It is possible to supply all of the consumers from the ground supply
connections.
The LP circuit returns the fluid from the consumers to the reservoir. The case drain of the electric pump and the return from the HP manifold are also connected to the LP circuit. Check valves are installed in the system. They control the flow of fluid in the system. The check valves also give protection to the main system if a sub-system has a leak. Part of the LP circuit is also used in the reservoir filling system (Ref. 29-16-00).
The LP fluid goes through the LP filter 2002GM immediately before it gets to the reservoir. The filter has a filtration rating of 3 microns. If the filter element clogs, a by-pass operates and unfiltered fluid goes to the reservoir. A temperature sensor 2381GR attached to the outlet of the LP filter monitors the temperature of the fluid. The temperature information is sent to the ECAM and warning systems (Ref. 29-33-00). The LP filter is installed in the left-hand belly fairing, aft of the main landing-gear compartment.
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A filter 2084GM is installed in the case drain line of the electric pump which goes to the LP circuit. The filter has a filtration rating of 15 microns. The system reservoir 2000GQ is installed in the left-hand belly fairing aft of the main landing-gear compartment together with the LP filter. The reservoir holds a supply of fluid. It also makes allowance for differences in the quantity of fluid in the system (because of changes in the positions of jacks, for example).
The reservoir is filled through the reservoir filling system (Ref. 29-16-00) which is operated from the ground service panel of the Green hydraulic system. A reservoir drain valve is installed on the ground service panel of the Blue hydraulic system.
The reservoir is pressurized with air to 3.5 bar (50 psi) (to stop cavitation at the inlet to the electric pump). The supply of air comes from the aircraft pneumatic system (Ref. 36-00-00). It is also possible to pressurize the reservoir from a ground supply (Ref. 29-14-00). A depressurization valve 2087GM is installed on the ground service panel of the Blue hydraulic system. A pressure relief valve 2005GM and a pressure gage 2383GM are installed on the the reservoir.
4. Power Supply
____________ R (Ref. Fig. 010, 011)
5. Component Description
_____________________
A. Reservoir 2000GQ R (Ref. Fig. 012)
The reservoir 2000GQ is made of two molded light alloy sections which are welded together to make a cylindrical shape. The top of the reservoir has a manifold for the components of the reservoir pressurization system (Ref. 29-14-00). The bottom of the reservoir has three ports for the hydraulic connections. The connections are for:
-
the suction line,
-
the return line,
-
the drain line.
The drain valve is on the ground service panel, not on the reservoir as in the Green and Yellow hydraulic systems. The reservoir also has flanges to attach the quantity indicator/transmitter and the low level switch (Ref. 29-31-00).
The inside of the reservoir has baffles which give a supply of fluid for 20 s under negative 'g' conditions. The baffles also form an anti-emulsion device which limits the emulsion of the fluid when there is a large return flow.
The hydraulic fluid capacities of the reservoir are:
-
the normal fill level 6 l (1.5850 USgal),
-
the maximum gageable level 8 l (2.1133 USgal),
-
the low-level warning between 2.0 and 2.3 l (0.52 and 0.6 USgal).
The reservoir is pressurized to 50 psi (3.5 bar) relative, and is sealed to hold the pressure when there is no supply of air (for example, when the aircraft is parked). It is possible to pressurize the reservoir from a ground supply (Ref. 29-14-00).
The reservoir is filled with fluid through the reservoir filling system (Ref. 29-16-00).
B. Electric Pump 2075GJ R (Ref. Fig. 013)
The electric pump 2075GJ is installed in the Blue hydraulic compartment. It supplies the Blue hydraulic system with hydraulic power. The electric pump has three main parts:
-an electric motor,
-a boost pump,
-the hydraulic pump.
The electric motor is a conventional induction motor. It operates with a three-phase supply of electrical power. The motor turns at 7600 revolutions per minute (RPM) when it is under load. A shaft goes through the motor which has a blower attached to one end. The blower makes air flow through the motor to keep it cool. The hot air goes out of the aircraft through a flexible hose. Some hydraulic fluid is made to flow through the shaft to keep the main bearings and rotor cool.
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