NETWORK ACP PILOT INSTALLATION & COMMISSIONING MANUAL BROOKES & GATEHOUSE LTD Premier Way Abbey Park Romsey Hampshire SO51 9DH England Tel: (+44) 01 794 518448 Fax: (+44) 01 794 518077
SECTION 1 SYSTEM UNITS SECTION 1 SYSTEM UNITS ................................................................1 SITING THE ACP UNIT..................................................................4 MOUNTING PROCEDURE ............................................................4 ACP REMOTE COMPASS UNIT ..........................................................5 DESCRIPTION...................................................................................5 SITING THE COMPASS UNIT ............................
ADVANCED CONTROL PROCESSOR UNIT DESCRIPTION The Advanced Control Processor (ACP) Unit contains all the electronics for the autopilot operation and control of the rudder drive options. It is designed to be mounted on a vertical, flat , smooth surface. The unit has a hinged lid to provide easy access to the electrical connections within. The unit requires the ACP Compass Unit (see next section). The ACP Unit is available in two configurations: ACP 1 12V only ACP 2 12/24V 12 amps max.
The 12V ACP 1 Unit will control the following rudder drive options: • Size 1/12V Hydraulic Ram Drive RAM-T1-12V blue • Size 1/12V Hydraulic Pump PMP-T1-12V blue • 12V Rotary Drive Unit RDU-T1-12V • Stern Drive Unit SDU-T1-12V • The 24V ACP 2 unit will control the following rudder drive options: • Size 1/12V Hydraulic Ram Drive • Size 2/12V Hydraulic Ram Drive • Size 3/24V Hydraulic Ram Drive RAM-T1-12V RAM-T2-12V RAM-T3-24V blue blue blue • Size 1/12V Hydraulic Pump • Size 2/12V Hydraulic Pump
SITING THE ACP UNIT • • • • It is recommended that the ACP unit is mounted with the cable entry points downwards. It must not be mounted with the cable entries uppermost as water may run down the cables and into the unit. Ensure that there is sufficient space to allow the unit to be hinged open to make connections to terminals inside, and that the hinges of the two halves of the case may be slid apart. Select a position sheltered from the direct effects of the environment and from physical damage.
ACP REMOTE COMPASS UNIT DESCRIPTION IMPORTANT NOTE: This external fluxgate compass unit can ONLY be used with ACP Pilot Systems or Network Compass displays. Remove the transit screw after mounting on bulkhead and before inserting cable connector. The ACP Remote Compass Unit is a gimbal mounted electronic fluxgate for use with ACP Pilot Systems. The unit is housed in a sealed casing constructed of high impact plastic. It is therefore suitable for on or below deck mounting.
SITING THE COMPASS UNIT • Mount the unit upright on a flat, vertical bulkhead. • A safe distance from external magnetic interference: • 1m/3ft from VHF, RDF, loudspeakers, depth sounders, engines, power cables carrying heavy current, etc., • 3m/10ft from Radar and SSB Equipment. • Reasonably well protected from direct physical damage. • With the connector downwards as shown in the above diagram. MOUNTING PROCEDURE • Secure the unit in the selected site using the non-magnetic selftapping screws provided.
NETWORK PILOT DISPLAY DESCRIPTION The Network Pilot Display is designed to be mounted above or below deck. The display head allows control of the autopilot and by installing multiple display heads, gives control at any station. It can be connected to all other Network Instruments via the network cable tails to provide an integrated autopilot and navigational system. It is essential that the autopilot is initialised before operation, details are given in the commissioning section of this manual.
SITING THE PILOT DISPLAY HEAD All Network Instruments are designed for mounting on or below deck. Select a display site that is: • • • • • • At a convenient position within easy reach of the helmsman On a smooth and flat surface At a compass safe distance 100mm (4") Reasonably well protected from physical damage Accessible from behind for fitting locking studs if required The rear boss of the unit has a breather hole to prevent condensation, protect the rear cover from direct splashes of water.
• Clip the display head into the mounting bracket. • Secure the display head with the thumb nuts supplied (if required). NMEA INTERFACING The Network PILOT can be interfaced to any NMEA 0183 (v1.5) compatible position fixer. If more than one source of NMEA data is to be used then it will be necessary to use two Network PILOT display units. NMEA INPUT The Network PILOT display head has an NMEA input connector at the rear, use a special 3m NMEA input cable 612-OA-053 (Red sig+, Blue sig-).
NMEA OUTPUT NMEA output is via the network cable connection tail, use a special 3m NMEA output cable 610-OA-030 (Red sig+, Blue sig-).
HAND-HELD CONTROLLER DESCRIPTION The hand-held remote controller is a waterproof unit that has six function buttons and a status LED to indicate the operating mode of the autopilot. The unit provides palm-of-the-hand control of the PILOT. The cable has a 10 metres /30ft straight section, plus a coiled length that extends from 1 metre to 3 metres. SITING THE HAND-HELD UNIT • • At a convenient position within easy reach of the helmsman.
MAN OVERBOARD BUTTON (MOB) DESCRIPTION The man overboard alarm button (MOB) is a large red waterproof switch with 15 metres/45ft of two-core screened cable. This button starts the MOB sequence of operations when pressed and the audible alarm sounds (if fitted). SITING THE MAN OVERBOARD ALARM BUTTON • Select a suitable bulkhead, easily accessible in an emergency. MOUNTING PROCEDURE • • • With a 32mm (1 1/4") hole-cutter cut a clearance hole for the button body.
ACP JOYSTICK DESCRIPTION The joystick allows direct control of the vessel's rudder via the autopilot control electronics. The unit is deck-mountable, allowing it to be used inside or outside the steering positions. A 10m/30ft 6-core screened cable connects the unit directly into the ACP Units terminals. Joystick steering is engaged and disengaged with the separate red button. The lever can only be moved to port or to starboard.
MOUNTING PROCEDURE • • • • • • To ensure correct steering sense the unit is marked with two indents, the unit must be installed with these forward. The unit requires at least 65mm/2.5" clearance behind the selected mounting position. Use a 40mm (1 9/16th") hole cutter for the joystick body. Ensure the gasket is fitted under the joystick body flange. Secure in place with self-tapping screws. Route the cable to ACP unit. Connect as per instruction in Section 4 of this handbook.
RUDDER REFERENCE UNIT (RRU) DESCRIPTION The Rudder Reference Unit (RRU) is a sealed high specification potentiometer in a robust casing, providing rudder position information to the Computer Unit. The operating arm is constructed in aluminium with three positions pre-drilled for the adjustable drag-link. The drag-link, has ball-joints at each end that connect the unit operating arm to the tiller arm or steering quadrant. The unit base has four holes to allow for mounting.
KEY POINTS WHEN INSTALLING THE RRU • General consideration must be given to the steering system and its geometry before starting the RRU installation. Many factors must be contemplated for a practical solution, the information given here is for guidance only, although where a maximum or a minimum value is given these must be adhered to. • Mount the RRU on a flat surface next to the tiller arm or steering quadrant, construct a small platform if necessary.
The example shown is a plan view of a typical system with a tiller arm and quadrant. When viewed in elevation, the ram drive arm and rudder reference unit drag-link must not be more than ±9º from horizontal. Ideally everything should be horizontally aligned, this prevents excessive stress during operation.
1 - 18
The RRU can be mounted in many different positions and orientations depending on the layout of the steering system. If the maximum rudder angle is less than 90º then the position of the RRU or the drag-link must be adjusted so that the operating arm of the RRU swings through a minimum of 90º and the output voltage difference is greater than 1 volt from port to starboard lock. Measure the output of the RRU between the green and blue wires. N.B.
The rudder hard over angle should only be limited by the rudder stops and not the RRU linkage. Check that when hard over the RRU arm and drag-link, do not form a straight line. If this occurs the steering system could become damaged or jammed endangering the boat and crew. Rectify this immediately by adjusting the position of the RRU. LINEAR FEED BACK UNIT Where installation of the conventional Rudder Reference unit is difficult or physically impossible a Linear Feedback unit can be used.
SECTION 2 RUDDER DRIVE OPTIONS RAM DRIVE UNIT __________________________________2 DESCRIPTION _____________________________________2 BLUE RAMS(DRIVE DATA) __________________________2 SIZE 1 & 2 HYDRAULIC DRIVE PUMP DIMENSIONS _____6 RAM DRIVE UNIT INSTALLATION _____________________7 Key Points On Installation ___________________________8 A Typical Ram Drive Unit Layout (REFER TABLE 2-5) _____9 Ram Mounted Parallel To Vessels Centre-Line __________10 KEY POINTS ON INSTALLATION.
RAM DRIVE UNIT DESCRIPTION A compact DC driven reversible hydraulic pump and hydraulic cylinder assembly for boats without hydraulic steering systems. Three sizes of ram drive are available giving a wide thrust range to suit all sizes and types of vessel. BLUE RAMS(DRIVE DATA) Type 1 and type 2 rams combine motor, pump and hydraulic cylinder as one unit referred to as an actuator.
RAM DRIVE TYPE ACP UNIT MOTOR SUPPLY SOLENOID VALVE SUPPLY PEAK THRUST PEAK CURRENT MAXIMUM STROKE FULL BORE AREA ANNULUS AREA ROD DIAMETER TILLER ARM for 700 rudder MAXIMUM TORQUE WEIGHT HELM TO HELM TIME extend retract RAM SIZE1 BLUE RAM SIZE 1 BLUE RAM SIZE 2 BLUE RAM SIZE 3 BLUE ACP1 12V DC ACP2 12V DC ACP2 only 12V DC ACP2 only 24V DC 12V DC 1.25A (max) 12V DC 1.25A (max) 12V DC 1.25A (max) 24V DC 0.
RAM-T1-12V midstroke = 505mm ACP1 only d= 73.3 1/2 max Tiller arm Offset Thrust Torque at Torque at Torque rudder angle mm mm (peak midships midships (at max ° a b c Kgf) (peak Kgm) (50% Kgm) 50% Kgm) 25 290 272 425 123 123 118 30 245 227 425 104 104 90 35 214 196 425 91 91 74 40 190 172 425 81 81 62 45 173 155 425 74 74 52 50 68 68 44 160 142 425 RAM-T1-12V midstroke = 505mm ACP2 only d= 73.
RAM DRIVE UNIT DIMENSIONS - BLUE SIZE 1 AND 2 ACTUATORS AND BLUE RAMS.
SIZE 1 & 2 HYDRAULIC DRIVE PUMP DIMENSIONS PUMP AND RAM DRIVE UNIT DIMENSIONS - BLUE SIZE 3 (REFERTO TABLE 2-5) 2-6
RAM DRIVE UNIT INSTALLATION General consideration must be given to the steering system and its geometry before starting the installation. Many factors must be contemplated for a practical solution, the information given here is for guidance only, although where a maximum or minimum value is given this must be adhered to. It is essential that the unit is only installed in a fully functional steering system, with no backlash or stiffness when operating.
KEY POINTS ON INSTALLATION • Check that the steering gear is in good condition. Rectify any steering defects prior to installation of the ram. • The ram drive unit must be secured onto a flat, rigid base, it maybe necessary to construct a platform section for the mounting plate. For angled rudder stocks an angled platform section will have to be constructed.
A TYPICAL RAM DRIVE UNIT LAYOUT (REFER TABLE 2-5) b = tiller arm length a=half max rudder angle d 2-9
RAM MOUNTED PARALLEL TO VESSELS CENTRE-LINE (REFER TO TABLE 2-5) 2 - 10
KEY POINTS ON INSTALLATION. • Make sure that the rudder angle is limited by the rudder stops and not the limit of travel of the ram arm. Failure to do this will damage the unit and invalidate the warranty. • Make sure that there is sufficient space at each end for the ram arm to extend fully, the ram stroke length is shown in the table below.
VERTICAL BULKHEAD INSTALLATION.
SPLITTING THE RAM DRIVE UNIT IMPORTANT NOTE: When dealing with any hydraulic system great care must be taken to ensure that a high degree of cleanliness is observed and no dirt, moisture or foreign objects are allowed to enter the system. When filling or topping up the external reservoir only use a good quality ISO 10 hydraulic oil e.g., Q8 DYNOBEAR 10 (10cSt at 40°C) It is not possible to split linear actuators.
BLUE HYDRAULIC DRIVE PUMPS DESCRIPTION The Reversible Hydraulic Drive Pump has a small high speed pump driven by a 12 or 24V DC permanent magnet motor. The pump has pilot check valves to prevent back driving and a pilot operated reservoir valve to enable the unit to drive balanced or unbalanced cylinders. The unit has Port and Starboard 1/4" BSP service ports and a 1/4" BSP reservoir port.
KEY POINTS ON INSTALLATION A position should be chosen convenient for the steering system hydraulic delivery lines. • The site should be rigid and flat to prevent excess vibration. • Shielded from the direct effects of the elements. • Minimise the lengths of the hydraulic lines from the pump to the cylinder and where possible the pump motor supply cables.
HYDRAULIC DRIVE PUMP DIMENSIONS Type 1 and 2 Type 3 105mm (4.13) 4 holes φ 7.0mm (0.28) 80mm (3.15) 240 mm (9.45) 88.9mm (3.5) centres 50.8mm (2.
HYDAULIC DRIVE PUMP INSTALLATION IMPORTANT NOTE: When dealing with any hydraulic system great care must be taken to ensure that a high degree of cleanliness is observed and no dirt, moisture or foreign objects are allowed to enter the system. When bleeding your hydraulic steering system only use a good quality ISO10 hydraulic oil e.g. Q8 DYNOBEAR or equivalent (10cSt at 40° C). 1. Drain the steering system from the lowest point, usually at a cylinder coupling. 2.
10. When satisfied that the steering is fully bled manually, apply power to the pump unit. 11. Turning the wheel fully from lock to lock will cause the pump to self purge. 12. Check the fluid level in the helm unit reservoir. 13. When the system appears to be fully functional, with the pump running and the helm hard over check for leaks. 14. Secure all hoses and cables to prevent damage.
HYDRAULIC DRIVE PUMP INSTALLATION EXAMPLES Single Station System Example Dual Station System Example 2 - 19
Dual Station System With Bypass Example Dual Station Pressurised System Example 2 - 20
SECTION 3 ADDITIONAL RUDDER DRIVE OPTIONS OUTDRIVE DRIVE UNIT____________________________________ 2 DESCRIPTION ___________________________________________ 2 OUTDRIVE DRIVE UNIT DATA _____________________________ 2 MOUNTING BRACKET KITS _______________________________ 2 OUTDRIVE DRIVE UNIT - DIMENSIONS _____________________ 3 ROTARY DRIVE UNIT _____________________________________ 4 DESCRIPTION ___________________________________________ 4 ROTARY DRIVE DATA____________________________________ 4 ROTARY DRIV
OUTDRIVE DRIVE UNIT DESCRIPTION A compact reversible 12V DC hydraulic pump/reservoir unit with actuating cylinder for autopilot control of outdrive power-assisted hydraulic steering systems. Mounting brackets for attaching the cylinder to the power steer unit depends upon engine type and are listed below. Other brackets available on request. Mechanical installation instructions are supplied with the brackets. OUTDRIVE DRIVE UNIT DATA Reversible DC motor 12V DC 2.
OUTDRIVE DRIVE UNIT - DIMENSIONS 3-3
ROTARY DRIVE UNIT DESCRIPTION A compact reversible 12V or 24V DC motor and gearbox, with an electrically operated clutch acting on the output shaft for autopilot control of mechanical steering systems. Connection to the steering system is most commonly via sprocket gears and chain. These to be supplied by the installer. As a guide the following should be considered for the drive sprocket: UK/Euro 13 tooth 3/8" pitch (steel) USA 10-20 tooth (steel) for Type 40 or 41 chain.
ROTARY DRIVE UNIT DIMENSIONS 3-5
ROTARY DRIVE SPROCKET WHEEL SELECTION The number of teeth on the drive sprocket wheel must be chosen to match each installation. The following guide may be used to select an appropriate sprocket. The aim is to achieve a hardover to hardover time of 10 to 12 seconds. Note: The Rotary drive has a speed of 20 RPM or 1 revolution per 3 seconds or 3.
• Check hardover time using formula: Hardover time = Number of turns of Driven sprocket x 3 x (Driven teeth/Driver teeth) e.g. hardover time = 3.1 x 3 x (25/20)= 11.6 The calculated value for the hardover time using a driven sprocket with 25 teeth and a driver sprocket with 20 teeth would be suitable for this boats steering system. NOTE: For larger boats a longer hardover time of up to 15 seconds may be more appropriate, in this case choose a driver sprocket with fewer teeth.
Section 4 ACP UNIT INSTALLATION CABLE AND CONNECTION INFORMATION ..................................................... 2 EMC COMPLIANCE......................................................................................... 2 GENERAL WIRING NOTES ...................................................................................... 2 PILOT DRIVE UNIT CABLES .................................................................................... 4 All rudder drives - heavy duty power cables.....................
CABLE AND CONNECTION INFORMATION EMC COMPLIANCE B&G equipment is designed to be operated in leisure craft. Every care has been taken in its design and testing to ensure compliance with the European EMC Directive, provided it is installed and operated in accordance with the instructions as supplied, and the units and cables are used unmodified. Specific attention is drawn to the requirements to maintain cable separation, where stated.
• All cables should be routed at least 1m / 3ft from cables or components that carry or generate high currents, e.g. alternators, starter motors and cabling, trim-tab cables, etc. • To minimise interference avoid routing Network cables alongside high power radio or Radar cables, allow 3m/10ft spacing, or within 1m/3ft of engine starter motors and cables and other cables carrying heavy current. • To prevent damage to cabling always secure in position using cable clips or tie-wraps.
PILOT DRIVE UNIT CABLES ALL RUDDER DRIVES - HEAVY DUTY POWER CABLES TOTAL CABLE LENGTH UPTO 8m/26ft UPTO 12m/40ft UPTO 20m/65ft B&G CABLE PART No. COPPER AREA CABLE GAUGE 135-0A-128 4.0mm² 12 AWG Not available 6.0mm² 10 AWG Not available 10.0mm² 7 AWG RAMS AND ROTARY DRIVES - CLUTCH/VALVE CABLES UPTO 9m/30ft UPTO 15m/50ft 135-0C-096 135-0B-096 0.5mm² 22 AWG 0.
ACP UNIT TERMINAL DETAILS NOT USED WIRE COLOUR CODING AND ABBREVIATIONS R BLK BL BR G WIRE COLOUR TABLE Red V Black Y Blue O Brown W Green BLANK 4-5 Violet Yellow Orange White Silver (Not Used)
CLUTCH VOLTAGE SELECTION NOTE: The ACP1 Computer Unit does not have dip switches for clutch voltage selection. The clutch output voltage is fixed at 12V and is therefore only suitable for Size 1/12V Rams and pumps and 12V rotary drives. The ACP2 Computer Unit can output different clutch/solenoid voltages depending upon the size of rudder drive unit fitted, the clutch/solenoid valve is only required for rams or rotary drive units. This is achieved by setting dip switches on the Computer Drive PCB.
ACP2 DIP SWITCH LOCATION NOTE: When reassembling the computer unit ensure that the connector in the top left-hand corner of the PCB mates together properly.
NETWORK AND ALARM CONNECTIONS NOT USED Cable 612-0A-064 (6 metres) Cable 135-0A-096 (cut off green wire) 4-8
REMOTE COMPASS CONNECTIONS NOT USED 4-9
HANDHELD, MOB AND JOYSTICK NOT USED 4 - 10
HYDRAULIC RAM DRIVE CONNECTIONS 4 - 11
BLUE RAM SOLENOID WIRING DETAILS The following information applies to the Size 1, Size 2 and Size 3 Blue Rams only. 1. Remove the solenoid wiring connector by unscrewing the centre screw. 2. Remove the screw from the connector housing. 3. Remove the rubber gasket. 4. Use a small screwdriver through the screw hole to carefully push against the connector block. This will push the front of the connector block out ready for wiring. 5.
HYDRAULIC PUMP CONNECTIONS 12V Hydraulic Pump 4 - 13
STERNDRIVE DRIVE UNIT CONNECTIONS 4 - 14
12V/24V ROTARY DRIVE CONNECTIONS TS1 Blk R Bl R G W R Blk G R Bl O/G O/G Y G W Bl R Bl R G COMPASS V Br W R TS4 BOAT SPEED G R Blk MOB Blk Bl Y G JOYSTICK R + TS2 TS3 Blk Bl Y G V Br W R Scr NET Blk Bl Br Bl Br HAND HELD + CLU ALM DRIVE SUPPLY OUT RRU DRIVE SUPPLY IN Heavy Duty Power Supply (12V OR 24V) Black Rudder Reference Unit Red Red 25A CIRCUIT BREAKER Black Rotary Drive Unit (12V OR 24V) *NOTE: 12V UNIT, 12V SUPPLY 24V UNIT, 24V SUPPLY 4 - 15
CONTINUOUS DRIVE UNIT CONNECTIONS These are general wiring instructions only, showing the installation of the Computer Unit outputs to drive the continuous drive pump solenoid valves. The continuous drive pump motor will also require a heavy duty supply, this is not supplied however suitable units can be obtained from your dealer. Clutch output is used to control the motor supply. NOTE: The ram solenoid must be designed to operate at the same voltage as the pump.
PROPORTIONAL SOLENOID CONNECTION These are general wiring instructions only, showing the installation of the ACP 2 Computer Unit outputs to drive proportional solenoid valves. The continuous drive pump motor will also require a heavy duty supply, this is not shown on this diagram. The clutch output could be used to control the motor supply, the clutch output is only active while the rudder is being moved. (See Setting The Rudder Drive Type in Section 5).
DIRECT PADDLE INPUT CONNECTION TS1 Cut back the un-used coloured wires: Please consult your dealer for the specific speed sensor and housing suitable for your vessel 4 - 18 G R Bl Bl R Bl R G COMPASS O/G O/G Y G W JOYSTICK NET G W R Blk Bl R TS4 BOAT SPEED G R Blk MOB Blk Bl Y G V Br W R RRU Bl Br HAND HELD CLU ALM TS2 TS3 Bl Br
LINEAR FEEDBACK CONNECTION For Linear Feedback installations, connect the wires from the sensor to the processor using the reference table below.
NON-B&G PADDLEWHEEL CONNECTION Using a non-B&G speed sensor (SEE PAGE 4-21). The speed sensor must have a speed signal output from a hall-effect device giving positive pulses of 12v maximum. 1. Locate the cable from the speed sensor to the instrument input. 2. Cut cable (if necessary) and insert a junction box (B&G part no. 28800-001). Connect like colour to like colour. 3. Use a length of 2-core screened cable (B&G part no. 135-0B-098 9m/29.
Non B&G Display Non B&G Paddle Unit ACP UNIT PADDLE TERMINALS (TS3) GREEN RED BLACK SILVER FUNCTION SPEED SIGNAL INPUT NOT USED GROUND SCREEN 4 - 21 CABLE 135-0B-098 RED WIRE NOT USED BLUE WIRE SCREEN
SECTION 5 COMMISSIONING NETWORK PILOT COMMISSIONING______________________________ 3 PILOT INSTALLATION CHECK LIST ______________________________ 3 DRIVE UNIT & STEERING SYSTEM _______________________________ 3 HYDRAULIC RAMS: __________________________________________ 3 BLUE SIZE 3 RAM INSTALLATION CHECK LIST ___________________ 4 HYDRAULIC PUMPS: _________________________________________ 4 ROTARY DRIVES: ___________________________________________ 4 RUDDER REFERENCE INSTALLATION____________________________
RESETTING THE RUDDER MIDSHIPS POSITION __________________ 23 CALIBRATION OF THE PILOT COMPASS ________________________ 24 CHECKING THE COMPASS OFFSET_____________________________ 25 AUTOMATIC RUDDER GAIN ___________________________________ 25 CHECKING THE AUTOMATIC RUDDER GAIN LEARNING __________ 26 MANUAL RUDDER GAIN ______________________________________ 26 SETTING THE RUDDER GAIN MANUALLY ________________________ 27 RUDDER GAIN VALUE TABLE ________________________________ 28 BOAT LAG ____________________
NETWORK PILOT COMMISSIONING Before the Network Pilot can be used, it is necessary to set and calibrate various parameters. This procedure is called Commissioning. This manual covers both ACP 1 and ACP 2 Pilot systems. PILOT INSTALLATION CHECK LIST The check list below should be used prior to the commissioning of the autopilot to ensure that the entire system is correct before applying power. DRIVE UNIT & STEERING SYSTEM 1. Drive unit securely fixed to a rigid part of the boat structure ❒ 2.
BLUE SIZE 3 RAM INSTALLATION CHECK LIST 1. The base foot of the ram and pump have been firmly bolted into position 2. The Reservoir has been fixed to a bulkhead ABOVE the Ram and Pump. 3. The sealed reservoir transit cap has been replaced by the Breather cap supplied. 4. The Reservoir has been switched to the ON position allowing oil to flow between the reservoir and the pipe. 5. TAP ON POSITION IS IN LINE WITH THE PIPE. The piston rod can now be extended or retracted and the pump run. HYDRAULIC PUMPS: 1.
LINEAR FEEDBACK UNIT INSTALLATION 1. Ensure that the Linear Feed back unit is firmly clamped to the side of the Linear actuator using the bracket kit supplied. 2. Check to see the shaft of the Linear Drive Unit has sufficient lubrication, use only high quality grease. 3. Ensure that the Ram stroke does not exceed the stroke of the Linear Feedback Unit. COMPASS INSTALLATION 1.
TO ENTER COMMISSIONING MODE With the autopilot in Standby, press AUTO and OFF key at the same time. The display will change to the following display. READY TO BEGIN COMMISSIONING TO EXIT COMMISSIONING MODE Press the RED OFF key.
RE-ENTERING COMMISSIONING MODE When the autopilot has been commissioned it is possible to change the values that have been set by pressing the AUTO and OFF keys together. The display will now show COMMISN. Use the SETUP key to select the parameter to be changed. COMMISSIONING PARAMETERS The following is a list of the parameters that have to be set, they are selected by pressing the SETUP key while in Commissioning mode.
COMMISSIONING ALONGSIDE Set the following parameters prior to a sea trial. BT TYPE Select type of boat SET RDP Rudder end stop Port SET RDS Rudder end stop Starboard SET RDM Rudder Mid position DRIVE A Select the rudder drive type ST RDT Rudder Hard-over time BLN10.
COMMISSIONING ALONGSIDE The following commissioning parameters will be set in this section of commissioning: 1. BT TYPE 2. SET RDP 3. SET RDS 4. SET RDM 5. DRIVE A 6. ST RDT 7. BLN10.0M 8. BLN 32F 9. DIP 0 10. CMP 000º 11.
SELECTING THE BOAT TYPE There are three selections available: SAIL POWER D POWER P Press SETUP key, select BT TYPE. For all sail boats. For power boats with displacement. For power boats with planing hulls. Press ENTER key. Display flashes. Use ▲ or ▼ to select the boat type. Press the ENTER key to memorise the setting.
SETTING THE RUDDER END STOPS Before the Network PILOT can be used it must know the position of the rudder end stops. SETTING THE PORT END STOP Press SETUP Move the key, select SET rudder to hard over port RDP position. Press ENTER to set PORT end stop, the display confirms setting is successful. SETTING THE STARBOARD END STOP Press SETUP Move the key, select SET rudder to hardover starboard RDS. position. Press ENTER to set STBD end stop, the display confirms setting is successful.
SETTING THE MIDSHIPS POSITION Press SETUP Move the key, select SET rudder to the amidships RDM. position. Press ENTER to set the MID position, the display confirms setting is successful.
SELECTING THE RUDDER DRIVE TYPE Depending upon the type of rudder drive unit fitted the PILOT controls the rudder drive motor in different ways, this optimises the autopilot steering response. There are three selections available: 1. DRIVE A Ram drives, Hydraulic pumps, Rotary drives, all sizes and voltages. Pedestal drive motors fitted by some steering gear 2. DRIVE B manufactures. 3. DRIVE C Outdrive drive units and Continuous drive units. Press SETUP key, select DRIVE A. Press ENTER key.
RUDDER HARD-OVER TIME To finish the rudder end stop commissioning procedure the autopilot must calculate the rudder hard-over port to hard-over starboard time. The following points must observed before carrying out the procedure: 1. If the boat is equipped with hydraulic power assisted steering the engines must be running during setting the rudder end stops. 2. The rudder hard-over to hard-over time can only be calculated with the boat stationary.
Press the SETUP key to display ST RDT. Press ENTER key, the autopilot will drive the rudder to the port end stop position. Then it will measure the time taken from port to starboard and back, coming to rest in the midships position. During the timing calculation, the autopilot display will show WAIT. The Rudder Angle Bar Display now indicates rudder angle, check that it indicates correctly.
BOAT LENGTH Boat waterline length must be entered into the autopilot for it to steer accurately. This value can be entered in Metres or Feet. SETTING IN METRES Press SETUP key to select BLN10.0M . Press ENTER key. Display flashes. Adjust the value, ▲= value up ▼= value down Press ENTER key, the new value is memorised . Adjust the value, ▲= value up ▼= value down Press ENTER key, the new value is memorised . SETTING IN FEET Press SETUP key to select BLN 32F. Press ENTER key. Display flashes.
MAGNETIC DIP ANGLE BOATS FASTER THAN 20 KNOTS ONLY All magnetic compasses are effected by ‘Northerly turning errors’ in the Northern Hemisphere or ‘Southerly turning errors’ in the Southern Hemisphere, which increase with boat speed and magnetic dip angle in higher latitudes. These can cause heading instability at boat speeds greater than 20 knots when steering with an autopilot.
SETTING THE MAGNETIC DIP VALUE Press SETUP key, select DIP 0. Press ENTER key, Display flashes. Adjust the value, ▲= value up ▼= value down Press ENTER key, the value is memorised .
COMPASS ALIGNMENT The Compass Alignment electronically compensates for the misalignment between the autopilot's fluxgate compass and the Earth's magnetic field. Use the following procedure: 1. The boats actual heading must be known, use a compensated bowl compass or hand-held compass for reference. 2. Enter the actual heading to correct the misalignment. For Example: The boats actual heading is Due North, 000. • The autopilot display is indicating West, 270. • Enter the Compass Alignment value of 000.
VERIFY OPERATION OF RUDDER DRIVE • • Power Steer mode can be used to verify that the Rudder Drive is operating correctly. Turn the wheel so the rudder is in the midships position (if possible). NOTE: When the AUTO key is pressed the rudder will return to the position it was in when POWER steer was engaged. If the rudder was set at the midships position then AUTO key will return it to that position. Press SETUP key, select POWER. With the rudder amidships. Press AUTO key to engage power steer.
It is now necessary to carry out a Sea Trial to finish the autopilot Commissioning. IMPORTANT NOTE: Until all parameters have been set or checked the autopilot should not be used to steer the boat.
COMMISSIONING SEA TRIAL The commissioning sea trial should be carried out in open water on a calm day. The procedures for the remainder of the commissioning involve continual course and speed changes. It is very important to maintain a constant lookout at all times. Use proper seamanship when clearing turns to ensure the commissioning is carried out safely.
ENGAGING THE AUTOPILOT 1. Steer the boat onto a suitable heading, allow time for the boat to settle on this course. 2. Select autopilot mode COMP (compass) with the MODE key. 3. Press AUTO key on any Network Pilot Display or Hand-held Controller. 4. The autopilot will now be steering the boat on the selected heading. 5. Alter course in multiple increments using the 10º and 1º course change buttons on any Network Pilot Display or Hand-held Controller. 6.
Press SETUP Move the key, select SET wheel to the midships RDM. position. Check that the boat settles onto a steady, straight course. Press ENTER to reset the midships position, the display confirms the setting is successful. CALIBRATION OF THE PILOT COMPASS This procedure will automatically correct the autopilot's compass for any deviation errors. It should be carried out in open water, preferably on a calm day, with minimal wind and waves. 1. Press SETUP key, until display shows SWING. the 2.
3. Keep turning until PASS or FAIL is displayed. If FAIL shows the swing was unsuccessful, the display will return to 000º and the procedure will have to be repeated. 4. The SWING can be stopped at any time by pressing the OFF key. The display will show ABORTED and return to SWING. CHECKING THE COMPASS OFFSET The compass offset was originally set while the boat was alongside. It would be advisable to check that the offset value is correct now that the internal compass has been swung.
CHECKING THE AUTOMATIC RUDDER GAIN LEARNING 1. Steer the boat onto a suitable heading, allow time for the boat to settle on this course. 2. Select autopilot mode COMP (compass) with the MODE key. 3. Press AUTO key on any Network Pilot Display or Hand-held Controller. 4. The autopilot will now be steering the boat on the selected heading. 5.
8. If the rudder gain value is too low, the autopilot will understeer, causing sluggish steering. If the rudder gain value is too high, the autopilot will oversteer, causing erratic steering and excessive rudder movements. In high speed boats this could cause a jerky response and dangerous rates of turn. 9. Adjust the Rudder Gain value for best steering performance. Use the minimum value necessary to maintain a good response to course changes and course keeping without excessive rudder movement.
RUDDER GAIN VALUE TABLE BOAT TYPE SAIL BOATS POWER BOATS DEFAULT VALUE 0.50 TYPICAL VALUES 0.3 to 1.0 1.25 1.0 to 3.0 NOTE: The factory set value is selected by setting Boat Type and Rudder Drive Type during commissioning. BOAT LAG Boat Lag is the time taken for the boat to respond to changes in helm. For example, heavy displacement hulls require a larger value for boat lag. 1. Engage the autopilot as previously explained in Initial Pilot Sea Trial. 2.
BOAT LAG CORRECT BOAT LAG INCORRECT SETTING THE BOAT LAG VALUE The autopilot must be disengaged and commissioning mode selected to adjust the Boat Lag value. Press SETUP key, select BLG 0.3. Press ENTER key, Display flashes. Adjust the value, ▲= value up ▼= value down Press ENTER key, the value is memorised BOAT LAG VALUE TABLE BOAT TYPE SAIL BOATS POWER BOATS DEFAULT VALUE 0.30 TYPICAL VALUE 0.3 to 1.0 0.50 0.3 to 1.
CALIBRATION OF DIRECT SPEED INPUT The ACP computer unit can take a direct speed input from a PaddleWheel with a hall effect output (also refer to sections 4-18 and 4-20). All B&G paddle-wheel type sensors are compatible. The Hertz/Knot value is entered into the system to ensure the autopilot steering response is controlled with reference to boat speed. The default Hertz/Knot value is 6.25, this is the setting for B&G speed sensors.
SELECTING POWER STEER MODE 1. With the autopilot in standby, STBDY. 2. Select the commissioning mode by pressing AUTO and OFF keys together. 3. Turn the wheel so the rudder is in the midships position (if possible). Press SETUP key, select POWER. With the rudder amidships. Press AUTO key to engage power steer. Use the <10 or 10> keys to move the rudder 3º to port or starboard for each press. Use the <1 or 1> keys to move the rudder 0.6º to port or starboard for each press.
SECTION 6 TROUBLE SHOOTING TROUBLE SHOOTING INTRODUCTION ______________2 UNCOMIS UNCOMMISSIONED ____________________3 RUD ERR RUDDER REFERENCE __________________3 RUD DRV RUDDER DRIVE ________________________4 NO SPD NO BOAT SPEED ________________________6 int cmp EXTERNAL COMPASS ____________________6 NO NMEA NO NMEA DATA _______________________7 BAD XTE BAD NMEA DATA _______________________7 NO WIND NO WIND DATA ________________________7 TRIP CURRENT TRIP ____________________________8 ERR 17 NETWORK DATA
TROUBLE SHOOTING INTRODUCTION The Pilot Control Unit is continually monitoring the Pilot and Network System for correct operation. If an error is detected the Pilot Display will show an error message, the Hand-held Controller status LED will flash the error pattern, and the system alarm buzzers will sound. To silence the alarm press any of the five lower keys on a Pilot Display or any Network Instrument (with the exception of WIND and TACK). Press the DISPLAY key to cancel the displayed error message.
UNCOMIS UNCOMMISSIONED Fault description: Rudder not commissioned or memory has been corrupted. Check list: 1. Has rudder ever been successfully commissioned? Yes, go to 4. No, go to 2. 2. Set rudder end & mid positions, move helm, does rudder indicator work ? Yes, go to 4. No, go to 3. 3. Rudder indicator will not work until mid and end positions have been entered. The difference in the signal from the rudder reference unit at the port end stop and the starboard end stop must be at least 1.0 volts.
3. 4. 5. 6. to the rudder reference should be 4.5 to 5.0 volts (between RedBlue). With someone moving the helm, the signal measured between (Blue-Green) should change smoothly. If the signal is incorrect, suspect a faulty rudder reference unit. Note, the difference between the signal voltages measured at the two end stops must be at least 1.0 volts.(e.g. Blue -Green Voltage minus Red -Green voltage must be greater than 1 Volt). Set Pilot Display to show digital rudder angle in degrees.
Check list: 1. Is the Heavy duty power supply circuit breaker for the autopilot drive switched on? 2. Check installation, look for any slack or loose fixings in the drive system or the rudder reference as the helm is moved. 3. Move the helm, does the rudder indicator work, if not, check installation of rudder reference unit as detailed above. 4. Select "Power Steer" mode. If drive system includes a clutch or solenoid valve, engage the pilot and check the operation of the clutch or solenoid valve.
6. If the fault only occurs intermittently or under heavy loads. Use power steer mode to move rudder while restricting movement by holding wheel. Fault only occurring under these conditions could be due to: • Excessive motor current. • Too much slack or backlash in drive or fixing to tiller, possibly due to air in Hydraulic system. NO SPD NO BOAT SPEED Fault description: The boat is stationary or moving very slowly (less than 1.5 kts) or the speed sensor is not working. Check list: 1.
NO NMEA NO NMEA DATA Fault description: XTE data from position fixer has stopped. Check list: 1. Check XTE display on Pilot Display unit or Network NAV. 2. Check connections to Pilot system. 3. Check operation of Position Fixer, has NMEA output been selected and enabled? Has autopilot output been enabled? Refer to Position Fixer manual. BAD XTE BAD NMEA DATA Fault description: The value of XTE data being received has suddenly changed by more than 0.3 nautical miles. Check list: 1.
TRIP CURRENT TRIP Fault description: The voltage/current limit circuit for the drive motor or the clutch has tripped. ACP1 12V Drive Motor - 15A Clutch - 2A ACP2 12/24V Drive Motor - 25A Clutch - 2A Check list: 1. Check installation and wiring for short circuits. 2. Check current to clutch, maximum available 2 amps. 3. Check maximum current to drive motor is less than above. ERR 17 NETWORK DATA ERROR Fault description: No regular messages being received by the Pilot Display or instrument system network, i.
Check list: 1. If other displays show Pilot data, check installation of Pilot display or suspect faulty Pilot display. 2. If no Pilot data on any display, check installation of Pilot computer or suspect faulty Pilot computer. 3. Check installation of network cable.
