUTRAL DIFFERENTIAL PROT'N CT OUTPUT TO GCU T1 T2 T3 N TERMINAL BLOCK MAIN GENERATOR OUTPUT TO GCB
DRIVE DISCONNECT SW CHARGE PRESSURE SW OUTPUT TO GCU OIL IN FROM HEAT EXCHANGERS INLET OIL TEMP SENSOR OUTPUT TO GCU EXTERNAL OIL CIRCUIT BYPASS VALVE
P 140 PSI CHARGE PRESS SWITCH ADD VARIABLE WOBBLER SUBTRACT CONTROL PISTON
T
AIR EXHAUST CHARGE PRESS RELIEF VALVE SUMP DE-AERATOR
FIXED SLIPPER WOBBLER
TWIN HYDRAULIC LOG SUMP CHARGE PUMP 1

T
AIR/OIL SEPARATOR AIR
DELTA PRESSURE INDICATOR OUTLET OIL TEMP SENSOR OUTPUT TO GCU OIL OUT TO HEAT EXCHANGERS
3 INPUT SHEAR SECTION ACCESSORY GEARBOX (L ENG/R ENG)
INPUT SPEED SENSOR OUTPUT
CHARGE PRESSURE MONITOR BOSS SCAVENGE PRESS RELIEF VALVE SUMP
SCAVENGE PUMP
CASE THERMAL RELIEF VALVE INLET PRESS SUPPLY PRESS CHARGE PRESS CONTROL PRESS SCAVENGE PRESS OIL LEVEL SIGHT GAUGE 1 2
OVERFOLW DRAIN
OIL FOR LUBRICATION AND CONTROL OIL FOR LUBRICATION
3 4
OIL FOR LUBRICATION AND COOLING OIL FOR COOLING
ELECTRICAL POWER - GENERATOR DRIVE - IDG - REFERENCE SCHEMATIC
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757 TRAINING MANUAL ELECTRICAL POWER -- GENERATOR DRIVE - IDG AIR/OIL HEAT EXCHANGER
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General The IDG air/oil heat exchanger maintains proper IDG oil temperature. Location The IDG air/oil heat exchanger is on the lower left side of each engine above the IDG. Physical Description/Features The heat exchanger assembly includes these components: Air inlet duct Cooler element Pressure relief valve Outlet air duct Air shutoff valve Oil temperature sensor Oil transfer tubes. off two-thirds of the outlet duct. When the oil temperature is less than 95C, a temperature switch on the oil outlet tube closes. This energizes a solenoid valve which sends HP3 control air to the pneumatic ram. The ram extends, and closes the air shutoff valve. Air flow through the cooler is decreased. When the oil temperature is more than 110C, the temperature switch opens. The solenoid valve de-energizes. This vents HP3 air pressure from the pneumatic ram. A spring forces the ram to retract and the air shutoff valve opens. Air flow through the cooler is now not restricted. The valve is closed during a typical flight. When the valve is closed during engine starts, cold oil warms quicker. The valve is open at idle with the engine warm and during takeoff and landing. Oil pressure through the cooler is controlled by a pressure relief valve. If the oil inlet pressure is more than 60-70 psi, the valve opens and lets oil bypass the cooler element. Maintenance Practices For removal and installation of the heat exchanger, the left fan cowl must be open. The thrust reverser cowl on the same side must be open to get access to retaining nuts on the aft side of the fire wall. Depressurize the IDG oil system. Disconnect the oil transfer tubes and wire harness support clips and brackets. Remove the outlet air duct before you remove the air/oil heat exchanger.
The inlet duct of the heat exchanger collects fan discharge air. The cooling element is made of corrugated fins. IDG oil goes through this cooling element by oil transfer tubes. After it goes through the heat exchanger cooling element, air goes out through a cutaway in the engine fire wall. The air outlet duct has an air shutoff valve which is a two-position variable vane mechanism that operates by a pneumatic ram. In the open position, air flow is unrestricted. In the closed position, the valve closes
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The air shutoff valve may be deactivated (to the open position) by removal of the pin from the modular terminal block position 6F. Put it in position 40H. This disconnects power from the solenoid valve and the air shutoff valve remains open. Deactivation of the valve becomes necessary to remove the EICAS message, IDG out TEMP, that happens if engines with and without a modulated IDG oil cooling system are intermixed.
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757 TRAINING MANUAL
VANE ACTUATOR
HEAT EXCHANGER OIL-IN LINE VARIABLE VANE TEMP SW HEAT EXCHANGER OIL-OUT LINE FIREWALL PRESSURE RELIEF VALVE
OPEN
PS 4 SERVO AIR
VARIABLE VANES
OPEN
VANE ACTUATOR SOLENOID INLET AIR DUCT
TOP DUCT LINK SUPPORT
IDG AIR/OIL HEAT EXCHANGER OUTLET AIR DUCT FWD INTEGRATED DRIVE GENERATOR BOTTOM DUCT LINK SUPPORT
ELECTRICAL POWER - GENERATOR DRIVE - IDG AIR/OIL HEAT EXCHANGER
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757 TRAINING MANUAL ELECTRICAL POWER -- GENERATOR DRIVE - IDG OIL TEMPERATURE INDICATION
General The IDG temperature is monitored by two temperature sensors inside the IDG. After it processes the temperature data, the GCU sends the IDG rise and oil out temperature to EICAS to show on the ELEC/HYD page. Operation The generator control unit (GCU) monitors the IDG oilin and oil-out temperatures from two oil temperature sensors in each IDG. The temperature sensor resistance changes with oil temperature although the temperature sensor current is not proportional to the oil temperature. The temperature signals go to the microprocessor through oil temperature detectors. EICAS supplies a DC reference voltage to the GCUs. The voltage and current of this reference circuit change with the IDG temperature. A voltage goes to both EICAS computers from the resistor network and is compared with the reference voltage to calculate either the IDG outlet or rise temperature. This voltage represents the IDG temperature and is monitored by the EICAS computers. The GCU digital to analog converter controls current flow from EICAS and receives a maximum of 1 ma at 180C. The K1 timer module in the P61 panel signals the GCU to transmit either oil out or rise temp. The same signal is used to tell EICAS which temperature is transmitted by the GCU. If the K1 timer fails in the ground (out temp) or open position (rise temp) for longer than five seconds, EICAS blanks the failed temperature indication for both the IDGs. Indication The IDG oil out and rise temp show on the ELEC/HYD page. The oil rise temperature is the difference between oil in and oil out. The GCU then alternately transmits oil out and oil rise temperature in one of these ways: Both temp sensors failed. Transmit 180C for oil out and rise temperature Oil in or oil out temp sensor failed. Set rise temperature to 8C if engine is running or 0C if engine is not running Oil out temp sensor failed. Oil out indication will be oil in + 8C with engine running and oil in temp with engine not running Oil in temp sense failed. The GCU uses oil out -8C for oil in with the engine running and oil in equals oil out with the engine not running.
Training Information Point The temperature sensors are not line replaceable units. You must remove the IDG to replace the temperature sensors.
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757 TRAINING MANUAL

BAT BUS L GEN CONT UNIT P6 MN PWR DISTR
PULSE GEN TIMER (K1) P61 R CGU/EICAS CMPTR POWER SUPPLY OIL TEMP SENSOR MONITOR LOGIC BOTH TEMP BULBS OPERATING OIL OUT IND = OIL OUT TEMP BULB OIL RISE IND = OIL OUT MINUS OIL IN
5 SEC COUNTER UPDATE CANCEL 200 MS IDG OUT TEMP SAMPLE IDG RISE TEMP & HOLD
PMG MPU TEMP SENSOR TEMP SENSOR L IDG
ENG RUN LOGIC INLET OIL TEMP DET OUTLET OIL TEMP DET
BOTH TEMP BULBS FAILED SET OIL OUT TO >185C (180C EICAS) SET TEMP RISE INDICATION TO 180C OIL OUT OR OIL IN TEMP SENSE FAILED ENGINE RUNNING . . . RISE IND = 8C ENGINE NOT RUNNING . . . RISE IND = 0C OIL OUT TEMP SENSE FAILED ENGINE RUNNING . . . OIL OUT = OIL IN +8C ENGINE NOT RUNNING . . . OIL OUT = OI IN TEMP OIL IN FAILED ENGINE RUNNING . . . OIL IN = OIL OUT -8C ENGINE NOT RUNNING . . . OIL IN = OIL OUT
L DC REF VOLTAGE L EICAS COMPUTER
ELEC HYD L LOAD R
0.75 0.85 103 31 100 32
L GCU R EICAS COMPUTER
IDG OUT IDG RISE
ELEC/HYD PAGE
ELECTRICAL POWER - GENERATOR DRIVE - IDG OIL TEMPERATURE INDICATION
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757 TRAINING MANUAL ELECTRICAL POWER -- GENERATOR DRIVE - FUNCTIONAL DESCRIPTION

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IDG Functional Description The IDG has a hydromechanical constant speed drive (CSD) section and an oil-cooled brushless AC generator. The IDG includes a permanent magnet generator (PMG) for control and excitation power. Lubrication and cooling of the CSD and generator components are by the same oil circuit. The CSD section turns the generator at a constant speed (12,000 rpm). The generator supplies 115/200v ac, 400 Hz power and has a rating of 90 KVA. The three-phase AC generator has an permanent magnet generator (PMG) and a main generator. The PMG consists of a permanent magnet rotor and PMG stator. The PMG rotor induces an AC voltage in the PMG stator as the generator turns. The PMG voltage goes to the generator control unit (GCU). The GCU rectifies the PMG AC voltage to DC. IDG Output Power Control The GCU does these power control functions: Overload protection with the use current transformer (NCT) at the transformer assemblies (CTAs) on buses Generator excitation and voltage Underspeed trip. of a neutral IDG and current the electrical regulation generator. The GCU controls the generator control breaker (GCB). Manual IDG Disconnect You use the generator drive disconnect switch to do a manual disconnect of the IDG. When you put the switch to the disconnect position, power goes to a solenoid on the IDG if the engine is running. The solenoid energizes and disconnects the CSD from the input drive shaft. You reset the manual disconnect at the IDG. The engine must not be turning when you do the reset. A manual disconnect is done when the DRIVE light comes on. The DRIVE light shows that the IDG has a mechanical fault. The IDG input shaft also has a shear section that breaks when the torque is too much. This prevents damage to the engine accessory gearbox because of an IDG failure. Thermal IDG Disconnect The IDG has a thermal mechanism that disconnects the CSD section of the IDG if the IDG oil temperature gets too hot. You must remove and disassemble the IDG to reset a thermal disconnect.
The GCU uses the DC voltage to excite the IDG generator through the exciter windings. The GCU controls the excitation power to control the output power of the
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IDG Oil System The oil goes through the air/oil heat exchanger. Air from the engine fan goes through the cooler to decrease the temperature of the IDG oil. The air/oil cooler has an internal bypass which opens if the cooler becomes clogged or if the oil is cold.
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757 TRAINING MANUAL

L GEN CONT O F F R GEN CONT O F F
GEN L
DRIVE
DISC R
PROTECTION CIRCUITS
ON
ON DRIVE a DRIVE a a
CONTROL LOGIC
ELEC SYS CONTROL PANEL (P5) ENG RUN GCU
VOLTAGE REGULATION/ EXCITATION
L ENG OUT RELAY (P36) OIL OUT SCAV FILTER THERMAL DISC
DISC SOL
OIL PRESS SW
AC PMG
DC
GEARBOX ENGINE FAN AIR
DISCONNECT MECHANISM CSD
GEN CTA GCB
AC BUS
NCT
IDG AIR/OIL HEAT EXCHANGER OIL IN
ELECTRICAL POWER - GENERATOR DRIVE - FUNCTIONAL DESCRIPTION
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757 TRAINING MANUAL ELECTRICAL POWER -- GENERATOR DRIVE - IDG OIL TEMPERATURE - EICAS MESSAGES - TIP
General EICAS messages show faults of the generator drive system. Indication The advisory message, L GEN DRIVE, shows for mechanical faults of the IDG. L GEN DRIVE shows when the outlet oil temperature is more than 185C when the engine is on, or if the oil in and oil out temperature sensors have failures. IDG TEMP SENSE and IDG OUT TEMP are the maintenance messages for non-normal IDG conditions. IDG TEMP SENSE shows one of these two faults: Rise temperature is above 175C Temperature increase is less than 0.5C when the engine is on, and the GCB is closed. Training Information Point The temperature sensors are not line replaceable units. You must remove the IDG to replace the temperature sensors.
IDG OUT TEMP shows if all of these conditions are correct: Left or right temperature difference is more than 20C when the difference in N1 speeds is less than 5% GCBs are closed There is no TEMP SENS EICAS message Engines are more than 60% or less than 27% N1.
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757 TRAINING MANUAL

L(R) ENGINE OIL OUTLET TEMP >185F L(R) ENGINE RUNNING OIL IN SENSOR FAILS OIL OUT SENSOR FAILS
L(R) GEN DRIVE (C) 2
L(R) L(R) L(R) L(R)
RISE TEMP >175C RISE TEMP 0.5C ENGINE RUNNING GENERATOR GCB CLOSED
1 MIN
L(R) IDG TEMP SENS (M)
L L L R L R L L 1 2
AND R OUT TEMPERATURE DIFFERENCE >20C AND R N1 DIFFERENCE <5% GENERATOR GCB CLOSED GENERATOR GCB CLOSED IDG TEMP SENS MESSAGE IDG TEMP SENS MESSAGE AND R ENGINE N1 <27% AND R ENGINE N1 >60%
10 MIN
1 IDG OUT TEMP (M) 2
NONVOLATILE MEMORY AUTO EVENT
ELECTRICAL POWER - GENERATOR DRIVE - IDG OIL TEMPERATURE - EICAS MESSAGES - TIP
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757 TRAINING MANUAL ELECTRICAL POWER -- AC GENERATION - INTRODUCTION

General The AC generation system supplies 115v ac power to the airplane. The ac generation system has these subsystems: Power and regulation Control Fault sensing Hydraulic motor generator system AC generator annunciation AC meters.
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757 TRAINING MANUAL
ELECTRICAL POWER - AC GENERATION - INTRODUCTION
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757 TRAINING MANUAL ELECTRICAL POWER -- AC GENERATION - GENERAL DESCRIPTION

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Purpose The AC power system makes 115v ac power and provides control and protection for airplane electrical loads. System Description The primary AC system is a three-phase, four-wire, wye connected system that operates at a voltage of 115/200v ac, a frequency of 400 hz and is rated at 90 kva. The system has left and right main AC channels. Each channel consists of a main AC bus supplied by an integrated drive generator (IDG). An APU-driven auxiliary generator provides dispatch capability if one primary source IDG is inoperative and also provides an independent power source for ground operation. An external power source can be connected to the AC tie bus through the external power receptacle and the external power contactor (EPC). General Subsystem Features Both main AC buses can be supplied from any one of four isolated power sources (left and right IDG, auxiliary generator and external power) through the AC tie bus when the appropriate GCB, APB, EPC, and BTBs are closed. Operation of these contactors is controlled automatically by the generator control units (GCUs) and bus power control unit (BPCU) to maintain power on the buses from any available source. Also, the two main AC buses can be supplied independently from two different sources. General Operation The three GCUs provide automatic control and protection functions for each channel by monitor of IDG output, BPCU status information and control switch positions. The GCU provides protective trip commands to the GCB and/or BTB to prevent load and source equipment damage if faults or failures occur in the system. The BPCU sends load shed signals to de-energize nonessential loads on both main AC buses if an in-flight generator shutdown or power source overload occurs. The BPCU provides tie bus fault protection by trip of the EPC and signals to GCUs when a fault occurs on the tie bus. Protective functions for the external power system are provided by the BPCU when unacceptable power is supplied or when there are overload conditions. Electrical system status, protection, and control information, as well as BITE information is sent between the bus power control unit and generator control units. The bus power control unit has two way communication with each GCU. It sends a data word to the GCU first. The GCU then returns a data word to the BPCU. This continues until the BPCU sends and received data from all three GCUs. The BPCU sends the GCUs this information: Differential faults Breaker position External power request Autoland request APU generator overload
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BITE request.
The GCU sends this information: Generator differential protection and overload information Breaker position and status Ground mode data Dead tie bus data Underspeed data APU available data BITE code data.
Each GCU and the BPCU has built-in test equipment (BITE) with self-check and fault diagnosis capability. The BITE display and controls are on the BPCU.
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757 TRAINING MANUAL

APU GEN EXT PWR BUS TIE O ON w F ON AVAIL Fa w w BUS TIE AUTO w ISLN a UTILITY BUS L R ON w OFF a ON
w
DIGITAL DATA CONTROL SIGNALS POWER FLOW
IDG L
EXT PWR
APU GEN
IDG R
AUTO w ISLN a L BUS BUS OFF a
R BUS BUS OFF a
OFF a R GEN CONT O F ON Fa w
EPC APU GCU R GCU L GCU UBR L UTIL BUS 115V AC L BUS BTB BTB 115V AC R BUS APB
L GEN CONT O F ON Fa w
GEN DRIVE DISC R L
DRIVE
DRIVE
ELEC SYS PANEL (P5) BPCU GCB
GCB UBR R UTIL BUS
ELCU(S) & RELAY(S) GALLEY(S)
ELCU(S) & RELAY(S) GALLEY(S)
ELECTRICAL POWER - AC GENERATION - GENERAL DESCRIPTION
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757 TRAINING MANUAL ELECTRICAL POWER -- AC GENERATION - AC ELECTRICAL LOADS

General Features During operation with two generators, the electrical power system can supply all necesary electrical power. Each generator is rated for 90 kva (measured at the generator terminals) continuous operation. The capacity available at the load bus for an IDG is 86 kva and for the auxiliary generator is 83.2 kva. This allows for feeder losses of 4 and 6.8 kva respectively, at 90 kva. With one generator, the total airplane load demands can exceed the continuous rated capacity of one generator. There are automatic load shedding circuits which deenergize the left and right utility and galley buses to prevent generator overload. However, the APU generator can be used as a power source and the galley loads can be applied again.
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757 TRAINING MANUAL
170 160 150 140 130 ELECTRICAL LOAD IN KVA 120 110 100 90 80 70 60 50 40 30 20 10 0
172
2-GENERATOR CAPACITY
GALLEY LOAD
86 UTILITY LOAD
1-GENERATOR CAPACITY
ESSENTIAL LOAD
LOADING
ENG TAXI TAKEOFF & CLIMB ST
CRUISE
DESCENT & LAND
ELECTRICAL POWER LOAD PROFILE
ELECTRICAL POWER - AC GENERATION - AC ELECTRICAL LOADS
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757 TRAINING MANUAL ELECTRICAL POWER -- AC GENERATION - AUXILIARY POWER UNIT - GENERATOR
Purpose The APU generator provides 115v ac power, in flight or on the ground. Location The unit mounts to the auxiliary power unit accessory gearbox. Physical Description/Features The electromagnetic components of the generator are the same as in the IDG and are interchangeable. The APU generator is contained in its own magnesium housing and has a different input spline and mount flange. It weighs 61.9 pounds (27.63 kg) dry weight. Keyhole slots let the generator mount to the auxiliary power unit accessory gearbox. An aluminum seal plate is between the generator mounting flange and gearbox drive pad. The generator mounting flange has three location pins. Elastomer inserts are in the seal plate oil ports. The input shaft has a shear section that shears at 4700 inch-pounds. The APU generator is spray oil cooled and lubricated with APU engine oil. Pressurization, scavenge, and filtering of the oil is by the auxiliary power unit. Generator case pressure, 5 psig above ambient, goes from the APU gearbox through a rotating screw passageway in the input shaft. APU generator oil is filtered by a 20/40 micron filter. The delta pressure A terminal block with four stainless steel studs provides the feeder connections. A single electrical connector provides all other electrical connections. (popout) indicator operates at 20 psid. A mechanical lockout prevents operation when the oil temperature is less than 115F (46C). When the filter delta pressure is 35 psid and oil temperature is more than 115F (46C), an APU shutdown is started by the delta P switch.
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757 TRAINING MANUAL
GENERATOR OIL FILTER ~P SWITCH ~P INDICATOR
MOUNTING FLANGE KEYHOLE SLOT
LIFTING BOSS ELECTRICAL CONNECTOR AUXILIARY POWER UNIT (FRONT VIEW)
APU GENERATOR OIL FILTER
OIL INLET PORT INPUT SHAFT SPLINE OIL OUTLET PORT LOCATING PINS (3)
TERMINAL BLOCK COVER TERMINAL STUD (4) SHAFT SHEAR SECTION
APU GENERATOR
ELECTRICAL POWER - AC GENERATION - AUXILIARY POWER UNIT - GENERATOR
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757 TRAINING MANUAL ELECTRICAL POWER -- AC GENERATION - APU REMOVAL/INSTALLATION - TRAINING INFORMATION POINT
Maintenance Practices For generator removal, remove the APU harness connector from the generator and install the protective connector cap. Be sure all phase leads are identified. Remove the terminal block cover and disconnect the phase leads. Attach a hoist mechanism to the generator case after you install a lifting eye in the lifting boss. With a hoist, support the generator to be sure its weight is not on the input shaft. Loosen the generator mounting flange nuts seven complete turns. CAUTION: DO NOT ALLOW THE GENERATOR TO HANG ON THE INPUT SHAFT DURING REMOVAL. FAILURE TO SUPPORT THE GENERATOR PROPERLY OR BUMPING THE SHAFT CAN DAMAGE THE INPUT SHAFT. Pull the generator in the direction of the axis away from the APU mounting pad so that alignment pins on the generator mounting flange are free from the mating holes. Turn the generator seven degrees clockwise. With the generator supported by the hoisting mechanism, pull the generator in the direction of the axis from the mounting pad. Install protective covers over oil ports and spline shaft. For installation, lubricate the new O-ring with acryloid and put in the groove on the generator input spline shaft. With a hoist mechanism, lift the generator by the lifting lug into the airplane. Position the generator to the mounting pad and support the generator to make sure that no weight is on the input shaft. Remove the protective covers. Put the generator onto the APU mounting pad so the stud nuts go through the larger holes in the generator mounting flange and generator locating pins engage holes in the seal plate. Turn the generator seven degrees counterclockwise until the studs are against the ends of the keyholes in the generator mounting flange. The generator will then move toward the axis until the generator mounting flange is against the seal plate. Install the phase leads to the generator terminal block. Carefully connect the APU harness to the generator electrical connector. Do a test of the APU generator.
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757 TRAINING MANUAL

KEYHOLE SLOT KEYHOLE SLOT BRACKET LIFTING EYE
FISHPOLE HOIST APU ALIGNMENT PINS (3) FWD APU INPUT SPLINE SHAFT APU MOUNTING PAD O-RING
LIFTING BOSS ELECTRICAL CONNECTOR
FISHPOLE HOIST
OIL-IN PORT
TERMINAL BLOCK FWD COVER GENERATOR MOUNTING FLANGE OIL-OUT PORT
STUD NUTS SEAL PLATE APU GENERATOR
ELECTRICAL POWER - AC GENERATION - APU REMOVAL/INSTALLATION - TRAINING INFORMATION POINT
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757 TRAINING MANUAL ELECTRICAL POWER -- AC GENERATION - GENERATOR CONTROL UNIT

Purpose The generator control unit (GCU) gives automatic control and protection functions for each channel by monitor of the output parameters and commands. Location The three generator control units are on the E5 rack. Physical Description/Features The GCU is in an ARINC 600, 3 MCU case. It weighs 7.5 pounds. Forced air cooling is through the equipment rack. Power The power to operate GCU circuits and external GCB and BTB contactors is from the IDG PMG source with backup from airplane 28v dc. Two 3-ampere circuit breakers are on the GCU to protect external DC circuits. Operation The APU GCU is interchangeable with the IDG GCU, but some control and protective functions are changed by burndy block pin connections in airplane wiring. All input signals go through input conditioning circuits to give signal shaping and discrete signal levels. Output conditioning circuits give digital-to-analog conversion and discrete signal levels. The GCU has built-in test equipment (BITE) with selfcheck and system fault diagnosis capability. Communication between the GCU and BPCU is by the BPCU. The serial data link carries BITE data and status information.
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757 TRAINING MANUAL
28V DC
POWER SUPPLY/TRU
VOLTAGE REGULATOR
EXCITATION CURRENT
PMG POR VOLTAGE EXTERNAL CT(S) GENERATOR CT GCU POSITION BUS TIE SWITCH GEN CONT SW DRIVE DISC SW FIRE SWITCH IDG OIL TEMP IDG MPU CHARGE PRESS SW APU SHUTDOWN COOLING AIR AIR/GND VENT HOLES GCB AUX CONTACT BTB AUX CONTACT
GENERATOR LOAD READ ONLY MEMORY
INPUT CONDITIONING CIRCUITS MICROPROCESSOR OUTPUT CONDITIONING CIRCUITS
IDG OIL TEMP BTB ISOLATE LIGHT DRIVE LIGHT GCB CLOSE AND TRIP BTB CLOSE AND TRIP
GCR AUX CONTACT FAULT ISOLATION STORAGE (NVM)
GCR CLOSE/TRIP SERIAL DATA LINK DATA BUS TO/FROM BPCU
CIRCUIT BREAKERS
ELECTRICAL POWER - AC GENERATION - GENERATOR CONTROL UNIT
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757 TRAINING MANUAL ELECTRICAL POWER -- AC GENERATION - MAIN POWER BREAKERS

Purpose The main power breakers let the AC power go between the source and the load. Location All units are in the main equipment center. The P31 left generator power panel contains left channel GCB and BTB. The P32 right generator power panel contains right channel GCB and BTB. The APB is in the P34 APU/External power panel. Physical Description/Features These circuit breakers are interchangeable: Generator circuit breakers (GCBs) Bus tie breakers (BTBs) Auxiliary power breaker (APB). The breaker actuator is held open by a core spring. The self de-energizing close coil supplies actuator close force. A permanent magnet gives closed contact hold force. The self de-energizing trip coil overcomes the permanent magnet hold force.
The main contacts allow an electrical power source to connect to the main load bus or AC tie bus. To complete the feeder circuit, wiring to the main contacts use 3/8-in diameter nut stud main terminals. The main contacts are three-pole, single-throw magnetic latching type rated at 275 amperes, 115/200v ac, 400 Hz. There is one electrical connector for auxiliary contacts and for control coil power. Seven normally open, seven normally closed single-pole single-throw contacts are rated at 1 ampere at 240v ac and 7.5 amperes at 28v dc.
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757 TRAINING MANUAL

P31 LEFT GENERATOR POWER PANEL - C901 GCB - C902 BTB LOAD BUS P32 RIGHT GENERATOR POWER PANEL - C903 GCB - C904 BTB P34 APU/EXTERNAL POWER PANEL - C905 APB ACCESS MAIN EQUIPMENT CENTER TERMINAL SHIELD MAIN TERMINALS WIRING DIAGRAM PLATE ELECTRICAL CONNECTOR CLOSE COM 28V DC TRIP PM AUXILIARY CONTACTS
L1 L2 L3
T1 T2 T3 POWER SOURCE
28V DC
ELECTRICAL POWER - AC GENERATION - MAIN POWER BREAKERS
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757 TRAINING MANUAL ELECTRICAL POWER -- AC GENERATION - CURRENT TRANSFORMER ASSEMBLY

Purpose The current transformer assembly (CTA) senses current flow for these protection circuits: Open phase Load monitor Overload Differential current. External power overload External power load monitor.
WARNING: DO NOT DISCONNECT THE TRANSFORMER OUTPUT CONNECTION WITH THE FEEDER LINES POWERED. THE POTENTIALLY HIGH VOLTAGES COULD DAMAGE THE TRANSFORMER OR RESULT IN INJURY TO PERSONNEL.
Location The CTAs are in P31, P32, and P34 panels. Physical Description/Features The CTA has three toroidal current transformer sections in one package. They are rated at 250 amperes primary current and have a primary-to-secondary current ratio of 1000:1. Each transformer consists of 1000 turns of 28 gauge wire wound on a toroidal core. The CTs can operate over a frequency range from 350 to 440 Hz. The CTAs sense load current to the GCUs for protection circuits. They are used with similar current transformers integral to the IDG and auxiliary generator for IDG and auxiliary generator protection circuits. The BPCU uses CTA current sensing for these protection circuits: Tie bus differential
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757 TRAINING MANUAL
P31 L GENERATOR POWER PANEL - T105 L GENERATOR DPCT P32 R GENERATOR POWER PANEL - T107 R GENERATOR DPCT
P34 APU/EXT POWER PANEL - T111 APU GENERATOR DPCT - T122 GROUND POWER CT
CONNECTOR
ELECTRICAL POWER - AC GENERATION - CURRENT TRANSFORMER ASSEMBLY
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757 TRAINING MANUAL ELECTRICAL POWER -- AC GENERATION - ELECTRICAL LOAD CONTROL UNIT
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Purpose The electrical load control unit (ELCU) connects airplane galley load and electrically-driven hydraulic pumps to the main generator bus. Location The ELCUs are in the P31 left generator power panel and the P32 right generator power panel. Physical Description/Features Each ELCU is in an aluminum enclosure with a single electrical connector. Main AC connections are with six 3/8-inch terminals. The ELCU is rated for three-phase, 115/200v ac, 400 Hz and 40 kva. Each ELCU has these components: Three-phase main contactor Integral current transformers Sensing circuits for overcurrent, phase unbalance current, differential current, anti-cycle, and lockout protection. A control signal to the ELCU causes it to open or close. The control signal comes from the BPCU or other airplane systems. Operation The overcurrent protection has an inverse time delay characteristic and the level can be selected to protect a 10, 20, 30, or 40 kva feeder by placement of a jumper between assigned connector pins. The differential fault current protection function detects the phase current differences between the phase current sensed by the internal and external CTs. If the difference of any phase current is more than 30 amperes, it trips the ELCU within 0.05 seconds and a lockout occurs. The differential fault protection can be disabled by externaly connecting the CT input and the ELCU connector pins. This is done on the hydraulic pump ELCUs so only the overload protection of the internal CTs is used. The ELCU current transformers supply signals to the control logic for overcurrent and differential fault protection. The current transformer signal supplies a second current signal necessary for differential fault protection. The ELCU control logic does not use the differential fault protection function if there is no load current transformer connected to the ELCU. A rating jumper (external wiring) across pins of the galley ELCU power panel wiring connectors sets the current capacity of the ELCUs.
Control The ELCUs use these things to control their contactors: Current transformers Rating jumper Input command.
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There is a phase unbalance when the difference between the highest and the lowest phase current is more than 27 amperes. The phase unbalance protection, sensed by the internal CTs, trips and locks out the ELCU in 12 seconds. The unbalance current protection circuit is deactivated by a jumper for the galley feeder application. For anti-cycle/lockout protection, the unit trips and a lockout occurs for any fault condition or on a remote trip command. The lockout is reset by removal and reapplication of the 28v dc control power. Also, a trip and lockout occurs when an AC fault more than 250 amps results in a drop (less than 7v dc) of the remote control voltage to the anti-cycle protection. For remote control, the ELCU contacts are controlled by a remote control input and by a remote trip signal. The main three-phase contacts will close by 28v dc power at the remote control input. The contacts trip and lockout by a protective trip or by a remote trip signal. Reset is done by removal and reapplication of the remote control voltage. The load shed relays in the BPCU provide a closed circuit to ground at the remote trip input of the ELCU during normal galley operation.They will open that ground from the remote input for load shedding operation. The utility bus switch, located on the flight compartment electrical panel, controls power to the remote control input of the ELCU, it also resets the load shed relays in the BPCU.
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757 TRAINING MANUAL

P32 R GENERATOR POWER PANEL
115V AC
LOAD
1 P31 L GENERATOR POWER PANEL 28V DC FROM UTILITY BUS SW ANTI-CYCLE PROT DIFF PROT 1 BPCU REMOTE TRIP SIGNAL REMOTE TRIP LOCKOUT K2
ELECTRICAL CONNECTOR
K1 DIFF PROT 2 PHASE UNBAL 115V AC TERMINALS 1 2 PROVISIONS FOR CONNECTING EXTERNAL CT CONNECTS TO A TERMINAL BLOCK RESISTOR 2 NC ELCU OVER CUR PROT LOCKOUT
ELECTRICAL POWER - AC GENERATION - ELECTRICAL LOAD CONTROL UNIT
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757 TRAINING MANUAL ELECTRICAL POWER -- AC GENERATION - UTILITY BUS RELAY

Purpose The utility bus relay (UBR) connects the utility bus load to the main generator bus. Location The utility bus relays are in the P37 and P70 miscellaneous relay panels. Physical Description/Features The UBR is rated for 115/200v ac, 400 Hz, 50 amp, three-phase power. The three-pole, single-throw (3PST) relay is normally open. A control coil is rated at 28v dc and pulls in at a voltage more than 18v dc. A single set of SPDT auxiliary contacts are used to show UBR status indication. Operation During normal operation, a load shed relay in the BPCU shows a closed circuit to ground for the relay coil and opens the ground for load shed operation. The utility bus switch in the flight compartment controls the power to the relay and resets the load shed relay in the BPCU.
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757 TRAINING MANUAL

P37 MISCELLANEOUS RELAY PANEL - K120 R UTILITY BUS RELAY
A1 FROM 115V AC MAIN BUS B1 C1
A2 B2 C2 TO UTILITY BUS OFF LIGHT AND EICAS TO UTILITY BUS
P70 MISCELLANEOUS RELAY PANEL - K119 L UTILITY BUS RELAY
TO UTILITY BUS SWITCH TO BPCU LOAD SHED CIRCUIT
X1 X2
ELECTRICAL POWER - AC GENERATION - UTILITY BUS RELAY
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757 TRAINING MANUAL ELECTRICAL POWER -- AC GENERATION - APU GENERATOR CONTROL UNIT (GCU) - FUNCTIONAL DESCRIPTION
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General The generator control relay (GCR) is a magnetic latch relay with separate trip and close coils. It is in the GCU to make and break the voltage regulator PMG power supply circuit. When the GCR trips, the generator field is de-energized. Voltage Regulator The generator voltage regulator is a self-contained solid state, pulse width voltage regulator. It controls the system point of regulation (POR) voltage, by control of the full-wave rectified main exciter field power supply current. The voltage regulator keeps the POR voltage at 115v ac for all steady-state conditions. When the voltage at the POR changes, the voltage regulator changes the generator exciter field current. The exciter field current and voltage range from 0 to 4 amps and 0 to 35v dc for generator loads up to 150 kva. The voltage regulator is disabled if the generator frequency is less than 335 Hz or the GCR is open. The voltage regulator has a current limit feature to limit the maximum short circuit current of the APU generator to between 550 and 670 amps per phase for any fault. The generator DPCT gives the load current input. GCR Control The GCR trips and closes by manual operation of the GEN CONTROL alternate action pushbutton switch-light in the flight compartment. Switch operation to the connected Under/over frequency Under/over voltage Differential fault Open phase Shorted rotating diode Shorted permanent magnet generator Watchdog circuit protection. (ON) position closes the GCR if open. Switch operation to the released (OFF) position opens the GCR if closed. GCR Protective Trips The GCR trips by internal GCU protective circuits and by the external fire switch. Internal fault protection circuitry trips the GCR for these conditions:
A shorted diode in the generator rotating rectifier assembly is found by the exciter field current and the 3-phase main generator current. When the GCU finds a shorted diode, (generator load current less than 247 amps and exciter field current more than 2.76 amps) the GCR trips in 5.5 to 7 seconds. This detection of shorted diode senses two open diodes during most conditions. The shorted PMG protection circuit prevents GCU damage if there is a short to ground on any PMG phase. For this type of fault, a large AC component in the three-phase half-wave rectified PMG signal would be found and a GCR trip occurs within two seconds maximum. The shorted rotating diode protection locks out the shorted PMG protection circuit.
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For all protection trips, a reset signal is necessary. Reset occurs when the GEN CONT switch is disconnected to the OFF position. The system returns to automatic operation by the switch back to the ON position. Watchdog circuit protection uses software in the GCU to monitor all circuits controlled by the GCU. It monitors for interruption, or corruption of system software routines and causes a software restart or generation of a fault code. This code goes to the BPCU during the BITE procedure.
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757 TRAINING MANUAL
TIE BUS PMG BAT BUS APU GEN CONT UNIT P6 MIN PWR DISTR PNL MAIN FIELD EXCITER FIELD
AUX PWR BKR (P34)
APU GEN TRU/ POWER SUPPLY CB1 SHORTED PMG PHASE DETECT
C MAIN EXCITER FIELD POWER SUPPLY FREQ <335HZ
SHORTED ROTATING DIODE DETECT
POR VOLTAGE SENSING
APU GEN CONT

O F F
VOLTAGE REGULATOR DISABLE B
ON
OFF ON S11 APU GEN CONT SW ELEC SYS PNL (P5)

DISCH
TRIP CLOSE PM GCR ON FIRE RESET METHOD - GEN CONT SWITCH OFF
6 SEC
O U T P U T SS SS I N T E R F A C E
APU
r
SS
FIRE APU FIRE SW APU FIRE CNTL PNL (P8)
GCR PROTECTION LATCH
C FAULTS D
SOFTWARE HARDWARE APU GENERATOR CONTROL UNIT (E5)
ELECTRICAL POWER - AC GENERATION - APU GENERATOR CONTROL UNIT (GCU) - FUNCTIONAL DESCRIPTION
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757 TRAINING MANUAL ELECTRICAL POWER -- AC GENERATION - APU GCU - APB FUNCTIONAL DESCRIPTION
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General The auxiliary power breaker (APB) is controlled by the APU generator control unit (APU GCU) when the APU generator control switch is latched (ON). When the control switch is unlatched (OFF), the APB is open. Power APB Request The battery bus or the APU generator permanent magnet generator (PMG) gives power to energize the APB close and trip coils. The circuit breakers (CB1 and CB2), on the GCU front panel, control power to the APU generator control switch and the APB. APB Control Relays APB close and trip control relays in the APU GCU control close and trip signals to the APB. The momentary type relays send close or trip signals to the magnetic latching type APB. An output from the APB control logic is necessary to get a close signal. An APB REQUEST with no EPC REQUEST while in the ground (GND) mode and no voltage on the tie bus is necessary to get this. APU Generator/External Power Priority External power has priority over APU generator power when there is an EPC REQUEST signal in the GND mode. This removes the enable signal from the APB control logic. If closed, the APB trips open and the EPC then To get the APB REQUEST signal, these conditions are necessary: No differential faults APU generator switch is latched (ON) APU RPM is at least 95 percent GCR is closed APB initial protection does not detect abnormal frequency or voltage. closes. When the external power control switch is pushed, the BPCU sends the EPC REQUEST signal over the serial data link while the EPC is open. The GND mode is found by air/ground relay and thrust lever microswitches. Push the external power switch while the EPC is closed to remove the EPC REQUEST signal and open the EPC.
Close and Trip Commands An enable signal is available to the APB control logic to close the APB when these conditions are true: There is an APB REQUEST signal No EPC REQUEST signal In the GND mode Main power breakers (GCB, BTB, EPC) are open Voltage on the tie bus is zero.
Any protective function trip of the GCR de-energizes the APB control logic. The system is reset after a
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protective function trip by a cycle of the APU generator control switch OFF and then ON. This closes the GCR. It will trip again if there is still a fault. Indications The OFF light on the APU generator control switch is on when the switch is unlatched (manual trip). The OFF light is also on for these conditions: Switch is latched APU RPM is at least 95 percent EPC and APB are open (fault trip).
The EICAS advisory message, APU GEN OFF, shows after a five-second time delay when the APB is tripped open either manually or automatically because of a fault.
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757 TRAINING MANUAL

A OPEN R824 (P61) APU GEN OFF (C) EICAS FROM APU GEN PMG CLOSED APU GCU GCR APU GENERATORS T1 T2 T3 L1 L2 L3 AC TIE BUS
K114 EPC (P34)
BAT BUS APU GEN CONT UNIT P6 MN PWR DISTR PNL AIR/GND C A
TRU/POWER SUPPLY
CB1 CB2
C R10076 (E6)
GND EPC REQ
PRIORTY CHECK LOGIC CLOSE PARALLEL CHECK APB REQUEST LOGIC PM CONTROL LOGIC TRIP AUX PWR BRKR (P34) APB POSITION DATA LINK APU GCU SERIAL DATA LINK BPCU
95% RPM 28V DC AUX PWR CONT UNIT (E6)

APU GEN CONT
O F F
ALL BREAKER POS >95% APB SW ON GCR CLOSED ON DIFF FAULT PROTECTION LATCH
ON
R6 (P34) OFF
APU GENERATOR CONTROL UNIT (E2-4)
ELECTRICAL POWER - AC GENERATION - APU GCU - APB FUNCTIONAL DESCRIPTION
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757 TRAINING MANUAL ELECTRICAL POWER -- AC GENERATION - LEFT GENERATOR CONTROL UNIT - FUNCTIONAL DESCRIPTION
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General The generator control relay (GCR) is a magnetic latch type relay with separate trip and close coils. It is in the GCU to make and break the voltage regulator PMG power supply circuit. When the GCR trips, the generator field is de-energized. The left and right GCR generator control are the same. Voltage Regulator The generator voltage regulator is a self-contained solid state, pulse width type voltage regulator which controls the system point of regulation (POR) voltage by control of the full-wave rectified main exciter field power supply current. The voltage regulator maintains the POR voltage at 115v ac for all normal steady-state conditions. When the voltage at the point of regulation (POR) changes, the voltage regulator changes the generator exciter field current. The exciter field current and voltage range from 0 to 4 amps and 0 to 35v dc for generator loads up to 150 kva. The voltage regulator is disabled if the generator frequency is less than 335 Hz or the GCR is open. A high-phase-takeover circuit in the voltage regulator limits the highest phase voltage to 128v ac line-toneutral. A stability network is in the voltage regulator to make sure there is minimal modulation of steady-state voltage. The voltage regulator has a current limiting feature to limit the maximum short circuit current of the APU generator to between 550 and 670 amps per phase for any fault. The generator DPCT supplies the load current input. GCR Control The GCR trips and closes by manual operation of the GEN CONTROL alternate action push-button switchlight in the flight compartment. Switch operation to the latched (ON) position closes the GCR, if open. Switch operation to the released (OFF) position opens the GCR, if closed. GCR Protective Trips The GCR trips by internal GCU protective circuits and by the external fire switch. Internal fault protection circuitry trips the GCR for these conditions: Under/over frequency Under/over voltage Differential fault Open phase Shorted rotating diode Shorted permanent magnet generator Watchdog circuit protection.
A shorted diode in the generator rotating rectifier assembly is found by the average exciter field current and the average 3-phase main generator current. When the GCU finds a shorted diode, (generator load current less than 247 amps and exciter field current more than 2.76 amps) the GCR trips in 5.5 to 7 seconds. This
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method of detection of a shorted diode detects two open diodes during most conditions. The shorted PMG protection circuit prevents GCU damage if there is a short to ground on any PMG phase. For this type of fault, a large AC component in the three-phase half-wave rectified PMG signal would be found and a GCR trip occurs in two seconds maximum. The shorted rotating diode protection locks out the shorted PMG protection circuit. For all protection trips, a reset signal is necessary. Reset occurs when the GEN CONT switch is unlatched to the OFF position. The system returns to automatic operation by the switch back to the ON position.
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757 TRAINING MANUAL

BAT BUS LEFT GEN CONT UNIT P6 MIN PWR DISTR PNL
DISC SOL PMG MAIN FIELD LEFT IDG TRU/ POWER SUPPLY CB1 SHORTED PMG PHASE DETECT A EXCITER FIELD
TIE BUS C901 L GEN CB (P31)
L GEN CONT
O F F
ON
C B MAIN EXCITER FIELD POWER SUPPLY FREQ <335HZ
SHORTED ROTATING DIODE DETECT
POR VOLTAGE SENSING
OFF
VOLTAGE REGULATOR B O U T P U T SS I N T E R F A C E
ON S3 L GEN CONT SW ELEC SYS CONT PNL

DISCH 1 2
TRIP I N P U T I N T E R F A C E CLOSE PM GCR ON DISC RESET METHOD - GEN CON SWITCH OFF SS 6 _ SEC +1
DISABLE
DRIVE DISC
L E F T
r
SS GCR PROTECTION LATCH C FAULTS D
FIRE L ENG FIRE SW P8 ENG FIRE CONT PNL
FIRE SOFTWARE HARDWARE L GENERATOR CONTROL UNIT (E5)
ELECTRICAL POWER - AC GENERATION - LEFT GENERATOR CONTROL UNIT - FUNCTIONAL DESCRIPTION
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757 TRAINING MANUAL ELECTRICAL POWER -- AC GENERATION - LEFT GCU - GENERATOR CIRCUIT BREAKER FUNCTIONAL
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General The generator circuit breakers (GCBs) connect the main generators to the left and right main ac buses. When the generator control switch is on (latched in), operation is controlled by the GCU. GCB close and trip control relays are provided in the GCU to supply close and trip signals to the generator control breaker. The non-latching relays send 50 msec close or trip signals to the magnetic latching GCB. Power Requirements The battery bus or the IDG permanent magnet generator (PMG) supplies power to control the GCB. Circuit breakers on the front face of the GCU protect external control wiring. GCB Close Command When the generator control switches are latched to the ON position, the GCBs operate automatically. The GCBs are controlled by the associated GCU. Because both breakers operate the same, only the left GCB control will be discussed. For the GCB to close, these priority check logic conditions must be true: GCU must be in an IDG position No EPC request while on the ground or BTB switch in ISOL. No EPC request means that the external power switch is not pushed. For the GCB to close, these parallel check logic conditions must be true: BTB open - This is determined by auxiliary contacts inside the BTB No voltage on the load bus - This is determined by GCB, BTB, APB, and EPC position.
For the GCB to close, these GCB request Logic conditions must be true: No differential faults Generator control switch ON and GCR closed. Engine running. The engine run circuit uses a combination of inputs from the IDG magnetic pickup unit (MPU) and permanent magnetic generator (PMG) to find if the engine is running at the proper speed for IDG operation. No input from the initial protection circuit. This makes sure that no voltage or frequency faults exists prior to the GCB close.
The close command momentarily energizes a control relay in the GCU. This sends 28v dc to the close coil of the GCB. The GCB is held in the closed position by a permanent magnet inside the GCB. GCB Open Command The GCB open command momentarily energizes a control relay. From the energize contacts of this relay, 28 vdc goes to the open coil of the GCB. It breaks the magnetic latch and opens the GCB. This open command is
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made any time the GCB request signal is lost. These conditions will result in a GCB trip: EPC request - EXT power switch is pushed and the available light is on. This trip is inhibited if the BTB switch is not in auto (BTB OPEN) Differential fault Generator control switch OFF - This removes the GCB request signal and sends 28v dc through an isolation diode to the GCB trip coil. is closed, this removes the EPC REQUEST signal and sends a trip signal to the EPC. An enabling signal is reapplied to the GCB control logic and the GCB closes. Any protective function trip of the GCR also energizes the GCB trip control relay. The system is reset after a protective function trip by operation of the GEN CONTROL switch to the released position and then to the latched position. This action closes the GCR. If there is still a fault condition, a second protective trip function starts. Indications During engine start-up, the IDG has priority over EXT or APU power. To do this, a GCB REQUEST signal goes to the BTB logic circuit. This causes the bus tie breaker to open and removes power (EXT or APU) from the main ac bus. When there is no power on the bus and the BTB is open, the GCB closes and connects IDG power to the bus. This is a break power transfer. Assume the left IDG is operating and the generator circuit breaker is closed. When the external power switch is pushed and external power is available, the BPCU sends the EPC REQUEST signal over the serial data link. The EPC REQUEST signal is accepted only during ground conditions (sensed by air/ground relay and thrust lever microswitches). This gives priority to external power and removes the enabling signal to the GCB control logic when the bus tie switch is latched to AUTO. The left GCB trips open and lets the left BTB close to supply power to the respective bus. When you push the momentary external power switch after the EPC The OFF indicator light in the GEN CONT switch-light comes on when the GCB is tripped. EICAS shows the advisory (caution-CAA) message, L GEN OFF when the GCB is open and if there is no L ENG SHUTDOWN message. A BUS OFF light comes on if the GCB is tripped and the ac load bus does not get power from another source. The caution message L AC BUS OFF shows on EICAS.
General Operation
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757 TRAINING MANUAL

B IDG GEN IDG PMG BAT BUS L GEN CONT UNIT MAIN PWR DISTR PNL (P8) A AIR/GND
BUS TIE
AUTO ISLN
w a
AC LOAD BUS TO LBTB
R4 LGCB TRIP ISO (P31) CLOSE CLOSE TRIP TRIP GCB CONTROL LOGIC PM L GEN CB (P31)
TRU/ PWR SUPPLY CB1 IDG POS BUS TIE SW POS PRIORITY EPC REQ CHECK LOGIC GND VOLTS = 0 PARALLEL CHECK CB2
L BUS BUS OFF

a
B LBTB POSIT FROM IDG MPU FROM IDG PMG
L GEN OFF (C) L AC BUS OFF (B) L EICAS CMPTR GCB REQUEST LOGIC TO BTB CONTROL LOGIC L GEN OFF (C) L AC BUS OFF (B) R EICAS CMPTR LGCB POSITION LGCU SERIAL DATA LINK BUS POWER CONT UNIT
L GEN CONT
O F ON Fa w
GCR CLOSED GCB SW POS DIFF FAULT PROTECTION LATCH
LGCB POSIT SERIAL DATA LINK
ELEC SYSTEM CONTROL PANEL (P5)
L GENERATOR CONTROL UNIT (E5)
ELECTRICAL POWER - AC GENERATION - LEFT GCU - GENERATOR CIRCUIT BREAKER FUNCTIONAL DESCRIPTION
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757 TRAINING MANUAL ELECTRICAL POWER -- AC GENERATION - LEFT GENERATOR CONTROL BTB
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General The bus tie breakers (BTBs) connect the ac tie bus to a main ac load bus. These breakers are controlled by the associated generator control unit (GCU) if the bus tie switch is in the AUTO position. The BTBs are opened by a trip signal from the switch to the breaker coil. BTB close and trip control relays in the GCU send close and trip signals to the bus tie breaker. The nonlatching relays send a 50 msec close or trip signal to the magnetic latching BTB. Power Requirements The battery bus or the IDG permanent magnet generator (PMG) sends power to energize the BTB close and trip coils. Circuit breakers on the GCU front panel control power to the close/trip coils and BUS TIE switch. Close and Trip Commands When the BUS TIE switches are in the latched (AUTO) position, the BTBs operate automatically to maintain power to the main ac buses from any operating generator, with this power source priority: Associated IDG APU generator Opposite IDG. ground. The associated IDG has priority during engine start-up. BTB Operation When the BUS TIE switch is in the latched (AUTO) position and there are no BTB lockout signals (BTB protection or autoland), the LBTB close coil is energized if these conditions are true: LGCB is open (LGCB OP) No request to close (LGCB REQ) No ac voltage (V=0) on the corresponding main ac load bus.
This shows power goes from ac tie bus to main load bus. The LBTB close coil is also energized if these conditions are true: LGCB is closed (LGCB CL) BUS READY signal No ac voltage (V=0) on ac tie bus.
This shows power goes from the main load bus to the ac tie bus. When the BUS TIE switch is in the latched (AUTO) position, the BTB trip coil will be energized if the GCB is commanded to close or if there is a BTB protection lockout signal. The BTB protection lockout operates for these functions:
Note that external power (EP) has priority over all other power sources when EP is manually selected on the
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Main ac load bus and ac tie bus differential fault protection Additional overload protection for IDG and APU generator Additional undervoltage protection when a single IDG supplies both main ac load buses.
Except for the autoland condition, the BTB lockout is removed by reset of the appropriate BTB switch. To do this, operate the switch to the released position and return it to the latched (AUTO) position. Indication A ground is provided in the GCU to turn on the BUS TIE ISLN indicator light on the electrical panel when the BUS TIE switch is latched (AUTO) and a BTB protection lockout has occurred. When the BUS TIE switch is unlatched and the BTB is open, the ISLN light also comes on. The ISLN light is inhibited during an autoland BTB lockout condition. EICAS shows the advisory message L BUS ISOLATED for a BTB protection lockout or manually locked open bus tie breaker. A BUS OFF light comes on if the GCB and the BTB are both tripped. The caution message AC BUS OFF shows on EICAS.
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757 TRAINING MANUAL

FROM IDG GEN PMG A BAT BUS L GEN CONT UNIT P6 MN PWR DISTR PNL
BUS TIE
AUTO w ISLN
a
B T1 T2 T3 CLOSE L1 L2 L3 AC TIE BUS
TRU/PWR SUPPLY E R7 LBTB TRIP ISOL DIODE (P31) D CB1 CB2 CLOSE GCB POS GCB REQ BTB NEED LOGIC BTB CONTROL TRIP LOGIC
AC LOAD CLOSE BUS INTERLOCK CIRCUITRY E
L BUS
BUS OFF
a
C BUS READY A B
TRIP
ELEC SYSTEM CONT PNL (P5) L AC BUS OFF (B) L AC BUS ISOL (C) L EICAS COMPUTER L AC BUS OFF (B) L AC BUS ISOL (C) R EICAS COMPUTER OPEN
C TRIP PM L BUS TIE BRKR (P31) L BTB POSITION LGCU SERIAL DATA LINK BUS POWER CONT UNIT
L GEN CB (P31) D BUS TIE SW POS BTB POS
BTB PROTECTIVE LOCKOUT BTB ENABLE LOGIC ISLN LIGHT DATA LINK
L GENERATOR CONTROL UNIT (E5)
ELECTRICAL POWER - AC GENERATION - LEFT GENERATOR CONTROL BTB
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757 TRAINING MANUAL ELECTRICAL POWER -- AC GENERATION - BUS READY/INTERLOCK CIRCUITRY - FUNCTIONAL DESCRIPTION
General The bus ready signal lets normal bus transfer and inhibits the parallel of two power sources. A DC bus ready signal goes to the left and right GCUs when the proper main power breakers are open and there is no APU generator control unit auxiliary power breaker request (APB REQ) signal. The APB request signal shows APU speed above 95%, APU GEN CONT switch ON, GCR closed and no faults. 28v dc to the Left or right generator control unit shows bus ready. Interlock Circuit A DC signal from the generator control unit to the BTB close coil is necessary for automatic bus tie breaker closure. This signal goes through the airplane interlock circuitry. The DC signal path depends on whether the BTB closes to let 115v ac into or out of the AC tie bus. If power goes into the AC tie bus, the APB, EPC, and opposite GCB must be open. For power flow out of the AC tie bus, the corresponding GCB must be open.
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757 TRAINING MANUAL
L BTB TRIP BUS READY L BTB CLOSE L GEN CONT UNIT INTERLOCK AUTOLAND K526 L AUTOLAND (P31) OPEN
TRIP
CLOSE CLOSE C901 L GEN CB (P31) C902 L BUS TIE BRKR (P31)
OPEN BUS READY CLOSE C903 R GEN CB (P32) HOT BAT BUS STBY BUS OFF LT BAT VM P6 MAIN DIST PNL
OPEN
OPEN
APB REQ >95%
CLOSE C905 AUX PWR BRKR (P34)
CLOSE K114 EXT PWR CONT (P34)
BTB INHIBIT APU GEN CONT UNIT
ON BAT SW
R531 BTB INHIBIT PULLUP RESISTOR (P34)
ELECTRICAL POWER - AC GENERATION - BUS READY/INTERLOCK CIRCUITRY - FUNCTIONAL DESCRIPTION
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757 TRAINING MANUAL ELECTRICAL POWER -- AC GENERATION - AC POWER INDICATIONS

Generator Load Each GCU provides a dc voltage output to both EICAS computers proportional to the ac generator channel load. The GCU senses generator load current from the generator current transformers. External Power Load The BPCU provides a dc voltage output to both EICAS computers proportional to the external power load. The BPCU senses external load from the ground power current transformer. AC Voltage and Frequency For each main power source (IDG, APU generator, EXT PWR, and HYD MOTOR GEN), the voltage and frequency is sensed from phase B. The single phase output of the static inverter is sensed to show voltage and frequency. All signals go to both EICAS computers except the APU GENERATOR (L computer only) and HYD MOTOR GEN (R computer only).
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757 TRAINING MANUAL
STATIC INVERTER (E3)
STBY INV VOLT/FREQ (P6)
CURRENT SENSING
LOAD METER DRIVER
L1 L2 L3
T1 T2 T3 C905 AUX PWR BREAKER (P34) APU GEN
EXT PWR EXT PWR BPCU (P34) APU GEN VOLTMETER (P34)
BUS PWR CONT UNIT EXT PWR VOLTMETER (P34) L COMPUTER ONLY INTERNALS SAME AS L APU GEN CONT UNIT
L1 L2 L3
T1 T2 T3 C903 R GEN (P32) R IDG
RIGHT GEN VOLTMETER (P32)
INTERNALS SAME AS L R GEN CONT UNIT R COMPUTER ONLY
HYDRAULIC MOTOR GEN HYD GEN AC VOLT SENSE (P71) LEFT GEN VOLTMETER L IDG (P31)
L1 L2 L3
T1 T2 T3 C901 L GEN (P31)
CURRENT SENSING L GEN CONT UNIT
LOAD METER DRIVER
L AND R EICAS COMPUTER
ELECTRICAL POWER - AC GENERATION - AC POWER INDICATIONS
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757 TRAINING MANUAL ELECTRICAL POWER -- AC GENERATION - MAINTENANCE PAGE DISPLAY

Generator Load Generator load shows on the EICAS ELEC/HYD maintenance page for values between 0 and 1.50 (1.00 = 90KVA). External Power Load The AC load for main AC, ground service, and ground handling buses shows on the EICAS ELEC/HYD maintenance page for values between 0 and 1.50 (1.00 = 90KVA). AC Voltage and Frequency Indications show on the EICAS ELEC/HYD maintenance page. AC voltage and frequency shows between 0 to 130 volts AC, and 0 to 420 Hz.
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757 TRAINING MANUAL
ELEC/HYD HYD GEN LOAD AC-V FREQ DC-A DC-V IDG OUT IDG RISE STBY /BAT L R APU /BAT GND PWR
0 0 0
115 401 +10 28
0.78 115 402 67 28 105 35

L
0.85 115 398 45 27 110 40

C
0.00 0 0 0 28
0.00 0 0
RSVR PRESS HYD QTY HYD PRESS HYD TEMP
LOW 0.99 2975 50
NORM 1.00 3010 47
HIGH 0.98 3000 115
ELECTRICAL POWER - AC GENERATION - MAINTENANCE PAGE DISPLAY
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757 TRAINING MANUAL ELECTRICAL POWER -- AC GENERATION - FAULT SENSING - GCU FAULT PROTECTION
General The GCU protective functions monitor system parameters such as current, voltage, and frequency. They protect the main generating channel if there are system faults and protect equipment connected to the system from outof-limits electrical power quality. The limits and the delays of the various protective functions isolate a fault with a minimum reduction of generation capacity and a minimum interruption of power to the airplane load buses. For any fault that trips the GCR and the GCB, a reset must be done. The reset is done by an unlatch and relatch of the generator control switch. The GCR is closed and GCB is enabled for automatic operation. A reset can also be done by removal and application of power to the generator control unit. Inputs The generator control unit senses three-phase power from the permanent magnet generator for frequency protection functions. The point of regulation (POR) feedback provides three-phase ac input for under/overvoltage protection functions. Generator internal current transformers provide current sensing for open phase and shorted rotated diode protection. Protective Functions Overvoltage protection finds if the highest phase of the three-phase voltages is more than the limits at the point of regulation. Undervoltage protection senses the average of the three-phase peak sensed voltages at the point of regulation. The shorted permanent magnet generator protection prevents GCU damage if there is a short to ground on any PMG phase. For this type of fault, a large ac component in the three-phase half-wave rectified PMG input to the voltage regulator is detected. Overfrequency and underfrequency protection information is sensed from the permanent magnet generator frequency. A shorted diode in the generator rotating rectifier assembly is detected by sense of the average exciter field current and the average three-phase main generator current. During most conditions, this method to sense a shorted diode will also sense two open diodes and provide a GCR trip. The shorted rotating diode protection is locked out by underspeed to prevent nuisance trips. Also, shorted rotating diode protection is locked out during single IDG operation. After automatic load reduction, a single generator with one or two open diodes can carry the remaining load without a protective trip. A four-pole magnetic pickup unit (MPU) on the IDG input shaft senses the IDG input speed and provides an output signal proportional to input speed to the GCU for underspeed protection. An underspeed fault trip is inhibited unless PMG frequency is less than 385 HZ.
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757 TRAINING MANUAL
PROTECTIVE FUNCTION
LIMITS LOWEST PHASE LESS THAN 6 |5 AMPERES AND NEXT LOWEST PHASE MORE THAN 40 AMPERES (4 SEC TD) HIGHEST PHASE MORE THAN 129.5 TO 132 VOLTS AC (INVERSE TIME DELAY) THREE-PHASE AVERAGE LESS THAN 103 TO 106 VOLTS AC (8 TO 10 SEC TD). INHIBITED BY UNDERSPEED AND UNDERFREQUENCY PROTECTION ANY PERMANENT MAGNET GENERATOR WINDING SHORTED (2 SEC TD) 370 TO 375 HZ (1 SEC TD) 345 TO 355 HZ (140 MSEC TD) LOCKS OUT UNDERVOLTAGE PROTECTION AND INHIBITED BY UNDERSPEED 425 TO 430 HZ (1 SEC) ANY ROTATING DIODE SHORTED (5.5 TO 7 SEC TD) IDG INPUT SPEED LESS THAN 4300 RPM AND PMG FREQUENCY LESS THAN 385 HZ
ACTION
OPEN PHASE
TRIPS GCR
OVERVOLTAGE
TRIPS GCR
UNDERVOLTAGE
TRIPS GCR
SHORTED PMG
TRIPS GCR
UNDERFREQUENCY
TRIPS GCR
OVERFREQUENCY SHORTED ROTATING DIODE
TRIPS GCR TRIPS GCR
UNDERSPEED
TRIPS GCB
ELECTRICAL POWER - AC GENERATION - FAULT SENSING - GCU FAULT PROTECTION
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757 TRAINING MANUAL ELECTRICAL POWER -- AC GENERATION - FAULT SENSING - CURRENT SENSING
General The current transformer assemblies (CTAs) provide load current sensing to the GCUs for use in open-phase overload protection circuits. They also operate with current transformers on the IDG and auxiliary generator for use in differential current protection circuits. The current transformers also supply EICAS with load information. The BPCU uses CTA current sensing for tie bus differential protection, external power overload, and external power load monitor circuits.
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757 TRAINING MANUAL
L IDG
APU GEN
EXT PWR
R GEN
L GCB LEFT GCU L 115V AC BUS T122 GROUND POWER CT (P34) APU GCU BPCU RIGHT GCU
R GCB
R 115V AC BUS
L MISC EQUIP POWER UBR L UTILITY BUS ELCU(S) GALLEY(S) GALLEY(S) R ELEC HYD PUMP C1 ELEC HYD PUMP ELCU L BTB T105 L GEN DPCT (P31) GROUND HANDLING RELAY CURRENT TRANSFORMER ASSEMBLY (CTA)
R MISC EQUIP POWER UBR R UTILITY BUS ELCU(S) GALLEY(S) GALLEY(S) L ELEC HYD PUMP ELCU
ELCU
APB T111 APU GEN DPCT (P34)
EPC
ELCU
R BTB T107 R GEN DPCT (P32) GROUND SERVICE XFER RLY GROUND SERVICE BUS
C2 ELEC HYD PUMP
GROUND SERVICE SELECT RELAY GROUND HANDLING BUS
ELECTRICAL POWER - AC GENERATION - FAULT SENSING - CURRENT SENSING
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757 TRAINING MANUAL ELECTRICAL POWER -- AC GENERATION - FAULT SENSING - LOAD SHEDDING
Purpose The primary purpose of AC load shedding is to protect an electrical power source (generator or external power) from an overload or from an anticipated overload. An overload is anticipated, for example, when a source is lost during operations that would normally use two sources. Another purpose of load shedding is to increase the pneumatic output of the APU for engine start when the APU is also used to supply electrical power to the airplane. General Load shedding is done with relays and power breaker position, load shed logic in the BPCU, or both. Electrical power is removed from non-essential loads, such as those that use the utility buses and galleys. Load Shedding Controlled by the Bus Power Control Unit Certain load sheds are completely controlled by load shed logic in the BPCU. If a generator is lost in the air mode, the BPCU trips utility bus relays (UBRs) and electrical load control units (ELCUs) to remove power to non-essential utility bus and galley loads. The purpose of this load shed is to prevent an overload of the remaining generator. In the ground mode, loss of a generator does not cause a load shed. In this mode, operation with one source is normal. Another example of load shedding controlled by the BPCU is a generator overload not caused by operation of Load Shedding Controlled by Relays and the Bus Power Control Unit There is a load shed which is controlled by the BPCU and relays. On the ground with the APU or external power that sends electrical power to the airplane if any electric hydraulic pump (other than the right pump) is operating and the source becomes overloaded, galley loads are shed. This is done with relays and pump switches to sense pump operation. In addition, the BPCU finds the overload condition. Load Shed Reset In most cases, a load shed is reset when the condition that causes the load shed goes away. The exception is a load shed caused by a source overload. A manual reset is necessary for this. It is done by a cycle of utility bus switches that corresponds to the shed utility bus and galley loads. electric hydraulic pumps. The BPCU removes power to non-essential loads on the overloaded source by a trip of the correct UBRs and ELCUs. Load Shedding Controlled by Relays Some load shedding is controlled by relays, with switch and breaker positions (APB and GCBs). An example of this is the engine start load shed. If the APU is used for electrical power and pneumatics, an engine start causes load shedding of any utility bus and galley loads on the APU generator.
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757 TRAINING MANUAL
POWER SOURCES 2 GENERATORS
MODE AIR/GROUND
OVERLOAD OR SITUATION 90 KVA FOR 4.5 MIN OR 112 KVA FOR 4 SECONDS NO OVERLOAD NECESSARY 90 KVA FOR 4.5 MIN OR 112 KVA FOR 4 SECONDS 90 KVA FOR 4.5 MIN OR 112 KVA FOR 4 SECONDS
LOADS SHED ASSOCIATED UBR AND ELCU ALL UBRS AND ELCUS NO DELAY ALL UBRS AND ELCUS
RESET CYCLE THE UTILITY BUS SWITCHES ADD A SECOND GENERATOR CYCLE THE UTILITY BUS SWITCHES CYCLE THE UTILITY BUS SWITCHES CYCLE THE BTBS OR THE ACMP SWITCHES
1 GENERATOR
AIR
1 GENERATOR APU OR EXT POWER AND NO ACMP OPERATING APU OR EXT POWER AND ACMP OPERATING
GROUND
GROUND
ALL UBRS AND ELCUS
GROUND
90 KVA FOR 3 SECONDS
ALL ELCUS
ENGINE START USING APU ELECTRICAL AND PNEUMATICS
GROUND
NO OVERLOAD NECESSARY
ALL UBRS AND ELCUS ON FIRST ENGINE START, THEN ASSOCIATED UBR AND ELCU ON SECOND ENGINE START
AUTO RESET
ELECTRICAL POWER - AC GENERATION - FAULT SENSING - LOAD SHEDDING
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757 TRAINING MANUAL ELECTRICAL POWER -- AC GENERATION - FAULT SENSING - LOAD SHEDDING - BPCU CONTROL
Operation Load shedding in response to a generator loss (onegenerator operation) in the air mode and a source overload in the air and ground modes, is controlled by load shed logic in the BPCU. The BPCU can open and close the utility bus relays (UBRs) and the galley electrical load control units (ELCUs) by control of the ground for each relay. When the BPCU has power, when 115 volt ac power is available for main buses, and when no load shed condition exists, solid state switches are energized to provide closed circuits to ground for the UBRs and ELCUs. This lets the relays close. When a load shed condition exists, the BPCU opens some or all of these relays by de-energizing solid state switches to remove grounds. The BPCU receives overload data for the IDGs and the APU generator and information about main power breaker position (GCBs, BTBs, and APB) through serial data link inputs from the generator control units. Also, the BPCU monitors the external power load and EPC position directly. The overload limits are 90 kva and 112.5 kva. Main power breaker positions are monitored to find the number of power sources. Air or ground mode is determined from individual thrust lever switches in series with an air/ground relay. When the two alternate action utility bus switches (P5) are latched (ON), 28v dc is available to close associated UBRs and ELCUs. Unlatch of these switches opens the relays and provides the BPCU with a manual reset signal. An OFF light on a utility bus switch comnes on when the associated UBR is open.
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757 TRAINING MANUAL

L BUS L AC BUS
BUS OFF
a
UTILITY BUS L R
ON OFF
w a
R BUS
BUS OFF
a
ON OFF
w a
R AC BUS
UBR ELCUS L UTILITY BUS GALLEY(S) 1 THRUST LEVER NOT ADVANCED LEFT S17 RIGHT S18 THRUST LEVER ADVANCED CLOSED MICROSWITCH PACK AUTOTHROTTLE ASSEMBLY K114 EPC NOTE : EACH GALLEY HAS A SEPARATE ELCU DRIVER 1 GALLEY ELCU (TYPICAL) 2 GND I N P U T I N T E R F A C E OUTPUT INTERFACE 2 1 ELCUS
UBR
R UTILITY BUS GALLEY(S)
AIR K10108 SYS 1 AIR/GND BAT RELAY (P36)
S E R I A L D A T A L I N K
R GCU
L GCU
LOAD SHED LOGIC - GENERATOR LOSS - SOURCE OVERLOAD SOFTWARE HARDWARE
APU GCU
BUS PWR CONTROL UNIT
UTILITY BUS RELAYS
ELECTRICAL POWER - AC GENERATION - FAULT SENSING - LOAD SHEDDING - BPCU CONTROL
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757 TRAINING MANUAL ELECTRICAL POWER -- AC GENERATION - FAULT SENSING - LOAD SHEDDING - GENERATOR LOSS
General Normally, two generators are used for electrical power during operation of the airplane. If a power source is lost while in the air mode, there is automatic load shedding to protect the remaining power source. Loss of a power source in the ground mode does not result in automatic load shedding. It is normal to use one power source, the APU generator, in the ground mode. Also, it is not as critical to protect a remaining IDG when in the ground mode. Normal Sequence In the air mode, the AC electrical system sheds all utility and galley bus power when there is a loss of a power source. The air mode is specified as the ground/air relays in the air mode or both power levers more than 9-1/2 degrees from idle. This load shed protects the remaining IDG from an overload during and after takeoff. When this load shed occurs, the OFF light on the related utility bus switch comes on, and the advisory message L(R) UTIL BUS OFF shows on EICAS. Reset is automatic when a second generator becomes available (the APU generator may be used).
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757 TRAINING MANUAL
ACTION GENERATOR LOSS - GROUND MODE
APU
GEN
IDG NO AUTOMATIC LOAD SHED GENERATOR LOSS - AIR MODE TRIPS ALL ELCU(S) ALL UBR(S) RESETS AUTOMATIC WHEN SECOND POWER SOURCE BECOMES AVAILABLE
w
IDG
GCB BTB L AC BUS UBR
APB BTB
GCB
R AC BUS UBR L UTILITY ELCU(S) GALLEY(S) ELCU(S) GALLEY(S) R UTILITY
BUS TIE
AUTO w
AUTO
L BUS
L
ON OFF
w a
R
ON OFF
w a
R BUS
ON DURING LOAD SHED OFF AFTER RESET

GEN CONT
EICAS
R GEN CONT
L(R) UTIL BUS OFF (C)
GEN DRIVE DISC R L
O F F
a
ON
w
ON
w
ELECTRICAL CONTROL PANEL
ELECTRICAL POWER - AC GENERATION - FAULT SENSING - LOAD SHEDDING - GENERATOR LOSS
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757 TRAINING MANUAL ELECTRICAL POWER -- AC GENERATION - FAULT SENSING - LOAD SHEDDING - SOURCE OVERLOAD
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General Automatic load shedding is available to protect one of these power sources when there is a source overload: IDG APU generator External power. Normal Sequence - Without Electric Hydraulic Pumps Each generator control unit (GCU) monitors the load at the generator output to protect its channel against an overload condition. If the GCU detects an overload from 90 to 112.5 kva (overload 1) or more than 112.5 kva (overload 2), the GCU signals the BPCU over the serial data link that there is an overload condition on its channel. If the overload 1 condition exists for up to 4.5 minutes or the overload 2 condition exists for four seconds, the BPCU causes load shedding and determines which non-essential loads are to be shed. As an example, if both main AC buses are powered from their related IDGs and an overload condition 1 occurs for the left IDG, the BPCU signals the left UBR and all ELCUs connected to the left main bus to trip in up to 4.5 minutes. For an overload 2 condition, the UBRs and ELCUs trip in 4 seconds. These actions shed the left utility bus and related galleys. When a load shed occurs, the related utility bus switch off light comes on and the advisory message, L(R) UTIL BUS OFF shows on EICAS. Reset is manual by a cycle of the utility bus switch. Normal Sequence - With Electric Hydraulic Pumps The BPCU monitors the external power system load and gets APU generator control unit signals to start load shedding in response to overload conditions.
There are two conditions to consider. The first condition is without an electric hydraulic pump on, other than the right pump. For this condition, an overload is defined as 90 kva for 4.5 minutes to 112.5 kva for 4 seconds. If a power source has an overload in the air or ground mode, the AC electrical system sheds any utility bus and galleys on that power source by a trip of the related UBR(s) and ELCU(s). The second condition is when there is any electric hydraulic pump other than the right pump on, the airplane is on the ground, and external power or the APU generator supplies electrical power. In this condition, a source overload is defined as 90 kva for three seconds. If external power or the APU generator has an overload, the AC electrical system sheds galley power by a trip of the galley ELCUs. For this load shed, there is a three-second time delay because it senses the cause of the overload is the operation of the pump(s) and that, without load shedding, the overload will continue as long as the pump(s) operate. Also, only galleys are shed because this is sufficient to remove an overload caused by use of the electric hydraulic pump(s).
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Each of the four electric hydraulic pumps is rated at 15 kva (45 amps per phase) and draws 167 amps per phase start-up current. If an overload condition exists with any pump on (other than the right pump), only galleys are shed. For this condition, an overload is defined as 90 kva for three seconds. The right electric hydraulic pump is normally operated on the ground for brakes and is not included in the overload circuit. Reset is manual and is done by with the electric hydraulic pump switches to OFF (all pumps except the right demand pump) or cycle BTB switch or pull and reset the ENGINE START LOAD SHED RESET circuit breaker.
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757 TRAINING MANUAL

1 - TWO POWER SOURCES (WITH OR WITHOUT ELECTRIC HYDRAULIC PUMPS ON) OR ONE POWER SOURCE WITHOUT ELECTRIC HYDRAULIC PUMPS ON - AIR OR GROUND MODE - IDG OR APU GEN OR EXT POWER OVERLOAD 90 KVA FOR 4.5 MIN 112 KVA FOR 4 SEC ACTION TRIP ASSOCIATED - UBR(S) - GALLEY ELCU(S) 2 - WITH ELECTRIC HYDRAULIC PUMP(S) OPERATING - GROUND MODE ONLY - APU GEN OR EXT PWR OVERLOAD 90 KVA FOR 3 SEC ACTION TRIP ALL GALLEY ELCU(S) APU GEN EX PWR
IDG
IDG
GCB BTB UBR
APB
EPC BTB
GCB
L AC BUS
R AC BUS UBR
L UTILITY ELCU(S) GALLEY(S) CONDITION 1

BUS TIE
a
R UTILITY ELCU(S) GALLEY(S)
APU GEN EXT PWR

ON ON
w
CONDITION
w w
2 RESETTURN HYD PUMP SWITCHES OFF OR CYCLE EITHER BTB SWITCH OFF-ON
AVAIL
BUS TIE
AUTO
w a
AUTO
w a
HYD PUMPS
L ENG 1 C ELEC 2 R ENG
UTILITY BUS L BUS

a
L
ON OFF
w a
R
ON OFF
w a
R BUS
a
CYCLE EITHER BTB SWITCH OFF-ON
ON w PRESSa OVHT ELEC a
ON
ON w PRESSa OVHT a
ON w PRESSa OVHT ELEC ON w PRESS a OVHT a a
PRESS a OVHT a
CYCLE SW OFF-ON
L GEN CONT
O F F
1
GEN DRIVE DISC R L
R GEN CONT
O F F
ON
PRESS a w
ON
a w
ON
a w
DRIVE
DRIVE
EICAS ADVISORY MESSAGES L (R) UTIL BUS OFF
OVHT
ELECTRICAL POWER - AC GENERATION - FAULT SENSING - LOAD SHEDDING - SOURCE OVERLOAD
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757 TRAINING MANUAL ELECTRICAL POWER -- AC GENERATION - FAULT SENSING - LOAD SHEDDING - ENGINE START
Normal Sequence An auxiliary power unit can supply air for pneumatics and electrical power at the same time. Electrical power has priority over pneumatics. To maintain proper air supply to the engine during start, the electrical load on the APU generator is decreased by automatic load shedding. When the APU generator supplies electrical power to both main AC buses, the electrical system will load shed all utility and galley buses when the first engine is started (start switch put to GND). The load shed is reset automatically when the IDG supplies electrical power (GCB closes). When the second engine is started, only the related utility bus and galleys are load shed. The reset is automatic when the second GCB closes.
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757 TRAINING MANUAL

RAM AIR TURB
PRESS g UNLKD a
APU
GEN EX PWR
IDG
ENG START BOTH 2 1 R
VALVE a
IDG
L
VALVE a
GCB BTB UBR
APB
EPC BTB
GCB
GND
AUTO
OFF CONT FLT
GND
AUTO
OFF CONT FLT
L AC BUS
R AC BUS UBR
L UTILITY ENGINE START PANEL ACTION FIRST ENGINE START TRIPS UBR AND ELCU RESET IS AUTOMATIC WITH STARTER CUTOUT
L BUS
R UTILITY ELCU(S)
ELCU(S) GALLEY(S) APB CLOSED

BUS TIE
a AUTO w a
GALLEY(S)
APU GEN EXT PWR

w AVAIL w
ON w
BUS TIE
AUTO w a
UTILITY BUS L R
a ON OFF w a ON OFF w a
R BUS
a
SECOND ENGINE START TRIPS UBR AND ELCU FOR ENGINE BEING STARTED RESET IS AUTOMATIC WITH STARTER CUTOUT
L GEN CONT
O F F
GEN DRIVE DISC R L
R GEN CONT
O F F
LIGHT COMES ON DURING ENGINE START

ON w
ON a w DRIVE
w a DRIVE
w a
ELECTRICAL POWER - AC GENERATION - FAULT SENSING - LOAD SHEDDING - ENGINE START
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757 TRAINING MANUAL ELECTRICAL POWER -- AC GENERATION - FAULT SENSING - LOAD SHEDDING - GROUND ONLY
Normal Sequence On the ground when external power or the APU generator supplies electrical power, two conditions are considered. One is without electric hydraulic pumps (other than the right demand pump). The other is with at least one electric hydraulic pump (other than the right demand pump). The BPCU monitors the external power system load and gets APU generator control unit signals to start load shedding in response to overload conditions. Without the large electrical demand of the electric hydraulic pumps, the standard overload limits of 90 kva for 4.5 minutes and 112.5 for 4 seconds makes the BPCU trip the UBRs and ELCUs. When this load shed happens, the OFF light on the connecting utility bus switch comes on and the advisory message L(R) UTIL BUS OFF shows on EICAS. Each of the four electric hydraulic pumps is rated at 15 kva (45 amps per phase) and draws 167 amps per phase start-up current. If there is an overload condition with any pump on (other than the right demand pump), only galleys are shed. For this condition, an overload is defined as 90 kva for 3 seconds. The right electric hydraulic pump is normally operated on the ground for brakes and is not included in the overload circuit. Reset is manual and is done by turning off all electric hydraulic pumps (except the right demand pump) or cycle either BTB switch or pull and reset the ENGINE START LOAD SHED RESET circuit breaker.
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757 TRAINING MANUAL

APU GEN EX PWR
1 WITHOUT HYD PUMPS OVERLOAD 90 KVA FOR 4.5 MIN 112 KVA FOR 4 SEC ACTION TRIPS - UBR(S) - ELCU
2 WITH ELECT HYD PUMP OR PUMPS OVERLOAD 90 KVA FOR 3 SEC
IDG
IDG
GCB BTB UBR
APB
EPC BTB
GCB
ACTION TRIPS ELCU
L AC BUS
R AC BUS UBR
L UTILITY ELCU(S) GALLEY(S) CONDITION 1

BUS TIE
AUTO
a w a
R UTILITY ELCU(S) GALLEY(S)
APU GEN EXT PWR

ON ON
w w w
CONDITION
BUS TIE
AUTO
w a
2
HYD PUMPS
L ENG 1 C ELEC 2 R ENG
AVAIL
RESETTURN HYD PUMP SWITCHES OFF OR CYCLE EITHER BTB SWITCH OFF-ON
L BUS
a
UTILITY BUS L R
ON OFF
w a
R BUS
w a a
ON PRESS OVHT
w a
ON PRESS OVHT
w a
ON PRESS OVHT
w a
ON PRESS OVHT
w a
ON OFF
CYCLE SW OFF-ON
L GEN CONT
1
GEN DRIVE DISC R L
R GEN CONT
ELEC
ELEC
ON O F F
w w
w a
ON PRESS OVHT
a
w a
ON
a w
EICAS ADVISORY MESSAGES L (R) UTILITY BUS OFF
DRIVE
DRIVE
O F F
PRESS ON
a w
OVHT
ELECTRICAL POWER - AC GENERATION - FAULT SENSING - LOAD SHEDDING - GROUND ONLY
24-20-00
757 TRAINING MANUAL ELECTRICAL POWER -- AC GENERATION - FAULT SENSING - ENGINE START FROM APU LOAD SHED CIRCUIT
General The APU can supply electrical and pneumatic power at the same time to airplane systems. Electrical power always has priority over pneumatics. During engine start, the electrical load is decreased to maintain air flow to the engine starter when the APU supplies electrical and pneumatic power. Operation When the left engine start switch is put to GND, the L ENG START 2 relay (K10247) is energized. Both L and R utility bus reset relays are energized. This removes all power from utility buses and galleys. When this load shed occurs, utility bus switch OFF lights come on and the advisory messages L UTIL BUS OFF and R UTIL BUS OFF show on EICAS. After the left GCB closes (left IDG on line), the L UTIL BUS RESET relay (K1) relaxes. This lets power go to the left utility bus and to all galleys that get power from the left main ac bus. After the left engine is started, the right engine start switch to GND energizes the R ENG START 2 relay (K10250) and the R UTIL BUS RESET relay (K2). Power is removed from the right utility bus and galleys that get power from the right main ac bus. When this load shed occurs, the right utility bus switch OFF light comes on and the advisory message R UTIL BUS OFF shows on EICAS. Reset is automatic when the right GCB closes. The R ENG START 2 relay (K10250) relaxes when the engine gets to 53% N2.
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757 TRAINING MANUAL

28V DC L BUS ENG START LOAD SHED RESET TO AUTO RESET CIRCUIT R MAIN BUS A R UTIL BUS RELAY (P32) TO EICAS/ OFF LIGHT L MAIN BUS L UTIL BUS TO EICAS/ OFF LIGHT R UTIL BUS
STARTER CUTOUT
OPEN
CLOSED OPEN
28V DC
ENG START R ENG START 2 (P6)
CLOSED AUX PWR BREAKER (P34)
OPEN CLOSED APU PWR SUP VALVE CONT (E6) R GEN CB (P32) 28V DC OPEN K2 R UTIL BUS RESET
STARTER CUTOUT
L UTIL BUS RELAY (P31) 28V DC REMOTE TRIP 28V DC REMOTE TRIP GALLEY PWR ELCUS (TYPICAL - P31, P32)
ENG START L ENG START 2 (P6) CLOSED L GEN CB (P31)
K1 L UTIL BUS RESET ELEC SYSTEM TO AUTO PANEL RESET CIRCUIT
GALLEY GND LOAD SHED (P31) HARDWARE SOFTWARE LOAD SHED LOGIC
BUS POWER CONTROL UNIT (E5)
ELECTRICAL POWER - AC GENERATION - FAULT SENSING - ENGINE START FROM APU LOAD SHED CIRCUIT
24-20-00
757 TRAINING MANUAL ELECTRICAL POWER -- AC GENERATION - FAULT SENSING - INFLIGHT OVERLOAD CIRCUIT
Inflight Overload Prevention When an IDG fails in the in-flight mode, both utility buses and all galleys are shed and locked out until there is an automatic reset when a second power source becomes available. When only one power source is available in flight, both bus tie breakers are normally closed. When a second power source becomes available, at least one BTB opens, and the UTIL/GALLEY FLT RESET relay energizes. This relay is energized for 1.5 seconds when power is applied. K1 and K2 energize for 1.5 seconds. This applies a ground to the BPCU GLR/ELCU RESET connections.
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757 TRAINING MANUAL

OFF 28V DC
UTILITY BUS L R ON OFF ON OFF
TO EICAS/ OFF LIGHT R MAIN BUS C R UTIL BUS
ON S8 RUTIL/ GALLEY K2 R UTIL BUS RESET L MAIN BUS B A OFF C
R UTIL BUS RELAY (P32) TO EICAS/ OFF LIGHT L UTIL BUS
TO AUTO RESET CIRCUIT
L UTIL BUS RELAY (P31) 28V DC REMOTE TRIP 28V DC REMOTE TRIP
28V DC ON TO ENGINE START CIRCUIT S7 L UTIL/ GALLEY ELEC SYSTEM PANEL K1 L UTIL BUS RESET
TO AUTO RESET CIRCUIT HARDWARE SOFTWARE
GALLEY GND LOAD SHED (P31)
GALLEY PWR ELCUS (TYPICAL - P31, P32)
LOAD SHED LOGIC 1.AIR/GND OVERLOAD MAN RESET (S7, S8) EXT PWR OR 2. INFL GEN LOSS APU LOAD AUTO RESET (K1, K2) >90 KVA BUS POWER CONTROL UNIT (E5-3)
A UBR/ ELCU RESET B
ELECTRICAL POWER - AC GENERATION - FAULT SENSING - INFLIGHT OVERLOAD CIRCUIT
24-20-00
757 TRAINING MANUAL ELECTRICAL POWER -- AC GENERATION - FAULT SENSING - GROUND OVERLOAD CIRCUIT
General On the ground when external power or the APU generator supplies airplane loads and electric hydraulic pumps on, the overload limits are changed. Any electric hydraulic pump on (except the right pump) decreases the overload limit to 90 kva for 3 seconds, and limit load shedding to galleys only. Operation NOTE: Relay numbers in brackets (K149, etc) relate to the reference schematic. A load shedding circuit is armed when the AIR/GND SYS 1 relay (K149) is energized and any electric hydraulic pump (except the right pump) is on. The BPCU monitors the external power system load and gets overload signals from the APU generator control unit to start the alternate load reduction (ALR) load shed signal. More than 90 kva for 3 seconds energizes and latches the GND GALLEY LOAD SHED CONT relay (K10391). This causes the GALLEY GND LOAD SHED relay (K10136) to energize and removes galley power by tripping ELCUs. There are no flight compartment indications of this load shed. Reset is manual. You must turn off all electric pumps (except the right demand pump) or cycle either BTB switch OFF then ON or energize the UTIL/GALLEY FLT RESET relay (K10109) or pull and reset the ENG START LOAD SHED RESET circuit breaker.
24-20-00
757 TRAINING MANUAL

28V DC OPEN GND 28V DC AIR SYS 2 AIR/ GND (P37)
1.5 SEC
TO K120 UTILITY BUS RELAY B R UTIL GALLEY
CLOSED R BUS TIEBREAKER (P32) OPEN
OFF CLOSED L BUS TIEBREAKER (P32) AIR ON ELEC HYD PUMP L SEL OFF
UTIL/ GALLEY FLT RESET (P37)
TO ENGINE START CIRCUIT TO AUTO RESET CIRCUIT 28V DC
K2 R UTIL BUS RESET A L UTIL GALLEY TO K119 UTILITY BUS RELAY TO GALLEYS K1 L UTIL BUS RESET
GND AIR/GND SYS 1 (P36)
ON ELEC HYD PUMP C2 SEL OFF T D GND GALLEY LOAD SHED CONT (P37)
ELEC SYSTEM PANEL
GALLEY GND LOAD SHED
HARDWARE SOFTWARE EXT PWR OR APU LOAD >90 KVA LOAD SHED LOGIC INFL GEN LOSS AUTO RESET (K1, K2) UBR/ ELCU RESET A B
ON ELEC HYD PUMP C1 SEL HYD CONTROL PANEL
BUS POWER CONTROL UNIT (E5-3)
ELECTRICAL POWER -
AC GENERATION - FAULT SENSING - GROUND OVERLOAD CIRCUIT
24-20-00
757 TRAINING MANUAL ELECTRICAL POWER -- AC GENERATION - FAULT SENSING - ELECTRICAL LOAD SHED/AUTO RESET SCHEMATIC
General This is a reference schematic for electrical load shed and auto reset.
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757 TRAINING MANUAL

28V DC R BUS R UTIL BUS 28V DC R BUS GALLEY (TYP)
UTILITY BUS R L
OFF
TO EICAS/ OFF LIGHT
R MAIN BUS
R UTIL BUS
STARTER CUTOUT ENG START K10250 R ENG START 2 (P6) STARTER CUTOUT
OPEN
ON
ON OFF
CLOSED OPEN
OFF
ON S8 R UTIL/ GALLEY K2 R UTIL BUS RESET
K120 R UTIL BUS RELAY (P32)
OPEN C905 AUX PWR BREAKER (P34) K23 APU PWR SUP VALVE CONT (E6-1)
CLOSED
CLOSED C903 R GEN CB (P32) OPEN
B A
TO EICAS/ OFF LIGHT
28V DC L BUS ENG START LOAD SHED RESET 28V DC L BUS L UTIL BUS 28V DC L BUS GALLEY (TYP) P11 CB PNL ASSY
CLOSED K10247 L ENG START 2 (P6) C901 L GEN CB (P31)
OFF
L MAIN BUS
L UTIL BUS
OPEN
GND AIR K10203 AIR/GND SYS 2 (P37)

ELEC
ON S7 L UTIL/ GALLEY ELEC SYSTEM PANEL 1.5 SEC K1 L UTIL BUS RESET
K120 R UTIL BUS RELAY (P31) D
CLOSED C904 R BUS TIE-BREAKER (P32) OPEN

ON PRESS
28V DC REMOTE TRIP 28V DC REMOTE TRIP GALLEY PWR ELCUs (TYPICAL - P31, P32)
OFF ON ELEC HYD PUMP L SEL OFF
CLOSED C902 L BUS TIE-BREAKER (P31) AIR GND K149 AIR/GND SYS 1 (P36)
K10109 UTIL/ GALLEY FLT RESET (P37) T D 3 SEC K10391 GND GALLEY LOAD SHED CONT (P37)
K10136 GALLEY GND LOAD SHED (P31) HARDWARE SOFTWARE
ON ELEC HYD PUMP C2 SEL OFF
LOAD SHED LOGIC _______________ EXT PWR OR 1. AIR/GND OVERLOAD ________________ APU LOAD MAN RESET (S7, S8) >90 KVA 2. _____________ INFL GEN LOSS AUTO RESET (K1, K2) BUS POWER CONTROL UNIT (E5-3)
A UBR/ ELCU RESET
ON ELEC HYD PUMP C1 SEL HYD CONT PANEL
1 ELEC ON PRESS
2 ON PRESS
ELECTRICAL POWER - AC GENERATION - FAULT SENSING - ELECTRICAL LOAD SHED/AUTO RESET SCHEMATIC
24-20-00
757 TRAINING MANUAL ELECTRICAL POWER -- AC GENERATION - TRAINING INFORMATION POINT - BUILT-IN TEST EQUIPMENT
24-20-00
General The generator control units (GCUs) and bus power control unit (BPCU) isolate fault conditions and store the results in nonvolatile memory (NVM). This memory stores the results of operational and maintenance BITE tests. A special memory chip stores the data even if power is removed. The memory is divided into flights. The definition of a flight is both engines shutdown followed by the start of one main engine and a cycle of the ground mode input. A feature of BITE is the alphanumeric display on the BPCU. This is a 24-character display that shows English language messages that tell what faults occur and which area of the system has the problem. BITE defines which LRU failed or if a failure occurs in the wiring or sensors related to the AC electrical system. Operational BITE The operational BITE senses protection trips and gives commands to operate breakers. It also has status monitors which monitor the GCU or BPCU for correct operation. For protection trips, the operational BITE tells what trip occurred and isolates what LRU caused the trip. If an LRU cannot be identified, a message which points to an area of the system will help find what caused the trip. These are the protection trips for the GCU: Overfrequency/underfrequency Overvoltage/undervoltage Open Phase Differential current protection IDG disconnect Failed PMG or shorted rotating diode Fire switch Internal or external overload (trips BTB) Excitation (trips BTB).
These are the protection trips for the BPCU: Overfrequency Underfrequency Overvoltage Undervoltage Open phase Overcurrent Differential current protection.
The status monitors inside the micro-processor, monitors the AC electrical system for active or passive failures that do not cause a protection trip. The status monitors look at the circuits in the GCU or BPCU to make sure operation is within known values. If operation is outside these values, an isolation procedure starts to identify the LRU. These are the status monitors for the GCU: Power supplies Current sensing Circuit breakers (front panel) CT loop Serial link
24-20-00
Low oil pressure APU underspeed IDG underspeed Exciter field/voltage regulator Temperature bulbs GCB/APB BTB GCR GEN control SW/BTB SW Dead main bus sense Overlap load sense Bus ready/aux contacts. Maintenance BITE The maintenance BITE does a limited end-to-end check of the GCU and BPCU. These are the circuit checks in the GCU: Digital input circuits Voltage and current input peak holding circuits Frequency sense circuit Speed measurement circuit.
These are the circuit checks in the BPCU: Digital input circuits Voltage and current input peak holding circuits Frequency sense circuit.
For the BPCU, these are the status monitors: Power supplies Current sensing External power phase sequence Auxiliary breaker contacts Tie bus Ground mode signals External power interlock Overvoltage cutout Circuit breakers (front panel) CT loop Ground service select relay Ground service transfer relay Ground handling relay EPC Load shedding relays Serial links.
24-20-00
757 TRAINING MANUAL
APU GENERATOR CONTROL UNIT
SERIAL DATA LINK

CB3
SERIAL DATA LINK
SERIAL DATA LINK
PERIODIC
LEFT GENERATOR CONTROL UNIT
BIT
TEST
RESET
RIGHT GENERATOR CONTROL UNIT
CB1
CB2
ELECTRICAL POWER - AC GENERATION - TRAINING INFORMATION POINT - BUILT-IN TEST EQUIPMENT (BITE)
24-20-00
757 TRAINING MANUAL ELECTRICAL POWER -- AC GENERATION - TIP - BITE - BIT SWITCH
General The BITE tests can be done when the airplane is completely powered or when only the battery switch is latched to ON. Operation Push and release the BIT switch the first time to get fault messages stored in NVM for faults detected by operational BITE during the current flight. The system message shows for two seconds. The fault message shows for 15 seconds. It shows any protection trips or status monitor faults. The failed component or circuit message shows for 15 seconds. If there is no fault data stored for a flight, OK shows for two seconds. For the messages that show the GCU or BPCU failed, a hexadecimal code number shows, which is used by the overhaul shop for repair. Previous Flight Legs Push the BIT switch during the 15 seconds that the FOR PREVIOUS FLT PUSH NOW message shows to get fault data from previous flights. You can get previous flight data for up to seven flights. A new flight starts after engines are shutdown and when at least one engine starts and the thrust lever is advanced more than 9-1/2 degrees.
24-20-00
757 TRAINING MANUAL
CB3
EXTERNAL PWR SYSTEM OK LEFT GEN POWER SYSTEM OK RIGHT GEN POWER SYSTEM OK APU GEN POWER SYSTEM OK LAST FLT 00 END OF DATA FOR PREVIOUS FLT PUSH NOW NO SYSTEM PROBLEMS
EXTERNAL PWR SYSTEM OK LEFT GEN POWER SYSTEM UNDER FREQ TRIP
IDG/PMG/WIRING RIGHT GEN POWER SYSTEM OK
APU GEN POWER SYSTEM OK
PERIODIC
LAST FLT 00 END OF DATA FOR PREVIOUS FLT PUSH NOW
BIT
TEST
RESET
LEFT CHANNEL UNDERFREQUENCY TRIP
CB1
CB2
ELECTRICAL POWER - AC GENERATION - TIP - BITE - BIT SWITCH
24-20-00
757 TRAINING MANUAL ELECTRICAL POWER -- AC GENERATION - TIP - BITE - PERIODIC TEST/RESET
General The periodic test is done at scheduled airline checks. For this test, main AC bus power should be removed, the ground handling bus should have power, and the battery switch ON. The ground service bus may have power when necessary. Operation To start the maintenance BITE test, push and release the PERIODIC TEST switch. This is a limited end-to-end test of the GCU or BPCU. The results of the test are stored in the NVM. When the test is complete and stored in the NVM, the contents of the NVM for that flight show. The NVM contents are the maintenance test results plus any operational BITE faults detected for the last flight. For the messages that identify the GCU or BPCU as failed, a hexadecimal code number shows, which is used by the overhaul shop for repair. The PERIODIC TEST switch can retrieve previous flight data in the same manner as the BIT switch. Erase The RESET switch clears the BPCU and GCU memories each time it is pushed. After this action all previous memory entries are not accessible. Each time the switch is pushed, the display will show that the BPCU, left, right, and APU GCU memories were cleared when the power system name comes on.
24-20-00
757 TRAINING MANUAL
CB3
EXTERNAL PWR SYSTEM OK LEFT GEN POWER SYSTEM OK RIGHT GEN POWER SYSTEM GCU FAILED CODE 59 APU GEN POWER SYSTEM OK LAST FLT 00 END OF DATA FOR PREVIOUS FLT PUSH NOW PERIODIC TEST DISPLAY SEQUENCE
EXTERNAL PWR SYSTEM LEFT GEN POWER SYSTEM RIGHT GEN POWER SYSTEM
APU GEN POWER SYSTEM RESET DISPLAY SEQUENCE
PERIODIC
BIT
TEST
RESET
CB1
CB2
ELECTRICAL POWER - AC GENERATION - TIP - BITE - PERIODIC TEST/RESET
24-20-00
757 TRAINING MANUAL ELECTRICAL POWER -- AC GENERATION - HMG - GENERAL DESCRIPTION - POWER DISTRIBUTION
24-25-00
General Operation AC bus transfer relays connect the left and right AC transfer buses and the captain flight instrument transfer bus to the hydraulic motor generator AC output. Two 115/28v ac single-phase auto transformers supply 28v ac loads from the left and right AC transfer buses. A DC contactor connects the hydraulic motor generator transformer rectifier unit DC output to the hot battery bus. These loads can get power from the hydraulic motor generator: Fire warning Flight/cabin interphone stall warning RDMI Master warning VOR Standby instruments C ILS Captain air data computer C IRU Clocks Standby engine indicators Standby power and control Engine start and ignition Spoilers APU start Yaw damper Hyd pump control flap/slat RAT control Cabin instrument gages Equipment cooling Alternate gear extend Manual pressurization Gear indication Outflow valve position Antiskid Captain auxiliary pitot heat Captain panel flood AOA probe heat Lights aisle stand flood Engine probe heat Heat fuel shutoff Cargo heat control Fuel crossfeed HF communication Defueling valves Flap position indicator Fuel quantity Capt IAS/MACH indicator DC fuel pump Captain altimeter VHF communication Right fuel override pump L radio altimeter Night and lavatory lights EFIS symbol generator FWD/AFT ceiling lights Captain EADI Thrust reversers Captain EHSI Wing anti-ice FMCS
24-25-00
Bleed valves Capt VSI Rudder trim L DME Probe heat indicator L ILS Engine EEDiscretes auto pressurization L IRU Overhead panel and aisle lights Packs Control stand lights ADF.
24-25-00
757 TRAINING MANUAL

BTB L 115V AC BUS BTB R 115V AC BUS
INSTR BUS VOLTAGE SENSE UNIT K10566 L XFER BUS RLY L TRANSFER BUS K10565 INSTR BUS XFER RLY CAPT FLT INSTR XFR BUS K10567 R XFER BUS RLY R TRANSFER BUS
28V AC BUS
28V AC BUS
AC STBY BUS K105 AC STBY PWR RLY DC STBY BUS K109 STBY PWR RLY
TO EICAS K10690 HYD GEN 28V DC SENSE RELAY
GENERATOR CONTROL UNIT
K10698 BOOST PUMP READY RELAY
TO RIGHT OVERRIDE PUMP
HMG TRU STATIC INVERTER HOT BAT BUS K104 MAIN BAT RLY MAIN BATTERY
BAT BUS
ELECTRICAL POWER - AC GENERATION - HMG - GENERAL DESCRIPTION - POWER DISTRIBUTION
24-25-00
757 TRAINING MANUAL ELECTRICAL POWER -- AC GENERATION - HMG - HYDRAULIC MOTOR GENERATOR AND SHUTOFF VALVE
Purpose The hydraulic motor generator (HMG) supplies power to these loads when both main AC buses do not have power in flight: Standby system flight instruments Selected navigation, communication, lighting, and anti-ice loads. Generator.
The electrohydraulic servovalve controls the motor displacement to keep a constant generator speed of 8000 +/-40 rpm. The servovalve is controlled by a feedback signal from the generator output. Speed control circuits are in the generator control unit. A mechanical overspeed governor gives backup speed control. The conduction-oil-cooled, brushless, selfexcited generator has these components: Main generator Excitor generator Permanent magnet generator.
The hydraulic motor generator shutoff valve controls hydraulic fluid flow to the hydraulic motor generator. Location The generator and shutoff valve are in the left wheel well. Physical Description/Features The hydraulic motor generator attaches to the keel beam by two bolts. A pin on the keel beam prevents vibration. Hydraulic inlet and return pressure connections are a different size. There are three electrical connectors for power output and system interface. Drainage from the seal drain is in the wheel well. A case drain returns hydraulic motor generator case fluid to the left hydraulic system heat exchanger. The HMG has these three major components in one line replaceable unit: Hydraulic motor Electrohydraulic servovalve
The main generator develops 10 kva, three-phase, 120/208v ac at 400 Hz. A portion of this output supplies power to a separate 50 kva, 28v, transformer rectifier unit. The hydraulic motor generator shutoff valve is a threeport rotary selector valve. The valve opens electrically with a 28v dc valve actuator motor or manually with the manual override arm (position indicator).
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757 TRAINING MANUAL
FLOW LIMITERS
ELECTRICAL CONNECTORS
INLET PRESSURE RETURN PRESSURE CASE DRAIN
MOUNTING BOLTS (2) ACCUMULATOR ELECTRICAL CONNECTOR MANUAL OVERRIDE ARM FWD VALVE ACTUATOR MOTOR KEEL BEAM HYDRAULIC MOTOR GENERATOR SHUTOFF VALVE
SERVOVALVE ELECTRICAL CONNECTOR MOUNTING BOLT (2) TO CENTRAL HYDRAULIC SERVICE CENTER PIN SEAL DRAIN HYDRAULIC MOTOR GENERATOR (ROTATED 90 DEG)
ELECTRICAL POWER - AC GENERATION - HMG - HYDRAULIC MOTOR GENERATOR AND SHUTOFF VALVE
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757 TRAINING MANUAL ELECTRICAL POWER -- AC GENERATION - HMG - GENERATOR CONTROL UNIT
Purpose The generator control unit (GCU) gives main generator voltage regulation and control sensing for system operation. Location The GCU is in the P71 hydraulic generator control panel. This panel is behind E5 rack above the P36 panel. Physical Description/Features The GCU is a convection-cooled, solid-state unit, with two electrical connectors. One electrical connector allows interface with the hydraulic motor generator. The other electrical connector is used for shop checks. Power GCU operational power is derived from the HMG permanent magnet generator. Operation These are the primary operational functions of the unit: Voltage regulation and control Field excitation Undervoltage and underfrequency protection Application or removal and lockout of the power ready signal to external bus transfer relays Electrical speed control signal to the electrohydraulic servovalve in response to deviations in generator output frequency.
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757 TRAINING MANUAL
P71 HYD GEN CONTROL PANEL
P36 MISC ELEC EQUIP (REF) MAIN EQUIPMENT CENTER MOUNTING BOLT (4)
ELECTRICAL CONNECTOR TEST CONNECTOR
ELECTRICAL POWER - AC GENERATION - HMG - GENERATOR CONTROL UNIT
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757 TRAINING MANUAL ELECTRICAL POWER -- AC GENERATION - HMG SYSTEM - FUNCTIONAL DESCRIPTION
General The loss of voltage to both main AC buses in flight for at least 0.5 seconds causes the GCU to send a signal to open the HMG shutoff valve. After the HMG shutoff valve is open, the HMG turns on. Operation/Control Sequence As the motor increases speed, the permanent magnet generator (PMG) supplies the GCU with power. The PMG frequency is used as a feedback signal to the GCU speed control module. The frequency feedback signal is compared to a reference frequency. Any error goes to the electrohydraulic servovalve to move it. A change in generator load causes a speed change. The speed control module supplies servo power and completes the circuit to increase or decrease speed. Motor displacement increases or decreases cause an increase or decrease in motor speed. The GCU voltage regulator controls excitation current to maintain 120v ac line to neutral at the point of regulation (POR). The main generator output winding gives 10 kva, 400 Hz, 120/208v three-phase AC power. Initial main generator voltage and frequency more than 100v ac and 380 Hz lets the generator power ready relay close various relays. (See HMG power transfer.) If power to both main AC buses is recovered, the GCU closes the hydraulic motor generator shutoff valve after a 0.5-second time delay. The hydraulic motor generator then shuts down and the various relays are deenergized. Indication When the shutoff valve is not closed, EICAS shows HYD GEN VAL status and maintenance message after a 5-second time delay.
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757 TRAINING MANUAL

BAT BUS HYD GEN CONT P6 MAIN PWR DIST POWER SUPPLY AIR GND TO PROX SW ELEC UNIT SYS 1 SPEED CONTROL PMG FULL-WAVE RECTIFIER VOLT REG POR VOLTAGE SENSING ELEC HYD SERVO VLV PERMANENT EXCITER MAGNET GEN GEN FIELD GEN OUTPUT EICAS COMPUTERS CLOSED
5 SEC
NOT CLOSED
HYD GEN VAL
CLOSED
STATUS & ECS/MSG PAGES
AIR UNDER VOLT/FREQ PROTECTION OPEN V10128 HYD MTR GEN SHUTOFF VALVE DC CONTROL PWR TO K10564, K10565, K10566, K10567, K10690, K10698 RELAYS OPEN VALVE CLOSE VALVE
AIR/GND RELAY (P36)
R10268 GND PROX (P36)
GND PROX
HYD GEN
GND PROX OFF HYD GEN R AC BUS SENSE
115V AC R BUS R AC BUS SENSE 115V AC L BUS L AC BUS SENSE P11 CB PANEL
L AC BUS SENSE SHUTOFF VALVE CONTROL LOGIC
GENERATOR CONTROL UNIT TO K115 MAIN BAT CHGR RELAY MISC TEST PNL (P61)
ELECTRICAL POWER - AC GENERATION - HMG SYSTEM - FUNCTIONAL DESCRIPTION
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757 TRAINING MANUAL ELECTRICAL POWER -- AC GENERATION - HMG SYSTEM - FUNCTIONAL DESCRIPTON
Operation/Control Sequence After the hydraulic motor generator shutoff valve is open, hydraulic pressure goes to the hydraulic motor. The constant speed variable displacement motor is controlled electronically by the GCU. As the motor accelerates, the permanent magnet generator (PMG) supplies power to the GCU. The frequency feedback signal is compared to a reference frequency. Any error is transmitted to the electrohydraulic servovalve to move it. A change in generator load causes a speed change. The speed control module supplies servo power and completes the circuit to increase or decrease The electrohydraulic servovalve (EHSV) keeps the main generator output frequency at 400 +/- 2 Hz during steady-state conditions. If there is a feedback signal or EHSV failure, a mechanical overspeed governor keeps the frequency within 430 +/- 10 Hz. The generator portion of the HMG has these components: Permanent magnet generator Exciter generator Main generator with rotors on a common shaft. The GCU voltage regulator controls excitation current to maintain a nominal 120v ac line to neutral at the point of regulation (POR). The main generator output winding produces 10 kva, 400 Hz, 120/208v three-phase AC power. Initial main generator voltage and frequency more than 100v ac and 380 Hz lets the generator power ready relay close various relays. (See HMG power transfer)
The permanent magnet generator supplies three-phase 800 Hz power to the GCU for excitation, control, and protection functions. A ten-pole AC exciter generator supplies a three-phase AC output to a half-wave rotating rectifier bridge for main field excitation.
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757 TRAINING MANUAL
L HYD SYSTEM RETURN EHSV
HYD PRESSURE
HYD RETURN
OVERSPEED CONT
SEAL DRAIN HMG PMG EXCITER GEN FIELD
TO HMG TRU AND L, R TRANSFER BUSES AND CAPT FLT INSTR TRANSFER BUS
PMG FULL-WAVE RECTIFIER SPEED CONTROL VOLTAGE REGULATOR
L HYD SYSTEM PRESSURE ACCUMULATOR

PRESS PSI X 1000
POR VOLTAGE SENSING
TO FLAP/SLAT DEPRESSURIZATION MODULE
NITROGEN GAS HYDRAULIC FLUID
ELECTRICAL POWER - AC GENERATION - HMG SYSTEM - FUNCTIONAL DESCRIPTON
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757 TRAINING MANUAL ELECTRICAL POWER -- AC GENERATION - HMG SYSTEM - TRAINING INFORMATION POINT - OPERATIONAL TEST
Operational Checkout A momentary toggle switch (GND PROX/HYD GEN) on the P61 right side panel starts the system check. The check is done with the main buses energized, EICAS operating, and left hydraulic system pressurized. The left hydraulic system is pressurized with the engine-driven pump (EDP) or a hydraulic service cart. The left AC motor pump (ACMP) may also be used to pressurize the left hydraulic system to do the HMG check. To use the left AC motor pump, pressurize the right hydraulic system and operate the power transfer unit (PTU). A guarded PTU switch is on the P61 panel. When in the HYD GEN position, the test switch opens the sensing leads to the left and right AC bus off sensing relays to simulate bus loss and sends a signal to start the HMG system. The test switch de-activates the main battery charger during the test. If the hydraulic shutoff valve is not fully closed, a HYD GEN VAL status/maintenance message shows after a 5-second time delay. After the HMG starts and the captain instrument transfer bus relay transfers, a status/maintenance message, HYD GEN ON shows on EICAS. The EICAS ELEC/HYD maintenance page shows the AC and DC output voltage and the AC frequency during the test. Release the switch to shut down the HMG system. Loads go back to normal sources and the EICAS messages, HYD GEN ON and HYD GEN VAL are removed.
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757 TRAINING MANUAL

L HYD ENG
ON PRESS OVHT
w a
C PUMPS 1
ON PRESS OVHT
R 2
ON PRESS OVHT
w a
ELEC
w a
ENG
ON PRESS OVHT
w a
GND PROX
HYD GEN
PTU
MISC TEST PANEL
ON
ELEC
ON PRESS OVHT
a w a
ELEC
ON PRESS OVHT
a w a
OFF
GEN FIELD AND HYD CONTROL PANEL
HYDRAULIC CONTROL PANEL (P5)
LEFT ACMP
ELEC/HYD HYD GEN LOAD STBY /BAT L
RETURN TO LEFT HYDRAULIC RESERVOIR
GENERATOR CONTROL UNIT HYDRAULIC MOTOR GENERATOR SHUTOFF VALVE
0.00 115 115 0 AC-V 401 402 0 FREQ +10 68 DC-A 28 28 28 DC-V 21 IDG OUT 0 IDG RISE
POWER TRANSFER UNIT (PTU)
LEFT ENGINE DRIVEN PUMP
EICAS MESSAGES - HYD GEN VAL (S,M) - HYD GEN ON (S,M)
FLOW LIMITER (HIGH)
FLOW LIMITER (LOW) FLAP/SLAT DEPRESSURIZATION MODULE
ELECTRICAL POWER - AC GENERATION - HMG SYSTEM - TRAINING INFORMATION POINT - OPERATIONAL TEST
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757 TRAINING MANUAL ELECTRICAL POWER -- AC GENERATION - HMG SYSTEM - REFERENCE SCHEMATIC
Hydraulic Motor Generator This is a reference schematic for the hydraulic motor generator system.
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757 TRAINING MANUAL

TO R AC TRANSFER BUS NC TO K10012 R OVRD FUEL BOOST PUMP CONTROL RELAY K10698 BOOST PUMP READY RELAY (P71) TO EICAS (SHOW HMG DC) R 115V AC BUS
R TRANSFER BUS
K10690 HYD GEN 28V DC SENSE RELAY K10567 R TRANSFER BUS RLY
HOT BATTERY BUS PMG AC GENERATOR HMG TRU
M10661 HYDRAULIC MOTOR GENERATOR K10564 HYD GEN DC PWR RELAY A IN AIR L BUS <85V R BUS <85V ENABLE VOLTAGE & FREQUENCY SENSING FAULT S R L1 PMG RECTIFIER 28V DC 2ND FAULT IN 60 SEC YES S RESET L2
1.5 TD
L 115V AC BUS
L TRANSFER BUS
VOLTS/FREQ OK
K10566 L TRANSFER BUS RLY
CLOSE VALVE
R INSTR BUS VOLTAGE SENSE UNIT CAPT FLT INSTR XFR BUS
NO
START
10 SEC TIMER
POWER UP M10374 HYD GEN ON (S,M)
TO VALVE CONTROL LOGIC M10662 GENERATOR CONTROL UNIT
EICAS BAT BUS C4349 HYD GEN CONT K10565 INSTR BUS RELAY TRANSFER
P6 MAIN PWR DIST
LATCHED (NVM) IN AIR MODE
ELECTRICAL POWER - AC GENERATION - HMG SYSTEM - REFERENCE SCHEMATIC
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757 TRAINING MANUAL ELECTRICAL POWER -- DC GENERATION - INTRODUCTION

General The dc generation system changes ac power from the generators into dc power. It supplies power for dc loads and to charge the batteries. The batteries are an alternative power source for some loads when the generators do not operate.
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757 TRAINING MANUAL
ELECTRICAL POWER - DC GENERATION - INTRODUCTION
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757 TRAINING MANUAL ELECTRICAL POWER -- DC GENERATION - INTRODUCTION - SUBSYSTEMS

General The DC power system has these subsystems: Batteries Tansformer-rectifier Standby power DC meters. DC Meters These DC meters supply DC power indications in the flight compartment: Main battery shunt for charge and discharge current APU battery charger shunt to charge current Battery current monitors to turn on lights when the battery discharges.
Batteries Batteries supply DC power to loads that require power when no AC power source is available. Battery chargers operate to charge the batteries. Transformer-Rectifier Two main 28v dc buses supply power to DC loads. The primary DC system operates when the main DC buses have power. The APU start TRU is the primary source of power to start the APU. Standby Power Standby systems battery standby power supplies AC and DC power to important when all normal AC power is lost. The main and the static inverter are the sources of power.
Training Information Point The external power system has a TRU. The ground handling TRU gives power to the ground handling bus. See the External Power System section for more information (MTM 24-40).
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757 TRAINING MANUAL

DC GENERATION
TRANSFORMERRECTIFIER
BATTERIES
STANDBY POWER
DC METERS
BAT
STBY POWER AUTO

w a
OFF
BAT
O F F
a
TRU (2)
APU BAT DISCH a
BATTERY SHUNT (2)
BATTERY CHARGER (2) APU TRANSFORMER RECTIFIER UNIT
STATIC INVERTER BATTERY CURRENT MONITOR (2)
BATTERY (2)
ELECTRICAL POWER - DC GENERATION - INTRODUCTION - SUBSYSTEMS
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757 TRAINING MANUAL ELECTRICAL POWER -- DC GENERATION - GENERAL DESCRIPTION

24-30-00

General The DC power system supplies DC power loads. The DC system status information shows on EICAS and control panel caution lights. System Description The main DC system is a two-wire system that uses the airframe structure as the ground return circuit. Two main distribution buses, in the P6 panel, supply essential and non-essential loads. Transformer rectifier units (TRU), energized by the main AC buses, separately supply power to each main DC bus. The HMG transformer rectifier unit (HMG TRU) supplies 50 amps of 28v dc power to the hot battery bus if there is a loss of primary power. General Component Locations The TRUs are in the main equipment center. The main battery/battery charger system and static inverter are in the forward equipment center. A second, separate battery/battery charger system is in the aft equipment center. An APU transformer rectifier unit is in the aft equipment center. Battery/Battery Charger System The battery/battery charger system has two 24v vented nickel-cadmium batteries (main and APU) and dedicated battery chargers to recharge and maintain the batteries at a full charge. Battery charge is constant current and temperature compensated to prevent thermal runaway. A temperature device and a thermal switch in the battery provide temperature and over temperature protection signals for charger control and deactivation. The second battery/battery charger system supplies DC power to start the auxiliary power unit. Standby Power System The standby power system includes the batteries and static inverter. Normally, if primary power is lost, the HMG system supplies AC and DC power to the standby buses. The main and APU batteries are tied together with a remote control circuit breaker (RCCB). If the HMG is not available, the batteries and static inverter supply power to the standby buses. If this happens, 28v dc and single-phase 115v ac power is available for these functions: Essential instrument Communication Navigation equipment.
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The standby system also is an independent source for the autoland system center channel. The static inverter changes DC power to single-phase AC power for the AC standby bus. Two switches on the P5 panel control the standby system. The battery switch controls inverter DC input power and the standby power switch controls auto/manual standby modes. Transformer-Rectifier The TRUs supply their respective load buses. Under normal system operation, the following buses are supplied from the left 28v dc bus: Battery bus DC standby bus Center DC bus
A DC tie bus and DC tie control unit let a single TRU supply both main DC buses. The APU transformer rectifier unit can operate to supply DC power to the APU starter motor when the 115 volt right AC bus is powered.
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757 TRAINING MANUAL

L 115V AC BUS K10566 L XFER BUS RLY L TRANSFER BUS R 115V AC BUS T-R UNIT
T-R UNIT
K10010 TRU APU START RELAY
C 115V AC BUS K105 AC STBY PWR RLY AC STBY BUS L 28V DC BUS K106 MAIN BAT XFR RLY BAT BUS K104 MAIN BAT RLY DC STBY BUS K109 STBY PWR RLY HOT BAT BUS MAIN BATTERY K107 CENTER BUS XFR RLY K115 MAIN BAT CHGR DISABLE RLY STATIC INVERTER DC TIE CTRL UNIT C DC BUS K108 DC TIE RLY R 28V DC BUS
FROM K103 GND SVCE SELECT RLY
APU T-R UNIT
K102 GROUND SVCE XFR RLY
TO APU STARTER MOTOR
115V AC GND SERVICE BUS APU BAT CHARGER K116 APU BAT CHGR INTLK RLY K117 APU CRANK CONTACTOR
APU BAT BUS
MAIN BAT CHARGER
APU BATTERY RCCB MAIN APU BAT TIE
ELECTRICAL POWER - DC GENERATION - GENERAL DESCRIPTION
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757 TRAINING MANUAL ELECTRICAL POWER -- DC GENERATION - BATTERIES - GENERAL DESCRIPTION

General These are the components of the batteries and battery chargers: Battery Battery charger Battery current monitor Battery shunt Main battery relay DC voltage sensing relay Main battery charger disable relay Main battery charger detection relay Main/APU battery charger detection enable relay. DC standby bus.
These relays supply the power from the main battery: Main battery relay Ground power battery relay.
The APU battery supplies power directly to the APU battery bus. The APU battery bus supplies power to the APU electric starter through the APU crank contactor. Battery Chargers The battery chargers do these functions: Change the AC power to DC power for the related DC buses Charge the batteries Operate as a T/R to prevent battery discharge.
The main battery components supply DC power to important equipment when other power sources are not available. The APU battery components supply power to start the APU and supply power to important equipment when no other power sources are available. The battery switch on the electrical panel enables the main battery relay. This supplies main battery power to the battery bus when the airplane has no AC power. Batteries The main battery supplies power to these buses: Hot battery bus Battery bus
The ground service bus supplies 115v ac power to the main battery charger and the APU battery charger. The main battery charger charges the main battery through the hot battery bus. The APU battery charger charges the APU battery through the APU battery bus. Current Sensors Current sensors measure the current through the related battery. The battery current data shows on EPCS electrical maintenance page.
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757 TRAINING MANUAL

R 115 AC BUS FROM GND SVCE SELECT RLY MAIN BAT CHARGER ON OFF BATTERY SWITCH HOT BAT MAIN BAT RLY BAT BUS STBY PWR RLY APU BAT CHARGER RCCB MAIN APU BAT TIE APU CRANK CONTACTOR DC STDBY BUS SHUNT MAIN BAT CHGR DISABLE RLY GROUND SVCE XFR RLY GND SVC APU BAT CHGR DISABLE RLY
APU BAT
MAIN BAT SHUNT MONITOR APU STARTER APU BAT MONITOR
ELECTRICAL POWER - DC GENERATION - BATTERIES - GENERAL DESCRIPTION
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757 TRAINING MANUAL ELECTRICAL POWER -- DC GENERATION - BATTERIES - MAIN AND APU BATTERY SYSTEMS
Purpose The main battery/battery charger system gives a dedicated source of dc power for operation of the standby and autoland systems. A different APU battery/battery charger system gives power for APU start. Location The main battery and battery charger are in the forward equipment center. The APU battery and battery charger are in the aft equipment center on the E6 rack. Physical Description/Features The main and APU batteries are a nickel-cadmium type with 40 amp-hour capacity and rating of 24v dc nominal. The batteries are the same and weigh 96 pounds. The battery has a stainless steel container with a cover for the 20 cells. The battery charger has two status lights that give indication of battery and changer condition. The two status lights are on the front face of the battery charger. One light is for battery condition, and the other is for the charger condition. If the battery and the charger are in a normal condition, the two status lights are on. If the battery and the charger are not in a normal condition, or a fault occurred, the battery The main and APU battery chargers are the same. Each unit weighs 21 pounds. Forced air and convection cooling are available. The case has external fin heat sinks. The input/control connector is for these functions: 115v ac input power Control signals Battery temperature sensing inputs. status or the charger status light is off. If the two status lights are off, the charger has no power or is not in operation because of a fault. A thermistor thermal sensor gives the battery charger with battery internal temperature data. For backup overtemperature protection an internal thermal switch de-energizes the battery charger.
A two-stud terminal block is for dc output power. The battery charger uses 115v ac, three-phase, 400 Hz input power and operates in the charge mode or the transformer rectifier (TR) mode.
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757 TRAINING MANUAL
MAIN BATTERY CONNECTOR THERMAL SENSOR CONNECTOR
FORWARD EQUIPMENT CENTER
BATTERY
CHARGER BATTERY
STATUS LIGHTS
CONTROL CONNECTOR
FWD AFT EQUIPMENT CENTER
OUTPUT TERMINAL BATTERY CHARGER
ELECTRICAL POWER - DC GENERATION - BATTERIES - MAIN AND APU BATTERY SYSTEMS
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757 TRAINING MANUAL ELECTRICAL POWER -- DC GENERATION - BATTERIES - BATTERY CHARGER - CHARGE MODE
Operation To provide a constant current charge of 38 amps to the battery, the charger changes the voltage. Battery terminal voltage and battery temperature, measured by the thermistor thermal sensor inside the battery, are sensed by the charger. The voltage change (inflection) point is set by the battery temperature. If the battery temperature is very low, the voltage change (inflection) point is moved up and may get to 36v dc. A low battery terminal voltage is used to start the constant current charge mode. The battery charge starts when power to the charger is initially applied or when power to the charger is interrupted for longer than 0.5 seconds during any operational mode of the charger. The initial charge is not dependent on the terminal voltage. As the charge continues, the battery voltage increases. The charger measures the constant current charge time necessary to get to the voltage change (inflection) point. When you reach this point the charger starts a proportional overcharge as a percentage of base charge time. After you finish the constant current base charge and proportional overcharge, the charger changes to constant voltage operation. The charger does the function of a voltage regulator power supply at approximately 27.75v dc with a current limit of 38 amps. In this floating mode, the charger supplies the hot battery bus loads and prevents slow drain of the battery. The battery charger is capable of a full recharge of a battery in 75 minutes if the minimum battery voltage is 4v dc to start the charge cycle.If the minimum battery voltage starts at 4v dc in the charge cycle the battery will recharge in 75 minutes.
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757 TRAINING MANUAL
34 1 CHARGE TIME TO START OF PROPORTIONAL OVERCHARGE (BASE CHARGE) PROPORTIONAL OVERCHARGE (% OF BASE CHARGE TIME) VOLTAGE CHANGE (INFLECTION) POINT (TEMPERATURE COMPENSATED) AT 77F 30 BATTERY VOLTAGE CHARGE TERMINATION
2 32
28 2 1 26 CONSTANT CURRENT (38 AMPS MAX) CONSTANT VOLTAGE
12 CHARGER CYCLE INITIATION POINT
24 TIME (MINUTES)
36
48
60
ELECTRICAL POWER - DC GENERATION - BATTERIES - BATTERY CHARGER - CHARGE MODE
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757 TRAINING MANUAL ELECTRICAL POWER -- DC GENERATION - BATTERIES - BATTERY SHUNTS AND CURRENT MONITOR
Purpose The DC current shunts send a voltage to EICAS proportional to current flow. The battery current monitor senses current flow into and out of the battery. Location A main battery shunt is on the ground side of the main battery. An APU battery shunt is on the ground side of the APU battery charger. The main battery current monitor is in the forward equipment center by the battery. Physical Description/Features The shunts are calibrated resistance elements rated at 150 amp/50 mv. NOTE: To prevent damage to the shunt, shunt studs or possible interruption to the battery charger and loss of the hot battery bus, maintenance procedures require these connections to be properly torqued. The main battery current flow is sensed by the ground side of the battery feeder through a hole in the battery current monitor. Operation The battery current monitor is energized by the battery bus during normal flight operation. When a battery discharges more than 6 amps, a ground signal goes to the discharge (DISCH) light. The signal makes the MAIN BAT DISCH or APU BAT DISCH advisory EICAS message.
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757 TRAINING MANUAL
FWD AFT EQUIPMENT CENTER MAIN BATTERY
MAIN BATTERY SHUNT
OUTBD APU BATTERY FWD
BATTERY CURRENT MONITOR
APU BATTERY SHUNT FORWARD EQUIPMENT CENTER
ELECTRICAL POWER - DC GENERATION - BATTERIES - BATTERY SHUNTS AND CURRENT MONITOR
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757 TRAINING MANUAL ELECTRICAL POWER -- DC GENERATION - BATTERIES - MAIN BATTERY CHARGER - FUNCTIONAL DESCRIPTION 1
General The ground service bus supplies power to the battery charger from the K115 main battery charger relay. Three-phase AC input power between 105 to 122 volts is necessary for normal operation of the battery charger. When K115 is energized, the AC input power is removed from the battery charger. On/Off Control K115 energizes if the STBY PWR switch is in the BAT position, the hydraulic motor generator system is in the test mode, or the battery thermal switch closes. Protective Shutdowns The battery charger shuts down for these conditions: Input AC voltage is less than 94 volts or more than 134 volts. The charger returns to normal operation in 10 to 25 seconds after an overvoltage condition clears. It returns to normal operation after an undervoltage condition clears. Open in the battery interlock circuit Battery power connector is not connected when the battery charger is initially energized. The battery charger does not start unless the voltage at the output terminals is more than four volts. Battery temperature is more than 145F (63C). When the temperature decreases to 135F (57C), the charger returns to normal operation. Internally caused overcurrent condition or inverter circuit unbalance. The overcurrent shutdown signal has a fixed time duration and when it clears, a soft start is sent to the inverter. Loss of input power, battery interlock, and overtemperature faults cause an open circuit input to both EICAS computers. The status and latched maintenance message MAIN BAT CHGR shows after a 10-second time delay. When the right main AC bus does not have power, the message is inhibited.
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757 TRAINING MANUAL

115V AC GND SRVE BUS MAIN BAT CHGR P33 FWD MISC ELEC EQUIP HOT BAT BUS BAT OVHT PROT P6 PANEL
INPUT FILTER AND POWER RECTIFIER
INVERTER
OUTPUT RECTIFIER AND FILTER
INPUT VOLTS OVER 134 INPUT VOLTS UNDER 94 OVER CURRENT 70A TR MODE 38A CHARGE MODE BATTERY VOLTAGE <4V SHUTDOWN CONTROL CIRCUITRY - VOLTAGE/CURRENT - PROPORTIONAL OVERCHARGE
K115 MAIN BAT CHGR (P6)
OVERTEMPERATURE >63C LOSS OF BATTERY INTERLOCK AC INPUT POWER PROTECTION CIRCUITRY
GND PROX
MAIN BATTERY CHARGER STBY POWER AUTO OFF BAT O F Fa OFF AUTO BAT STBY PWR CONT PANEL TEMP SENSOR TEMP OVERRIDE SW CLOSES AT 155F (68C) OPENS AT 138F (59C) MAIN BAT
GND PROX OFF HYD GEN
HYD GEN
BATTERY INTERLOCK
P61 MISC TEST PNL
ELECTRICAL POWER - DC GENERATION - BATTERIES - MAIN BATTERY CHARGER - FUNCTIONAL DESCRIPTION 1
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757 TRAINING MANUAL ELECTRICAL POWER -- DC GENERATION - BATTERIES - MAIN BATTERY CHARGER - MODE CONTROL CIRCUIT
General The main battery charger operates in two modes, charge mode or TR mode. When backup power from the battery is necessary, the battery charger operates in a TR mode to prevent battery discharge. In normal operation the battery charger charges and maintains battery voltage. Battery Charger Mode When the K104 MAIN BATTERY relay is de-energized, a ground goes to the main battery charger. This starts the battery charger constant current charge mode. A new charge cycle occurs for one of these conditions: AC input power is initially applied AC input power is interrupted for more than 0.5 seconds and then reapplied Battery voltage is less than 23v dc Charger has operated (more than 0.5 seconds) in the T-R mode and is changed to the charge mode. Transformer Rectifier Mode When the K104 main battery relay is energized and the electrical system is in AUTOLAND MODE, - - - - - - the battery charger operates in the transformer rectifier mode. In this mode, the output is 27.75v dc, constant voltage, at up to 64 amps. This mode maintains battery charge and supplies the center bus with DC power requirements
The constant current charge is at 38 amperes. The battery charger output voltage increases to the temperature compensated voltage change (inflection) point. After the overcharge is complete, the battery charger goes into the constant voltage part of the charge mode. Current limit is 38 amperes.
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757 TRAINING MANUAL
115V AC GROUND SERVICE BUS
INPUT AND FILTER POWER RECTIFIER
CURRENT SENSE TRANSFORMER
INVERTER
OUTPUT RECTIFIER AND FILTER MAIN BAT CHGR L/G ALT EXT MOT HOT BAT BUS BATTERY VOLT SENSE BAT BUS PWR INV PWR CTR BUS DC AUTOLAND STBY PWR
CHARGE CYCLE INITIATION - AC PWR INIT APPLIED - AC PWR INTERRUPTED - CHANGED TO CHARGE MODE AFTER >0.5 SEC IN TR MODE - BATTERY VOLTAGE <23V DC
CONTROL CIRCUITRY - VOLTAGE/CURRENT - PROPORTIONAL OVERCHARGE
P6 MAIN PWR DISTR + BATTERY INTERLOCK TEMP SENSOR -
10% OVERCHARGE
MAIN BATTERY CHARGER OPEN
MAIN BATTERY
K104 MAIN BAT RLY (P6)
ELECTRICAL POWER - DC GENERATION - BATTERIES - MAIN BATTERY CHARGER - MODE CONTROL CIRCUIT
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757 TRAINING MANUAL ELECTRICAL POWER -- DC GENERATION - BATTERIES - MAIN BATTERY CHARGER - INDICATION CIRCUIT
General If the main battery charger has a failure, the latched EICAS message, MAIN BAT CHGR, shows. If the battery has a discharge of more than 6 amps, the EICAS advisory message, MAIN BAT DISCH, shows. The DISCH panel light comes on for a battery discharge of more than 6 amps. Battery Current Monitor The battery current monitor senses charge and discharge current in the main battery cable. This current is sensed on the ground side of the battery feeder through a hole in the unit. When the battery charge current is more than 20 amps, the unit sends a ground signal to the main battery charger detector relay that connects the main battery charger to the EICAS fault monitor circuit. When the battery discharge current is more than 6 amps, the unit sends a ground signal to the two EICAS computers. The MAIN BAT DISCH advisory message shows after a 10-second time delay. The main battery DISCH panel light also comes on. Operation of the alternate gear extend system momentarily energizes the K10370 altn extend cont latch relay that inhibits the MAIN BAT DISCH EICAS message.
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757 TRAINING MANUAL

BAT BUS BAT CUR MON PWR P6 MAIN PWR DISTR 28V DC GND HDLG BUS MN/APU BAT CHGR DET OFF AUTO BAT OFF AUTO BAT STBY POWER (S1) MAIN BAT CHGR STATUS AND ECS/MSG PAGES A T D K10425 MAIN BAT CHGR DET (P6) TO MAIN BAT DISCH LT BAT K10424 MN/APU BAT CHGR DET AUTOLAND K122 ISLN REQUEST (P6) MAIN BAT SHUNT TO EICAS OUTPUT RECTIFIER AND FILTER + P6 MAIN DC LOADS PWR DISTR
OVERTEMPERATURE >63C LOSS OF BAT INTERLOCK AC INPUT POWER PROTECTION CIRCUITRY
+ BATTERY INTERLOCK A MAIN BATTERY CHARGER ENABLE MAIN BATTERY
POWER SUPPLY + + +20 AMP (REF) CHARGE CUR -6 AMP (REF) DISCHARGE CUR
MAIN BAT DISCH (C) UPPER DISPLAY
K10370 ALTN EXT CONT LATCH
GND
BATTERY CURRENT MONITOR
ELECTRICAL POWER - DC GENERATION - BATTERIES - MAIN BATTERY CHARGER - INDICATION CIRCUIT
24-31-00
757 TRAINING MANUAL ELECTRICAL POWER -- DC GENERATION - BATTERIES - APU BATTERY CHARGER - ON/OFF CONTROL CIRCUIT
General The ground service bus supplies power to the battery charger from the K116 main battery charger relay. Three-phase AC input power between 105 to 122 volts is necessary for normal operation of the battery charger. When K116 is energized, the AC input power is removed from the battery charger. On/Off Control K116 energizes for any one of these conditions: STBY PWR switch is in the BAT position K197 APU start relay is energized APU battery thermal switch closes. Battery temperature more than 145F (63C). When the temperature decreases to 135F (57C), the charger returns to normal operation. Internally caused overcurrent condition or when inverter circuit is out of balance. The overcurrent shutdown signal has a fixed time duration and when it clears, a soft start is given to the inverter.
Loss of input power, battery, interlock, and overtemperature faults do not show an EICAS message.
Protective Shutdowns The battery charger shuts down for these conditions: Input AC voltage is less than 94 volts or more than 134 volts. The charger returns to normal operation in 10 to 25 seconds after an overvoltage condition clears. It returns to normal operation immediately after the undervoltage condition clears. Open in the battery interlock circuit Battery power connector is not connected when the battery charger is initially energized. (The battery voltage at the output terminals is less than four volts.)
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757 TRAINING MANUAL

115V AC GROUND SERVICE BUS APU BAT CHGR P37 RIGHT MISC ELEC EQUIP APU BAT BUS APU BAT OVHT PROT E6 PANEL INPUT VOLTS OVER 134 INPUT VOLTS UNDER 94 OVER 70A TR MODE CURRENT 38A CHARGE MODE BATTERY VOLTAGE < 4V K116 APU BAT CHGR INTLK RLY OVERTEMPERATURE > 63C LOSS OF BATTERY INTERLOCK AC INPUT POWER PROTECTION CIRCUITRY APU BATTERY CHARGER (E6)
STBY POWER AUTO OFF BAT O F F
INPUT FILTER AND POWER RECTIFIER
INVERTER
OUTPUT RECTIFIER AND FILTER
CONTROL CIRCUITRY - VOLTAGE/CURRENT - PROPORTIONAL OVERCHARGE SHUTDOWN
START K197 APU START RLY
BATTERY INTERLOCK TEMP SENSOR

a
TEMP OVERRIDE SW CLOSES AT 155F (68C) OPEN AT 135F (59C) AUX PWR BAT (E6)
OFF AUTO BAT STBY PWR CONT PNL
ELECTRICAL POWER - DC GENERATION - BATTERIES - APU BATTERY CHARGER - ON/OFF CONTROL CIRCUIT
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757 TRAINING MANUAL ELECTRICAL POWER -- DC GENERATION - BATTERIES - APU BATTERY CHARGER - MODE CONTROL CIRCUIT
General The APU battery charger operates in two modes, charge mode or TR mode. When backup power from the battery is necessary, the battery charger operates in a TR mode to prevent battery discharge. When backup power from the battery is not necessary, the battery charger charges and maintains battery voltage. Battery Charger Mode When the K122 ISLN REQUEST and K10416 EXT STBY PWR IND relays de-energize a ground is applied to the APU battery charger. This starts the battery chargers constant current charge mode. A new charge cycle occurs if AC input power is initially applied or has been interrupted for more than 0.5 seconds and then reapplied or if the sensed battery voltage is below 23v DC or the charger has operated (more than 0.5 seconds) in the T-R mode and is changed to the charge mode. The constant current charge is at 38 amperes. The battery charger output voltage increases to the temperature compensated voltage change (inflection) point. After the proportional overcharge is complete, the battery charger goes into the constant voltage part of the charge mode. The current is limited to 38 Amperes. Transformer Rectifier Mode When the K122 ISLN REQUEST or K10416 EXT STBY PWR IND relays are energized, the battery charger operates in the transformer rectifier mode. In this mode, the output is 27.75v dc, constant voltage, at up to 64 amps. This mode maintains battery charge without unnecessary electrolyte loss.
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757 TRAINING MANUAL
TO EICAS 115V AC GND SVCE BUS INPUT FILTER AND POWER RECTIFIER CURRENT SENSE XFMR INVERTER OUTPUT RECTIFIER AND FILTER +
APU BAT BUS
APU CONTROL APU INLET DOOR ACTR
BATTERY VOLT SENSOR
APU BAT CHGR
APU BAT DC VOLT BAT DISCH IND INHIBIT
CONTROL CIRCUITRY - VOLTAGE/CURRENT - PROPORTIONAL OVERCHARGE 10% OVERCHARGE E6 CHARGE CYCLE INITIATION - AC PWR INIT APPLIED - AC PWR INTERRUPTED - CHANGED TO CHARGE MODE AFTER >0.5 SEC IN TR MODE - BATTERY VOLTAGE LESS THAN 23V DC + BATTERY INTERLOCK
APU CRANKING MOTOR K117 APU CRANK CONTACTOR (P49)
TEMP SENSOR AUX PWR BAT (E6)
APU BATTERY CHARGER (E6) RCCB CONTROL TR MODE K10416 EXT STBY PWR IND
EXTENDED STBY BAT TIE P11 CB PANEL
AUTOLAND K122 ISLN REQUEST
ELECTRICAL POWER - DC GENERATION - BATTERIES - APU BATTERY CHARGER - MODE CONTROL CIRCUIT
24-31-00
757 TRAINING MANUAL ELECTRICAL POWER -- DC GENERATION - BATTERIES - APU BATTERY CHARGER - INDICATION CIRCUIT
Operation The shunt supplies dc current indication inputs to EICAS. It is a calibrated resistance element with a rating of 150 amp/50 mv. The shunt connects on the negative side of the battery charger. The latched maintenance message APU BAT CHGR is inhibited when the right main ac bus does not have power. Battery Current Monitor The battery current monitor senses charge and discharge current in the APU battery. The nominal charge rate is 38 amperes. If the battery current is less than 20 amperes, the unit sends a signal to the APU battery charger detection relay. This relay sends a signal to the EICAS fault monitoring circuit. When this occurs, a latched message APU BAT CHARGE shows. When battery DISCHARGE is more than 6 amps for 10 seconds, the monitor sends EICAS a signal to show an advisory message APU BAT DISCH. The APU battery DISCH indicating light comes on.
24-31-00
757 TRAINING MANUAL

TO EICAS BAT BUS APU BAT CUR MON P6 OUTPUT RECTIFIER AND FILTER + APU BAT CHRGR SHUNT DC LOADS BATTERY INTERLOCK AUX PWR BATTERY
OVERTEMPERATURE >63C LOSS OF BATTERY INTERLOCK AC INPUT POWER PROTECTION CIRCUITRY
+ ENABLE NC APU BATTERY CHARGER (E6)
OFF AUTO BAT STBY POWER (S1)
APU CHGR
APU BAT CHGR
APU CHGR CONT TO APU BAT DISCH LT
STATUS AND ECS/MSG PAGES APU START APU START RLY
APU BAT CHRG DET POWER SUPPLY BAT
APU BAT DISCH (C) UPPER DISPLAY
+ + BAT DISCH IND INHIBIT RELAY -6 AMP (REF) DISCHARGE CURRENT GND +20 AMP (REF) CHARGE CURRENT
BAT BUS BAT DISCH IND INHIBIT P6
APU BATTERY CURRENT MONITOR (P49)
ELECTRICAL POWER - DC GENERATION - BATTERIES - APU BATTERY CHARGER - INDICATION CIRCUIT
24-31-00
757 TRAINING MANUAL ELECTRICAL POWER -- DC GENERATION - TRANSFORMER RECTIFIER (TR)- GENERAL DESCRIPTION
General The transformer-rectifier system supplies primary DC power from main AC power. These are the system components: Transformer rectifier units (TRUs) DC tie control unit DC tie relay.
Left and Right DC Buses During normal operation, the left TRU supplies power to the left DC bus and the right TRU supplies power to the right DC bus. If a TRU fails, the DC tie control unit closes the DC bus tie relay to let the other TRU supply power to the two buses.
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757 TRAINING MANUAL
LEFT AC BUS
RIGHT AC BUS
L TRU
R TRU
DC BUS TIE RELAY LEFT DC BUS DC TIE CONTROL UNIT RIGHT DC BUS
ELECTRICAL POWER - DC GENERATION - TRANSFORMER RECTIFIER (TR)- GENERAL DESCRIPTION
24-32-00
757 TRAINING MANUAL ELECTRICAL POWER -- DC GENERATION - TR - GENERAL DESCRIPTION - DC ELECTRICAL LOADS
General Features Two transformer rectifier units (TRUs) supply DC power to the airplane. Each unit has a 120 amp capacity. If one TRU is inoperative in-flight, the other unit can supply all the DC loads. Dispatch with one TRU inoperative is not permitted because a backup unit is necessary.
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757 TRAINING MANUAL

ELECTRICAL POWER LOAD PROFILE 120 120 AMP SINGLE TRU CAPACITY
100
80
40 R TRU LOADS
20
0 LOADING ENG ST TAXI TAKEOFF AND CLIMB CRUISE DESCEND AND LAND
ELECTRICAL POWER - DC GENERATION - TR - GENERAL DESCRIPTION -
DC ELECTRICAL LOADS
24-32-00
L TRU LOADS
TOTAL TRU LOAD
DC AMPS
60
757 TRAINING MANUAL ELECTRICAL POWER -- DC GENERATION - TR - TRANSFORMER RECTIFIER UNIT (TRU)
Purpose The transformer rectifier unit is a non-regulated AC to DC converter. It converts 115/200v ac, three-phase, 400 Hz power to 28v dc output power for the main DC system. Location The TRUs are in the main equipment center on the E1 rack. Physical Description/Features The TRU weighs 23 pounds. Cooling air holes are on the bottom of the case. The TRU has these components: Input power transformer 24 silicon power diodes Input and output filter components Current shunt.
The output voltage of the TRU is 26.0v dc to 29.5v dc. The rated output current is 120 amps with forced air cooling, and 60 amps for 30 minutes without forced air cooling. Each TRU can supply an overload current of 180 amps for five minutes, 600 amps for five seconds and a short circuit current for 1.2 sec. The internal meter shunt is rated at 150 amps/50 mV.
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757 TRAINING MANUAL
MAIN EQUIPMENT CENTER CONNECTOR
WIN HMG HT R TRU E1-1 LEFT TRU E1-2 OUTBD
RIGHT TRU
WIN HT L
TERMINAL BLOCK
E1 RACK
ELECTRICAL POWER - DC GENERATION - TR - TRANSFORMER RECTIFIER UNIT (TRU)
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757 TRAINING MANUAL ELECTRICAL POWER -- DC GENERATION - TR - FUNCTIONAL DESCRIPTION

Transformer Rectifier Unit Each TRU gets 115v ac input from its left or right main AC bus. The three-phase input to each TRU is protected by amp thermal circuit breaker. The DC output feeder carry DC fault currents up to a level that causes 30 amp input thermal circuit breaker to trip. A calibrated shunt gives the EICAS computers signals show output current. DC Tie Bus During normal operation, the two unregulated main TRUs operate isolated and each supplies its own main DC bus. The DC tie bus interconnects the main DC buses through the DC tie contactor. This allows DC system operation if either TRU fails. DC Tie Control Unit The DC tie control unit (DCTCU) senses the voltage of the left and right main DC buses. When the output of either bus decreases to 20v dc or less for 11.5 seconds, the solid state switch in the DCTCU latches in the conducting state. This sends a ground to the K108 DC TIE relay. The DCTCU unlatches when the control power or the battery bus, to the DCTCU is removed or both voltage sense inputs decrease to 20v dc or less for 11.5 seconds. a 30 can the that The closure of the DC bus tie relay is inhibited if left or right bus tie switch is not in AUTO. When K108 is energized, a status and maintenance message T-R UNIT shows on EICAS. This normally shows a TRU failure. Autoland If the captain or the first officer flight instrument transfer bus changes to its alternate power source during autoland, a ground signal is applied from either M10374 or M10375 instrument bus voltage sensing unit through K123 CENTER BUS ISOL RELAY to energize K108.
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757 TRAINING MANUAL

115V AC R BUS R TRU P6 MAIN PWR DISTR PNL R GEN DPCT RIGHT TRU (E3-2) R VOLTAGE SENSE
APU GEN EXT PWR BUS TIE AUTO ISLN
w
DC AC
SHUNT
+ TO EICAS R DC VOLT SENSE
T-R UNIT TO R BUS EICAS COMPUTER 1
LOSS OF ONE DC BUS FOR >11.5 SEC IF DC BUSES TIED AND LOSS OF BOTH BUSES FOR >11.5 SEC DC TIE CONTROL UNIT UNPOWERED FOR >600 MSEC
AUTO LAND K107 C BUS XFER RELAY R DC TIE
O ON F ON Fa w AVAIL w
BUS TIE AUTO ISLN

w a
L VOLTAGE SENSE
BAT BUS DC TIE CONT P6 MAIN PWR DISTR PNL
AUTO ISOL L BUS TIE SW AUTO ISOL R BUS TIE SW ELEC SYS PNL
POWER SUPPLY
DC TIE CONTROL UNIT (P6)
AUTOLAND K123 CTR BUS ISOL RELAY 1
K108 DC TIE RLY
L DC TIE L DC VOLT SENSE TO LEFT, CTR AND BAT BUSES
115V AC L BUS L TRU P6 MAIN PWR DISTR PNL L GEN DPCT
DC AC LEFT TRU (E3-2)
SHUNT
+ TO EICAS 1
TO INSTR BUS VOLTAGE SENSING UNITS M10374 AND M10375.
ELECTRICAL POWER - DC GENERATION - TR - FUNCTIONAL DESCRIPTION
24-32-00
ELECTRICAL POWER -- DC GENERATION Purpose
757 TRAINING MANUAL APU TRANSFORMER RECTIFIER UNIT
The APU transformer rectifier unit (TRU) supplies DC power to the APU starter motor when the right main AC bus is energized and the APU is started. Location The APU TRU is in the E6 rack. Access to the unit is through the rack rear cover. Physical Description/Features Each unit weighs 17 pounds (7.7 Kg). The unit has a power transformer and two three-phase, fullwave rectifiers which produce 28v dc. It is rated at 200 amps intermittent duty and 400 amps for 30 seconds. It can give 1200 amps for shorter time periods. It has a cooling fan and five thermal switches. The fan is on when the APU start relay is energized and the right main AC bus has power. Air from the aft equipment center goes through the APU TRU. The fan runs until the temperature is less than 125F (52C). Three thermal switches, connected in parallel, send the AC input to the APU TRU to disconnect when the internal temperature is more than 250F (121C).
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757 TRAINING MANUAL
APU CONTROL UNIT (REF) APU BATTERY (REF) ELECTRICAL CONNECTOR
FWD E6 RACK
ELECTRICAL POWER - DC GENERATION -
APU TRANSFORMER RECTIFIER UNIT
24-32-00
757 TRAINING MANUAL ELECTRICAL POWER -- DC GENERATION - TR - APU START TRU - FUNCTIONAL DESCRIPTION
Operation The APU start transformer rectifier unit operates and supplies DC power to the APU starter motor if the 115v ac right main bus has power and there is an APU starter contactor signal. The K10163 APU START ENABLE relay is energized by phase C power from the right main AC bus. A starter contactor signal (ground) from auxiliary power control unit energizes the K197 APU START relay. This causes K10010 APU TRU START to energize. This supplies power to the transformer rectifier unit. A 28v dc output goes directly to the APU starter motor. The cooling fan runs when K10010 is energized. After the starter contactor signal is removed, the cooling fan continues to operate until the temperature is less than 125F (52C). During the start sequence (APU starter contactor signal), an APU TRU internal temperature more than 250F (121C) causes K616 APU START TRU OVERHEAT relay to energize. This relay remains energized until the starter contactor signal is removed. When K10163 is de-energized, K117 APU CRANK CONTACTOR relay energizes and lets the APU battery power go to the APU starter motor. When the 115v ac right main bus does not have power, the APU starter motor receives DC power from the APU battery during APU start.
24-32-00
757 TRAINING MANUAL

+ AC/DC V CONVERSION APU TRU P32 R GEN PWR PNL A K10010 APU TRU START F A N APU TRU FAN 28V DC R BUS APU START TRU CTRL P6 MAIN PWR DIST CLOSES AT 125F (52C) APU START TRU CLOSES AT 250F (121C) B TO APU STARTER MOTOR
115V AC R BUS
APU START TRU FAN CNTL
APU BAT BUS
A C B 28V DC R BUS APU START E6 RACK AUX PWR CONT UNIT APU START TRU OVERHEAT APU START ENABLE C
K117 APU CRANK CONTACTOR
R10295 TO K116 APU BATTERY CHGR INTLK APU START
ELECTRICAL POWER - DC GENERATION - TR - APU START TRU - FUNCTIONAL DESCRIPTION
24-32-00
757 TRAINING MANUAL ELECTRICAL POWER -- DC GENERATION - STANDBY POWER - GENERAL DESCRIPTION
General The standby power system operates when the normal electrical power sources do not supply power to the left and right transfer buses. Standby power goes to these buses: DC standby bus Battery bus Hot battery bus AC standby bus. AUTO BAT.
The standby power switch lets you do these functions only on the ground: De-energize the AC standby bus (OFF position) Arm the standby system for automatic operation (AUTO position) Energize the standby buses when AC power is not available (BAT position, when the battery switch is in the ON position) Start a self-check of the DC/standby system (BAT position, when AC power is available).
Standby power comes from the hydraulic motor generator or the main battery. Main Battery The main battery supplies 28v dc power to the standby system if the left AC bus does not. To supply power to the standby system, the main battery supplies power to the hot battery bus. The hot battery bus supplies power to the battery bus. The battery bus supplies power to the static inverter, so that the AC standby bus has power. Operation The standby power switch on the P61 overhead maintenance panel has three positions: OFF
24-33-00
757 TRAINING MANUAL

L XFER BUS L AC BUS
AC STBY BUS
K105 AC STBY PWR RLY
TRU
BAT
ON
STBY POWER AUTO OFF BAT

O F F
a
L 28V DC BUS K106 MAIN BAT XFR RLY
w a
OFF MAIN BAT DISCH a
APU BAT DISCH a
STATIC INVERTER DC STBY BUS K109 STBY PWR RLY HOT BAT BUS 100 C6001 MAIN/ APU BAT TIE APU BAT BUS K104 MAIN BAT RLY
BAT BUS
RCCB
MAIN BATTERY
APU BATTERY
ELECTRICAL POWER - DC GENERATION - STANDBY POWER - GENERAL DESCRIPTION
24-33-00
757 TRAINING MANUAL ELECTRICAL POWER -- DC GENERATION - STANDBY POWER - STATIC INVERTER
Purpose The static inverter changes DC power to single-phase AC power. When no other AC power is available, the inverter supplies selected equipment on the ground or in-flight. Location The static inverter is in the forward equipment center adjacent to the main battery charger. Physical Description/Features The static inverter weighs 22.5 pounds. Usually, the inverter is forced air cooled by equipment cooling. During automatic standby operation, equipment cooling is not avaailable and the unit is cooled by natural convection. All electrical connections are made on the front of the unit. The DC input power connections are stud terminals on a terminal block and the AC output power connections are through a four-pin connector. The static inverter rating is at 1 KVA for an input voltage range of 18 to 29.5v dc. The output is 115v ac at 400 Hz for the entire load range. The inverter can supply 100 percent of the rated load continuously and 150 percent of the rated load for five minutes when forced air cooled. The inverter can supply a full rated load for 30 minutes without forced air cooling.
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757 TRAINING MANUAL

BATTERY CHARGER (REF)
FWD EQUIPMENT CENTER
ACCESS
CONNECTOR
TERMINAL BLOCK
ELECTRICAL POWER - DC GENERATION - STANDBY POWER - STATIC INVERTER
24-33-00
757 TRAINING MANUAL ELEC PWR -- DC GEN - STANDBY POWER - FUNCTIONAL DESCRIPTION - BATTERY SWITCH ON
Operation A standby power system supplies 28v dc and single phase 115v ac power to essential instrument, communication, and navigation equipment if there is a total loss of primary ac power. The standby system (ac and dc) also is an independent power source for the center channel of the autoland system. When all main standby power system relays buses have no ac and dc buses do not have power and the control switches are OFF, all standby are relaxed and the ac and dc standby power. switch is on and the BATTERY OFF EICAS advisory message shows. When the APU starts, the K197 APU start relay is energized. The RCCB opens when left 28v dc bus does not have power. A failure of the RCCB during the operational check causes the EICAS latched status and maintenance message, APU BAT NO STBY.
When the BAT switch is latched ON, the K104 main battery relay is energized and the battery bus gets power from the hot battery bus. The main/APU battery tie remote control circuit breaker (RCCB) is energized when the battery bus has power. This connects the main and APU batteries together. The K10416 extended standby power indication relay is energized and supplies a ground to EICAS if the RCCB malfunctions. The static inverter has power but no load. When the K109 standby power relay is energized, the ac and dc standby buses do not have power. K110 dc standby bus off and K138 AC standby bus off relays are relaxed. The STBY BUS OFF light is on. When the BAT switch is OFF (released to out position) and the left main dc bus is energized (powers master dim and test), the amber OFF light in the battery
24-33-00
757 TRAINING MANUAL

BAT
ON w OFF a MAIN BAT APU BAT DISCH a DISCH a

O F F
a
TO K123
300 MS T D
TO L AC BUS TO K10416 FROM BAT BUS TO GND (P11) APU BAT BUS 100 MAIN/APU BAT RCCB (E6) HOT BAT BUS A DC IN AC OUT K105 AC STBY PWR
AC STBY BUS
STATIC INVERTER
DC STBY BUS
OFF ON
BATTERY BUS
A OFF
K104 MAIN BAT MD&T TO L DC BUS TO K123 K106 MAIN BAT XFR A APU BAT NO STBY BATTERY OFF TO STBY PWR SEL (OFF POS)
BATTERY SWITCH
K109 STBY POWER
NOTE: ALL RELAYS ARE ON THE P6 PANEL UNLESS NOTED
UPPER DISPLAY
ELEC PWR - DC GEN - STANDBY POWER - FUNCTIONAL DESCRIPTION - BATTERY SWITCH ON
24-33-00
757 TRAINING MANUAL ELEC PWR -- DC GEN - STANDBY POWER -FUNCTIONAL DESCRIPTION - STANDBY POWER SELECTOR AUTO
Operation When all main AC and DC buses have power, the STBY PWR switch is in AUTO, and the BAT switch is ON, K105 and K113 under voltage sense relays are energized. The AC standby bus gets power from the left 115v ac bus. When the K106 main battery transfer relay energizes, K104, K10416, and the RCCB are de-energized. The main and APU batteries are not connected together. When there is a loss of power to the left 115v ac transfer bus, the K105 AC standby power relay is deenergized and the static inverter supplies the 115v ac standby bus. When there is no power on the left 28v dc bus, the K113 undervoltage sense relay and the K106 main battery transfer relay are de-energized. This causes K104, K10416, and the RCCB to energize. The main and APU batteries are connected together and the hot battery bus supplies the battery bus. The battery bus then supplies the static inverter and DC standby bus. The MAIN BAT DISCH and APU BAT DISCH lights come on. The advisory EICAS messages, MAIN BAT DISCH and APU BAT DISCH show. During autoland, the AC and DC center bus power sources transfer when the K123 center bus isolation relay is energized. K123 energized causes K105 and K106 to deenergize. The static inverter supplies the 115v ac standby bus while the DC standby bus gets power from the hot battery bus.
24-33-00
757 TRAINING MANUAL

BAT
STBY POWER AUTO

w a
OFF
BAT
O F F
a
A L TRANSFER BUS FROM STATIC INVERTER
300 MS T D AC STBY BUS K105 AC STBY PWR RELAY
APU BAT DISCH a
TO GND FROM K122 HOT BAT BUS K10416 EXT STBY PWR IND TO EICAS
TO STATIC INVERTER BATTERY BUS DC STBY BUS
K104 MAIN BAT RELAY
NO GND WITH STBY SW IN AUTO
K109 STBY POWER RELAY
APU BAT BUS
100 MAIN/ APU BAT RCCB
L TRU L 28V DC BUS
TO BAT SW
OFF AUTO BAT AUTOLAND STBY POWER SW (S1) STBY PWR CONT K123 CTR BUS ISOL RELAY
A T D 300 MS K113 UNDER VOLT SENSE RELAY
K106 MAIN BAT XFR RELAY NOTE: UNLESS NOTED, ALL RELAYS ARE IN PANEL P6
ELEC PWR - DC GEN - STANDBY POWER -FUNCTIONAL DESCRIPTION - STANDBY POWER SELECTOR AUTO
24-33-00
757 TRAINING MANUAL ELEC PWR -- DC GEN - STANDBY POWER -FUNCTIONAL DESCRIPTION - STANDBY POWER SELECTOR OFF
Operation When all main ac and dc buses do not have power and the standby power control switches are OFF, all standby system relays are relaxed and the ac and dc standby buses are de-energized. The BAT battery the hot control battery and APU switch latched on energizes the K104 main relay and the battery bus receives power from battery bus. The main/apu bat tie remote circuit breaker (RCCB) is energized when the bus has power. This action connects the main batteries together.
K10416 extended stby pwr ind relay is energized and supplies a ground to EICAS if the RCCB malfunctions. The static inverter has power but is not loaded. When the K109 standby pwr relay is energized, both ac and dc standby buses are de-energized. Both K110 dc stby bus off and K138 ac stby bus off relays are relaxed. The STBY BUS OFF light is on.
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757 TRAINING MANUAL

BAT
ON w OFF a MAIN BAT APU BAT DISCH a DISCH a

O F F
a
TO K105
AC STBY BUS
TO STATIC INVERTER TO K104 TO K10416 TO GND FROM BAT BUS OFF HOT BAT BUS 100 MAIN/APU BAT RCCB TO BAT TEST CIRCUIT MD&T APU BAT BUS TO EICAS BATTERY BUS
DC STBY BUS
K109 STBY POWER RELAY
ON BAT SW
K110 DC STBY BUS OFF RELAY
OFF STBY BUS OFF OFF AUTO BAT STBY POWER SW STBY PWR CONT UPPER DISPLAY
K138 AC STBY BUS OFF RELAY

STANDBY BUS OFF
ELEC PWR - DC GEN - STANDBY POWER -FUNCTIONAL DESCRIPTION -
STANDBY POWER SELECTOR OFF
24-33-00
757 TRAINING MANUAL ELEC PWR -- DC GEN - STANDBY POWER - STANDBY POWER SELECTOR BAT
General When the STBY PWR switch is put to the BAT position, an operational check of the K105, K106, and the standby buses is done. If either relay stays energized or a standby bus does not have power, the STBY BUS OFF light comes on and the EICAS message, STANDBY BUS OFF shows. Operation When the STBY PWR switch is put to the BAT position, the K109 AC STANDBY PWR, K105 AC STBY PWR and K106 MAIN BAT XFR relays stay relaxed. The ac standby bus gets power from the static inverter and the dc standby bus gets power from the battery. This turns off the STBY BUS OFF light and, because the battery is supplying power turns on the MAIN and APU BAT DISCH lights. NOTE: K138 AC Stby Bus Off relay is functionally identical to K110 DC Stby Bus Off relay. Non-Normal Operations If the static inverter output voltage is less than 106v ac or more than 124v ac and the battery switch is latched ON, EICAS shows the latched status and maintenance message STBY INVERTER. A failure of the RCCB during the operational check causes the EICAS latched status and maintenance message, APU BAT NO STBY to show.
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757 TRAINING MANUAL

BAT STBY POWER AUTO OFF
OFF a MAIN BAT APU BAT DISCH a DISCH a
300 MS TO STBY PWR SW (NO GND IN BAT POS)

O F F
a
BAT
T D AC STBY BUS C K138 AC STBY BUS OFF RELAY
L TRANSFER BUS A DC IN AC OUT K105 AC STBY PWR RELAY
TO K10416 FROM BAT BUS TO GND (P11) APU BAT BUS 100 MAIN/APU BAT RCCB (E6)
STATIC INVERTER
DC STBY BUS
OFF
HOT BAT BUS ON BATTERY SW A A B K104 MAIN BAT RELAY MD&T TO LEFT DC BUS TO STBY PWR SW (NO GND IN BAT POS)
BATTERY BUS TO STBY PWR SW (NO GND K109 STBY IN BAT POWER RELAY POS)
OFF STBY BUS OFF
OFF AUTO BAT STBY POWER SW STBY PWR CONT NOTE: ALL RELAYS ARE IN THE P6 PANEL
K106 MAIN BAT XFR RELAY
K110 DC STBY BUS OFF K138 AC STBY C BUS OFF RELAY A B

APU BAT NO STBY BATTERY OFF STANDBY BUS OFF
UPPER DISPLAY
ELEC PWR - DC GEN - STANDBY POWER - STANDBY POWER SELECTOR BAT
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757 TRAINING MANUAL ELECTRICAL POWER -- STANDBY POWER - REFERENCE

General This page is for reference.
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757 TRAINING MANUAL

EXTENDED STBY BAT TIE 28V DC BAT BUS EXTENDED STBY CONT PWR P11 CB PANEL
BAT STBY POWER AUTO OFF
OFF a MAIN BAT APU BAT DISCH a DISCH a
F D + INPUT FILTER DC TO AC CONVERTER OUTPUT FILTER
K122 ISLN REQUEST APU BAT CHARGER
115V AC STBY BUS
STATIC INVERTER B L TRANSFER AC BUS T D 300MS K105 AC STBY PWR C BATTERY BUS
BAT
O F F a
K791 EXTENDED STBY PWR IND
A ON A
A PNL LTS APU BAT BUS 100 HOT BAT BUS C6001 MAIN/ APU BAT TIE K197 APU START A K104 MAIN BAT B DC STBY BUS K109 STBY POWER
MD&T L 28V DC BUS T D
OFF BATTERY SW (S2) OFF BAT AUTO G K123 CTR BUS ISOL
300MS K113 UNDER VOLTAGE SENSE
K106 MAIN BAT XFR
STBY POWER SW (S1)
STANDBY BUS OFF APU BAT NO STBY BATTERY OFF STBY INVERTER L/R EICAS CMPTRS
C D K110 DC STBY BUS OFF
A OFF
STBY BUS OFF (L1) STBY PWR CONT K138 AC STBY BUS OFF
ELECTRICAL POWER - STANDBY POWER - REFERENCE
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757 TRAINING MANUAL ELECTRICAL POWER -- DC GENERATION - DC METERS - GENERAL DESCRIPTION

General The DC current shunts are calibrated resistance elements. The main battery shunt connects on the ground side of the battery. The APU battery shunt connects on the ground side of the battery charger. The transformer rectifier units (TRU) have a load shunt for current indication. The shunts give a specific voltage drop in proportion to the current flow. These shunts are rated at 150 amp/50 mV.
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757 TRAINING MANUAL

APU BAT CHGR
A C D B APU BAT SHUNT (E6) HOT BAT BUS HYD GEN 28V DC SENSE (P6) APU BAT BUS APU BAT VM (E6) R COMPUTER K10690 (P71) L COMPUTER
HOT BAT BUS BAT VM/STBY BUS OFF LT 28V DC L BUS L DCV SENSE 28V DC R BUS R DCV SENSE P6 MAIN PWR DIST HOT BAT BUS + MAIN BAT SHUNT + -
C D
MAIN BAT SHUNT
T101 L TRU (E1) + L AND R EICAS CMPTR
SHUNT
T102 R TRU (E1)
ELECTRICAL POWER - DC GENERATION - DC METERS - GENERAL DESCRIPTION
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757 TRAINING MANUAL ELECTRICAL POWER -- DC GENERATION - DC METERS - MAINTENANCE PAGE INDICATION
EICAS DC Displays The DC current shunts send a voltage to EICAS proportional to sensed current flow. The DC bus voltage inputs to EICAS are from the appropriate DC bus. The left EICAS computer monitors the APU battery bus. The right EICAS computer monitors the hydraulic motor generator DC output. When the standby power switch is selected to the battery position, EICAS shows main and APU battery voltages in DC-V positions. The current and voltage indications show on the EICAS ELEC/HYD maintenance page in digital readouts. The DC voltage range is from 0 to 40 volts. The DC current range is 0 to +/- 150 amperes.
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757 TRAINING MANUAL
ELEC/HYD HYD GEN LOAD AC-V FREQ DC-A DC-V IDG OUT IDG RISE STBY /BAT L R APU /BAT GND PWR
0 0 0
115 401 +10 28
0.78 0.85 0.00 0.00 115 115 0 0 0 0 402 398 45 67 0 28 28 27 110 105 40 35
L C R
RSVR PRESS HYD QTY HYD PRESS HYD TEMP
LOW 0.99 2975 50
NORM 1.00 3010 47
HIGH 0.98 3000 115
ELECTRICAL POWER - DC GENERATION - DC METERS - MAINTENANCE PAGE INDICATION
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757 TRAINING MANUAL ELECTRICAL POWER -- AC LOAD DISTRIBUTION - INTRODUCTION

General The distribution section of electrical power includes AC and DC power distribution.
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757 TRAINING MANUAL
ELECTRICAL POWER - AC LOAD DISTRIBUTION - INTRODUCTION
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757 TRAINING MANUAL ELEC PWR -- AC LOAD DISTRIBUTION - GENERAL DESCRIPTION

System Description The AC power from each source (two IDGs, auxiliary generator, and external power) when connected, goes through these components: Generator feeders External power feeders Bus tie feeders. Each generator feeder includes copper wire and aluminum wire spliced together. High temperature copper wire is used in the engine areas and low weight aluminum wire is used between the engine area and the power panels. Splices connect the copper and aluminum wire sections together. The splices in the main engine generator feeders are in the upper section of the nacelle strut. The splices in the auxiliary generator feeders are between the APU firewall and the rear pressure bulkhead of the main fuselage. Feeder disconnects are at each engine strut and at the APU firewall. The APU generator aluminum cables are above the left side of the passenger cabin and down the left sidewall to the P34 panel in the main equipment center. Integrated drive generator feeders go through the floor beams inside of the fuselage section. At the power panel, the aluminum wire feeders connect to the GCB/APB terminals with copalum lug terminations. The external power feeder connects the external power receptacle to the external power contactor. This feeder is all copper and rated to carry 90 Kva continuously. The tie bus interconnects the two main AC distribution centers (through the BTBs) and gives a connection to the auxiliary power breaker and external power contactor. The tie bus feeders connect between the left and right BTB, APB, and EPC.
This power then goes to two main AC distribution centers for further distribution to various AC load buses. General Component Locations The main AC distribution centers are connected between the left GCB and BTB for the left channel and between the right GCB and BTB for the right channel. These distribution centers are in the P31 and P32 power panels. Load bus feeders supply power from the P31 and P32 panels to the P6 main power distribution panel. General Subsystem Features Electrical power goes from each source through feeders to these components: Generator circuit breaker (GCB) Auxiliary power breaker (APB) External power contactor (EPC).
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757 TRAINING MANUAL
EXTERNAL POWER PANEL
GROUND CONNECTION (STRUT) MAIN EQUIPMENT CENTER - P31 L GEN PWR PANEL - P32 R GEN PWR PANEL - P34 APU/EXT PWR PANEL
ELECTRICAL DISCONNECT (ENG/STRUT DISC PANEL) INTEGRATED DRIVE GENERATOR COPPER TO ALUMINUM SPLICE (WING LEADING EDGE)
COPPER TO ALUMINUM SPLICE
ELECTRIC DISCONNECT (APU FIREWALL)
AFT PRESSURE BULKHEAD STA 1620
APU GENERATOR APU FIREWALL
ELEC PWR - AC LOAD DISTRIBUTION - GENERAL DESCRIPTION
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757 TRAINING MANUAL ELEC PWR -- AC LOAD DISTRIBUTION - FUNCTIONAL DESCRIPTION FLIGHT INSTRUMENT TRANSFER BUS
General During normal operation, the captain and first officer flight instrument transfer buses receive power from the left and right 115v ac buses. The transfer buses supply power to selected captain and first officer flight instruments and transfer to an alternate 115v ac bus when the primary source fails. Flight Instrument Bus Power Transfer Instrument bus voltage sensing units monitor the primary source voltage. If the voltage is less than 97v ac, the sensing unit energizes relays to transfer to an alternate power source. Control power for the relays is from the corresponding DC bus through the opposite BUS TIE switch. If power transfers when it should not (primary power source available), the status and maintenance message CAPT INSTR XFER or F/O INSTR XFER shows. Removal of a ground from the EICAS computers (sensing unit relays energized) is necessary. If both primary power sources fail, the INST XFER BUS relay is energized and the hydraulic motor generator supplies power to the captain flight instrument transfer bus and the first officer flight instruments does not have power. The sensing unit stays in the transferred position until the primary source recovers and stays above 106v ac. Removal of DC control power connects the flight instrument transfer bus to its primary source. Autoland When either flight instrument transfer bus changes to its alternate power source during autoland, a ground signal goes by either instrument bus voltage sensing unit to all flight computers. The autoland status indicators will show NO LAND 3. A ground is also applied through the center bus isolation relay to the DC tie relay. The DC TIE relay energizes and connects the left and right main DC buses together.
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757 TRAINING MANUAL

R 115V AC BUS A B C FROM K107 CTR BUS TRANSFER TO K123 CTR BUS ISLN F/O FLT INST XFER BUS
L 115V AC BUS
F/O INSTR XFER (S, M)
CAPT INSTR XFER (S, M)
GND=1
K2 POWER SUPPLY A B C
K1 VOLTAGE CMPTR
L AND R EICAS COMPUTERS L DC BUS F/O INSTR XFR CONT AUTO
F/O INSTR BUS VOLTAGE SENS (P6)
ISOL L BUS TIE SW
1 L 115V AC BUS
R DC BUS CAPT INSTR XFR CONT P6 MN DIST PNL 1
AUTO
R 115V AC BUS
A B C K2 K1 SAME AS F/O CAPT INSTR BUS VOLTAGE SENS (P6)
CAPT FLT INST XFER BUS
ISOL R BUS TIE SW
TO ALL FLIGHT CONTROL COMPUTERS
ELEC PWR - AC LOAD DISTRIBUTION - FUNCTIONAL DESCRIPTION FLIGHT INSTRUMENT TRANSFER BUS CONTROL
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757 TRAINING MANUAL ELEC PWR -- AC LOAD DISTRIBUTION - FUNCTIONAL DESCRIPTION - CENTER BUS POWER ISOLATION CIRCUIT
Operation The standby electrical system is an independent power source to supply the center channel loads of the center autopilot during triple redundant autoland operation. During autoland operation, the battery charger (which operates in the T-R mode as a constant voltage source) is a third power source. The battery provides backup if the battery charger fails. Normal Configuration During non-autoland conditions, the left and right generator circuit breakers (GCB) are closed, the bus tie breakers (BTB) are open, and the K107 center bus transfer relay is de-energized. The center bus ac and dc is supplied from the left main ac and dc buses. Autoland Configuration When the three autopilots are armed for approach and no faults exist, the center buses transfer from the left system to the standby system. This provides three independent power sources for the three autopilot channels. At the same time, the bus tie breakers (BTB) go into an isolation mode. In the isolation mode, both BTBs cannot close simultaneously to supply power to the two main buses from one source. Operation The autoland bus isolate request starts center bus transfer. When the K122 ISLN REQUEST relay is energized, a 28v dc signal (Autoland CMD) is applied to the bus power control unit (BPCU). The BPCU sends an autoland lockout command to the left and right generator control units to inhibit BTB close command logic. At least one BTB must be open and one GCB closed to energize the K526 and K527 autoland relays. For backup protection, the circuit to the BTB close coil is opened to interrupt any BTB close command when the autoland relay is energized. When either K526 or K527 is energized, K123 center bus isolate relay energizes. If the battery switch is latched to ON, K107 energizes and switches the center bus sources. After the center bus transfer is complete, the bus isolated ground input is removed (K107 energized). There is now triple redundancy of power sources, engaged FCCs, sensors, and servos.
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757 TRAINING MANUAL

HOT BAT BUS CENTER BUS CONTROL P6 MAIN PWR DIST PWR DC L BUS CAT 3 BUS ISOL L DC R BUS CAT 3 BUS ISOL R DC STBY BUS CAT 3 BUS ISOL STBY P11 AUTOLAND BUS ISOLATE L FCC AUTOLAND BUS ISOLATE C FCC OPEN AUTOLAND BUS ISOLATE R FCC 1 AUTOLAND CMD BUS PWR CONT UNIT CLOSED L BTB 2 K122 ISLN REQUEST (P6) LGCU RGCU CLOSED R BTB OPEN CLOSED R GCB K526 L AUTOLAND (P31) OPEN K123 CTR BUS ISOL (P6) K107 CTR BUS XFR (P6) OPEN
CLOSED K104 MAIN BAT (P6)
3 SEC 2 SEC
M10482 C1 TD (P36) K106 K105 K527 R AUTOLAND (P32) 1 3
M540 C BUS XFER TD (P6) HOT BAT BUS L DC BUS C DC BUS
L AC BUS ON K10526 HYD EMP ENABLE C1 RLY
115V AC STATIC INVERTER L AC BUS C AC BUS
CLOSED L GCB 3 TO K10404 C1 EMP CONTROL RELAY
WHEN ENERGIZED, CONTACTS NOT SHOWN PREVENT LBTB FROM TRANSFER
WHEN ENERGIZED, CONTACTS NOT SHOWN PREVENT RBTB FROM TRANSFER
ELEC PWR - AC LOAD DISTRIBUTION - FUNCTIONAL DESCRIPTION - CENTER BUS POWER ISOLATION CIRCUIT
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757 TRAINING MANUAL ELEC PWR -- AC LOAD DISTRIBUTION - FUNCTIONAL DESCRIPTION - AUTOLAND BUS ISOLATION
24-50-00
General It is desired that the airplane be able to land in Category III B conditions. The categories are established by the regulatory agencies based on airplane certification, airport facilities, flight crew proficiency, and airline maintenance. The runway visual range and decision height requirements established for category III B are typically 150 - 700 ft and 0 ft. These numbers are based on fail operational capability. This is the level of redundancy necessary such that any single failure that occurrs below the alert height allows the landing to continue with the remainder of the automatic system. The fail operational system uses triple redundancy of power sources, engaged FCCs, sensors, and servos. After the FCCs send an autoland bus isolate command to the BPCU, they monitor a bus isolation signal. Bus Isolation Signal The bus isolation verification circuit signals that the busses are isolated: All three channels have an independent source of power. The bus isolation condition is removed for one of these reasons: If the radio altitude is above 200 feet and a fault has been detected which results in a NO LAND 3 condition After initiation of an auto go-around when the airplane is above 100 feet radio altitude and a positive rate of climb has been established All autopilots are disconnected.
Autoland Bus Isolate Request The autoland bus isolate request starts center bus transfer. Generator Loss Above 200 Feet Between arming of the three autopilots and 200 feet, the loss of a generator is sensed by either the captain or first officer instrument bus voltage sensing unit. Either unit energizes to keep a corresponding flight instrument transfer bus powered, energize the dc tie relay, and signal the FCCs that the buses are no longer isolated (re-applies ground to bus isolate). The FCCs remove the autoland bus isolate ground. This changes the center buses back to left main ac and dc buses. Also, the bus tie breakers close to supply power to both main ac buses. Generator Loss Below 200 Feet If a generator is lost below 200 feet radio altitude, the loss of generator is sensed by either instrument bus voltage sensing unit. Either unit energizes as previously discussed. Below 200 feet, the FCCs do not remove the autoland bus isolate ground (K122 remains energized). The three autopilots remain isolated. Because of the generator loss, one of the autopilots is also lost, and the automatic approach continues with the remaining two autopilots (fail operational).
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APU Generator Backup Power If the APU generator is operating during a multichannel approach, it automatically powers the main ac bus if one generator is lost, regardless of altitude. A generator failure causes the generator circuit breaker (GCB) to trip open. This causes two things to happen, the corresponding autoland relay de-energizes and the BPCU directly senses GCB position through airplane wiring. An open GCB causes the BPCU to remove the autoland lockout command from the corresponding GCU and allow automatic BTB closure. Transfer to the APU generator may result in an interruption time ranging from less than 0.05 seconds to 10 seconds, depending on the type of failure.
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757 TRAINING MANUAL

DC L BUS CAT 3 BUS ISOL L DC R BUS CAT 3 BUS ISOL R DC STBY BUS CAT 3 BUS ISOL STBY P11 BAT BUS DC BUS TIE CONTROL P6 AUTOLAND BUS ISOLATE BUS ISOLATED L FCC AUTOLAND BUS ISOLATE BUS ISOLATED C FCC AUTOLAND BUS ISOLATE BUS ISOLATED R FCC EICAS MESSAGES 1 T-R UNIT (S, M) 2 CAPT INSTR XFER (S, M) 3
TO K526 K122 ISLN REQUEST (P6) RGCU LGCU INPUT PWR DC TIE CONT UNIT (P6) AUTO K108 DC TIE (P6) K107 CTR BUS XFR (P6) K123 CTR BUS ISOL (P6)
AUTOLAND CMD BUS PWR CONT UNIT AUTO
ISOL R BUS TIE SW
ISOL L BUS TIE SW
3 RIGHT MAIN LOW F/O INST BUS VOLTAGE SENSE UNIT (P6)
LEFT MAIN LOW CAPT INST BUS VOLTAGE SENSE UNIT (P6) F/O INSTR XFER (S, M)
ELEC PWR - AC LOAD DISTRIBUTION - FUNCTIONAL DESCRIPTION - AUTOLAND BUS ISOLATION VERIFICATION
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Page 798 of 1173

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ATA 24

REVISION 2 SEPTEMBER 2011

Page 532 of 1173

FOR TRAINING PURPOSES ONLY

757 TRAINING MANUAL ELECTRICAL POWER -- INTRODUCTION

757 TRAINING MANUAL ELECTRICAL POWER -- INTRODUCTION

757 TRAINING MANUAL

EXTERNAL POWER GENERATOR DRIVE AC GENERATION DC GENERATION

AC ELECTRICAL LOAD DISTRIBUTION

ELECTRICAL POWER - INTRODUCTION

757 TRAINING MANUAL

L TRU BPCU GROUND CART R TRU

GEN DRIVE DISC L R

APU TRU APU BATTERY

APU STARTER STBY AC STATIC INVERTER

ELECTRICAL POWER - GENERAL DESCRIPTION - POWER AND CONTROL

757 TRAINING MANUAL ELECTRICAL POWER -- GENERAL DESCRIPTION - DISTRIBUTION

757 TRAINING MANUAL ELECTRICAL POWER -- GENERAL DESCRIPTION - DISTRIBUTION

757 TRAINING MANUAL ELECTRICAL POWER -- GENERAL DESCRIPTION - DISTRIBUTION

757 TRAINING MANUAL

GND SVCE XFR RLY

GND SERVICE BUS

MAIN BATTERY AND BATTERY CHARGER SYSTEM 1 2 3

APU BATTERY AND BATTERY CHARGER SYSTEM

ELECTRICAL POWER - GENERAL DESCRIPTION - DISTRIBUTION

757 TRAINING MANUAL ELECTRICAL POWER -- COMPONENT LOCATION - AIRPLANE

757 TRAINING MANUAL

INTEGRATED DRIVE GENERATOR

EXTERNAL POWER PANEL

HYDRAULIC MOTOR GENERATOR

FLIGHT COMPARTMENT - ELECTRICAL SYSTEM CONTROL PANEL - EICAS DISPLAY UNITS

ELECTRICAL POWER - COMPONENT LOCATION - AIRPLANE

757 TRAINING MANUAL ELECTRICAL POWER -- COMPONENT LOCATION - EQUIPMENT AREAS

757 TRAINING MANUAL

HMG GCU (P71)

APU GCU R GCU BPCU

MAIN EQUIPMENT CENTER

ELECTRICAL POWER - COMPONENT LOCATION - EQUIPMENT AREAS

757 TRAINING MANUAL ELECTRICAL POWER -- ELECTRICAL SYSTEM CONTROL PANEL

757 TRAINING MANUAL ELECTRICAL POWER -- ELECTRICAL SYSTEM CONTROL PANEL

757 TRAINING MANUAL ELECTRICAL POWER -- ELECTRICAL SYSTEM CONTROL PANEL

The off position turns the standby buses off.

757 TRAINING MANUAL

STBY POWER AUTO

APU BAT DISCH a

APU GEN EXT PWR BUS TIE

EXTERNAL POWER SWITCH

AC BUS TIE SWITCH

L BUS AC BUS OFF LIGHT

GEN DRIVE DISC L R

UTILITY BUS SWITCH

GENERATOR CONTROL SWITCH

ELECTRICAL SYSTEM CONTROL PANEL (P5)

GENERATOR DRIVE DISCONNECT SWITCH

ELECTRICAL POWER - ELECTRICAL SYSTEM CONTROL PANEL

757 TRAINING MANUAL ELECTRICAL POWER -- REFERENCE SCHEMATIC

757 TRAINING MANUAL

115V AC F/O FLT INSTR XFR BUS

INSTR BUS VOLTAGE SENSE UNIT

K863 L XFR BUS RELAY 28V AC BUS L XFER BUS

INSTR BUS VOLTAGE SENSE UNIT

K862 INSTR XFER BUS RLY