SM2A-03-BLOCK II-(1)

APOLLO OPERATIONS HANDBOOK

SYSTEMS DATA
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SECTION 2

SUBSECTION 2.6

ELECTRICAL POWER SYSTEM

(CSM 106 and Subs)

2.6.1 INTRODUCTION.

The electrical power subsystem (EPS) consists of the equipment

and reactants required to supply the electrical energy sources, power
generation and controls, power conversion and conditioning, and power
distribution to the electrical buses (figure 2.6-1). Electrical power dis-
tribution and conditioning equipment beyond the buses is not considered a
part of this subsystem. Power is supplied to fulfill all command and
service module (CSM) requirements, as well as to the lunar module (LM)
for operation of heater circuits after transposition and docking.
The EPS can be functionally divided into four major categories:
© Energy storage: Cryogenics storage, entry and postlanding bat-
teries, pyrotechnic batteries.
e Power generation: Fuel cell power plants.

e Power conversion: Solid state inverters, battery charger.

© Power distribution: D-C and a-c power buses, d-c and a-c
sensing circuits, controls and displays.
In general, the system operates in three modes: peak, average,
and minimum mission loads. Peak loads occur during performance of
major delta V maneuvers, including boost. These are of relatively short
duration with d-c power being supplied by three fuel cell power plants
supplemented by two of three entry batteries. A-C power is supplied by
two of three inverters.

The second mode is that part of the mission when power demands
vary about the average. During these periods d-c power is supplied by
three fuel cell power plants and a-c power by one or two inverters.
During drifting flight when power requirements are at a minimum
level, d-c power is supplied by three fuel cell powerplants. A-C power is
supplied by one or two inverters. In all cases, operation of one or two
inverters is dependent on the total cryogen available. Two-inverter
operation results in a slight increase of cryogenic usage because of a
small reduction in inverter efficiency due to the lesser loads on each
inverter. However, two inverter operation precludes complete loss of ac
in the event of an inverter failure.
i
ELECTRICAL POWER SYSTEM

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APOLLO OPERATIONS HANDBOOK

SYSTEMS DATA

2.6.2 FUNCTIONAL DESCRIPTION.

2.6.2.1 Energy Storage.

The primary source of energy is provided by the cryogenic gas
storage system that provides fuel (Hz) and oxidizer (O2) to the power
generating system. Two hydrogen and two oxygen tanks, with the associ-
ated controls and plumbing, are located in the service module. Storage
of reactants is accomplished under controlled cryogenic temperatures
and pressures; automatic and manual pressure control is provided. Auto-
matic heating of the reactants for repressurization is dependent on energy
demand by the power generating and/or environmental control subsystems.
Manual control can be used when required.
A secondary source of energy storage is provided by five silver
oxide-zinc batteries located in the CM. Three rechargeable entry and
postlanding batteries supply sequencer logic power at all times, supple-
mental d-c power for peak loads, all operating power required for entry
and postlanding, and can be connected to power either or both pyro cir-
cuits. Two pyro batteries provide energy for activation of pyro devices
throughout all phases of a mission.
2.6.2.2 Power Generation.

Three Bacon-type fuel cell power plants, generating power through

electrochemical reaction of Hz and 02, supply primary d-c power to
spacecraft systems until CSM separation. Each power plant is capable of
normally supplying from 400 to 1420 watts at 31 to 27 vde (at fuel cell
terminals) to the power distribution system. During normal operation all
three power plants generate power, but two are adequate to complete the
mission. Should two of the three malfunction, one power plant will insure
successful ‘mission termination; however, spacecraft loads must be
reduced to operate within the limits of a single powerplant.
Normal fuel cell connection to the distribution system is: Fuel
cell 1 to main d-c bus A; fuel cell 2 to main d-c bus A and B; and fuel
cell 3 to main d-c bus B. Manual switch control is provided for power
plant connection to the distribution system, and manual and/or automatic
control for power plant isolation in case of a malfunction.

During the CSM separation maneuver the power plants supply power
through the SM buses to two SM jettison control sequencers. The sequen-
cers sustain SM RCS retrofire during CSM separation and fire the SM
positive roll RCS engines two seconds after separation to stabilize the SM
during entry. Roll engine firing is terminated 7.5 seconds after separa-
tion. The power plants and SM buses are isolated from the umbilical
through a SM deadface. The sequencers are connected to the SM buses
when the CM/SM SEP switch (MDC-2) is activated; separation occurs
100 milliseconds after switch activation.

ELECTRICAL POWER SYSTEM

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APOLLO OPERATIONS HANDBOOK

SYSTEMS DATA

ENERGY STORAGE POWER GENERATION POWER CONVERS ION POWER DISTRIBUTION

ENTRY AND MAIN BUS

POST LANDING TIE SWITCH
BATTERY A (Bat A/c)
SM JETT CONT $4 (MDC-5)
A&B

BATTERY Bi
INVERTER PWR 1 MAIN A
(RHEB-275)
SI “AN
704
$3 A
INVERTER PWR 708

By DC MAIN BUS A.
FUEL CELL 3 MAIN A
POWER PLANT ‘AC INVERTER
No. 1 (RHEB-275)
No. 1 FLT BUS MNA
(RHEB-225)
“Zo
i___

—{ —_—-_[L_{___

‘AC BUS. NO.

aay

FLIGHT AND POSTLANDING BUS

FUEL CELL INVERTER
AC INVERTER DC &AC
POWER PLANT NO, 3 CONTROL

BATTERY RELAY BUS,

CRYOGENIC NO, 2 CIRCUITS NON ESS.
SUBSYSTEM BUS (MDC-5)

‘AC BUS NO. 2

FUEL CELL INVERTER PWR
POWER PLANT AC INVERTER 3 MAIN B
NO, 2 (RHEB-275)
NO, 3 s2 Ay
70A
nN
From: AC bus No. 1 or 2 70A
BATTERY, INVERTER PWR
ENTRY AND CHARGER From: DC Main Bus A and B 2 MAIN B
POST LANDING To: BATTERY CHARGER (RHEB-275)
BATTERY B selector switch NOTES:
Motor switches $1 and $2
close when main bus tie

BATTERY BUS B
ENTRY AND switches $4 and S5 are set to
POST LANDING. Bat A/C and Bat B/C.
BATTERY C
pt

SM JETT CONT FCI can be connected to

BEA SM bus B & FC 3 to SM bus A
PYRO [jp DC bus control cirevit
BATTERY A PYRO BUS A |
+|
breakers are illustrated in
' MAIN BUS battery charger and CM DC
TIE SWITCH

a |
bus control circuits schematic
PYRO (BAT B/C)
BATTERY B $5 (MDC-5)
|
SM=2A-1175E
Figure 2.6-1. Electrical Power Subsystem Block Diagram

ELECTRICAL POWER SYSTEM

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 SM2A-03-BLOCK II-(1)
APOLLO OPERATIONS HANDBOOK

SYSTEMS DATA

2.6.2.3 Power Conversion,

Primary d-c power is converted into a-c by solid state static

inverters that provide 115/200-volt 400-cps 3-phase a-c power up to
1250 volt-amperes each. A-C power is connected by motor switch
controls to two a-c buses for distribution to the a~-c loads. One inverter
has the capability of supplying all spacecraft primary a-c power. One
inverter can power both buses while the two remaining inverters act as
redundant sources. However, throughout the flight, each bus is powered
by a separate inverter. Provisions are made for inverter isolation in the
event of malfunctions. Inverter outputs cannot be phase synchronized,
therefore interlocked motorized switching circuits are incorporated to
prevent the connection of two inverters to the same bus.
A second conversion unit, the battery charger, assures keeping the
three entry and postlanding batteries in a fully charged state. It isa
solid state device utilizing d-c from the fuel cells and ac from the inver-
ter to develop charging voltage.
2.6.2.4 Power Distribution.

Distribution of d-c power is accomplished via two redundant d-c

buses in the service module which are connected to two redundant buses
in the command module through a SM deadface, the CSM umbilical, and
a CM deadface. Additional buses provided are: two d-c buses for serv-
icing non-essential loads; a flight bus for servicing inflight telecommuni-
cations equipment; two battery buses for distributing power to sequencers,
gimbal motor controls, and servicing the battery relay bus for power
distribution switching; and a flight and postlanding bus for servicing some
communications equipment and the postlanding loads.
Three phase ac is distributed via two redundant a-c buses, pro-
viding bus selection through switches in the a-c operated component
circuits.

Power to the lunar module is provided through two umbilicals which

are manually connected after completion of transposition and docking. An
average of 81 watts dc is provided to continuous heaters in the abort
sensor assembly (ASA), and cycling heaters in the landing radar, rendez-
vous radar, S-band antenna and inertial measurement unit (IMU). Power
consumption with all heaters operating simultaneously is approximately
309 watts. LM floodlighting is also powered through the umbilical for use
during manned lunar module operation while docked with the CSM.
A d-c sensing circuit monitors voltage on each main d-c bus
and an a-c sensing circuit monitors voltage on each a-c bus. The
d-c sensors provide an indication of an undervoltage by illuminating
a warning light. The a-c sensors illuminate a warning light when
high- or low-voltage limits are exceeded. In addition, the a-c

ELECTRICAL POWER SYSTEM

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APOLLO OPERATIONS HANDBOOK

SYSTEMS DATA
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sensors activate an automatic disconnect of the inverter from the a-c
bus during an overvoltage condition. A-C overload conditions are dis-
played by illumination of an overload warning light and are accompanied
by a low voltage light. Additional sensors monitor fuel cell overload and
reverse current conditions, providing an automatic disconnect, together
with visual indications of the disconnect whenever either condition is
exceeded.
Switches, meters, lights, and talk-back indicators are provided for
controlling and monitoring all functions of the EPS.
2.6.3 MAJOR COMPONENT /SUBSYSTEM DESCRIPTION.

The subsequent paragraphs describe the cryogenic storage subsys-

tem, and each of the various EPS components.

2.6.3.1 Cryogenic Storage.

The cryogenic storage subsystem (figures 2. 6-2 and 2. 6-3) supplies

hydrogen to the EPS, and oxygen to the EPS, ECS, and for initial LM
pressurization. The two tanks in the hydrogen and oxygen systems are of
sufficient size to provide a safe return from the furthest point of the mis-
sion on the fluid remaining in any one tank. The physical data of the
cryogenic storage subsystem are as follows:

Approximate
Minimum Approximate | Quantities at
Weight Design | Allowable Flow Rate Minimum Heater
of Usable Storage | Operating at Min dq/dm & Fan Cycling
Cryogenics | Pressure| Pressure | (+145°F environment) (per tank)
(1b/tank) (psia) (psia) (Ib/hr-2 tanks) (min dq/dm)

Oz 320 (min) | 900+#35 150 1.71 45 to 25%

Hy 28 (min) | 245 (+15, 100 0. 140 53 to 33%
~20)

Initial pressurization from fill to operating pressures is accom-

plished by GSE. After attaining operating pressures, the cryogenic fluids
are ina single-phase condition, therefore completely homogeneous. This
avoids sloshing which could cause sudden pressure fluctuations, possible
damage to internal components, and prevents positive mass quantity
gauging. The single-phase expulsion process continues at nearly constant
pressure and increasing temperature above the 2-~phase region.

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SLECTRICAL POWER SYSTEM

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APOLLO OPERATIONS HANDBOOK

SYSTEMS DATA

+28 VOC CAUTION & Hp TANK 1 & TANK 2

OXYGEN FILL VENT (GSE) (OV-1) WARNING PRESS XOUCERS Hy TANK 1
— CRYO PRESS (moc- 2) LSYSTEM UMBILICAL ___ pensity g TEMP
OXYGEN FILL VALVE (GSE) (OF-1) SM | CM SIGNAL COND
5 0p 07 05 SM MAIN
DC BUS A Onoroe
p TANK suric
NO. 2 QTY AMPL 1
0 PRESS 10A
IND (MDC-2) 0» 1 MOTOR SWITCH CONTACTS @) CONTACTS
Op TANK NO, acl wae
SuRGE FROM:SURGE TANK =e mom | SAME AS 02 2” °——J
DENSITY TEMP. TANK PRESSURE TANK NO,1
SIGNAL DENSITY, TEMP SIGNAL o——< TRANSDUCER | MoTOR
CONDITIONER SENSOR SENSOR CONDITIONER | (ECS) ° SWITCH Ronn
- PROBE CONTACTS 0 FANS -1 taeTOR Acc aus
CONVERTER ; @ PRESSUR
switcnE auto(MDC-2) ace (RHEB-226) N
NO.1
NO, 1 —— OFF e¢-o— 7
sco032a 2
QUANTITY 02 CM MAIN D-C [ owe} |
TANK NO. 1 | BUS A Op HEATERS -1 | Let
(51907 [Stoo R CRYOGENIC 02 HTR-1 zMDC-2) | i
PRESSURE PRESS 02 | | | 1 MINA (RHEB-226) AUTO | ——
FAN MOTORS RELIEF || TANK NO. 1 | AN — 4 1
VALVE gurg | | 0» isa mo OFF | | oo —e a
HEATERS | 3 J i] CC ON a
- 2 = | Le A TO: FUEL CELL SHUTOFF VALVES
OXYGEN RELIEF VENT. | (OR) | Co 02 VAC ION PUMPS
05 = 05 = | LJ a tenes 229) cM MAIN 6
“me _ 6 _ T| 25A i DC BUS A
— CRYOGENIC FAN MOTORS
[CRYOGENIC TANKS rupture NEATERS 2 - ! a - + ene TANK 2 A-C BUS.
| QUANTITY [ | 77\_MIN B (RHEB 229) t cM MAIN - AC2 (RHEB-226)
DISC PRESSURE \ — 5A DC BUS B L—44 0 AUTO AN yA
oA converter ULE | CRYOGENIC TANKS cm (2 HEATERS -2 OFF eae} 4 £
| PRESSURE MAIN D-C CRYOGENIC Op HTR-2 (Moc- 2) | || N--——!
|| ‘S¢0038P || TN HEB26) AUTO | | oN AN os
| (sco 5 scooat
—
a im) —_

QUANTITY 0, ) FAN MOTO! R TEMP Op Oy PRESS 02 | mo OFF 2a A

TANK NO. 2 TANK NO. 2 Tank no!2_} | ® | me
i| OvL00% VAGPUMPION On050 || PRESSURE | || ON . oN 4c
AL ' | switch |\— 02 HEATERS —y ete fins.
~ Uffrene: ~ -]— 0, FANS ——
DENSITY SIGNAL SENSOR TEMP SIGNAL ovr
CONDITIONER PROBE CONDITIONER 1 AUTO 2
ON OFF
XYGEN FILL VALVE (GSE) (OF-2) UMBILICAL PRESSURE AND MOTOR
7 Pl % SM) (CM 6 ® SWITCHES ARE SHOWN
_ — __ % = t % 0 } tf > F IN LOW PRESSURE POSITION ON
OXYGEN FILL VENT (GSE) (OV-2) + ECS | |
— 0, nN V QTY AMPL -2
AC2(RHEB-226)
OXYGEN PURGE VALVE (GSE) (OP) xf
— 07 09 07 — 03 | J 2a

Hy TANK 2 10
oo DENSITY & TEMP He FANS - 2 SWITCH
SIGNAL COND u 2) —
o Lt"
Hp FANS - 1 SWITCH ——>
(Moc - 2)
SM-2A-1176H
Figure 2.6-2, Cryogenic Storage Subsystem (Oxygen)

ELECTRICAL POWER SYSTEM

Basic Date
Mission____ _15 April 1969 Change Date__ __—
Ss Pagee_2. 6-7/2.6-8
 SM2A-03-BLOCK II-(1)
APOLLO OPERATIONS HANDBOOK

SYSTEMS DATA

HYDROGEN FILL VENT (GSE) (HV-1) TO CAUTION & WARNING

> SYSTEM & CRYO PRESS LIGHT (MDC-2) SycMAIN
HYDROGEN FILL VALVE (GSE) (HF-1) 104 oc BUS A
a a Hp — Hy Hp —» ‘Hp Hp — si Ha TANK NO. 2
2 2 MOTOR SWITCH
-_ He Hy Ho TANK NO. 1 MOTOR SWITCH CONTACTS (@) __ CONTACTS
SSSURE —~—
DENSITY Temp STC
Noa ® FILTER SAME AS Ho
SIGNAL TANK NO
DENSITY Tewr SIGNAL r MOTOR
CONDITIONER SENSOR HYDROGEN CONDITIONER oTY | 4 SWITCH
PROBE TANK AMPL 1 CONTACTS
ACL CB
(RHEB | Hy ie
-226)
Scoas0g) SM MAIN DC BUS rea
B
QUANTITY Hp CM D- MAIN
TANK NO. 1 BUS A
100% XN 0251-2007 CRYOGENIC Hy TR 1- M2Ha HEATERS
Henge - RS“
PRESSURE || 1 MN A (RHEB=226)
=~ AUTO
RELIEF
VALVE 07350 PSIA Hp — 5A OFF |— Hp HEATERS
— oe <— He FANS ——
MOTORS, HEATERS TO: ON 1 AUTO 2
H2 FUEL CELL
HYDROGEN RELIEF | VENT (FLYAWAY UMBILICAL) (HRD SHUTOFF
ed
Hy — Hp — Hy
He 4 Hp FANS -2
RS HEATERS PRESSURE 2 (MDC-2)
RUPTURE RELIEF AUTO
CRYOGENIC TANKS DISC VALVE ||
cm CRYOGENIC Hp HTR 2- He HEATERS 2 OFF oh
QUANTITY \|
SCOOATHp D-C MAIN MNB (RHEB-226) (moc-2) [ar
1 2 TEMP [CRYOGENIC TANKS press Hp SB
. aN Aro 1 #8
ary TANK NO. 2 ~ PRESSURE | TANK NO.2 ® | 5A °——o_wo OFF K|
AMPL 22
AMPL temp BPE i rikH, 2 PRESSURE
c SENSOR SWITCH oN +l g,
(RHEB-226) AMPL 2
fa] HYOROGEN AC2 CB t NO. 2
- ———.
DENSITY TANK (RHEB-226)
DENSITY SIGNAL SENSOR NO, 2 TEMP SIGNAL FILTER
CONDITIONER PROBE CONDITIONER PRESSURE
AND MOTOR SWITCHES ARE
‘SHOWN IN LOW PRESSURE POSITION
SM MN @ vac 10N PUMP FUSES OPENED
= HYDROGEN FILL VALVE (GSE) (HF-2) DC BUS B DURING PRELAUNCH COUNTDOWN
Hp — Hp
[ HYDROGEN FILL VENT (GSE) (HV-2)

HYDROGEN PURGE VALVE (GSE) (HP)

tect Hp — Hy Ap — A th — Hy Hp

3 FROM CB
CRYOGENIC FAN MOTORS TANK 2 AC2 (RHEB-226)
CRYOGENIC FAN MOTORS TANK 1 ACI (RHEB-226)
‘SM-2A-1177G

Figure 2,6-3. Cryogenic Storage Subsystem (Hyrogen)

_— CU“ “Ci
ELECTRICAL POWER SYSTEM

Mission Basic Date 15 April 1969 Change Date

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APOLLO OPERATIONS HANDBOOK

SYSTEMS DATA
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Two parallel d-c heaters in each tank supply the heat necessary to
maintain design pressures. Two parallel 3-phase a-c circulating fans
circulate the fluid over the heating elements to maintain a uniform density
and decrease the probability of stratification. A typical heater and fan
installation is shown in figure 2.6-4, Relief valves provide overpressure
relief, check valves provide tank isolation, and individual fuel cell shutoff
valves provide isolation of malfunctioning power plants. Filters extract
particles from the flowing fluid to protect the ECS and EPS components.
The pressure transducers and temperature probes indicate the thermody-
namic state of the fluid. A capacitive quantity probe indicates quantity of
fluid remaining in the tanks.

FAN & MOTOR

ENCASED
INTERNALLY

CAPACITIVE
PROBE

FAN & MOTOR

ENCASED
INTERNALLY

EP-(B6B

Figure 2.6-4. Cryogenic Pressurization and Quantity

Measurement Devices

ELECTRICAL POWER SYSTEM

Mission Basic Date_15 April 1969 Change Date Page 2. 6-11

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APOLLO OPERATIONS HANDBOOK

SYSTEMS DATA
—_— $
Repressurization of the systems can be automatically or manually
controlled by switch selection. The automatic mode is designed to give a
single-phase reactant flow into the fuel cell and ECS feed lines at design
pressures. The heaters and fans are automatically controlled through a
pressure switch-motor switch arrangement. As pressure in the tanks
decreases, the pressure switch in each tank closes to energize the motor
switch, closing contacts in the heater and fan circuits. Both tanks have
to decrease in pressure before heater and fan circuits are energized.
When either tank reaches the upper operating pressure limit, that respec-
tive pressure switch opens to again energize the motor switch, thus
opening the heater and fan circuits to both tanks. The O2 tank circuits
are energized at 865 psia minimum and de- energized at 935 psia maxi-
mum. The H2 circuits energize at 225 psia minimum and de-energize at
260 psia maximum, The most accurate quantity readout will be acquired
a shortly after the fans have stopped. During all other periods partial
stratification may degrade quantity readout accuracy.
When the systems reach the point where heater and fan cycling is at
a minimum (due to a reduced heat requirement), the heat leak of the tank
is sufficient to maintain désign pressures provided flow is within the
min dq/dm values shown in the preceding tabulation. This realm of oper-
ation is referred to as the min dq/dm region. The minimum heat require-
ment region for oxygen starts at approximately 45 percent quantity in the
tanks and terminate at approximately 25 percent quantity. Between these
tank quantities, minimum heater and fan cycling will occur under normal
usage. The amount of heat required for repressurization at quantities
below 25 percent starts to increase until below the 3 percent level
practically continuous heater and fan operation is required. In the hydro-
gen system, the quantity levels for minimum heater and fan cycling are
between approximately 53 and 33 percent, with continuous operation
occurring at approximately 5 percent level.

Assuming a constant level flow from each tank (O2 - 1 lb/hr,

Hz - 0.09 lb/hr) each successive repressurization period is of longer
duration. The periods between repressurizations lengthen as quantity
decreases from full to the minimum dq/dm level, and become shorter as
quantity decreases from the minimum dq/dm level to the residual level.
Approximate repressurization periods are shown in the following chart,
which also shows the maximum flow rate in pounds per hour from a single
tank with the repressurization circuits maintaining minimum design
pressure.

The maximum continuous flow that each cyrogenic tank can provide
at minimum design pressure is dependent on the quantity level and the
heat required to maintain that pressure. The heat required to maintain a
constant pressure decreases as quantity decreases from full to the mini-
mum dq/dm point. As quantity decreases beyond the minimum dq/dm
region, the heat required to maintain a constant pressure increases.

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ELECTRICAL POWER SYSTEM

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APOLLO OPERATIONS HANDBOOK

SYSTEMS DATA

As fluid is withdrawn, a specific amount of heat is withdrawn. When the

withdrawal rate exceeds the heat that can be supplied by the heaters, fan
motors, and heat leak, there is a resultant pressure decrease below the
minimum design operating level.
The ability to sustain pressure and flow is a factor of the amount of
heat required versus the heat provided by heaters, fan motors, and heat
leak. Since heat leak characteristics of each tank vary slightly, the flow
each tank can provide will also vary to a small degree. Heat input from
heaters, fan motors, and heat leak into an Op tank is 595. 87 Btu/hour
(113. 88 watt heaters supply 389. 67 Btu, 52.8 watt fan motors supply
180.2 Btu, and heat leak supplies 26 Btu). Heat input from similar
sources into a Hy tank is 94. 6 Btu/hr (18, 6 watt heaters supply
63.48 Btu, 7 watt fan motors supply 23.89 Btu, and heat leak supplies
7,24 Btu). These figures take into consideration the line loss between
the power source and the operating component.

Oxygen Hydrogen

Repressurization Repressurization
Quantity Time (Minutes) Flow at Time (Minutes) Flow at
(percent) (865 to 935 psia) 865 psia (225 to 260 psia) 225 psia

100 4.0 3.56 20.0 0.38

95 4.3 3.97 21.0 0.42
90 4.6 4.55 22.0 0. 46
85 5.0 5.27 23.0 0.49
80 5.4 6.02 24.5 0.52
75 5.7 7.01 26.5 0.65
70 6.5 7.94 28.5 0.76
65 7.4 9.01 31.0 0.80
60 8.7 10. 80 33.5 0.87
55 9.6 12.54 36.0 0.93
50 10.8 14.19 39.0 0.97
45 11.5 15.69 41.0 0.98
40 12.4 17.01 41.0 0.97
35 12.6 17.56 41.0 0.94
30 13.0 17.56 40.5 0.91
25 13.1 16.55 40.5 0.83
20 13.2 15.48 42.0 0.71
15 14.5 12. 28 47.0 0.54
10 17.8 8.76 58.0 0.37
7.5 21.4 7,09 71.0 0.23
5 24.0 | 5.37 Continuous 0.16

ELECTRICAL POWER SYSTEM

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APOLLO OPERATIONS HANDBOOK

SYSTEMS DATA
a UU EE EEE EEEEEIEEEEEEEE
To avoid excessive temperatures, which could be realized during
continuous heater and fan operation at extremely low quantity levels, a
thermal sensitive interlock device is in series with each heater element.
The device automatically opens the heater circuits when internal tank
shell temperatures reach +90°F, and closes the circuits at +70°F.
Assuming normal consumption, oxygen temperature will be approximately
_157°F at mission termination, while hydrogen temperature will be
approximately -385°F.
The manual mode of operation bypasses the pressure switches, and
supplies power directly to the heaters and/or fans through the individual
control switches. It can be used in case of automatic control failure,
heater failure, or fan failure.
Tank pressures and quantities are monitored on meters located on
MDC-2. The caution and warning system (CRYO PRESS) will alarm when
oxygen pressure in either tank exceeds 950 psia or falls below 800 psia.
The hydrogen system alarms above 270 psia and below 220 psia. Since a
common lamp is provided, reference must be made to the individual pres-
sure and quantity meters (MDC-2) to determine the malfunctioning tank.
Tank pressures, quantities, and reactant temperatures of each tank are
telemetered to MSFN.

Oxygen relief valves vent at a pressure between 983 and 1010 psig
and reseat at 965 psig minimum. Hydrogen relief valves vent at a pres-
sure between 273 and 285 psig, and reseat at 268 psig minimum. Full
flow venting occurs approximately 2 pounds above relief valve opening
| pressure.

All the reactant tanks have vac-ion pumps to maintain the integrity
of the vacuum between the inner and outer shell, thus maintaining heat
leak at or below the design level. SM main d-c bus A distributes power
to the Hp tank 1 pump and bus B to the Hz tank 2 pump. Fuses provide
power source protection. These fuses are removed during prelaunch to
disable the circuit for flight. Circuit breakers, Oz VAC ION PUMPS -
MNA - MNB (RHEB-229), provide power source protection for the CM
main buses, which distribute power to the Oz vac-ion pumps. The circuit
breakers allow use of the Oz vac-ion pump circuits throughout flight,
and provide a means of disabling circuit if necessary.
The most likely period of overpressurization in the cryogenic sys-
tem will occur during operation in the minimum dq/dm region. The
possibility of overpressurization is predicated on the assumption of a
vacuum breakdown, resulting in an increase in heat leak. Also, und
certain conditions, i.e., extremely low power levels and/or a

a
ELECTRICAL POWER SYSTEM

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APOLLO OPERATIONS HANDBOOK

SYSTEMS DATA
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depressurized cabin, demand may be lower than the minimum dq/dm flow
necessary. Any of the preceding conditions would result in an increase of
pressure within a tank.
In the case of hydrogen tank overpressurization, prior to reaching
relief valve cracking pressure, tank pressure can be decreased by per-
forming an unscheduled fuel cell hydrogen purge. A second method for
relieving overpressure is to increase electrical loads, thus increasing
fuel cell demand. However, in using this method, consideration must be
given to the fact that there will be an increase in oxygen consumption,
which may not be desirable.
Several procedures can be used to correct an overpressure condi-
tion in the oxygen system. One is to perform an unscheduled fuel cell
purge. A second is to increase oxygen flow into the command module by
opening the ECS DIRECT 02 valve. The third is to increase electrical
loads, which may not be desirable because this method will also increase
hydrogen consumption.
Increase of electrical loads is probably the least desirable method
because of the increase in demand on both reactant systems, although an
overpressure correction is required in only one reactant system.
A requirement for an overpressure correction in both reactant sys-
tems simultaneously is remote, since both reactant systems do not reach
the minimum dq/dm region in parallel.

During ail missions, to retain a single tank return capability, there

is a requirement to maintain a balance between the two tanks in each of
the reactant systems. When a 2 to 4 percent difference is indicated on the
oxygen quantity meters (MDC-2), the 02 HEATERS switch (MDC-2) of the
lesser tank is positioned to OFF until tank quantities equalize. A 3 per-
cent difference in the hydrogen quantity meters (MDC-2) will require
positioning the H2 HEATERS switch (MDC-2) of the lesser tank to OFF
until tank quantities equalize. This procedure retains the automatic
operation of the repressurization circuits, and provides for operation of
the fan motors during repressurization to retain an accurate quantity
readout in all tanks. The necessity for balancing should bé determined
shortly after a repressurization cycle, since quantity readouts will be
most accurate at this time.

2.6.3.2 Batteries.

Five silver oxide-zinc storage batteries are incorporated in the

EPS. These batteries are located in the CM lower equipment bay.

ELECTRICAL POWER SYSTEM

Mission, __ Basic Date _15 April 1969 Change Date Page 2.6-15
 SM2A-03-BLOCK II-(1)
APOLLO OPERATIONS HANDBOOK

SYSTEMS DATA

Three rechargeable entry and postlanding batteries (A, B, and C)

power the CM systems after CSM separation and during postlanding.
Prior to CSM separation, the batteries provide a secondary source of
power while the fuel cells are the primary source. The entry batteries
are used for the following purposes:
e@ Provide CM power after CSM separation

e Supplement fuel cell power during peak load periods (Delta V

maneuvers)

e Provide power during emergency operations (failure of two fuel

cells)
e Provide power for EPS control circuitry (relays, indicators,
etc. )
e@ Provide sequencer logic power

e Provide power for recovery aids during postlanding

e Batteries A, B, or C can power pyro circuits by selection.

Each entry and postlanding battery is mounted in a vented plastic

case and consists of 20 silver oxide-zinc cells connected in series. The
cells are individually encased in plastic containers which contain relief
valves that open at 3545 psig, venting during an overpressure into the
battery case. The three cases can be vented overboard through a com-
mon manifold, the BATTERY VENT valve (RHEB-252), and the ECS
waste water dump line.
Since the BATTERY VENT is closed prior to lift-off, the interior
of the battery cases is at a pressure of one atmosphere. The pressure is
relieved after earth orbit insertion and completion of cabin purge by
positioning the control to VENT for 5 seconds. After completion the con-
trol is closed, and pressure as read out on position 4A of the System Test
Meter (LEB-101) should remain at zero unless there is battery outgassing.
This outgassing can be caused by an internal battery failure, an abnormal
high-rate discharge, or by overcharging. If a pressure increase is noted
on the system test meter, the BATTERY VENT is positioned to VENT
for 5 seconds, and reclosed. Normal battery charging procedures require
a check of the battery manifold after completion of recharge.
Since the battery vent line is connected to the waste water dump line,
it provides a means of monitoring waste water dump line plugging, which
would be indicated by a pressure rise in the battery manifold line when
the BATTERY VENT control is positioned to VENT. Corrective pro-
cedures for dump line plugging are found in section 2. 12.

ELECTRICAL POWER SYSTEM

Mission Basic Date 15 April 1969 Change Date_16 July 1969 page 2. 6-16
 SM2A-03-BLOCK II-(1)
APOLLO OPERATIONS HANDBOOK

SYSTEMS DATA
rr eee
Each battery is rated at 40-ampere hours (AH) minimum and will
deliver this at a current output of 35 amps for 30 minutes and a subse-
quent output of 2 amps for the remainder of the rating.
At Apollo mission loads each battery is capable of providing 45 AH
and will provide this amount after each complete recharge cycle. How-
ever, 40 AH is used in mission planning for inflight capability, and 45 AH |
for postlanding capability of a fully charged battery.
Open circuit voltage is 37.2 volts. Sustained battery loads are
extremely light (2 to 3 watts); therefore a battery bus voltage of approxi-
mately 34 vde will be indicated on the spacecraft voltmeter, except when
the main bus tie switches have been activated to tie the battery outputs to
the main d-c buses. Normally only batteries A and B will be connected
to the main d-c buses. Battery C is isolated during prelaunch by opening
the MAIN A-BAT C and MAIN B-BAT C circuit breakers (RHEB-275).
Battery C will therefore provide a backup for main d-c bus power in case
of failure of battery A or B or during the time battery A or B is being
recharged. The two-battery configuration provides more efficient use of
fuel cell power during peak power loads and decreases overall battery ia
recharge time. The MAIN A- and MAIN B-BAT C circuit breakers
are closed prior to CSM separation or as required during recharge of
battery A or B.
Battery C, through circuit breakers BAT C to BAT BUS A and
BAT C to BAT BUS B (RHEB-250), provides backup power to the
respective battery bus in the event of failure of entry battery A or B.
These circuit breakers are normally open until a failure of battery A or
B occurs. This circuit can also be used to recharge battery A or B in
the event of a failure in the normal charging circuit.
The two pyrotechnic batteries supply power to initiate ordnance
devices in the SC. The pyrotechnic batteries are isolated from the rest
of the EPS to prevent the high-power surges in the pyrotechnic system
from affecting the EPS, and to ensure source power when required,
These batteries are not to be recharged in flight. Entry and postlanding
battery A, B, or C can be used as a redundant source of power for
initiating pyro circuits in the respective A or B pyro system, if either
pyro battery fails. This can be performed by proper manipulation of the
circuit breakers on RHEB-250. Caution must be exercised to isolate the
failed battery prior to connecting the replacement battery.

ee
ELECTRICAL POWER SYSTEM

Mission Basic Date 15 April 1969 Change Date_16 July 1969 page 2.6-17
 SM2A-03-BLOCK II-(1)
APOLLO OPERATIONS HANDBOOK

SYSTEMS DATA

Performance characteristics of each SC battery are as follows:

Rated Open
Capacity Circuit Ambient
per Voltage Nominal Minimum Battery
Battery Battery (max. ) Voltage Voltage Temperature

Entry and | 40 amp-hrs| 37.8 vde max. | 29 vde 27 vde 50° to 110°F
Postlanding, | (25 ampere | (37.2 vde in | (35 amps load)| (35 amps load)
A, B, and | rate) flight)
© (3)
Pyro Aand | 0.75 amp- | 37.8 vde max. | 23 vde 20 vde 60° to 110°F
B (2) hrs (75 (37.2 vde in | (75 amps load)| (75 amps load)
amps for | flight) (32 vde open
36 seconds) circuit)

NOTE Pyro battery load voltage is not measurable in the SC due to the extremely
short time they power pyro loads.

2.6.3.3 Fuel Cell Power Plants.

Each of the three Bacon-type fuel cell power plants is individually

coupled to a heat rejection (radiator) system, the hydrogen and oxygen
cyrogenic storage systems, a water storage system, and a power distri-
bution system. A typical power plant schematic is shown in figure 2. 6-5.

The power plants generate d-c power on demand through an exo-

thermic chemical reaction. The by-product water is fed to a potable
water storage tank in the CM where it is used for astronaut consumption
and for cooling purposes in the ECS. The amount of water produced is
equivalent to the power produced which is relative to the reactant
consumed.

REACTANT CONSUMPTION AND WATER PRODUCTION

H,0
Load
(amps) O23 lb/hr H lb/hr lb/hr ec/hr

0102 0. 001285 0.01149 5.21

Oo

0204 0.002570 0.02297 10. 42

coofo

0408 0.005140 0.04594 20. 84

ON

- 0612 0.007710 0.06891 31.26

OW

0816 0.010280 0.09188 41. 68

ELECTRICAL POWER SYSTEM

Mission Basic Date_15 April 1969 Change Date Page 2.6-18

 SM2A-03-BLOCK II-(1)
APOLLO OPERATIONS HANDBOOK

SYSTEMS DATA
_——
REACTANT CONSUMPTION AND
WATER PRODUCTION (Cont)

H,O

(anes) O, tb/hr H, lb/hr tb/ar ce/hr

5 0. 1020 0. 012850 0. 11485 52.10
6 0. 1224 0. 015420 0. 13782 62, 52
7 0. 1428 0. 017990 0. 16079 72.94
8 0. 1632 0. 020560 0. 18376 83.36
9 0. 1836 0. 023130 0. 20673 93.78
10 0. 2040 0. 025700 0. 2297 104. 20
15 0. 3060 0. 038550 0. 34455 156, 30
20 0. 4080 0. 051400 0. 45940 208. 40
25 0. 5100 0. 064250 0. 57425 260. 50
30 0. 6120 0.077100 0. 68910 312. 60
35 0.7140 0. 089950 0. 80395 364,70
40 0. 8160 0. 10280 0. 91880 416. 80
45 0. 9180 0.11565 1. 03365 468.90
50 1. 0200 0. 12850 1. 1485 521.00
55 1.1220 0.14135 1.26335 573.10
60 1. 2240 0.15420 1.3782 625, 20
65 1.3260 0.16705 1.49305 677. 30

70 1. 4280 0.17990 1.6079 729. 40

75 1.5300 0. 19275 1.72275 781.50
80 1. 6320 0. 20560 1. 83760 833. 60
85 1.7340 0. 21845 1.95245 885.70
90 1. 8360 0. 23130 2.06730 937. 90
95 1, 9380 0.24415 2. 18215 989. 00
100 2. 0400 0. 25700 2. 2970 1042. 00
FORMULAS:

Og = 2.04 x 10-21 HzO = 10. 42 cc/amp/hr

Hy = 2.57 x 10-31 H2O = 2,297 x 10-2 lb/amp/hr

a SSSSFSSFSFeFeFeFEFEEeeeSSSSSSSSeSeSsSsSsee
ELECTRICAL POWER SYSTEM

Mission Basic Date 15 April 1969 Change Date Page 2.6-19/2.6-20

 SM2A-03-BLOCK II-( 1)
APOLLO OPERATIONS HANDBOOK

SYSTEMS DATA

From:AC BUS 2 (34) FUEL CELL 2 FUEL CELL 2 Hy PURGE

From: AC BUS 1 (36) PURGE (RHES 226) PURGE SW Othe
°
F PWR FACTOR MN DC BUS B ——_
5A SA ©
CORRECTION \ o—] TO HYDROGEN
AC | Fac Box MNBC BUS A FUEL CELL 1 FUEL CELL T
' ons aor nas 20) Wego '
OVERBOARD
Vent FUEL
tis CELL 3 PURGE (HEB 226)OFF
MODULE TEMP ‘

] tel edt
ag
BS
MIN BC BUS A ————_ <> oem oc suse pe
soe)
ve . FUEL CELL 3 MN DC BUS B 5A
(QU US r (@HEE-726) ern s
7 SIG |= scarrsc
cof” Senta
sc 2067 @®
FUEL CELL SC 2081T
Lime: SC 2071P
BEINDICATORS ge aay scaiisc
onus Teme
FUEL CELL 9 SC 2085T SKIN
INDICATOR SC 2082T (DC AMPS)
f = SC 2086T *
__ SSC mest __ ro en g] OFF [MNAN DCDC BUS
BUS A]
A] 8
FUEL CELL HoREG OUT (OTne shown
Ron
JPOWER PLANT aypass 3) in series) it RRS BOER | es cau L 0
VALVE TEMP Teme Gas == SRR | Linvicaroe
— sensor | —_ Sensor | joe "0
| eas = %I0
| OXYGEN
PURGE |
water doh t FUEL CELL VALVE 1 oxycen
| SEPARATOR HYDROGEN HEATERS OVERBOARD
T]SeNsoR_ ae
—— ¢ oo| ore OXYGEN
| T "Et rem Fe a o 1 REGULATOR [ozrec our l sc 2066°
| CONDENSER | SENSOR HYDROGEN {I} Fvorooen IN LINE HEATER Tope SC 2067°
PUMP REGENERATOR
“ CH No TWO STEP SC 2068P
| |
FE| — Z
NEG
— a START VALVE
NITROGEN
pH SENSOR x Pe ren
eA HYDROGEN i] | 7 ‘
| — REGULATOR onnee_t _- fi ! |
|
z
=
ose

c
I

i
1

=
oT8 TT
HYDROGEN
- —
i
=
|
sect
prenearer —
[contours
| N2REG OUT
‘ scSe 2060
a06aP
| —
= 7
soem
COOLANT| GLYCOL
ACCUMULATOR
> ——
|i eee
NITROGEN
F ot
NITROGEN TANK
)
+
I
sen
Sea
SC 2062P
t | SC 2143R
Sc 2160x Sc 21398
|coouass o BYPASS fe sc 2161x SC 2140 NITROGEN | Sc 21448
[sree tte Lee)
'NERATOR VALVE SC 2162K SC 2141R
—
SHUTOFF VALVE
— —— —|{|/— — _ a
7 T Fo ole NITROGEN BIOL FLOW SENSOR
le ie —! t
BRIDGE 4 SENSOR 30] H2VeNT—=
FC2
AMP tog) | shurorr
valve | | SA ISOn" INDICATOR NITROGEN VENT REACTAN INDICATOR
SCSC 20907 eo ® ~~ {Oren VALVE NOTES:
2 [aces
20911 f FUEL
cttoe CELL 3 TOTe Loratccrnan
F7€1& 2——S NoaNOMS|uarc| FUEL
ee CELLS 1, AllAi switches
hnond dndindicators arear locotedlectd on MOC=MOC 3
to: ecs_ | rom Hy puRGE. From:
Moot wel Bees 2 Per BcoNt
te, Fes | FROM He pure Hydrogen FUEL CELL 1 | 2. FUEL CELL INDICATORS switch must be placed to
WATER
stores guscen gg on al,Mee Fre SRA NSIeATORS eet pe be e
in SM Ce (RES 226) Oxygen : Storage
se mart | TANK | Tanks in SM 3. FC
F/C1,122, & 3mecturement No.'s shown in sequen-
se at Bad or fox a
_
—— * SC 2089 cate |fa pH HI
roe nes =
fojele| ee ee Truc ces
Saves FC REACS 4, _ST-indicates mecsurement inputs to SYSTEM TEST
net onpandl tol tte
ee tow | ri ge HYDROGEN
SVERROARD |= Pe sper om . NORM
fa} S| E004 {og 7 sare RELAY aus 5. For TM & SYSTEMS TEST parameter
So iiducine refer to
FUEL CELL @
Norcatoe. thtn fray
fh LATGH 6B]. Denotes SIGNAL CONDITIONER
(IFrone shown, conditioner is integral
part of sensor) SM-2A-1178F

Figure 2.6-5, Fuel Cell Schematic

ELECTRICAL POWER SYSTEM

Mission Basic Date 15 April 1969 Change Date Page 2-6-21/2, 6-22
 SM2A-03-BLOCK II-(1)
APOLLO OPERATIONS HANDBOOK

SYSTEMS DATA

2,.6.3.3.1 Component Description.

Each power plant consists of 31 single cells connected in series and
enclosed in a metal pressure jacket. The water separation, reactant
control, and heat transfer components are mounted in a compact accessory
section attached directly above the pressure jacket.
Power plant temperature is controlled by the primary (hydrogen) and
secondary (glycol) loops. The hydrogen pump, providing continuous cir-
culation of hydrogen in the primary loop, withdraws water vapor and heat
from the stack of cells. The primary bypass valve regulates flow through
the hydrogen regenerator to impart exhaust heat to the incoming hydrogen
gas. Flow is regulated in accordance with skin temperature. The exhaust
gas flows to the condenser where waste heat is transferred to the glycol;
the resultant temperature decrease liquifying some of the water vapor.
The motor-driven centrifugal water separator extracts the liquid and feeds
it to the potable water tank in the CM. The cool gas is then pumped back
to the fuel cell through the primary regenerator by a motor-driven vane
pump, which also compensates for pressure losses due to water extraction
and cooling. Waste heat, transferred to the glycol in the condenser, is
transported to the radiators located on the fairing between the CM and SM,
where it is radiated into space. Individual controls (FUEL CELL
RADIATORS, MDC-3), can bypass 3/8 of the total radiator area for each
power plant. Radiator area is varied dependent on power plant condenser
exhaust and radiator exit temperatures which are relevant to loads and
space environment. Internal fuel cell coolant temperature is controlled
by acondenser exhaust sensor, which regulates flow through a secondary
regenerator to maintain condenser exhaust within desired limits. When
either condenser exhaust or radiator exit temperature falls below toler-
ance limits (150° and -30°F respectively), the respective FUEL CELL
RADIATORS switch is positioned to EMERG BYPASS to decrease the
radiator areainuse, thus decreasing the amount of heat being radiated.
Since the three power plants are relatively close in load sharing and
temperature operating regimes, the effect on the other power plants must
be monitored. Generally simultaneous control over all three power plants
will be required. Use of the bypass should be minimal because of power-
plant design to retain heat at low loads and expel more heat at higher loads.
The bypass is primarily intended for use after failure of two powerplants.
Heat radiation effects on the single powerplant require continuous use of
the bypass for the one remaining powerplant.
Reactant valves provide the interface between the power plants and
cryogenic system. They are opened during pre-launch and closed only
after a power plant malfunction necessitating its permanent isolation from
the d-c system. Prior to launch, the FC REACS VALVES switch (MDC-3) is
placed to the LATCH position. This applies a holding voltage to the open
solenoids of the Hz and Oz reactant valves of the three power plants.

ELECTRICAL POWER SYSTEM

Mission. Basic Date 15 April 1969 Change Date Page 2.6-23

 SM2A-03-BLOCK II-(1)
APOLLO OPERATIONS HANDBOOK

SYSTEMS DATA
—_—_——— CC rh
This voltage is required only during boost to prevent inadvertent closure
due to the effects of high vibration. The reactant valves cannot be closed
by use of the REACTANTS switches {MDC-3) with the holding voltage
applied. The FC REACS VALVES switch is positioned to NORMAL after
earth orbit insertion. During prelaunch, after power plant activation, the
the three FC REACS circuit breakers (RHEB-226) are opened to prevent
valve closure through inadvertent REACTANTS switch activation,
Ng gas is individually stored in each power plant at 1500 psia and
regulated to a pressure of 5343 psia. Output of the regulator pressurizes
the electrolyte in each cell, the coolant loop through an accumulator, and
is coupled to the O2 and Hz regulators as a reference pressure,

Cryogenic oxygen, supplied to the power plants at 900435 psia,

absorbs heat in the lines, absorbs additional heat in the preheater, and
reaches the oxygen regulator in a gaseous form at temperatures above
100°F, The differential regulator reduces oxygen pressure to 9.5 psia
above the Nz reference, thus supplying it to the fuel cell stack at 62. 52 psia,
Within the porous oxygen electrodes, the O2 reacts with the HO in the
electrolyte and the electrons provided by the external circuit to produce
hydroxyl ions (Oz + 2H2O + 4e = 40H’),
Cryogenic hydrogen, supplied to the power plants at 245 (+15, -20)
psia, is heated in the same manner as the oxygen. The differential hydro-
gen regulator reduces the pressure to 8.5 psia above the reference Ny,
thus supplying it in a gaseous form to the fuel cells at 61.542 psia, The
hydrogen reacts in the porous hydrogen electrodes with the hydroxyl ions
in the electrolyte to produce electrons, water vapor, and heat
(2 H2+4OH™ = 4H20+4e+heat), The nickel electrodes act as a catalyst in
the reaction. The water vapor and heat is withdrawn by the circulation of
hydrogen gas in the primary loop and the electrons are supplied to the load.
Each of the 31 cells comprising a power plant contains electrolyte
which on initial fill consists of 83 percent potassium hydroxide (KOH) and
17 percent water by weight. The power plant is initially conditioned to
increase the water ratio, and during normal operation, water content will
vary between 23 and 28 percent. At this ratio, the electrolyte has a
critical temperature of 300°F (figure 2. 6-6). It solidifies at an approxi-
mate temperature of 220°F. Power plant electrochemical reaction
becomes effective at the critical temperature. Bringing power plants to
critical temperature is performed by GSE and cannot be performed from
SC power sources. Placing a load on the power plant will maintain it above
the critical temperature. The automatic in-line heater circuit will main-
tain power plant temperature at 385°F with no additional loads applied.
Purging is a function of power demand and gas purity. Op
purging requires 2 minutes and Hz purging 80 seconds. A hydrogen

e
————— ee
ELECTRICAL POWER SYSTEM

Mission Basic Date 15 April 1969 Change Date Page 2.6-24

 SM2A-03-BLOCK II-(1)
APOLLO OPERATIONS HANDBOOK

SYSTEMS DATA
Se
ELECTROLYTE TEMP (F®)
NORMAL OPERATING
RANGE
_—_—_—
fl
400
P|
350 | | |
300
| vowo |
1
250 t (KOH. H20)
I 1

coun |
'
1
200 (KOH veer t
+ '
MELT | i
'
150 '
t SOLID
' (KOH + KOH. H20)
KOH! H20
100 !
1
(KOH. HzO + KOH. 2420) |
65 70 75 80
PERCENT OF KOH (BY WEIGHT) IN ELECTROLYTE
NOTES: 1. Percent (83) of KOH in electrolyte of initial fill.
2. Critical temperature (300°F) of electrolyteat which
electrochemical reaction begins, on initial start-up
of fuel cell. SM-2A-8838

Figure 2. 6-6. KOH H,O Phase Diagram

purge is preceded by activation of the Hy PURGE LINE HTR switch
(MDC-3) 20 minutes prior to the purge. The purge cycle is determined
by the mission power profile and gas purity as sampled after spacecraft
tank fill, Figures 2, 6-7 and 2. 6-8 can be used to calculate the purge
cycles, dependent on gas purity and load. A degradation purge can be
performed if power plant current output decreases approximately 3 to
5 amps during sustained operation, The O2 purge has more effect during
this type of purge, although it would be followed by an Hz purge if
recovery to normal was not realized after performing an O2 purge. If
the pH talk back indicator (MDC-3) is activated, a hydrogen purge will not
be performed on the fuel cell with the high pH. This prevents the possi-
bility of clogging the hydrogen vent line.
2.6.3.3.2 Fuel Cell Loading.

The application and removal of fuel cell loads causes the terminal
voltage to decrease and increase, respectively. A decrease in terminal
voltage, resulting from an increased load, is followed by a gradual
increase in fuel cell skin temperature which causes an increase in
terminal voltage. Conversely, an increase in terminal voltage, resulting

. ELECTRICAL POWER SYSTEM

Mission Basic Date _15 April 1969 Change Date Page___2.6-25_
 SM2A -03-BLOCK II-(1)
APOLLO OPERATIONS HANDBOOK

SYSTEMS DATA

1000,
8
700}
600}
500}
400}

300}

200

100,
INTERVAL (HOURS)

10.0
PURGE

20
LOAD SPEC PURITY
Lo LEVEL __30 i
: AMPS = a0 =
= 50
60

|
. OXYGEN GAS INERT LEVEL (PPM)
10, 000 1000 10
0.1 8 112345 6 7 i 1

99.0 99.9 99.99 99,999

OXYGEN GAS PURITY LEVEL (% BY VOLUME)
SM-2A-1214

Figure 2,6-7, O2 Gas Purity Effect on Purge Interval

ELE -RICAL POWER SYSTEM

Mission Basic Date 15 Apri! 1969 Change Date i Page____2:6-26 |

 SM2A-03-BLOCK II-(1)
APOLLO OPERATIONS HANDBOOK

SYSTEMS DATA
a _—

1000

| 10

a LOAD
LEVEL
30 Amps
100 4050
60
INTERVAL (HOURS)

ai)

10.0
PURGE

SPEC PURITY
10 i

}_
i

HYDROGEN GAS INERT LEVEL (PPHI)

10, 000 1900 100 10
ail im | U
99.0 99.9 99. 99 99.999
HYDROGEN GAS PURITY LEVEL (% BY VOLUME)
SM=2A-1215
Figure 2.6-8, Hz Gas Purity Effect on Purge Interval
Oe
ELECTRICAL POWER SYSTEM

Mission Basic Date 15 April 1969 Change Date Page 2.6-27

 SM2A-03-BLOCK II-(1)
APOLLO OPERATIONS HANDBOOK

SYSTEMS DATA

from a decreased load, is followed by a gradual decrease in fuel cell skin

temperature which causes a decrease in terminal voltage.
The range in which the terminal voltage is permitted to vary is
determined by the high and low voltage input design limits of the compo-
nents being powered. For most components the limits are 30 volts dc
and 25 volts dc. To remain within these design limits, the d-c bus
voltage must be maintained between 31.0 and 26.2 volts dc. To compen-
sate for cyclic loads, it is recommended sustained bus voltage be main-
tained between 26.5 and 30.0 vde. Bus voltage is maintained within
prescribed limits by the application of entry and postlanding batteries
during load increases (power up). Load increase or decrease falls well
within the limits of power supply capability and, under normal conditions,
should not require other than normal checklist procedures.
Power Up. Powering up spacecraft systems is performed in one
continuous sequence providing the main bus voltage does not decrease
below 26.5 volts. If bus voltage decreases to this level, the power up
sequence can be interrupted for the time required for fuel cell tempera-
tures to increase with the resultant voltage increase or the batteries can
be connected to the main buses thus reducing the fuel cell load. In most
cases, powering up can be performed in one continuous sequence; how-
ever, when starting from an extremely low spacecraft load, it is probable
that a power up interruption or earlier battery coupling may be required.
The greatest load increase occurs while powering up for a delta V
maneuver.

Power Down. Powering down spacecraft systems is performed in

one continuous sequence providing the main bus voltage does not increase
above 31.0 volts. Powering down from relatively high spacecraft load
levels, i.e., following a delta V, the sequence may have to be interrupted
for the time required for fuel cell temperature, and as a result, bus
voltage to decrease. To expedite power down, one fuel cell can be dis-
connected from the buses increasing the loads on the remaining fuel cells
and decreasing bus voltage, thus allowing continuation of the power down
sequence.

Fuel Cell Disconnect. If the requirement arises to maintain a

powerplant on open circuit, temperature decay would occur at an average
rate of approximately 6°/hr., with the automatic in-line heater circuit
activating at a skin temperature of 385°F and maintaining powerplant
temperature at 385°F. In-line heater activation can be confirmed by a
4.5 to 6 amp indication as observed on the d-c amps meter (MDC-3) with
the d-c indicator switch positioned to the open circuited fuel cell position.
Reactant valves remain open. Fuel cell pumps can be turned off until the
in-line heater circuit activates, at which time they must be on.

ELECTRICAL POWER SYSTEM

Mission Basic Date 15 April 1969 Change Date Page 2.6-28

 SM2A-03-BLOCK II-(1)
APOLLO OPERATIONS HANDBOOK

SYSTEMS DATA
eS
Closing of reactant valves during a power plant disconnect is
dependent on the failure experienced. If power plant failure is such as to
allow future use, i.e., shutdown due to partially degraded output, it is
recommended the reactant valves remain open to provide a positive
reactant pressure. The valves should be closed after power-plant skin
temperature decays below 300°F. The reactant valves are closed during
initial shutdown, if the failure is a reactant leak, an abnormally high
regulator output pressure, or complete power-plant failure. i

Prior to disconnecting a fuel cell, if a single inverter is being used,

each of the remaining power plants is connected to both main d-c buses to
enhance load sharing since bus loads are unbalanced. If two inverters are
being used, main d-c bus loads are relatively equal; therefore, each of the
remaining power plants is connected to a separate main d-c bus for bus
isolation, If one power plant had been placed on open circuit for an
extended period of time, prior to powering up to a configuration requiring
three power plants, reconnecting is accomplished prior to the time of
heavy load demands. This permits proper conditioning of the power plant
which has been on open circuit. The time required for proper conditioning
is a function of skin temperature increase and the load applied to the EPq
power plant.

2.6.3.4 Inverters,

Each inverter (figure 2. 6-9) is composed of an oscillator, an eight-

stage digital countdown section, a d-c line filter, two silicon-controlled
rectifiers, a magnetic amplifier, a buck-boost amplifier, a demodulator,
two d-c filters, an eight-stage power inversion section, a harmonic
neutralization transformer, an a-c output filter, current sensing trans-
formers, a Zener diode reference bridge, a low-voltage control, and an
overcurrent trip circuit. The inverter normally uses a 6.4-kHz square
wave synchronizing signal from the central timing equipment (CTE) which
maintains inverter output at 400 Hz. If this external signal is completely
lost, the free running oscillator within the inverter will provide pulses
that will maintain inverter output within +7 Hz. The internal oscillator is
normally synchronized by the external pulse. The subsequent paragraphs
describe the function of the various stages of the inverter.
The 6,4-kHz square wave provided by the CTE is applied through
the internal oscillator to the eight-stage digital countdown section. The
oscillator has two divider circuits which provide a 1600-Hz signal to the
magnetic amplifier.
The eight-stage digital countdown section, triggered by the 6, 4-kHz
signal, produces eight 400-Hz square waves, each mutually displaced one
pulse-time from the preceding and following wave. One pulse-time is
156 microseconds and represents 22.5 electrical degrees. The eight
square waves are applied to the eight-stage power inversion section.

ll
ELECTRICAL POWER SYSTEM :

Mission Basic Date 15 April 1969 Change Date_16 July 1969 page 2.6-29
 SM2A-03-BLOCK II-(1)
APOLLO OPERATIONS HANDBOOK

SYSTEMS DATA

25-30 VOLTS
D-C INPUT

20st INVERSION NEUTRAL

AMPLIFIER (@ STAGES) TRANSFORMER

FILTER

~
| CONTROLLED |
| oe Bel es
RECTIFIERS
ZENER 1.6 KHz

DEMOD SIGNAL SIGNAL VOLTAGE

|

| ZENER n
DIODE a bous)
| eFERENCCE
|
SIGNALS. BRIDGE
comet Fee) sy
1.6 KHe VOLTAGE & SENSING PT
curenr |, Sexsinc He
| CURRENT eae
REGULATION 00 He es b ous 2
Le —~——— —~_ | nn c

[ osciutatoreo | 1 | rower-sce SENSOR

TEMP

SWITCH (MDC-3) BRIDGE S-sTAGE |

| CONTROL DIGITAL |
cOuNToOWN
WAVE |
| DEVELOPMENT
CCON76T —_ TTT
cco

| |. aceusi
CURRENT
OvER- | OVERLOAD
NEGATIVE
SQUARE Wave | rep cRCUT AC BUS2 |
UU | amy
| PROTECTION |
Lv
x Va
SECTION
NOTE: Unless otherwise specified:
1. laverter Tis shown,
2. A denotes input vellage.
SM-2A-12290

Figure 2.6-9. Inverter Block Diagram

mi
ELECTRICAL POWER SYSTEM
Mission Basic Date 15 April 1969 Change Date Page 2, 6-30
 SM2A-03-BLOCK II-(1)
APOLLO OPERATIONS HANDBOOK

SYSTEMS DATA
LL
The eight-stage power inversion section, fed a controlled voltage
from the buck-boost amplifier, amplifies the eight 400-Hz square waves
produced by the eight-stage digital countdown section. The amplified
square waves, still mutually displaced 22.5 electrical degrees, are next
applied to the harmonic neutralization transformer.
The harmonic neutralization section consists of 31 transformer
windings on one core, This section accepts the 400-Hz square-wave out-
put of the eight-stage power inversion section and transforms it into a
3-phase 400-Hz 115-volt signal. The manner in which these transformers
are wound on a single core produces flux cancellation which eliminates all
harmonics up to and including the fifteenth of the fundamental frequency.
The 22. 5-degree displacement of the square waves provides a means of
electrically rotating the square wave excited primary windings around the
3-phase, wye-connected secondary windings, thus producing the 3- phase 400-
Hz sine wave output. This 115-volt signal is then applied to the a-c output filter.

The a-c output filter eliminates the remaining higher harmonics.

Since the lower harmonics were eliminated by the harmonic neutral trans-
former, the size and weight of this output filter was reduced. Circuitry EPS |
in this filter also produces a rectified signal which is applied to the Zener
diode reference bridge for voltage regulation. The amplitude of this sig-
nal is a function of the amplitude of a-c output voltage. ~After filtering,
the 3-phase 115-volt a-c 400-Hz sine wave is applied to the a-c buses
through individual phase current-sensing transformers.
The current-sensing transformers produce a rectified signal, the
amplitude of which is a direct function of inverter output current magni-
tude. This d-c signal is applied to the Zener diode reference bridge to
regulate inverter current output; it is also paralleled to an overcurrent
sensing circuit.
The Zener diode reference bridge receives a rectified d-c signal,
representing voltage output, from the circuitry in the a-c output filter.
A variance in voltage output unbalances the bridge, providing an.error
signal of proper polarity and magnitude to the buck-boost amplifier via
the magnetic amplifier. The buck-boost amplifier, through its bias
voltage output, compensates for voltage variations. When inverter cur-
rent output reaches 200 to 250 percent of rated current, the rectified
signal applied to the bridge from the current sensing transformers is of
sufficient magnitude to provide an error signal causing the buck-boost
amplifier to operate in the same manner as during an overvoltage condi-
tion. The bias output of the buck-boost amplifier, controlled by the
error signal, will be varied to correct for any variation in inverter
voltage or a beyond tolerance increase in current output. When inverter
current output exceeds 250 percent of rated current, the overcurrent
sensing circuit is activated.

—_— ee SSSSSSSSSSSSSSSSSSSOeFeeFeFSFSSSSSSsssFFees
: ELECTRICAL POWER SYSTEM

Mission Basic Date 15 April 1969 Change Date Page 2.6-31

 SM2A-03-BLOCK II-(1)
APOLLO OPERATIONS HANDBOOK

SYSTEMS DATA
——_
The overcurrent sensing circuit monitors a rectified d-c signal
representing current output. When total inverter current output exceeds
250 percent of rated current, this circuit will illuminate an overload
lamp in 1545 seconds. If current output of any single phase exceeds
300 percent of rated current, this circuit will illuminate the overload
lamp in 5+] seconds. The AC BUS 1 OVERLOAD and AC BUS 2
OVERLOAD lamps are in the caution/warning matrix on MDC-2.
D-C power to the inverter is supplied from the main d-c buses
through the d-c line filter. The filter reduces the high frequency ripple
in the input, and the 25 to 30 volts dc is applied to two silicon-controlled
rectifiers.
The silicon-controlled rectifiers are alternately set by the 1600-Hz
signal from the magnetic amplifier to produce a d-c square wave with an
on-time of greater than 90 degrees from each rectifier, This is filtered
and supplied to the buck-boost amplifier where it is transformer-coupled
with the amplified 1600-Hz output of the magnetic amplifier, to develop
a filtered 35 volts dc which is used for amplification in the power inver-
sion stages.

The buck-boost amplifier also provides a variable bias voltage to the

eight-stage power inversion section. The amplitude of this bias voltage is
controlled by the amplitude and polarity of the feedback signal from the
Zener diode reference bridge which is referenced to output voltage and
current. This bias signal is varied by the error signal to regulate
inverter voltage and maintain current output within tolerance.
The demodulator circuit compensates for any low-frequency ripple
(10 to 1000 Hz) in the d-c input to the inverter. The high-frequency
ripple is attenuated by the input filters. The demodulator senses the
35-volt d-c output of the buck-boost amplifier and the current input to the
buck-boost amplifier. An input d-c voltage drop or increase will be
reflected in a drop or increase in the 35-volt d-c output of the buck-boost
amplifier, as well as a drop or increase in current input to the buck-boost
amplifier. A sensed decrease in the buck-boost amplifier voltage output
is compensated for by a demodulator output, coupled through the magnetic
amplifier to the silicon-controlled rectifiers. The demodulator output
causes the SCRs to conduct for a longer time, thus increasing their
filtered d-c output. A sensed increase in buck-boost amplifier voltage
output, caused by an increase in d-c input to the inverter, is compensated
for by a demodulator output coupled through the magnetic amplifier to the
silicon-controlled rectifiers causing them to conduct for shorter periods;
thus producing a lower filtered d-c output to the buck-boost amplifier. In
this manner, the 35-volt d-c input to the power inversion section is main-
tained at a relatively constant level irrespective of the fluctuations in d-c
input voltage to the inverter,

ooo
ELECTRICAL POWER SYSTEM

Mission Basic Date 15 April 1969 Change Date Page 2.6-32

 SM2A-03-BLOCK II-(1)
APOLLO OPERATIONS HANDBOOK

SYSTEMS DATA
os
The low-voltage control circuit samples the input voltage to the
inverter and can terminate inverter operation. Since the buck-boost
amplifier provides a boost action during a decrease in input voltage to the
inverter, in an attempt to maintain a constant 35 volts de to the power
inversion section and a regulated 115-volt inverter output, the high boost
required during a low-voltage input would tend to overheat the solid state
buck-boost amplifier. As a precautionary measure, the low-voltage con-
trol will terminate inverter operation by disconnecting operating voltage
to the magnetic amplifier and the first power inversion stage when input
voltage decreases to between 16 and 19 volts de.
A temperature sensor with a range of +32° to +248°F is installed in
each inverter and provides an input to the C&WS which will illuminate a
light at an inverter overtemperature of 190°F. Inverter temperature is
telemetered to MSFN.

2.6.3.5 Battery Charger.

A constant voltage, solid-state battery charger (figure.2. 6-10),
locatéd.in.the CM lower-equipment bay, is-incorporated into,the.EPS.. The
BATTERY CHARGER selector switch (MDC-3) controls power input to the
charger, as well as connecting the charger output to the selected battery
(figure 2. 6-14). When the BATTERY CHARGER selector switch is
positioned to entry battery A, B, or C, a relay (K1) is activated complet-
ing circuits from a-c and d-c power sources to the battery charger. Bat-
tery charger output is also connected to the selected battery to be charged
through contacts of the MAIN BUS TIE motor switch. Positioning the
MAIN BUS TIE switch (A/C or B/C) to OFF for battery A or B, and both
switches to OFF for battery C will disconnect main bus loads from the
respective batteries and also complete the circuit from the charger to the
battery.

The battery charger is provided 25 to 30 volts from both main d-c

buses and 115 volts 400-Hz 3-phase from either of the a-c buses. All
three phases of ac are used to boost the 25 to 30-volt d-c input and produce
40 volts dc for charging. In addition, phase A of the ac is used to supply
power for the charger circuitry. The logic network in the .harger, which
consists of a two-stage differential amplifier (comparator), Schmitt
trigger, current sensing resistor, and a voltage amplifier, sets up the
initial condition for operation, The first stage of the comparator is in the
on mode, with the second stage off, thus setting the Schmitt trigger first
stage to on with the second stage off. Maximum base drive is provided to
the current amplifier which turns the switching transistor to the on mode.
With the switching transistor on, current flows from the transformer
rectifier through the switching transistor, current sensing resistor, and
switch choke to the battery being charged. Current lags voltage due to
switching choke action, As current flow increases, the voltage drop across
the sensing resistor increases, and at a specific level sets the first stage

ELECTRICAL POWER SYSTEM

Mission Basic Date 15 April 1969 Change Date Page 2. 6-33

 SM2A-03-BLOCK II-(1)
APOLLO OPERATIONS HANDBOOK

SYSTEMS DATA

I SWITCHING | r 7 r 1
TRANSISTOR re
> tow} 4
T SENSING| J SWITCHING |
LRESISTOR L.SHOKE
r------

777
CURRENT
AMPLIFIER

I scumitt taiccer! Ivoutacel | COMPARATOR 1 JVOlTacey

seen ed AMPLIFIER] LL __ciRCUIT
<—7--
A LENSORY
DC INDICATORS
SW (MDC-3)
VOLTMETER
TELEMETRY
DC INDICATORS.
Sw (MDC-3) AMMETER BATTERY
CHARGE
(MDC-3)

BATTERY CHARGER ©
BAT A CHG SA
(MOC-5)
BATTERY
BUS A
SWITCHING BAT A PWR
DIODE ENTRY (POST LANDING goa
ceal i
(ON BATTERY) ‘we
r-t-4
sarrery | |
L-L-J
MN DC TOK) xy * i.
BUS A aoe
buss tJ
so 'oir —— — tr -- - 16° --L 1 1
eI transrormern of SURRENT. fF auxitiary
hsv os i 1 RECTIFIER ! POWER I POWER 1
400~ o ae CIRCUIT ' I SUPPLY 1 ' SUPPLY =f
AC ; Le-~ 3-4 -- -J Lie —d
susi Pg, | tt F F
oR2 fe 1}
” I
SM-2A-1280C

Figure 2.6-10. Battery Charger Block Diagram

ELECTRICAL POWER SYSTEM

Mission. Basic Date _15 April 1969 Change Date Page 2.6-34
 SM2A-03-BLOCK II-(1)
APOLLO OPERATIONS HANDBOOK

SYSTEMS DATA
TT -.
of the comparator to off and the second stage to on. The voltage amplifier
is set off to reverse the Schmitt trigger to first stage off and second stage
on. This sets the current amplifier off, which in turn sets the switching
transistor off. The switching transistor in the off mode terminates power
from the source, causing the field in the choke to continue collapsing,
discharging into the battery, then through the switching diode and the
current sensing resistor to the opposite side of the choke. As the EMF
in the choke decreases, current through the sensing resistor decreases,
reducing the voltage drop across the resistor. At some point, the
decrease in voltage drop across the sensing resistor reverses the
com-
parator circuit, setting up the initial condition and completing one cycle
of operation, The output load current, due to the choke action, remains
relatively constant except for the small variation through the sensing
resistor. This variation is required to set and reset the switching tran-
sistor and Schmitt trigger through the action of the comparator.
Battery charger output is regulated by the sensing resistor until
battery voltage reaches approximately 37 volts. At this point, the biased
voltage sensor circuit is unbiased, and in conjunction with the sensing
resistor provides a signal for cycling the battery charger. As battery
voltage increases, the internal impedance of the battery increases,
decreasing current flow from the charger. At 39.8 volts, the battery is
fully charged and current flow becomes negligible. (See figure 2. 6-11.)
Recharging the batteries until battery amp hour input equates amp hours
previously discharged from the battery assures sufficient battery
capacity for mission completion, The MSFN will monitor this function.
If there is no contact with the MSFN, battery charging is terminated
when the voltmeter indicates 39.5 vde with the DC INDICATORS switch
set to the BAT CHARGER position.
Charger voltage is monitored on the DC VOLTS METER (MDC -3).
Current output is monitored on the inner scale of the DC AMPS meter
(MDC -3) by placing the DC INDICATORS switch (MDC-3) to the BAT
CHARGER position. Battery charger current output is telemetered to
the MSFN,
When charging battery A or B, the respective BAT RLY BUS-
BAT A or B circuit breaker (MDC-5) is opened to expedite recharge.
During this period, only one battery will be powering the battery relay
bus. Relay bus voltage can be monitored by selecting positions 4 and B
on the Systems Test Meter (LEB-101) and from the couches by the Fuel
Cell-Main Bus B-1 and Fuel Cell - Main Bus A-3 talk back indicators
(MDC -3) which will be barber~poled. If power is lost to the relay bus,
these indicators will revert to the gray condition indicating loss of power
to the relay bus and requiring remedial action.
Recharge of a battery immediately after it is exposed to any appre-
ciable loads requires less time than recharge of a battery commencing

-—-—————— ss
ELECTRICAL POWER SYSTEM

Mission Basic Date 15 April 1969 Change Date_16 July 1969 page 2. 6-35
 SM2A-03-BLOCK II-(1)
APOLLO OPERATIONS HANDBOOK

SYSTEMS DATA

BATTERY
VOLTAGE

0.5 1.0 15 2.0 2.5 3.0

BATTERY CHARGER OUTPUT (AMPERES) SM-2A-1184

Figure 2.6-11. Battery Charger Output (Amperes)

30 minutes or more after it is disconnected from these loads. Therefore,

it is advantageous to connect batteries to the charger as soon as possible
after they are disconnected from the main buses since this decreases
overall recharge time.
2.6.3.6 Power Distribution.

D-C and a-c power distribution to components of the EPS is pro-

vided by two redundant buses in each system. A single-point ground on
the spacecraft structure is used to eliminate ground loop effects. Sensing
and control circuits are provided for monitoring and protection of each
system.

Distribution of d-c power (figure 2. 6-12) is accomplished with a

two-wire system and a series of interconnected buses, switches, circuit
breakers, and isolation diodes. The d-c negative buses are connected to
the vehicle ground point (VGP), The buses consist of the following:
e Two main d-c buses (A and B), powered by the three fuel cells
and/or entry and postlanding batteries A, B, andC.
e Two battery buses (A and B), each powered by its respective
entry and postlanding battery A and B, Battery C can power
either or both buses if batteries A and/or B fail.

ELECTRICAL POWER SYSTEM

Mission Basic Date 15 April 1969 Change Date _16 July 1969 page 2. 6-36
 SM2A-03-BLOCK II-(1)
APOLLO OPERATIONS HANDBOOK

SYSTEMS DATA
_C CC OO

INTERRUPTER AND SM DC BUS A (8 LINES) INTERRUPTER AND SM OC BUS 8 (6 LINES) Dc ouTPUT aarreRy BUS A ENTRY POSTLANOING BATTERY 8 18¢ OUTPUT - FUEL CELL NO. 1
BATTERY BUS A BATTERY BUS 6 DC OUTPUT BATTERY 6US 8 ENTRY/POSTLANDING BATTERY C 1c OUTPUT - FUEL CELL NO. 2
ENTRY BATTERY ¢ ENTRY AND POST LANDING BATTERY€ C OUTPUT ENTRY AND POST LANDING BATTERY (OM 0¢ MAIN BUS 8 DC OUTPUT - FUEL CELL NO. 3
FLIGHT/POSTLANDING BUS FLIGHTOSTLANDING BUS De CUTPUT GM OC MAIN BUS A FLIGHT/POSTLANDING BUS SM IC MANA
NONESSENTIAL BUS SW NONESSENTIAL BUS SW BC OUTPUT cM OC MAIN BUS 8 (BE vOLTAcE| (CM OC MAIN BUS &
PS SENSOR PS SENSOR BATTERY CHARGER -
SIGNAL-MINA (MOC-5) De voutace SIGNAL-MN 8 (MDC-5) Dc vouTaGe BAT Chic (MOC 5) ECS. PRET RAD HIRS PUR
MAIN &US & MAIN BUS 8 FLOAT BAG NO. 3 CONTROL, DYE MARKER, RECOVERY BCN LIGHT MAIN 5s Hey suren woe- no?
POSTLANOING VENT & FAN SPS GIMBAL MOTOR PWR (PRIMARY PITCH)
DC SENSING UNIT & DC SENSING UNIT & BATTERY CHARGER SELECTOR SPS GIMBAL MOTOR PWR (PRIMARY YAW)
DC INDICATORS SW (MAIN BUS A) DC INDICATORS SW (MAIN: BUS 8) AUDIO CENTER (COMMANDER) & VHF 8CN SWITCH (BAT 8) (4DC-3)
EVOLTMETER (MOC=3) (CM PILOT MIKE BACKUP He TANK 1 VAC ION CONVERTER & PUNE
ERY CHARGER
| unrowen ‘AUDIO CENTER (U4 PILOT)
‘CMOR MIKE BACKUP.
DC‘AVOLIMETER
INDICATORS SW (GAT BUS 8)
(uoc-3), (VAC ION FUSES OPENED ON PRELAUNCH)
AUDIO CENTER (CM PILOT) & VHF AM,

ATieny fU5
INVERTER NO. 1 POWER INVERTER NO. 2 POWER LUM PILOT MIKE BACKUP
FLOODLIGHTS. (COMMANDER) COMPRESSORNO. 2 UPRIGHTING sysTéM1238,(SEG 8)
INVERTER NO. a. POWER INVERTER NO. 9. POWER SECS LOGIC (EG 8) (02 AUTO PRESS CONTROL MOTOR SW POWER
ESSENTIAL INSTRUMENTATION ESSENTIAL INSTRUMENTATION. Hy AUTO PRESS CONTROL MOTOR SW POWER
ets Locics
(02 & Hp PURGE~ FUEL CELL NO. 1 & H2 PURGE LINE HTR (Op & Hy PURGE - FUEL CELLNO. 1 & Hy PURGE UNE NTR EXTERNAL POWER
(07& H2 PURGE~ FUEL CELL NO. 2 & Hy PURGE LINE HTR FLOAT BAG NO. 2 CONTROL
(07 & Hy PURGE - FUEL CELLNO. 2 & tip PURGE UNE HTR SECS ARM & EDS ABORT ENABLE 8
0, 81 PURGE - FUEL CELL NO. 3 (02 & My PURGE - FUEL CELLNO. 3 ts. US NO. 3 Dc OUTPUT - FUEL CELL NO.
CRYOGENICS ©, TANK 1 HEATER (CRYOGENICS Op TANK 2 HEATER SPS SEC GIMBAL CONTROL-PITCH 2 BC OUTPUT- FUEL CELL NO. 2
(CRYOGENICS Hy TANK 1 HEATER CRYOGENICS
(02 Tk VAC IONHp TANK
(Og Tk 1 VAC ION CONVERTER & PUMP 2 HEATER& PUMP SPS SEC GIMBAL CONTROL-YAW 2 De OUTPUT - FUEL CELL NO. 3
CONVERTER
CAUT A WARN, DETECTION UNIT CAUT & WARN. DETECTION UNIT (CM OC MAIN BUS A, BATTERY RELAY BUS smuc a
SPS LINE HIRS SPS LINE HTRS (cH DC MAIN BUS 8 ECS PRI2.& SEC RAD HTRS OVLO SNSRS CM DC MAIN aus &
SCS SYSTEM POWER ECS PRI2 RAD HTRS PWR
cs SYSTEM POWER SCSA/C ROLL RENDEZVOUS XPONOER aATTERY BUS A ECS SEC RAD HIR PVR
ses VC ROLL BATTERY 8US @ SPS GIMBAL MOTOR PWR (SEC PITCH)
S-8AND PAI & PM XPONDER
55 GAUGING SPS GAUGING FC 1 RAD VALVE
S05 He VALVE S-BAND PA2 & PM KPONDER FC 2 RAD VALVE
SPS He VALVE Dock PROBE SPS GIMBAL MOTOR PwR (SEC YAW)
UP-DATA LINK: FC 3 RAD VALVE
TD MAIN SUS A

DOCK PROBE 3 De vorTace He TANK 2 VAC ION

ens (terre re) (VAC ION FUSES OPENECONVE RTER & PUMP
CHESNEY

Es 8C5 8/0 ROLL PRE MOD PROCESSOR POWER MN BUS 4 & 8 SELECT SW ~ FUEL CELL NO. 2 D ON PRELAUNCH)
sc 8/0 ROLL scs YAW MN BUS A & 8 SELECT SW - FUEL CELLNO. 3
ses YAW DATA STORAGE & S-BANO XMTR FUEL ceuL 1 —
ses tocic 1/2 ses LoGic 1/4 BUS CONT (@Hes 224) 102 AUTO FRESS CONTROL MOTOR SW POWER
SM RCS HEATERS SM RCS HEATERS A HISGAIN ANT
SIGNAL CONDITIONING EQUIP, MN BUS A & SELECT SW Hz AUTO FRESS CONTROL MOTOR SW POWER
FUEL CELL NO. 1 (4DC-3) EXTERNAL POWER
SMCS HEATERS © SM RCS HEATERS C UP DATA LINK REACTANT SHUTOFF VALVES- FUEL CELL NO.
Ses Loic 4/4 SCS CONTRYAUTO "AND FC 1 £2 HOLDING VOLTAGE
CS PROPELLANT ISOLATION SCS LoGic 2/3 ENTRY/POSTLANDING BATTERY & REACTANT SHUTOFF VALVES - FUEL CELL NO. 2 SYSTEM (CM DC MAIN BUS
A OR B
Scs PITCH CS PROPELLANT ISOLATION, ENTRY /POSTLANDING BATTERY REACTANT SHUTOFF Test METER
85 CONT/AUTO Scs PITCH VALVES
"AND HOLDING VOLTAGE - FUEL CELLNO, 2 (e6-101)
RCS LOGIC acs Locic (cM 0¢ MAIN BUS DC UNDERVOLTAGE SENSING UNIT - MN BUS A
CONTHYDIRECT 1 82 SCS CONTR/DIRECT 1&2
CCM RCS HEATERS 1 CMRCS HEATERS 2 FLIGHT/POSTLANDING BUS OC UNDERVELTAGE SENSING UNIT - MN BUS & Nor use
SPS PILOT VALVE A SPS PILOT VALVE 8 BATTERY CHARGER INVERTER NO. 1 CONTROL (OC & AC BUS 1)
SCS DIRECT ULL BAT A CHG (MOC 5) ‘DC VOLTAGE INVERTER NO.
MSN THMER & EVENT TIMERS SCS DIRECT ULL MAIN BUS TIE (A¥C) SWITCH parrery Bus 4 INVERTER NO” 32 CONTR
CONTROL (AC 2)
OL (OC BUS & AC AUS
ECS PRESS XDUCER (GROUP 2) (MSN TIMER & EVENT TIMERS
ECS PRESS KOUCER (GROUP 2) (Mocs) INVERTER NO. } CONTROL (AC BUS 2, 1)
BATTERY CHARGER SELECTOR INVERTER NO!3 CONTROL {Oc & AC AUS 1)
ECS PRESS XOUCER (GROUP 1) CS PRESS KOUCER (GROUP 1) SWITCH (@AT A). OHDC-2) INVERTER NO. 2 CONTROL (AC BUS 2),
‘AC OVER-UNDERVOLTAGE SENSI NG UNIT (BUS 1)
ECS H20 ACCUM (SYS 1) ECS H20 ACCUM (SYS 2) [OC INDICATORS $¥é (BAT BUS A)
VOLTMETER (MOC-3) ‘AC OVER-UNDERVOLTAGE SENSING UNIT (BUS 2)
ECS SEC COOLANT LOOP XDUCERS ECS SEC COOLANT LOOP XOUCERS PYRO A (CM DC MAIN BUS
A OR 8
rarreny cosa

ECS RADIATOR 1 FLOW CONTROL ECS RADIATOR 2 FLOW CONTROL COMPRESSOR NO. 1 UPRIGHTING SYSTEM SEQ A (RHES-250)
ECS RADIATOR HIR CONTROL P81) PRO A
ECS RADIATOR HiTR CONTROL (P81 2) POTABLE HzO HEATER sees Losic A BATTERY A—e6 LUNAR DOCKING EVENTS CONTROLLER A| SPECIAL EQUIP BAY NO. 1
ECS RADIATOR HTR CONTROL (SEC) ECS WASTE H20 DUMP HIRE (lo SECs A PYRO ciRcUITs)
ECS STEAM DUCK HEATERS 2 BAT A PR-ENTRY BAT AUS & TO PYRO
POTABLE HoO HEATER URINE DUMP LINE HEATER 8 els BATA POSTLANDING CB BUS Te (RHEB-250)
ECS WASTE HzO DUMP HIR A ECS QTY XOUCERS WASTE & POTABLE 20 FLOAT 84G NO. 1 CONTL SPECIAL EQUIP BAY NO. 2
ECS STEAM DUCT HEATERS 1 csDab-cbu
Tee GenXDUCERS weOuaT x
“0k pe OCINDICATORS SH
rtd tat 4) & VOLIMET
URINE DUMP LINE HEATER A
ECS QTY XDUCERS WASTE & POTABLE Hz0 POWER SERVO ASSEMBLY ‘SECS ARM & EDS ABORT ENABLE A BUSA CB NO. a (moc-3)
CS TEMP XOUCERS WAU HEATERS GaN U5 NO. 0. 1 (RHEB 250)
No) BAT BUS A SPECIAL EQUIP HATCH
IMU-COU G&N
POWER SERVO ASSEMBLY ‘optics Gan. oo PYRO B
IMU HEATERS GN POWER SERVO ASSEMBLY SPS PRIMARY GIMBAL CONTROL-PITCH 1 SEQ 8 (eHes-250)
‘optics Gan ‘COMPUTER GaN PyRO
POWER SERVO ASSEMALY FLIGHT aus SPS PRIMARY GIMBAL CONTROL-YAW 1 artery s —ed, LUNAR DOCKING EVENTS CONTROLLER8
COMPUTER GaN, CENTRAL TIMING EQUIPMENT BAT B PWR-ENTRY BAT BUS 870 PYRO] (70 secs. PYRO CIRCUITS)
TUNNEL, 8 COAS & EXTERIOR BATTERY RELAY BUS
FLIGHT aus INTERIOR FLOOOLIGHTING SPOT LIGHTS POSTLANDING Ci US TI (RHEB-250) NOTE: 1 Baoenore sions
CENTRAL TIMING EQUIPMENT
TUNNEL, FLOODLIGHTING
LCOAS & RNOZ LIGHTS ECS PRI 1 RAD HTR OVID SNSR (we 250) A DC INDICATORS sw EShom
2. GPSENSORionen
oenors Overton
INTERIOR BAT CTO BAT (PyRO BAT 8) & VOLIMETER
BUS
ines8 cH RHES2=0 gaMugg
204
NO VA «125A
noc-3) SM-2A-11856

Figure 2,6-12. D-C Power Distribution

=o
SSSSSSSSSSeeSeSSSSSSSSSSSSSSSSSSSSSMshshesesesesee
ELECTRICAL POWER SYSTEM

Mission Basic Date _15 April 1969 Change Date_15 Oct 1969 page 2-6-37/2. 6-38
 SM2A-03-BLOCK II-(1)
APOLLO OPERATIONS HANDBOOK

SYSTEMS DATA

© Flight and postlanding bus, powered through both main d-c buses
and diodes, or directly by the three entry and postlanding bat-
teries, A, B, and C, through dual diodes.
e Flight bus, powered through both main d-c buses and isolation
diodes.

e Nonessential bus, powered through either d-c main bus A or B.

© Battery relay bus, powered by entry and postlanding batteries
through the individual battery buses and isolation diodes.
e Pyro buses, isolated from the main electrical power system when
powered by the pyro batteries. A capability is provided to con-
nect either entry battery to the A or B pyro system in case of
loss of a pyro battery.

@ SM jettison controllers, powered by the fuel cell power plants

and completely isolated from the main electrical power system
until activated during CSM separation. =e

Power from the fuel cell power plants can be connected to the main
d-c buses through six motor switches (part of overload/reverse current
circuits in the SM) which are controlled by switches in the CM located on
MDC-3. Fuel cell power can be selected to either or both of the main
d-c buses. Six talk back indicators show gray when fuel cell output is
connected and striped when disconnected. When an overload condition
occurs, the overload-reverse current circuits in the SM automatically
disconnect the fuel cell power plants from the overloaded bus and provide
visual displays (talk-back indicator and caution and warning lamp illumi-
nation) (FC BUS DISCONNECT) for isolation of the trouble. A reverse
current condition will disconnect the malfunctioning power plant from the
d-c system. D-C undervoltage sensing circuits (figure 2. 6-13) are pro-
vided to indicate bus low-voltage conditions. If voltage drops below
26.25 volts d-c, the applicable d-c undervoltage light on the caution and
warning panel (MDC-2) will illuminate. Since each bus is capable of
handling all EPS loads, an undervoltage condition should not occur except
in an isolated instance; if too many electrical units are placed on the bus
simultaneously or if a malfunction exists in the EPS, A voltmeter
(MDC-3) is provided to monitor voltage of each main d-c bus, the battery
charger, and each of the five batteries. An ammeter is provided (MDC-3)
to monitor current output of fuel cells 1, 2, 3, batteries A, B, C, and
the battery charger.

During high power demand or emergencies, supplemental power to

the main d-c buses can be supplied from batteries A and B via the battery
buses and directly from battery C (figure 2.6-14). During entry, space-
craft power is provided by the three entry and postlanding batteries which

ELECTRICAL POWER SYSTEM

Mission. Basic Date 15 April 1969 Change Date Page 2.6-39

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SYSTEMS

Basic Date 15 April 1969

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 SM2A-03-BLOCK II-(1)
APOLLO OPERATIONS HANDBOOK

SYSTEMS DATA

BATTERY CHARGER- BATTERY CHARGER-

oes)-! foce!
(MDC-5)
+ 44 ~, ?
o5A ] ‘SA

To: D¢ VOLTS
meter (MDC-3)
EPS SENSOR
sarTeny LN stenatone
CHARGER ¢ VOLTAGE (woes)
MAIN BUS B se
Te: DC VOLTS a We TBA SA
. meter BATTERY KI
Tor DevOurs : itive) came 4
EPS SENSOR ore 2 — {MOC-9) To: DC AMPS
SIGNAL-MNA a | meter bs
(oes) (Moc-3) 3
~
oe -E VOUTAG
VOLTAGE D=C CURRENT
C SuRreN Yo «i
es BAT CHGR OAT C PWR ENTRY x e
Z|S|
. CHARGER OUT, BUS 2 BAT C & EDS & POSTLANDING
x aa NaBH to 0c ans © BUS 2 (RHEB 250) (HEB 250) eas ENTRY AND
0/4100 AME,
3
3 meter (MDC-3) = se ed POST S
2 FLIGHT & POST 51 (N.C) 52 (N.C.) TOA ‘804 1008
zi FLIGHT & POST 3 TANDING To: DC VOLTS BATTERY C
= LANDING - 2 ® BAT C (RHEB-275) meter (MDC-3) FLIGHT & POST
| MAIN A 5 41 A
eae 275) fafe eNeOD
20.) + LANDING ~
MAIN B (RHES-275) aay
* St 4 A
0A S "oA
+++ . 14—+1¢
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«
6) ottBAT C ©
ES
at
BAT CTO
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See
BAT CTO
(HES 250)
otsarc G)
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BOA (N.O.) 7
804 (N.O, ook 5
bus FLIGHT & POST
LANDING- BAT
(N.O.)
a) AN A BUS BN (RHEB-275)|
7.54 BAT BUS ATO PyRO_|_S1(N.C.) S2(N.C.) BAT 8 PWR 7.58 (N.O.
wo) | hs BUS TIE CB| 9 @ — t ++ ENTRY & POST MAIN 8~ wo)
mama |SLEP [oat eee-50 SYSTEMS LANDING (@HED-250} aeBAT BUS 8 ©
Bat BUS al HEM | pwr entey/rost Manpe METER * es +
© (RHEB-275)| FET [LANDING (RHEB-250) OFF OFF BAT B/C (es-101) FUEL CELL I~ soa] BOA S2
i aN | A BUS CONT =| (N.0.)
° $ RHEB~226 BAT BUS B TO
31
wd) ‘0A’ ‘0A ‘AUTO ay PYRO 8US TIE S|
I=2 tes, BC VOLTS
BAT RLY BUS CB (RHEB-250) BEFE meter (MDC-3)
BAT A (MDC 5) 108
. S| BATTERY @) Time delay relays 107, 1013, ond relays
15a 125A BAT RLY chances KS, K11 (purge relays) located in RCS
BUS BAT oe D-C VOLTAGE system A (NOT FUNCTIONAL IN! EPS)
sarteny
CHARGER Eg caof Bar8 cas barre
ae aos8 Time delay relays TD6, TO14, ond relays
{ica BATA aren Se sc y Ké, K12 (purge reloys) located in RCS
CHG Post cea2 1254 system B (NOT FUNCTIONAL IN EPS)
D-C VOLTAGE (MOC 5) LANDING VON 3
BATTERY A 3 Relays% K13 and K14 (auto RCS transfer)
BATTERY BUS A be D-C VOLTAGE fs located in RCS system A & B respectively
Nye To: DC Ames BATTERY RELAY S| ; "
vour roa 44 tus ED | sone rennin tet bs) open sti
(aDC-3) (DC-3) 8 v7 fz BATTERY B 0-C CURRENT
E BATTERY 8 Denotes contacts of motor switches
(come, {sc} B ST ond 82
D=C< CURRENT sc 100 Ag @Eo. enotes signal 1 conditioner
cond’
\TTERY A DC MN BUS
DEMN BUS ee. DC MN BUS.
> Gear chice t—» To: DC AMPS
meter © Circuit breakers opened on pelaunch
CIRCUITS ciRcuITs (moc-3) and closed just prior to CSM separation
DC NEGATIVE BUS SM-2A~11830

Figure 2.6-14, Battery Charger and CM D-C Bus Control Circuits

ELECTRICAL POWER SYSTEM

Mission Basic Date_15 April 1969 Change Date

 SM2A-03-BLOCK II-(1)
APOLLO OPERATIONS HANDBOOK

SYSTEMS DATA
REN eens ennne Se teen
are connected to the main d-c buses prior to CSM separation; placing the
MAIN BUS TIE switches (MDC-5) to BAT A/C and BAT B/C provides
this function after closing the MAIN A-BAT C and MAIN B-BAT C cir-
cuit breakers (RHEB-275). The switches are manually placed to OFF
after completion of RCS purge and closing the FLIGHT AND POST LDG-
BAT BUS A, BAT BUS B, and BAT C circuit breakers (RHEB-275)
during main chute descent. The AUTO position provides an automatic
connection of the entry batteries to the main d-c buses at CSM separation.
The auto function is used only on the launch pad after the spacecraft is
configured for a LES pad abort.
A nonessential bus, as shown on figure 2. 6-12 permits isolating
nonessential equipment during a shortage of power (two fuel cell power
plants out). The flight bus distributes power to in-flight telecommunica-
tions equipment. The flight and postlanding bus distributes power to some
of the in-flight telecommunications equipment, float bag No. 3 controls,
the ECS postlanding vent and blower control, and postlanding communica-
tions and lighting equipment. In flight, the postlanding bus receives
power from the fuel cells and/or entry and postlanding batteries through
the main d-c buses. After completion of RCS purge during main chute aay
descent, the entry batteries supply power to the postlanding bus directly
through individual circuit breakers. These circuit breakers (FLIGHT &
POST LANDING-BAT BUS A, BAT BUS B, and BAT C — RHEB-275)
are normally open in flight and closed during main chute descent just
prior to positioning the MAIN BUS TIE switches to OFF.

Motor switch contacts which close when the MAIN BUS TIE
switches are placed to ON, complete the circuit between the entry and
postlanding batteries and the main d-c buses, and open the connection
from the battery charger to the batteries. The battery relay bus provides
d-c power to the a-c sensing units, the fuel cell and inverter control cir-
cuits, fuel.cell reactant and radiator valves and the fuel cell-main BUS A
and B talk-back indicators on MDC-3. The pyrotechnic batteries supply
power to ordnance devices for separation of the LES, S-IVB, forward
heat shield, SM from CM, and for deployment and release of the drogue
and main parachutes during a pad abort, high-altitude abort, or normal
mission progression. The three fuel cell power plants supply power to
the SM jettison controllers for the SM separation maneuver.
Distribution of a-c power (figure 2. 6-15) is accomplished with a
four-wire system via two redundant buses, a-c bus 1 and a-c bus 2. The
a-c neutral bus is connected to the vehicle ground point. A-C power is
provided by one or two of the solid-state 115/200-volt 400-Hz 3-phase
inverters. D-C power is routed to the inverters through the main d-c
buses. Inverter No. 1 is powered through d-c main bus A, inverter
No. 2 through d-c main bus B, and inverter No. 3 through either d-c
main bus A or B by switch selection. Each of these circuits has a sep-
arate circuit breaker and a power control motor switch. Switches for

ee
ELECTRICAL POWER SYSTEM

Mission Basic Date 15 April 1969 Change Date Page 2. 6-43

 uoljnqiajstq Jamog O-V GI-9°2 eandry

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APOLLO OPERATIONS HANDBOOK

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SYSTEM
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Change Date
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SM2A-03-BLOCK II-(1)

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 SM2A-03-BLOCK II-(1)
APOLLO OPERATIONS HANDBOOK

SYSTEMS DATA
se _
applying power to the motor switches are located on MDC-3. All three
inverters are identical and are provided with overtemperature circuitry.
A light indicator, in the caution/warning group on MDC-2, illuminates at
190° to indicate an overtemperature situation. Inverter output is routed
through a series of control motor switches to the a-c buses. Six switches
(MDC-3) control motor switches which operate contacts to connect or dis-
connect the inverters from the a-c buses. Inverter priority is 1 over 2,
2 over 3, and 3 over 1 on any one a-c bus. This indicates that inverter
two cannot be connected to the bus until the inverter 1 switch is positioned
to OFF. Also, when inverter 3 switch is positioned to ON, it will take
inverter 1 off the bus before inverter 3 connection will be performed. The
motor switch circuits are designed to prevent connecting two inverters to
the same a-c bus at the same time. A-C loads receive power from either
a-c bus through bus selector switches. In some instances, a single phase
is used for operation of equipment and in others all three. Over-
undervoltage and overload sensing circuits (figure 2. 6-13) are provided
for each bus. An automatic inverter disconnect is effected during an
overvoltage. A-C bus voltage fail and overload lights in the caution/
warning group (MDC-2) provide a visual indication of voltage or overload
malfunctions, Monitoring voltage of each phase on each bus is accom-
plished by selection with the AC INDICATORS switch (MDC-3). Readings
are displayed on the AC VOLTS meter (MDC-3). Phase A voltage of
each bus is telemetered to MSFN stations.

Several precautions should be taken during any inverter switching.

The first precaution is to completely disconnect the inverter being taken
out of the circuit whether due to inverter transfer or malfunction, The
second precaution is to insure that no more than one switch on AC BUS 1
or AC BUS 2 (MDC-3) is in the up position at the same time. These pre-
cautions are necessary to assure positive power transfer since power to
any one inverter control motor switch is routed in series through the
switch of another inverter. A third precaution must be exercised to
preclude a motor switch lockout when d-c power to inverter 3 is being
transferred from d-c main bus A to d-c main bus B, or vice versa. The
AC INVERTER 3 switch (MDC-3) should be held in the OFF position for
one second when performing a power transfer operation from one main
d-c bus to the other.

2.6.4 PERFORMANCE AND DESIGN DATA.

2.6.4.1 AC and DC Data.
AC and de performance and design data for the EPS is as follows:
AC
Phases 3

Displacement 120#2 degrees

ELECTRICAL POWER SYSTEM

Mission Basic Date 15 April 1969 Change Date Page 2.6-45
 SM2A-03-BLOCK II-(1)
APOLLO OPERATIONS HANDBOOK

SYSTEMS DATA

Steady-state voltage 115.5 (+1, -1.5) vac (average

3 phases)
Transient voltage 115 (+35, -65) vac
Recovery To 115+10v within 15 ms, steady
state within 50 ms

Unbalance 2 vac (worst phase from average)

Frequency limits
Normal (synchronized to 40043 Hz
central timing equipment)
Emergency (loss of 40047 Hz
central timing equipment)
Wave characteristics
(sine wave)
Maximum distortion 5 percent
Highest harmonic 4 percent
Crest factor 1.414410 percent

Rating 1250 va

Dc
Steady-state voltage limits
Normal 2942.0 vde

Minimum CM bus 26.2 vde

Min Precautionary CM bus 26,5 vde (allows for cyclic loads)
Maximum CM bus 31.0 vde
Max Precautionary CM bus 30. 0 vde (allows for cyclic loads)

During postlanding and 27 to 30 vde

preflight checkout periods
Ripple voltage lv peak to peak
2.6.5 OPERATIONAL LIMITATIONS AND RESTRICTIONS.

2.6.5.1 Fuel Cell Power Plants.

Fuel cell power plants are designed to function under atmospheric

and high-vacuum conditions. Each must be able to maintain itself at
sustaining temperatures and minimum electrical loads at both

ELECTRICAL POWER SYSTEM

Mission Basic Date _15 April 1969 Change Date Page 2.6-46_
 SM2A-03-BLOCK II-(1)
APOLLO OPERATIONS HANDBOOK

SYSTEMS DATA
aS
environment extremes. To function properly, fuel cells must operate
under the following limitations and restrictions:
External nonoperating -20° to +140°F
temperature

Operating temperature +30° to 145°F

inside SM

External nonoperating Atmospheric

pressure

Normal voltage 27 to 31 vde

Minimum operating voltage
at terminals
Emergency operation 20.5 vde at 2295 watts (gross
power level)
Normal operation 27 vde

Maximum operating voltage 31.5 vde

at terminals
Fuel cell disconnect 75 amperes no trip, 112 amperes
overload disconnect after 25 to 300 seconds
Maximum reverse current 1 second minimum before
disconnect

Minimum sustaining power/ 420 watts

fuel cell power -plant
(with in-line heater OFF)

In-line heater power (sus- 160 watts

tain F/C skin temp above (5 to 6 amps)
385°F min)
Maximum gross power 2295 watts at 20.5 vde min.
under emergency
conditions
Nitrogen pressure 50.2 to 57.5 psia (53 psia, nominal)
Reactant pressure
Oxygen 58.4 to 68.45 psia (62.5 psia,
nominal)
Hydrogen 57.3 to 67.0 psia (61.5 psia,
nominal)
—_— SS —
ELECTRICAL POWER SYSTEM

Mission Basic Date_15 April 1969 Change Date Page 2.6-47

 SM2A-03-BLOCK II-(1)
APOLLO OPERATIONS HANDBOOK

SYSTEMS DATA
—_—
Reactant consumption/fuel
cell power plant
Hydrogen PPH = Amps x (2.57 x 107)
Oxygen PPH = Amps x (2. 04 x 10-2)

Minimum skin temperature 4+385°R

for self-sustaining operation

Minimum skin temperature +360°F

for recovery in flight
Maximum skin temperature +500°F

Approximate external -260° to +400°F

environment temperature
range outside SC (for
radiation)
Fuel cell power plant +385° to +450°F
normal operating tempera-
ture range

Condenser exhaust normal +150° to +175°F

operating temperature
Purging nominal frequency Dependent on mission load
profile and reactant purity
after tank fill,
O2 purge duration 2 minutes

Hg purge duration 80 seconds

Additional flow rate while

purging
02 Up to 0. 6 lb/hr
H Up to 0.75 lb/hr (nominal
0. 67 lb/hr)

2.6.5.2 Cryogenic Storage Subsystem.

The cryogenic storage subsystem must be able to meet the follow-

ing requirements for proper operation of the fuel cell power plants and
the ECS:

Minimum usable quantity

Oxygen 320 lbs each tank (min)
Hydrogen 28 lbs each tank (min)

— sss
ELECTRICAL POWER SYSTEM

Mission Basic Date 15 April 1969 Change Date _16 July 1969 page 2.6-48
 SM2A-03-BLOCK II-(1)
APOLLO OPERATIONS HANDBOOK

SYSTEMS DATA
———
Temperature at time of fill
Oxygen ~297°F (approx. )
Hydrogen ~423°F (approx. )
Operating pressure range
Oxygen
Normal 865 to 935 psia
Minimum 150 psia
Hydrogen
Normal 225 to 260 psia
Minimum 100 psia

Temperature probe range

Oxygen -325° to +80°F
Hydrogen -425° to -200°F

Maximum allowable difference

in quantity balance between
tanks
Oxygen tanks No. 1 and 2 2 to 4%
Hydrogen tanks No. l and2 3%
Pressure relief valve
operation
Crack pressure
Oxygen 983 psig min.
Hydrogen 273 psig min.
Reseat pressure
Oxygen 965 psig min.
Hydrogen 268 psig min.
Full flow, maximum relief
Oxygen 1010 psig max.
Hydrogen 285 psig max.
2.6.5.3 Additional Data.

Additional data about limitations and restrictions may be found in the

the CSM/LM Spacecraft Operational Data Book SNA-8-D-027, Vol I,
(CSM SD68-447).

2.6.6 SYSTEMS TEST METER.

The SYSTEMS TEST meter and the alphabetical and numerical

switches, located on panel 101 in the CM LEB, provide a means of moni-
toring various measurements within the SC, and verifying certain param-
eters displayed only by event indicators. The following can be measured
using the SYSTEMS TEST meter, the respective switch positions, and
the range of each sensor. Normal operating parameters of measurable
items are covered in the telemetry listing.
| SSSFSSSSSSSSSSSSSSSSSSSSSSSSSSSMMSssesm
ELECTRICAL POWER SYSTEM

Mission. Basic Date 15 April 1969 Change Date Page 2.6749

 SM2A-03-BLOCK II-(1)
APOLLO OPERATIONS HANDBOOK

SYSTEMS DATA

Switch Positions
Systems Test
Indication (Telemetry Identity Numerical | Alphabetical
and Code No. ) Select Select Sensor Range

N, pressure, psia 0 to 75 psia

F/C 1 SC 2060P A
F/C 2 SC 2061P B
F/C 3 SC 2062P c

O2 pressure, psia 0 to 75 psia

F/C 1 SC 2066P 1 D
F/C 2 SC 2067P 2 A
F/C 3 SC 2068P 2 B

Hp pressure, psia 0 to 75 psia

F/C 1SC 2069P 2 Cc
F/C 2 SC 2070P 2 D
F/C 3 SC 2071P 3 A

EPS radiator outlet temperature -50° to +300°F

F/C 1 SC 2087T 3 B
F/C 2 SC 2088T 3 c
F/C 3 SC 2089T 3 D
Battery manifold
pressure, psia 4 A 0 to 20 psia
Batt relay bus CC0232V 4 B 0 to +45 vde
LM power 4 D 0 to +10 amps
SPS oxidizer line temperature 5 A 0 to +200°F
SP 0049T
CM-RCS oxidizer valve temperature -50° to +50°F
-P engine, sys A CR 2100T 6 B
+¥ engine, sys B CR 2116T 5 D
-P engine, sys B CR 2110T 5 c
CW engine, sys B CR 2119T 6 D
CCW engine, sys A CR 2114T 6 A
-Y engine, sys A CR 2103T 6 c

Pwr output XPNDR A >1.0 vde (nominal)

ELECTRICAL POWER SYSTEM

Mission. Basic Date 15 April 1969 Change Date Page 2.6-50

 SM2A-03-BLOCK II-(1)
APOLLO OPERATIONS HANDBOOK

SYSTEMS DATA
Se

Switch Positions
Systems Test
Indication (Telemetry Identity Numerical | Alphabetical
and Code No.) Select Select Sensor Range

AGC signal XPNDR B Test >1.0 vde

Operate 0.0 to
4,5 vde
Phase lockup XPNDR c Locked >4,0 vde
Unlocked <0. 8 vde

NOTE

Position 7 on the numerical selector switch

is an off position.

Conversion of the previously listed measurements to the SYSTEMS

TEST meter indications are listed in the following chart. The XPNDR
measurements are direct readouts-and do not require conversion.

2.6.7 COMMAND MODULE INTERIOR LIGHTING.

The command module interior lighting system (figure 2. 6-16)

furnishes illumination for activities in the couch, lower equipment bay
and tunnel areas, and back-lighted panel lighting to read nomenclature,
indicators, and switch positions. Tunnel lighting is provided on SC which
will be concerned with LM activity.

Floodlighting for illumination of work areas is provided by use of

fluorescent lamps. Integral panel and numerics lighting is provided by
electroluminescent materials, Tunnel lights are incandescent. Pen
flashlights are provided for illuminating work areas which cannot be
illuminated by the normal spacecraft systems, such as under the couches.
Electroluminescence (EL) is the phenomena whereby light is
emitted from a crystalline phosphor (ZjS) placed as a thin layer between
two closely spaced electrodes of an electrical capacitor. One of the
electrodes is a transparent material. The light output varies with volt-
age and frequency and occurs as light pulses, which are in-phase with
the input freq’ uency. Advantageous characteristics of EL for spacecratt
use are an "after-glow'' of less than one second, low power consumption,
and negligible heat dissipation,

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ELECTRICAL POWER SYSTEM

Mission Basic Date 15 April 1969 Change Date Page___2.6-51.

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APOLLO OPERATIONS HANDBOOK

SYSTEMS DATA

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Figure 2.6-16. CM Interior Lighting

2.6.7.1 Floodlight System,
The interior floodlight system consists of six floodlight fixture
assemblies and three control panels (figure 2. 6-17). Each fixture assem-
bly contains two fluorescent lamps (one primary and one secondary) and
converters. The lamps are powered by 28 vdc from main d-c buses A
and B (figure 2. 6-18). This assures a power source for lights in all
areas in the event either bus fails. The converter in each floodlight fix-
ture converts 28 vdc to a high voltage pulsating d-c for operation of the
fluorescent lamps.
Floodlights are used to illuminate three specific areas: the left
main display console, the right main display console, and the lower
equipment bay. Switches on MDC-8 provide control of lighting of the left
main display console area. Switches on MDC-5 provide control of lighting
of the right main display console area, Switches for control of lighting of
the lower equipment bay area are located on LEB-100. Protection for the
floodlight circuits is provided by the LIGHTING - MN A and MN B circuit
breakers on RHEB-226.

ELECTRICAL POWER SYSTEM

Mission Basic Date_15 April 1969 Change Date Page 2.6-53

 SM2A-03-BLOCK II-(1)
APOLLO OPERATIONS HANDBOOK

SYSTEMS DATA

—FLtooD
DIM. FIXED
COUCH LIGHT
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ASSEMBLIES mpc-5 2 Q|e F

POST LOG
IneROR LCHTS:
STRUT RHEB 226 NUMEneS FL000
LIGHT
ASSEMBLIES.

LEB-100.

COMPONENTS
6 LIGHT ASSEMBLIES
3 CONTROL PANELS
LH SIDE DISPLAY MDC-8
RH SIDE DISPLAY MDC-5
LEB 100
3 CIRCUIT BREAKERS
RHEB 226

SIDEWALL LIGHT
ASSEMBLIES
MODC-8'
EP-701B

Figure 2.6-17. CM Floodlight Configuration

Each control panel has a dimming (DIM-1-2) toggle switch control,
a rheostat (FLOOD-OFF-BRT) control, and an on/off (FIXED-OFF) tog-
gle switch control. The DIM-1 position provides variable intensity con-
trol of the primary flood lamps through the FLOOD-OFF-BRT rheostat,
and on-off control of the secondary lamps through the FIXED-OFF switch.
The DIM-2 position provides variable intensity control of the secondary
lamps through the FLOOD-OFF-BRT rheostat, and on-off control of the
primary lamps through the FIXED-OFF switch. When operating the pri-
mary lamps under variable intensity control (DIM-1 position), turn on of
the lamps is acquired after the FLOOD-OFF-BRT rheostat is moved past
the mid point. In transferring variable intensity control to the secondary
lamps, the FLOOD-OFF-BRT rheostat should first be rotated to the
I OFF position before placing the DIM switch to the DIM-2 position. The
rheostat is then moved to the full bright setting and should remain in this
position unless dimming is desired. Dimming of the secondary flood
lamps should not be used unless dimming control of the primary flood-
lights is not available. Dimming of the secondary lamps results in
I approximately a 90-percent reduction in lamp life. The range of
intensity variation is greater for the primary than the secondary
floodlight

ELECTRICAL POWER SYSTEM

Mission Basic Date 15 April 1969 Change Date_16 July 1969 page
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 SM2A-03-BLOCK II-(1)
APOLLO OPERATIONS HANDBOOK

SYSTEMS DATA
Ss
The commander's control panel (MDC-8) has a POST LANDING-
OFF-FIXED switch which connects the flight and post landing bus to his
floodlights (figure 2.6-18). The POST LANDING position provides single
intensity lighting to the commander's primary or secondary lamps as
selected by the DIM-1 or DIM-2 position respectively. It is for use dur-
ing the latter stages of descent after main d-c bus power is disconnected,
and during post landing.
2.6.7.2 Integral Lighting System.
The integral lighting system controls the EL lamps behind the
nomenclature and instrument dial faces on all MDC panels, and on
specific panels in the lower equipment bay, left hand equipment bay and
right hand equipment bay (figures 2.6-19 and 2.6-20). The controls (fig-
ure 2,6-19) are rotary switches controlling variable transformers
powered through the appropriate a-c bus. Each rotary control switch has
a mechanical stop which prevents the switch being positioned to OFF.
Disabling of a circuit because of malfunctions is performed by opening the
appropriate circuit breaker on RHEB-226. The INTEGRAL switch on
MDC-8 controls the lighting of panels viewed by the commander, MDC-1,
7, 8, 9, 15, and the left half of 2. The INTEGRAL switch on MDC-5 con-
trols the lighting of panels viewed by the LM pilot, MDC-3, 4, 5 and 6, 16,
RHEB-229 and 275, and the right half of MDC-2. The INTEGRAL switch
on LEB-100 controls the lighting of MDC-10, LEB-100, 101, 122 and the
DSKY lights on 140, RHEB-225, 226 and LHEB 306. Intensity of the
lighting can be individually controlled in each of the three areas.
2.6.7.3 Numerics Lighting System.
Numerics lighting control is provided over all electroluminescent
digital readouts. The NUMERICS rotary switch on MDC-8 controls the
off/intensity of numerals on the DSKY and Mission Timer on MDC-2, and
the range and delta V indicators of the Entry Monitor System of MDC-1.
The switch on LEB-100 controls the off/intensity of the numerals on the
LEB-140 DSKY and the Mission Timer on LHEB-306. Protection for the
integral and numerics circuits is provided by the LIGHTING-NUMERICS/
INTEGRAL-LEB AC 2, L MDC AC 1, and R MDC AC 1 circuit
breakers on RHEB-226. These circuit breakers are used to disable a
circuit in case of a malfunction, The L MDC AC 1 circuit breakers also
feed the EMS roll attitude and scroll incandescent lamps.
2.6.7.4 Tunnel Lighting.
The six light fixtures in the CM tunnel provide illumination for
tunnel activity during docking and undocking. Each of the fixtures, con-
taining two incandescent lamps, is provided 28 vde through a TUNNEL-
LIGHTS-OFF switch on MDC-2 (figure 2.6-21). Main d-c bus A
distributes power to one lamp in each fixture, and main d-c bus B to the
other lamp. Protection is provided by the LIGHTING/COAS/TUNNEL/
RNDZ/SPOT MN A and MN B circuit breakers on RHEB-226,
—_——
ELECTRICAL POWER SYSTEM

Mission. Basic Date 15 April 1969 Change Date Page 2.6-56

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