D.
The Charge Relief Valve
(1)
The charge relief valve regulates the operating pressure of the charge oil system. The valve meters the discharge of oil from the charge oil system to maintain the preset charge pressure. The charge pump draws oil from the reservoir and delivers a constant volume of oil to the charge relief valve cylinder. The piston in the relief valve cylinder is moved back by oil pressure compressing the spring. Oil is bled to the scavenge line as determined by spring pressure against charge pressure acting on the piston. The oil under charge pressure is used for control in the governor and control valve and to replenish the oil used in the multiple piston hydraulic units through the stationary port plate.
6. All-Attitude Reservoir and Air Separator (Fig. 2)________________________________________
A. The all-attitude reservoir and air separator perform the following functions:
(1)
Separate air from the system oil.
(2)
Provide a supply of deaerated oil to the transmission through a wide range of acceleration loadings and aircraft attitudes. The reservoir contains no moving parts and performs its functions automatically, using the energy of the transmission scavenge oil.
B.
Scavenge oil pumped through the cooler returns to the transmission reservoir via the swirl chamber. This return oil, which is highly aerated, enters the swirl chamber at high velocity through a tangential inlet, causing a swirling action which creates a vortex within the swirl chamber. Air in the oil, having a lower density than the oil, moves to the center of the vortex and escapes the case. The deaerated oil moves along the wall of the swirl chamber and out into the reservoir.
C.
Return oil is always deaerated and ported to the reservoir, regardless of transmission attitude. The inlet suction port is located in approximately the center of volume of the reservoir, and the volume of oil contained within the reservoir is such that, regardless of transmission attitude, the inlet port will always be surrounded by oil. Static pressure in the reservoir is approximately the same as case pressure.
7. Integral Oil or Charge Filter and Filter Bypass (Fig. 2)_______________________________________________
A. The integral or charge filter is equipped with a bypass around the filter element to ensure a flow of oil in case the element becomes completely clogged. The bypass valve is in the integral oil filter cap assembly. The filter has a mechanical snap-out indicator to show when the filter is clogged.
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ú CONFIG ú 01 Page 9 ú Nov 15/90
BOEING PROPRIETARY - Copyright (C) - Unpublished Work - See title page for details.
A 737-300/400/500MAINTENANCE MANUAL
8. Generator Drive Disconnect (Fig. 4)
__________________________
A. The disconnect is an electrically-actuated device which disconnects the input shaft from the input spline shaft. When the disconnect solenoid is activated, a spring-loaded pawl moves into contact with threads on the input shaft.
B. The input shaft acts as a screw in a threaded hole, and input rotation causes the input shaft to move away from the input spline shaft, separating the driving dogs on the two shafts. When the driving dogs have been separated, the input spline shaft, which is still being driven by the aircraft engine, spins freely in the transmission without causing transmission rotation. Reset may be accomplished only on the ground, following engine shutdown, by pulling out on the reset handle until the solenoid nose pin snaps into position.
9. Generator Drive Cooling (Fig. 2)
_______________________
A. Heat generated within the drive causes the drive oil temperature to rise. The scavenge pump forces the heated oil through the scavenge or line oil filter then through the external oil cooler and into the all-attitude reservoir. The oil is cooled by fan air from the engine passing over the inside portion of the cooler. A line oil filter, which filters scavenge oil, is in the oil out line between the drive unit and the CSD oil cooler. The filter prevents contamination of the oil cooler in event of drive failure.
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