Life support systems in each compartment are typically considered to include gravity control, atmosphere control, temperature and humidity control, and general air particulate and dust suppression. Above a pair of gravity plates are shown in the raised position revealing these systems.
Under the far plate is an example of a compartment fire suppression system. The system is made up of a pressurized Fire Suppressant Tank and an isolation valve, as well as fire sensors. The system is under the control of an LCP, which can be powered by a backup power cell if ship's power is interrupted. A data lead which connects to a number of sensor systems allows the LPC to detect a fire in the compartment. When a fire is detected the Fire Suppression Valve opens allowing the pressurized fire suppressant to flood the compartment through nozzles in the overhead panels. A fill cap allows for filling and pressurizing the system.
Under the forward grav plate is shown a return vent, an emergency life support system, and gravity control.
The return vent has a Return Vacuum Filter, which along with the Vacuum Booster Pump is used to collect dust and particulate matter from the air return. The return vent collects air from just above the deck using a labyrinth intake. This prevents any object larger than dust bunnies from being sucked into the system. A drain collects any excess moisture which may be entrained into the system.
In the bulkhead, next to the return vent is an example of a supply vent. The LCP on the Ventilation Impeller Unit controls both the supply and return vent equipment. The impeller is a nested grav pump designed to move air through the system. Before entering the impeller the the air is treated for temperature control and humidity. The Humidifier, or Humidity Control Unit, adds water if the air is too dry and dehumidifies the air if it is too humid. It therefore has both a water supply line and a drain.
The temperature and humidity are typically set from a local adaptapanel, though they can be overridden by environmental controls on the bridge and in engineering.
Between the supply and return vent is the Emergency Life Support system. It consists of a tank of oxygen/nitrogen mixture capable of replenishing the air in the space in the event ship's life support fails, such as in a power interruption. To this end it contains a rechargeable power cell. It also has its own LPC, which measures the amount of oxygen and carbon dioxide in the air and keeps both at the proper levels. The nitrogen is used primarily to keep the compartment at a proper pressure. The LCP also controls isolation valves on both the supply and return vents to prevent the air from being sent to other compartments, which will have their own Emergency Life Support Systems. A Rebreather unit, which is powered from ship's power if available or an emergency rechargeable power cell if it is not, can extend the duration of breathable air by 10 times using the exhaled carbon dioxide and water to make breathable oxygen. This is enough life support to keep at least 5 sophonts alive for a minimum of 4 days. The Rebreather has its own impeller that will move a sufficient amount of air to maintain operation of the system, although there is no humidity or temperature control.
At the farther forward end of the diagram is the LCP that controls the compartment gravity. A DC power system normally keeps the gravity at the setting desired. A Central Inertial Compensation Detector (CIDC) feeds information to the LCP to allow it to also compensate for acceleration effects from the maneuvering drive. An Emergency Gravity Power Cell will maintain gravity in the case of a power failure. The power cell can typically maintain gravity for days if required. In the case of a local power outage the LCP is capable of maintaining acceleration compensation on emergency power as long as it can get information from the CIDC over the Control Network.
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