manual ap2000

Doc. no.: CN-0193-C – 20220554C I

Autopilot AP2000 Track Pilot

Autopilot AP2000

Track Pilot

Instruction Manual

Department/Author Approved by:

______________________ _______________________

2001 KONGSBERG MARITIME SHIP SYSTEMS ASAll rights reserved

No part of this work covered by the copyrighthereon may be reproduced or otherwise copied

without prior permission fromKONGSBERG MARITIME SHIP SYSTEMS AS

Doc. no.: CN-0193-C – 20220554C II


DOCUMENT STATUS

Issue No. Date/Year Inc. by Issue No. Date/Year Inc. by

C 07.06.01 Jon Selvaag

CHANGES IN DOCUMENT

Issue ECO Paragraph Paragraph Heading/

No. No. No. Description of Change

C CB-0324

Doc. no.: CN-0193-C – 20220554C III


Instruction ManualThis manual is common for two autopilot models designated RobertsonAP9 Adaptive and Kongsberg Norcontrol AP2000 Track Pilot. Theonly difference between the two is the front panel of the control units.

Unless otherwise specified in this manual the term “autopilot” or“autopilot system” is synonymous with both models.

The manual is intended as a reference guide for operating andcorrectly installing the autopilot.

Great care has been paid to simplify operation and set-up. However,an autopilot is a complex electronic system; it is affected by seaconditions, speed of the vessel, hull shape and size.

Please take time to read this manual to get a thorough understanding ofthe operation and system components and their relationship to acomplete autopilot system.

Other documentation materials that are provided with your systeminclude a warranty card. This must be filled in by the authorized dealerthat performed the installation and mailed in to activate the warranty.

Doc. no.: CN-0193-C – 20220554C IV


Document revisions

Documentationdepartment

Hardware/Softwaredesign

Project/ProductManagement

Rev Date Sign Date Sign Date Sign

– 19.02.96 N.G. 19.02.96 G.K. 19.02.96 Th.H.

A 10.06.97 N.G. 10.06.97 G.K. 10.06.97 G.H.R.

B 08.05.98 N.G. 08.05.98 N.M.N. 08.05.98 Th.H.

C 07.06.01

Document history

Rev. – First edition

Rev. A Reorganised section 2 Operation. New dimensional drawing of control unit. Due tomodified PCBs instructions for ferrite core mounting are omitted. New componentlayout and set-up procedure for Dual Analogue Board included. New MainComputer MC100 included.

Rev. B All references are independent of model name/number. Theory of traditionalnavigator control added. Section 2 Operation reorganized according to newsoftware release. Updated list serial input/output channels. Drawing of RF StandardTransmission Link included. Revision on Connection list (3) page 7-7. Includedcircuit diagrams for D9X and MC9/MC100. Previous appendixes C, D and Eremoved. New appendix C: UX Converter Unit included.

Rev. C Manual updated to software version V1R7. Sec. 1.3.1, 2.6.4: Description added foruse of speed log and effect if log is lost in ANTS control mode. Sec. 1.3.2:Description added for effect if main steering compass is lost during turning. Sec.2.3.3, 2.6.5: Description of rudder limit function during turning added. Sec. 2.3.5,2.5.4: Dockside set-up for water and ground log filter added. Sec. 2.5.4: Commentadded for turn radius override in ANTS mode. Added note for cable 17 onConnection list N4-016896C/7)

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Contents1 GENERAL INFORMATION .................................................................................1-1

1.1 Introduction.................................................................................................... 1-1

1.2 System description.......................................................................................... 1-11.2.1 Control Unit ..................................................................................... 1-21.2.2 Main Computer ................................................................................ 1-21.2.3 Heading Sensors .............................................................................. 1-31.2.4 RF14XU Rudder Feedback Unit........................................................ 1-51.2.5 D9X Distribution units....................................................................... 1-51.2.6 Hand controls (optional) .................................................................... 1-51.2.7 Options available with the standard system......................................... 1-61.2.8 Standard System, On-Off Solenoid Valves ......................................... 1-61.2.9 Standard System, Analogue output..................................................... 1-8

1.3 Theory of operation ........................................................................................ 1-91.3.1 Adaptive autopilot............................................................................. 1-91.3.2 Turning procedures......................................................................... 1-101.3.3 ANTS-navigator control.................................................................. 1-111.3.4 Traditional navigator control............................................................ 1-14

2 AUTOPILOT OPERATION ..................................................................................2-12.1 Quick reference ............................................................................................. 2-1

2.1.1 Control Unit layout ........................................................................... 2-12.1.2 Info display and keyboard ................................................................. 2-12.1.3 Course display.................................................................................. 2-22.1.4 External mode selector ..................................................................... 2-22.1.5 Immediate course change ................................................................. 2-22.1.6 Pre-set turn procedure...................................................................... 2-32.1.7 Abort turn........................................................................................ 2-32.1.8 Back to MAIN panel......................................................................... 2-32.1.9 Muting and viewing alarms................................................................ 2-32.1.10 Illumination setting............................................................................ 2-42.1.11 Remote course setting ...................................................................... 2-42.1.12 Entering navigator mode ................................................................... 2-42.1.13 Off-track command.......................................................................... 2-62.1.14 Turn off procedure ........................................................................... 2-6

2.2 Control unit operation...................................................................................... 2-62.2.1 Start up messages ............................................................................ 2-62.2.2 Main panel....................................................................................... 2-72.2.3 Main panel in automatic modes.......................................................... 2-72.2.4 Main panel in manual modes ............................................................. 2-82.2.5 Immediate turn panel........................................................................ 2-8

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2.2.6 Preset panels ................................................................................... 2-92.2.7 Turn preset panel............................................................................. 2-92.2.8 Off track preset panel..................................................................... 2-102.2.9 Info panels ..................................................................................... 2-112.2.10 Info alarm panel .......................................................................... 2-112.2.11 Info select panel .......................................................................... 2-122.2.12 Info adjust panel .......................................................................... 2-122.2.13 Alarm panel .......................................................................... 2-132.2.14 Illumination adjust panel.................................................................. 2-132.2.15 Compass select panel..................................................................... 2-14

2.3 Setting up the Autopilot ................................................................................. 2-152.3.1 Adjustable parameters .................................................................... 2-152.3.2 Accessing and adjusting the parameters........................................... 2-152.3.3 User setup ..................................................................................... 2-162.3.4 Seatrial setup ................................................................................. 2-162.3.5 Dockside setup............................................................................... 2-172.3.6 Master setup/Master reset.............................................................. 2-192.3.7 Service setup ................................................................................. 2-19

2.4 Dockside preparations................................................................................... 2-212.4.1 First startup.................................................................................... 2-212.4.2 Autopilot test setup......................................................................... 2-22

2.5 Sea trial procedure ......................................................................... 2-232.5.1 Automatic steering ......................................................................... 2-232.5.2 Navigator control............................................................................ 2-242.5.3 Save settings .................................................................................. 2-242.5.4 Table of settings ............................................................................. 2-25

2.6 User Troubleshooting.................................................................................... 2-272.6.1 Basic troubleshooting...................................................................... 2-272.6.2 Failure messages and warnings ....................................................... 2-272.6.3 Control unit messages..................................................................... 2-272.6.4 Failure Messages ........................................................................... 2-282.6.5 Warning Messages......................................................................... 2-302.6.6 Control system performance ........................................................... 2-312.6.7 Course keeper................................................................................ 2-312.6.8 Turning performance ...................................................................... 2-322.6.9 Navigator control............................................................................ 2-32

3 TECHNICAL SPECIFICATIONS.........................................................................3-13.1 Control Unit ................................................................................................... 3-1

3.2 AP9MKII Gyro Interface PCB ....................................................................... 3-2

3.3 CD109 Course Detector ................................................................................. 3-3

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3.4 Main Computer .............................................................................................. 3-43.4.1 MC100 Main Computer .................................................................... 3-43.4.2 MC9 Main Computer........................................................................ 3-5

3.5 Distribution Unit ............................................................................................. 3-6

3.6 RF14XU Rudder Feedback Unit ...................................................................... 3-8

3.7 RF Standard Transmission Link....................................................................... 3-9

4 INSTALLATION ....................................................................................................4-14.1 General.......................................................................................................... 4-1

4.1.1 Unpacking and handling .................................................................... 4-1

4.2 Control Unit ................................................................................................... 4-1

4.3 Heading sensors ............................................................................................. 4-44.3.1 General............................................................................................ 4-44.3.2 Gyro Compass ................................................................................. 4-44.3.3 Magnetic compass............................................................................ 4-74.3.4 RGC Signal Interface Unit .............................................................. 4-10

4.4 D90/D91/D92/D93 Distribution Unit .............................................................. 4-11

4.5 RF14XU Rudder Feedback Unit .................................................................... 4-17

4.6 MC100 Main Computer ................................................................................ 4-21

4.7 Mode Selection............................................................................................. 4-254.7.1 Mode selection options.................................................................... 4-25

5 Maintenance ............................................................................................................5-15.1 Upgrading the autopilot software ..................................................................... 5-1

5.1.1 MC100 Main Computer .................................................................... 5-15.1.2 MC9 Main Computer........................................................................ 5-2

5.2 Parameter backup and restore......................................................................... 5-2

5.3 Cleaning......................................................................................................... 5-35.3.1 Control Unit ..................................................................................... 5-35.3.2 MC100 Main Computer .................................................................... 5-3

6 SPARE PARTS........................................................................................................6-16.1 Control Unit ................................................................................................... 6-1

6.2 D9X Distribution unit ...................................................................................... 6-1

6.3 MC100 Main Computer .................................................................................. 6-2

6.4 MC9 Main Computer...................................................................................... 6-2

6.5 CD109 Course Detector ................................................................................. 6-3

6.6 RF14XU Rudder Feedback Unit ...................................................................... 6-4

6.7 RF Standard Transmission link......................................................................... 6-5

7 DRAWINGS ............................................................................................................7-1

APPENDIX A: D93 with four analogue output signals.........................................A-1

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APPENDIX B: Extended use of mode selection..................................................B-1

APPENDIX C: UX Converter Unit.......................................................................C-1

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1 GENERAL INFORMATION

1.1 IntroductionSimrad Robertson AS is a sister company of Kongsberg NorcontrolAS and both companies belong to the Kongsberg Group.

The adaptive autopilot described in this manual is made by SimradRobertson AS and is available in two versions:

AP9 Adaptive Autopilot is the model under Robertson label, whilstAP2000 Track Pilot is the model used by Kongsberg Norcontrol intheir integrated bridge system.

Simrad Robertson AS is located in Egersund on the southwest coast ofNorway. The company's involvement in autopilots started in 1953 withequipment for the North Sea fishing fleet. Since then Robertson hasdeveloped a complete range of autopilots, for all types of vessels, frompleasure boats up to advanced steering systems for merchant marinevessels.

The autopilot described in this document is based on the current AP9MK3 hardware, but incorporates a main computer with sophisticatedsoftware for adaptive automatic steering which significantly enhancesthe performance of the autopilot. The adaptive software is particularlyan advantage when the autopilot becomes an integrated part of anANTS system (Automatic Navigation and Tracking System).

1.2 System descriptionThe standard autopilot system consists of the following units (refer toFig. 1-1):

• Control Unit with accessories

• Main Computer

• Heading sensor(s)

• Rudder Feedback Unit with transmission link

• Distribution Unit

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Fig. 1-1 Basic System

1.2.1 Control UnitAll settings and operation of the autopilot take place on the control unit.In addition to push buttons it has three LCD-displays and a rotarycourse selector knob on the front panel. The control unit is made ofseawater resistant aluminium and has a polyester coating to protect itagainst the environment. Connection to other system components areby high quality connectors to facilitate reliability and easy maintenance.

1.2.2 Main ComputerThe Main Computer will run the steering algorithms and interface tooptional units (remote autopilot station(s), route planning systems,navigators, serial output gyrocompass and speed log.

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1.2.3 Heading SensorsRef. to Fig. 1-2.

The Control Unit is designed to accept several types of headingsensors (compasses). The sensors can be divided in three groups:

• Gyrocompass

• Magnetic Compass (Back-up compass)

• Fluxgate Compass (Optional back-up compass)

The terms main compass and monitor compass are used in thisdocument. The main (steering) compass should be a gyro, whilst themonitor (back-up) compass can be a second gyro, a magnetic compassor a fluxgate compass.

GYRO-COMPASS

RGCINT.FACE

RGC GYROCOMPASS

FLUXGATE COMPASS

J2

SYNCHRO

MAGN.

GYROINTERFACE

BOARD

SYNCHRO1:1

90:1360:1

STEP6 STEP/DEGREE

MAGN.

STEP

J3

J5

CONTROL UNIT

SIN/COS

GYRO-COMPASS

SIN/COS

1:1 400Hz SYNCHRO

MAGNETIC COMPASS

CD109

MAGNETIC COMPASS

CD109

SYNCHRO

STEP

STEP

RobertsonRGC50RGC10RGC11

SIN/COSRGC50/10

SERIAL RS422

RGC11 SERIAL

MAIN COMPUTER

NMEA

NOTE: THE GYRO MODULE CAN NOT ACCEPTTWO SYNCHRO OR TWO STEP SIGNAL INPUTSSIMULTANEOUSLY, ONLY ONE OF EACH.

Ch7

Fig. 1-2 Heading Sensors

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GYRO COMPASS:

Gyrocompass with serial output is connected to the Main Computer.Gyrocompass with SYNCHRO (internal or external excitation) orSTEP signal is connected to the Control Unit that must be equippedwith the Gyro Interface Board. See table below. For furtherinformation, see technical specifications, section 3.

Signal type Optional hardware Connection

Synchro 11,8V l/l400Hz

Gyro Interface PCB Control Unit

Synchro 50/115 l/l50-60Hz

Gyro Interface PCB Control Unit

Step 6 step/degree Gyro Interface PCB Control Unit

Sin/cos 2,5V±2VDC Not required Control Unit

NMEA 0183 HDT(Min. 3x/sec)

Not required Main Computer

Serial proprietary(RGC11 format)

Not required Main Computer

Caution ! Two SYNCHRO, STEP or SERIAL signals can not be connectedat the same time.

The Robertson RGC gyros can be connected according to thefollowing table:

Direct connection RGC Interface connection

RGC10 Synchro 1:1 100V sin/cos or 6 step/degree

RGC11 Serial proprietary sin/cos or 6 step/degree

RGC50 Synchro 1:1 100V sin/cos or 6 step/degree

FLUXGATE COMPASS

The autopilot is designed to accept fluxgate compass sin/cos signals,using 2.5V DC as reference.

The Robertson fluxgate compasses will interface directly to theautopilot control unit.

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MAGNETIC COMPASS

For the autopilot to read the vessel's magnetic compass a CD109Course Detector must be mounted on the compass. The signal fromthe Course Detector is connected to the Control Unit.

1.2.4 RF14XU Rudder Feedback UnitThis unit transmits two electrical signals proportional to the rudderangle. One signal operates as a feedback for the autopilot, the other asdrive signal for rudder angle indicators. It is provided with 2 sets oflimit switches. The unit is mounted close to the rudder stock and ismechanically connected to the rudder by the transmission link.

1.2.5 D9X Distribution unitsD9X is the main interconnection unit. Mains power, alarm power,steering gear interface, rudder feedback and external alarms areconnected to this unit. Different models are available, dependent ontype of steering gear to be interfaced.

D90: Provides solid state switching of one directional valve solenoids,19-40V DC 3A

D91: Provides solid state switching of one directional valve solenoids,110V DC 1A

D92: Provides solid state switching of one directional valve solenoids,110/220V AC 1A

D93: Provides two galvanic isolated ±10V or 4-20 mA signal outputs.The voltage output is adjustable.

For double set of directional valves, one extra Solid State Board mustbe added.

1.2.6 Hand controls (optional)

S9 Non-follow-up (NFU) steering leverS9 is a splash proof steering lever for bulkhead or console mounting.The unit is constructed of machined aluminium. The internalmechanism of the S9 permits locking of the lever in the mid-position toavoid inadvertent operation.

FU91 Follow-Up (FU) steering leverFU91 is a splash proof steering lever for bulkhead or consolemounting. The unit has a 45-0-45 degrees dial and a push to takecommand button. By positioning the lever, a commanded rudder anglecan be set without using a rudder angle indicator. Dimensions anddesign are the same as the S9, and it has a mid-position detent.

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1.2.7 Options available with thestandard systemThe autopilot system has several options allowing the system to beconfigured for various type of vessels. Some of the options are nottype approved. Consult factory for information.

Optional equipment:

• Non follow up (NFU) steering lever with mode selector and lockmechanism.

• Follow up (FU) steering lever with mode selector.

• D9X/S Relay Assy. Contains 2 pairs of galvanic isolated relaycontacts operated at “Equipment On” and “Auto/Nav On”respectively.

• Rudder angle indicators

• Mode selector

• D93 Distribution Unit with four analogue outputs (Appendix A).

1.2.8 Standard System, On-OffSolenoid ValvesApart from the heading sensors, the system consists of the followingunits:

• AP9 Adaptive Control Unit..........................Art.no. 20168837or AP2000 Track Pilot Control Unit .............Art.no. 20168860

• MC100 Main Computer ..............................Art.no. 20169421

• RF14XU Rudder Feedback Unit(with transmission link) ...............................Art.no. 22501647

• D9X Distribution Unit:Version D90 (19-40V DC, 3A) ..........................Art.no. 20125001(Extra S.S.B. Art.no. 20125175)

Version D91 (110V DC, 1A) .........Art.no. 20125407(Extra S.S.B. Art.no. 20125423)

Version D92 (110/220V AC, 1A) .....................Art.no. 20125704(Extra S.S.B. Art.no. 20125720)

Note that the standard mains supply is 24V DC. If AC supply is used,the system must include an AC Power Adapter (Not supplied by themanufacturer).

Where the system is to operate two sets of solenoid valves, one extrasolid state PCB (S.S.B.) must be mounted in the D9X distribution Unit.

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Note ! Mode selector and speed input are mandatory for allinstallations. The mode selector is normally provided with thesteering control system.

CONTROL UNIT

D9XDISTRIBUTION UNIT

(D90/91/92)

"ON-OFF""ON-OFF"

TOINDICATORS

RF14XU

RUDDERTRANSMISSION LINK

SOL.VALVE

SOL.VALVE

FEEDBACK

MODE

SSB SSB

1 2

MANUALSTEERING LEVER

MAINCOMPUTERMANUAL AUTO

SPEED

Fig. 1-3 Standard system with ON-OFF solenoid valves

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1.2.9 Standard System, AnalogueoutputExcept for the type of distribution unit the system is the same as theabove. Analogue output is used when there is an existing steeringcontrol system on the vessel that will accept an analogue control signalfrom the autopilot.

D93 Distribution Unit .......................................Art. no. 20126009

CONTROL UNIT

D93DISTRIBUTION UNIT

TOINDICATORS

RF14XURUDDER

TRANSMISSION LINK

FEEDBACK

MODEMAIN

COMPUTERMANUAL AUTO

SPEED

STEERING CONTROL SYSTEM

ANALOGUEANALOGUE

Fig. 1-4 Standard system with analogue output

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1.3 Theory of operation

1.3.1 Adaptive autopilotThe adaptive autopilot is, within limits, able to identify the steeringcharacteristics of a ship. This is done by comparing the output from amathematical model and the vessel itself. The parameters calculatedfrom this comparison are used to obtain optimal rudder commands inorder to keep the vessel on a pre-set course.

Due to a simplified model of the vessel, parameter estimation is onlyperformed within a limited speed range. This range is set to Servicespeed1 ±30%. Speed outside this range locks the estimation, whichmeans that the autopilot is using the last known ship parameters.Parameter estimation is performed during turns only.

Variation in steering characteristics due to speed changes is handledby a speed gain scheduler. As a result the autopilot will apply morerudder at 10 knots than at 20 knots for the same performance.

The adaptive autopilot also estimates the influence of waves on thevessel. This information is used to reduce rudder activity in badweather.

Water log and Ground log

Speed input is very important to the autopilot. The two terms Waterlog and Ground log are used to differentiate between speed throughwater and speed over ground respectively. Speed through water isused to calculate correct rudder commands. Speed over ground is usedto plan course changes as geometrical turns.

During ANTS-navigator control (ref paragraph 1.3.3) speed from theANTS navigator is used.

If speed over ground is not available, speed through water may be setas source for Ground log and vice versa. However, steeringperformance might be reduced in waters with strong currents.

Should set speed source fail, an alarm will be given and alternativespeed source will automatically be used. Should all speed sources fail,service speed will be used as speed estimate. If happening in ANTScontrol mode, the autopilot will also abort to normal automatic steering.

1 Service Speed is a setable constant on the autopilot (ref paragraph 2.3.6

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1.3.2 Turning proceduresThe automatic steering is oriented towards turn geometry, which isseen as a necessity within a modern ANTS (Automatic Navigation andTracking System), where routes are planned on, and commanded byan ECDIS (Electronic Chart Display Information System). In thesesystems routes and turning arcs are plotted in the chart system and areexpected to be followed. This approach has advantages also when theautopilot operates in its automatic steering mode. As a result of thisfocus on geometry, all turns have well-marked wheel-over andcounter-rudder phases linking straight lines with arcs.

Safety parameters

Traditionally the task of an autopilot is to maintain a pre-set course. Itcomplies to command changes under restrictions such as rudder limitand maximum turn rate. When the task of the autopilot is extended toinclude that of following a pre-planned turn arc, the above restrictionsmight create a conflict.

In essence, the approach to avoid this problem is to automaticallyadjust the maximum rudder of each turn to make it match the wantedcourse change and turn radius. Through the parameter settings, theoperator will wield sufficient control over the correspondence betweenthese quantities. Additionally, as a precaution against unexpectedmanoeuvres, it is possible to pre-set fixed warnings for sharp turns andrudder limit.

Note ! If the Main Steering Compass is lost when turning underautomatic control, an alarm is given and the actual rudder anglewill be maintained, causing the vessel to continue in a circle(applies for software release V1R6 and onwards, for oldersoftware releases, the rudder was set to midship position).

Fig. 1-5 Radius turn

Turning performance becomes poor if the rudder limit is reached.Hence the rudder limit must be set to allow normal rudder angles. The

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autopilot will exceed the sharp turn limit however, if needed to followthe pre-planned turn arc.

Turning

The operator should think in terms of straight lines and circular arcs. Aturn is specified by a course change (limited to 360º in each direction)and a turn radius. Optionally a rate of turn can replace the radius. Theautopilot will automatically insert distinct wheel-over and counter-rudder phases as shown in Fig. 1-5. The acceleration length , L, ofthese phases is a sea-trial parameter set to ensure reasonable rudderactivity.

The smallest turn arc possible is that of length L. In cases where thelength of the prescribed turn arc is less than L, a short turn is made,where the wanted radius or rate is modified. This ensures a reasonablerudder activity for small course changes. A short turn is shown in Fig.1-6. In total, depending on the turn type, the applied rudder is setaccording to one of the following three formulas...

• Radius turn: δ = C RL

• Rate turn: δ = Cr L v

• Short turn: δ = C L∆ 2

Where...

δ : Computed rudder

C : Ship-dependant constant,estimated by theadaption module.

R : Desired turn radiusL : Acceleration lengthr : Desired turn ratev : Ship speed∆ : Desired course change

Factor C is established after ashort adaption period.

1.3.3 ANTS-navigator controlANTS navigators are interfaced using the TNT protocol, which is agroup of proprietary sentences complying to the NMEA 0183standard.

Fig. 1-6. Short turn

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Cross-track control

Under navigator control, the autopilot’s cross-track controller isenabled, which will make the ship stay on the prescribed line betweenway-points (or turns). More precisely; the cross-track controller aimsat positioning the pivot point of the ship, which is the point that the shiprotates about during normal manoeuvring, on the line.

Due to the varying quality of different position fixing systems,parameter TRACK RSP has been supplied, which balances thetracking precision and the rudder commands.

Entering a track

When entering the cross-track mode the autopilot handles initial cross-track and course deviations. As shown in Fig. 1-7, a manoeuvre isscheduled to bring the vessel to the track. The manoeuvre is based onthe initial angle α and the radius R, both of which are adjustable.

Turning

The TNT protocol conveys the track bearing and the distance to theforthcoming turn, along with the cross-track error relating to the trackbeing followed. Due to this, turns can be planned well ahead. Newcourses and turn radii are sent from the navigator on a turn-by-turnbasis. The turn data cannot be altered from the autopilot.

It is possible to have the autopilot give a warning 30 seconds beforethe turn starts.

Note ! During ANTS turns the autopilot will exceed the rudder limit ifneeded to follow the pre-planned turn.

Off-track command

It is possible to make the vessel keep a defined transversal offset fromthe prescribed track. The transition manoeuvre scheduled to reach thespecified offset is similar to that shown in Fig. 1-7. Initial angle α canbe adjusted to cover well-marked yielding, as well as slow manoeuvreswhere economy counts more than precision.

The off-track setpoint will be maintained during the turn. The turnradius originally set will be modified to make this possible. If the

α

R

Fig. 1-7.

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resulting radius reaches a set-able minimum, the off-track valueexperienced during the turn may vary somewhat from the setpoint.

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1.3.4 Traditional navigator controlA traditional navigator (Loran C, GPS) can be interfaced using theAPB protocol, which is an approved sentence of the NMEA 0183standard.

Cross-track control

Under navigator control, the autopilot’s cross-track controller isenabled, which will make the ship stay on the prescribed line betweenway-points. More precisely; the cross-track controller aims atpositioning the pivot point of the ship, which is the point that the shiprotates about during normal manoeuvring, on the line.

Due to the varying quality of different position fixing systems,parameter TRACK RSP has been supplied, which balances thetracking precision and the rudder commands.

The INIT ANGLE parameter will be the max angle towards the track(Ref. Fig. 1-7).

Entering a track

When entering the cross-track mode the autopilot makes a turn to thenew bearing set by the navigator. The default radius set on theautopilot is used as turn radius. After the turn is finished the cross-track controller will seek to minimize the distance between the vesseland the track.

Turning

The autopilot handles a turn in the same way as when entering a track.It turns to the new bearing using default radius and uses the cross-track controller to get on track.

It is possible to have the autopilot give a warning 30 seconds beforethe turn starts.

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2 AUTOPILOT OPERATION

2.1 Quick referenceThis section is made as a quick reference to the most basic operations.These are all that are needed to use the autopilot as a standard coursecontroller. Make sure however, that the autopilot has been properlyinstalled prior to using the procedures.

2.1.1 Control Unit layout

Fig. 2-1 Control Unit layout

The control unit has 14 buttons (keypads), a rotary knob and threeilluminated liquid crystal displays as shown in Fig. 2-1. For a fulldescription of use, refer to the Control unit operation, section 2.2.

2.1.2 Info display and keyboardThe info display and keyboard will be in one of several different states.Each state will from here on be called a panel. Each panel is used fora specific purpose, and enables specific keyboard operations.

To get going

To power up the autopilot, press AUTO ON and wait for the lowerline of the info display to show “.... AUTOPILOT”. WheneverAUTO ON is pressed the autopilot will be brought back to this startingpoint.

Note ! If the gyrocompass interface is not on a 1:1 ratio (step-signal,90:1 or 360:1 synchro signal), the display will prompt you to

2-line info displayCourse deviation bargraph

Course display

Rotary knob

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adjust the compass reading before the main panel is shown. SeeStart up messages in section 2.2.1 for details

The upper line of the info display will now indicate the control modeset by the mode selector. Whenever in standby or under manualcontrol, the text “STANDBY” or “MANUAL ...” respectively isshown. Otherwise the autopilot is in automatic steering mode.

2.1.3 Course displayThe course display contents will, depend on the control mode, show:

1. In standby and manual modes; the main compass reading.

2. Under both local and remote (ANTS) automatic modes; theheading command (set course).

3. Under ANTS track modes; the current track bearing. Duringturns, the next track bearing is shown.

The course deviation bargraph always shows the differencebetween the main compass and the contents of the course display. Itwill extend to the right by one step per degree of starboard deviation,and vice versa.

2.1.4 External mode selectorThe automatic steering is enabled by selecting “autopilot” on the modeselector.

2.1.5 Immediate course changeChange the set course by pressing the rotary knob once and thenturning it, or by operating the PORT and STBD buttons, until thedesired course appears in the course display. The turn will be executedimmediately.

The turn radius or rate is determined by default settings. It is howeverpossible to change the properties of the current turn once started.

Immediate turn properties is changed in the IMMEDIATE TURNpanel, which is invoked by the turn start.

Toggle between rate and radius submodes by pressing ROT/RAD .The current choice is shown on the lower line in the info display. Nowset the rate or radius by operating the INCREASE and DECREASEbuttons.

Both the desired course and the rate or radius can be adjusted duringthe turn. Remember to depress the rotary knob once before using it.The change will take effect immediately.

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EXEC will flash until the turn has finished. At that point theIMMEDIATE TURN panel automatically closes.

2.1.6 Pre-set turn procedureThe second approach to turning allows for the setting of turn radius orrate before the turn starts, and results in a more precise starting pointfor the turn.

Pre-set turns are programmed in the TURN PRESET panel, which isinvoked by pressing TURN PRESET when not in a turn. Now presetthe course by turning the rotary knob or operating the PORT andSTBD buttons until the wanted course and turn direction appears onthe top line of the text display.

Toggle between rate and radius submodes by pressing ROT/RAD .The current choice is shown on the lower line in the info display. Nowpre-set the rate or radius by pressing the INCREASE orDECREASE button.

Activate the turn by pressing ACTIVATE PRESET while still in theTURN PRESET panel. EXEC will now flash in the lower line in thetext display, and the pre-set course will be shown in the large coursedisplay.

Both the desired course and the rate or radius can be readjusted duringthe turn. Remember to depress the rotary knob once before using it.The desired change will take effect immediately.

EXEC will flash until the turn has finished. At that point the TURNPRESET panel automatically closes.

At any time, and without disturbing the pre-setting or execution of aturn it is possible to leave the TURN PRESET panel by pressingCLEAR , and return to it later.

2.1.7 Abort turnIt is possible to stop an immediate- or pre-set turn by pressing AUTOON. Current heading will then be the set course.

2.1.8 Back to MAIN panelTo leave sub menus without causing any side effects, press CLEAR .This always brings you back to the top level, called the MAIN panel.

2.1.9 Muting and viewing alarmsAlarms are muted and acknowledged by pressing CLEAR . As areminder, the upper line of the text display will flash FAILURE orWARNING for as long as the failure exists.

IMMEDIATE TURNEXEC RAD 0.8nm

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Press INFO to recall the alarm text. If more than one failure is presentit can be necessary to press INFO more than once.

The alarm situation is remembered by the autopilot for 30 secondsafter the error condition has disappeared or the alarm is viewed.

2.1.10 Illumination settingThe ILLUM button is used to adjust the illumination of buttons anddisplays. To adjust the illumination, the ILLUM is pressed first,followed by the INCREASE or DECREASE. The brightness level isrepresented in the information display as DAY, DUSK1, DUSK2and NIGHT.

2.1.11 Remote course settingRemote set course is accepted from ANTS navigators. The autopilotaccepts remote set course when in ANTS COURSE mode. Check theANTS navigator manual for details.

2.1.12 Entering navigator modeBefore engaging the navigator, make sure that it is properly initiated,and that a route or waypoint list has been loaded. The properprocedures are found in the manuals for the navigator. Beforeproceeding, the autopilot must be in auto steering mode.

Press NAV from the MAIN panel. One of the following messages willbe shown on the info display:

The autopilot is connected to a traditional navigator and will change toNAV mode. How the autopilot enter a track is described in section1.3.4.

The course display will show the bearing of the current leg.

The autopilot is connected to a traditional navigator. NAV mode will notbe engaged because of locking conditions or insufficient navigatordata.

The autopilot is connected to an ANTS-navigator. ANTS TRACKmode will not be engaged because of locking conditions or insufficientnavigator data.

The autopilot is connected to a ANTS-navigator. A request to engageANTS TRACK mode is sent to the navigator. The navigator decideswhether to accept the request or not. How the autopilot enter a trackis described in paragraph 1.3.3

The course display will show the bearing of the current leg.

NAVIGATOR MODEACCEPTED

NAVIGATOR MODENOT ACCEPTED

ANTS TRACK MODENOT ACCEPTED

ANTS TRACK MODEREQUEST SENT

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Note ! ANTS navigators usually allow for remote enabling of thenavigator mode. Check the appropriate manual(s) forverification. In that case the NAV button shall not be used.

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2.1.13 Off-track commandThis procedure applies once the Entering a track manoeuvre isfinished.

The OFFTRACK PRESET panel is enabled by pressing OFFTRACKPRESET. The desired offset is entered by operating the Rotary knob(10 m step), or the PORT and STBD buttons (1 m step) until thecorrect value appears (parenthesized) in the upper info display. The(transition) ANGLE, is adjusted using the INCREASE andDECREASE buttons. Activate the off-track manoeuvre by pressingACTIVATE PRESET while still in the OFFTRACK PRESET panel.EXEC will now flash in the lower info display.

Both the offset command and the transition angle can be readjustedduring the manoeuvre. Remember to depress the Rotary knob oncebefore using it. Readjustments take effect immediately, so ACTIVATEPRESET needs not be used.

2.1.14 Turn off procedureThe autopilot is turned off by pressing and holding OFF until alldisplays are blanked.

2.2 Control unit operationThe control unit of the autopilot has 14 buttons (keypads), a rotaryknob and three illuminated liquid crystal displays as shown in Fig. 2-1.A structured description of use is given below.

2.2.1 Start up messagesWhen the autopilot is turned on, the display will show the followingsequence of information before reaching the main panel (which isdescribed below).

ccccccc Version identifier of control unit software.

At this point you have to wait for approx. 1 minute.

mmmmmmm Version identifier of main computer software.

This message will appear when the autopilot has tobe aligned to the gyro compass reading (step-signal,90:1 or 360:1 synchro interface). UseINCREASE or DECREASE to adjust the

CU9 SW: cccccccINITIATING!

PRESET HEADINGPRESS INC/DEC

CPU INITIATINGPLEASE WAIT!

MC9 SW: mmmmmmmPLEASE WAIT!

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compass reading shown in the large course display.Press CLEAR to continue.

Note ! To adjust 0.1 degree increments press INFO while usingINCREASE and DECREASE.

2.2.2 Main panelThe main panel is the top-level display state of the control unit. To getto the main panel without any side effects, press the CLEAR button.

2.2.3 Main panel in automatic modesThis is the main panel info display structure in all automatic modes.Explanation of text and symbols are as follows:

mmmmmmmmmmm Current control mode.

Text - AUTOPILOT Automatic steering mode.Text - ANTS COURSE Remote (ANTS) course control mode.Text - ANTS TRACK ANTS navigator control mode.Text - NAVIGATOR Traditional navigation.

eeee Selected controller characteristics.

Text - PREC Precision control enabled.Text - ECON Economy control enabled.

Course change command

The set course can only be changed when in automatic steeringmode. An immediate turn is carried out either by depressing the rotaryknob and then turning it, or by using buttons PORT and STBD, untilthe desired course appears in the course display. The turn will startimmediately. The turn radius or rate is determined by default settings.It is however possible to change the properties of the current turn onceit has started.

Active keysPREC/ECON Toggles between precision and economy controllers.

OFFTRACK PRESET Enables the OFFTRACK PRESET panel.TURN PRESET Enables the TURN PRESET panel.

AUTO ON Re-enters the automatic steering mode.NAV Navigator control mode selected or not accepted.

ILLUM Enables ILLUMINATION ADJUST panel.INFO Enables the INFO SELECT or INFO ALARM panel.OFF When depressed for 2-3 seconds, the autopilot will be turned off.

--------------eeee mmmmmmmmm

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Note ! • With an ANTS navigator the normal procedure is to enable the

mode remotely from the ECDIS.• The top line in the text display may sometimes flash a warning

message. To find its cause; press INFO and view the ALARMINFO panel.

• OFFTRACK PRESET is only active in ANTS navigatorcontrol mode.

2.2.4 Main panel in manual modesThis is the main panel info display structure in all manual modes.Explanation of text and symbols are as follows:

pppppppppppppppp Current mode

Text - STANDBY External override.Text - MANUAL NFU Manual, non- follow-up tiller.Text - MANUAL FU Manual, local follow-up tiller.

eeee Pending controller characteristics.Text - PREC Precision control pending.Text - ECON Economy control pending.

AUTOPILOT Indicates that the automatic steering mode is pending.


Disabled in all manual modes. The course display shows the reading ofthe main compass.

Active keysPREC ECON Toggles between a pending precision and economy controller.

COMPASS SELECT Enables COMPASS SELECT panel.ILLUM Enables ILLUMINATION ADJUST panel.

INFO Enables the INFO SELECT or INFO ALARM panel.OFF When depressed for a while, the autopilot will be turned off.

Note ! The main panel in MANUAL mode is entered and left by meansof an external selector.

2.2.5 Immediate turn panelThis is the IMMEDIATE turn panel info display structure. Explanationof text and symbols are as follows:

rrr Turning mode.

Text - ROT Rate-of-turn control.Text - RAD Radius turn control.

vvvvvv Shows radius or rate to be used during the turn.

ppppppppppppppppeeee AUTOPILOT

IMMEDIATE TURNEXEC rrr vvvvvv

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The set course is altered either by pressing the rotary knob once andthen turning it, or by using buttons PORT and STBD. Coursechanges can only be made while in the automatic steering mode.

Active keysINCREASE Increases value in vvvvvv display.

DECREASE Decreases value in vvvvvv display.ROT/RADIUS Toggles between rate-of-turn and radius turn control.

INFO Enables the INFO SELECT or INFO ALARM panel.ILLUM Enables ILLUMINATION ADJUST panel.

AUTO ON Reenters the automatic steering mode.CLEAR Close the panel.

OFF When depressed in 2-3 seconds, the autopilot will be turned off.

2.2.6 Preset panelsThe preset panels are used to pre-program manoeuvres. Themanoeuvres are started by pressing the ACTIVATE PRESET buttonwhile the corresponding panel is open.

2.2.7 Turn preset panelThis is the TURN PRESET panel info display structure. Explanation oftext and symbols are as follows:

dddd Turn direction.Text - PORT Vessel turns or will turn port.Text - STBD Vessel turns or will turn starboard.

xxx Final course, degrees.aaaa State of turn preset handler.

Text - PROG A turn manoeuvre can be programmed.Text - EXEC The manoeuvre is being executed.

rrr Turning mode.Text - ROT Rate-of-turn control.Text - RAD Radius turn control.

vvvvvv Shows radius or rate to be used during the turn.


The set course is changed either by turning the rotary knob, or by usingbuttons PORT and STBD. The procedure is carried out until therequired course appears in the display. Course changes can only bemade while in the automatic steering mode.

dddd TURN TO xxxaaaa rrr vvvvvv

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Active keysACTIVATE PRESET Executes the preset manoeuvre.

INCREASE Increases value in vvvvvv display.DECREASE Decreases value in vvvvvv display.

ROT/RADIUS Toggles between rate-of-turn and radius turn control.INFO Enables the INFO SELECT or INFO ALARM panel.

ILLUM Enables ILLUMINATION ADJUST panel.AUTO ON Reenters the automatic steering mode.

CLEAR Close the panel.OFF When depressed in 2-3 seconds, the autopilot will be turned off.

Note ! This panel is enabled either by pressing TURN PRESET, orautomatically when a turn is due at the navigator. It is possibleto leave the panel temporarily by pressing CLEAR. The setvalues can not be changed when the panel is activated by anANTS navigator.

2.2.8 Off track preset panelThis is the OFFTRACK PRESET panel info display structure.Explanation of text and symbols are as follows:

a-xxxx Setpoint for off-track command. E.g. P-0150 means 150 meter toport.

b-yyyy Actual off-track value.aaaa State of off-track function.

Text - PROG An off-track manoeuvre can be programmed.Text - EXEC The manoeuvre is being executed.

zz Transition angle; allowed course deviation during manoeuvre indegrees.

Off-track command

The offset is changed either by turning the rotary knob (10 m step), orby using buttons PORT and STBD (1 m step). The procedure iscarried out until the wanted position shift appears in the a xxxxdisplay.

b-yyyym (a-xxxx)aaaa ANGLE zzº

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Active keysACTIVATE PRESET Executes the preset manoeuvre.

INCREASE Increases value in zz display.DECREASE Decreases value in zz display.

INFO Enables the INFO SELECT or INFO ALARM panel.ILLUM Enables ILLUMINATION ADJUST panel.

AUTO ON Reenters the automatic steering mode.CLEAR Closes the panel.


Note ! • It is possible to program a manoeuvre, and save it till later by

subsequently pressing CLEAR.• After a manoeuvre has been started it is still possible to modify

its parameters. It might be necessary to activate (depress) therotary knob before using it.

• The turn rate or radius used for the manoeuvre corresponds touser parameters TURN MODE and TURN aaa.

• To stop a manoeuvre set off-track command to zero or restartANTS.

2.2.9 Info panelsPressing INFO from the MAIN panel when an active alarm orwarning is displayed, will open the INFO ALARM panel. If there is noalarm, the INFO SELECT panel will open.

2.2.10 Info alarm panelThe alarm text viewer is invoked by pressing INFO.

Active keysINFO Goes to next message, if any.

AUTO ON Reenters the automatic steering mode.ILLUM Enables ILLUMINATION ADJUST panel.CLEAR Closes the INFO panels.


Note !

• Alarm messages are listed in a separate section.

• Whenever a failure exists, this panel precedes the INFOSELECT panel. To reach INFO SELECT press INFO until allalarm texts have been viewed.

aaaaaaaaaaaaaaaaaaaaaaaaaaaaaaa

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2.2.11 Info select panelThis is the INFO SELECT panel info display structure. Explanation oftext and symbols are as follows:

mmmmmmm Selectable parameter group.Text USER User setup can be selected.Text SEATRIAL Seatrial setup can be selected.Text DOCKSIDE Dockside setup can be selected.Text MASTER Master setup can be selected.

nnnnnnnnnnn SpecifierText INCREASE INCREASE will enable setup.Text PASSWORD This will appear for DOCKSIDE. Parametersare enabled by pressing DECREASE while also pressingINCREASE.

Active keysINFO Goes through submenu headers.

INCREASE Selects the indicated parameter submenu.AUTO ON Reenters the automatic steering mode.

ILLUM Enables ILLUMINATION ADJUST panel.CLEAR Exits INFO SELECT panel.


2.2.12 Info adjust panelThis is the INFO ADJUST panel info display structure. Explanation oftext and symbols are as follows:

mmmmmmm Selected parameter group.Text USER User setup can be altered.Text SEATRIAL Seatrial setup can be altered.Text DOCKSIDE Dockside setup can be altered.Text MASTER Master setup is being viewed.

nnnnnnnnn Shows the name of the parameter currently selected.oooooo Shows the value of the parameter currently selected.

Active keysINFO Goes through parameters in the selected sub menu.

INCREASE Increases the value of the currently selected parameter.DECREASE Decreases the value of the currently selected parameter.

AUTO ON Reenters the automatic steering mode.ILLUM Enables ILLUMINATION ADJUST panel.CLEAR Closes the INFO panels.


mmmmmmmm SETUP ?PRESS nnnnnnnnnn

mmmmmmmm PARAM:nnnnnnnnn oooooo

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Note ! • Available parameters are listed in a separate section.• Master setup can only be altered during installation, or after a

master reset.

2.2.13 Alarm panelThe alarm panel is invoked automatically upon failure and warningconditions.

Active keysCLEAR Acknowledge alarm and return to MAIN panel.

OFF When depressed for a while, the autopilot will be turned off.

• Alarm messages are listed in a separate section.• Usually the alarm sounder is turned on when the ALARM panel

is activated.• CLEAR mutes the sounder and makes the alarm text

disappear. However, as long as the failure exists, a warningmessage is flashed in the MAIN panel. Alarm texts can then bereviewed by pressing INFO.

2.2.14 Illumination adjust panelThis is the ILLUMINATION ADJUST panel info display structure.

vvvvv Illumination setting.Text DAY Day levelText DUSK1Text DUSK2Text NIGHT Night level

Active keysINCREASE Increases illumination.

DECREASE Decreases illumination.AUTO ON Reenters the automatic steering mode.

ILLUM Enables ILLUMINATION ADJUST panel.INFO Enables the INFO SELECT or INFO ALARM panel.

TURN PRESET Enables the TURN PRESET panel.OFFTRACK PRESET Enables the OFFTRACK PRESET panel.

CLEAR Closes ILLUMINATION ADJUST panel.OFF When depressed in 2-3 seconds, the autopilot will be turned off.

aaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaa

ILLUM v

Notes

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2.2.15 Compass select panelThis is the COMPASS SELECT panel info display structure.Explanation of text and symbols are as follows:

mmmmmmmmmmmmmmmm Compass usageText MAIN COMPASS Main compass can be selected.Text MONITOR COMPASS Monitor compass can be selected.

cccccccccccccccc Shows the compass currently selected.Text SYNCHRO 1:1 Gyrocompass 1:1 synchro inputText SYNCHRO 90:1 Gyrocompass 90:1 synchro inputText SYNCHRO 360:1 Gyrocompass 360:1 synchro inputText STEP Gyrocompass Step signal inputText MAGN COMP 1 First magnetic compassText MAGN COMP 2 Second magnetic compassText FLUXG COMP Fluxgate compassText DIGIT Gyrocompass serial formatText DIGTMC Magnetic compass serial format

Active keysCOMPASS SELECT Toggles between selection of main and monitor compasses.

INCREASE Selects new compass.DECREASE Selects new compass.

ILLUM Enables ILLUMINATION ADJUST panel.INFO Enables the INFO SELECT or INFO ALARM panel.

CLEAR Closes COMPASS SELECT panel.OFF When depressed in 2-3 seconds, the autopilot will be turned off.

Note ! • This panel can only be entered when in manual mode.• Only the installed compasses will be displayed from the list of

compass options.

mmmmmmmmmmmmmmmmcccccccccccccccc

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2.3 Setting up the AutopilotThis section contains an overview off all adjustable parameters of theAutopilot, and procedural descriptions of how to access and adjust theparameters.

The parameters are divided in five different groups with differentlevels of access, depending of need for use. The groups are as follows:

1. “User setup. This group contains parameters that may needadjustment during voyage.

2. “Seatrial setup”. This group contains parameters that areset/adjusted during seatrial.

3. “Dockside setup” contains parameters that are permanently set.

4. “Master setup”. This menu contains the prime parameters for thevessel and must be entered with the required settings prior to anysetting of other parameters. Ref. to paragraph 2.4.1. First startup.

5. “Service setup”. Note that this menu is for use by authorizedpersonnel only and is therefore not accessible without a specialpassword. The parameters in this group are vital for the steeringperformance of the vessel and must not be altered.

Note ! The complete autopilot set up procedure starts with “Docksidepreparation”, section 2.4, prior to setting up the differentparameters as described in sections 2.3 and 2.4.

2.3.1 Adjustable parametersBelow, all available setup parameters are presented together with ashort description. Please note that only a few of the parameters needdaily changes.

2.3.2 Accessing and adjusting theparametersTo access a specific parameter; press INFO, until the INFO SELECTpanel appears with the correct parameter group name. If a user setupparameter is to be accessed, the display will show “USER SETUPPRESS INCREASE”. At this point, press INCREASE once to openthe INFO ADJUST panel, and continue by pressing INFO until thedesired parameter display appears.

To adjust a parameter; make sure the correct parameter has beenaccessed, and then change it by means of the INCREASE orDECREASE button.

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Note !

• When accessing the dockside parameters you will be asked topresent a password; press INCREASE and DECREASEsimultaneously

• The proper procedure for adjusting the master setupparameters are slightly different from the above. Thedescription is found in Dockside preparations, section 2.4.

2.3.3 User setupThese parameters are to be tuned during sea trials, but may bereadjusted whenever needed.

Rudder limit, degrees. Should be set wide enough to allow all accept-able manoeuvres. The set limit will apply for a window around therudder angle, calculated to obtain set turning radius or rate of turn.That angle is zero during course keeping.

This reading is added to the monitor compass reading beforecomparing it with the main compass. Press INCREASE toacknowledge the displayed difference between the main and monitorcompasses.

Wave filter ON or OFF. The wave filter will in many cases reduce therudder activity without significantly increasing the course deviation.

Off-course warning limit, degrees. Should be set wide enough to allowcourse deviations acceptable in the current waters.

Compass difference warning limit, degrees. The setting should allowfor expected transient differences between the main and monitor com-passes.

2.3.4 Seatrial setupThese parameters are to be tuned during sea trials. They may bereadjusted after gaining experience with the installation, but dailymodifications are not recommend.

Sea trial quality indicator; is to decrease from 9999 to 0000 duringsea trials (Ref. section 2.5.1).

Acceleration length, meter. As described in Turning procedures, thisparameter determines the rudder usage during turns.

Turn mode to use for immediate turns; ROT for rate turns or RAD forradius turns.

Turn rate or radius to use for immediate turns, deg/min or nauticalmiles.

USER SETUP:RUDD LIMIT xx°

SEATRIAL SETUP:SEA TRIAL aaaa

SEATRIAL SETUP:ACC LENGTH xxxm

SEATRIAL SETUP:TURN MODE aaa

SEATRIAL SETUP:TURN aaa vvvvvv

USER SETUP:WAVE FILT aaa

USER SETUP:COMP DIFF xx° ?

USER SETUP:OFF-CRS L xx°

USER SETUP:COMPDIFF L xxº

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Precision Rudder activity factor. This parameter tells the autopilot howmuch rudder it should use to stay on course. RUDD GAIN is initiallyset according to the rudder efficiency but can be adjusted later toachieve optimal performance. Reducing RUDD GAIN causes reducedrudder activity and thereby possible bigger deviations from set course.A value which is too high will give quick and increasing oscillations (s-ing) around set course.

Economy rudder activity, percentage of precision rudder factor.

Track response filter factor. Higher factor gives slower cross trackcontroller.

Warning limit for sharp turn; turn rate allowed at service speed. Thewarning sounds when turn rate × speed is about to exceedTURN WARN × SRV SPEED.

Determines the minimum rudder angle command, degrees. The pa-rameter is used on vessels with poor rudder efficiency around zerorudder angle.

Minimum difference between rudder angle commands, degrees. Theresult of increasing this value is less rudder commands.

Default course change in off-track manoeuvres, degrees. The value isfound in the OFFTRACK PRESET panel each time the cross-trackcontroller is restarted.

Cross track controller filter time constant. The output from the crosstrack controller is sent through a second order low pass filter. Byincreasing this value it is possible to slow down the response fromsudden changes in the cross track error. This can be useful when tracksteering at very low speed.

Cross track controller filter damping factor. This parameter normallyonly applies when using traditional navigator.

Minimum turn radius during off-track manoeuvres and navigator turns,naut. miles.

2.3.5 Dockside setupThese parameters are to be set during installation, and adjusted ifrequired to match new installed equipment.

Displays commanded rudder and actual rudder angle.– = port.Used for rudder feedback alignment (Ref. section 4.5, last page).

SEATRIAL SETUP:RUDD GAIN x.x°/º

SEATRIAL SETUP:ECON RUDD xx%

SEATRIAL SETUP:TRACK RSP x.x

SEATRIAL SETUP:MIN RUDD x.xº

SEATRIAL SETUP:DEADBAND x.x°SEATRIAL SETUP:INIT ANGLE

SEATRIAL SETUP:XTE FILTER

SEATRIAL SETUP:XTE DAMP

SEATRIAL SETUP:MIN RADIUS

SEATRIAL SETUP:TURN WARN xxº/m

DOCKSIDE SETUP:RUDD ccc aaa

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Water log; 200 (pulses per n. mile), VBW, VHW, VTG (NMEA0183) or NAV. Note that physically there is only one pulse and oneNMEA log input. Speed can also be taken from the NMEA 0183VBW sentence on the navigator serial line, if present. To enable this,select NAV.

Filter time constant for water log signal. Increase value to get morestable signal. If the signal is heavily filtered before being sent out fromthe water log, the value should be decreased to avoid double filtering.Note that during automatic steering the amount of rudder is directlyinfluenced by the water speed. If the water log is unstable, the steeringperformance may be improved by increasing the filter value. If thefilter value is too high, the steering performance during speed changeswill be decreased, especially for small ships.

Ground log; 200 (pulses per n. mile), VBW, VHW, VTG (NMEA0183) or NAV. Note that physically there is only one pulse and oneNMEA log input. Speed can also be taken from the NMEA 0183VBW sentence on the navigator serial line, if present. To enable this,select NAV.

Filter time constant for ground log signal. Increase value to get morestable signal. If the signal is heavily filtered before being sent out fromthe ground log, the value should be decreased to avoid double filtering.Note that during track steering the ground log influences turningaccuracy. If the ground log is unstable, the turning performance maybe improved by increasing the filter value. If the filter value is too high,the steering performance during speed changes will be decreased,especially for small ships.

New waypoint alarm will sound 30 seconds before a navigation turn isactivated.

Alarm sounder enabled, ON, or disabled, OFF. If the sounder is dis-abled, the autopilot must be connected to an external alarm systemthrough the alarm output switch.

To save current parameters for later restoring press INCREASE. Willread DONE if the operation succeeded or FAILED if not.

To load parameters stored earlier. Will read DONE if the operationsucceeded or FAILED if not.

DOCKSIDE SETUP:WATER LOG aaa

DOCKSIDE SETUP:GROUND LOG aaa

DOCKSIDE SETUP:TURN ACKN aaa

DOCKSIDE SETUP:BACKUP START

DOCKSIDE SETUP:RESTORE START

DOCKSIDE SETUP:ALM SOUND aaa

DOCKSIDE SETUP:WLOG FILT 10.0s

DOCKSIDE SETUP:GLOG FILT 10.0s

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2.3.6 Master setup/Master resetThese parameters are to be set during installation. They are special inthe sense that to change any of them, a master reset of the adaptionsystem must be made. During normal operation the parameter valuescan only be viewed.

Ship’s service speed, knots. The value must be set somewherebetween maximum speed and the half of maximum speed.

Ship’s Length at Water Line, meter

Rudder efficiency or manoeuvrability class; LOW, MED or HIGH. Com-pared to other vessels with same length and speed.

Software option code. To be zero unless specified otherwise inappendices.

To make a master reset, press the OFF button while at the same timepressing INCREASE. Hold both down until all displays are blank. Thesystem will now start from scratch, using its factory default settings.

2.3.7 Service setupThese parameters are to be set during installation, and adjusted ifrequired to match new installed equipment. Only authorized personnelshould adjust these values.

Navigator cross-track sentence; OFF, APB for traditional navigators,or TNT for ANTS navigators.

Determines the scaling of the follow-up input, degrees of ruddercommand wanted with follow-up tiller in extreme hardover position.

Indicates the rudder control method to be used: ANLG for analogue(± 10V), or SOLN for solenoid (bang bang) control.

Scale factor used to adjust rudder deflection to equalize measuredrudder angle and commanded rudder angle.

Only used for analogue output from autopilot (D93 DistributionUnit).

Selection of gyro serial input protocol; NONE, HDT (NMEA) orRGC11 (proprietary).

Wave frequency estimation; ON or OFF.

Wave filter noise variance factor; Gives the factor between noisevariance of the ship and noise variance of the wave filter.

Rudder command low pass filter constant. Increase value to get moreslowly varying rudder commands.

MASTER SETUP:SRV SPEED xxkn

MASTER SETUP:SHIP LWL xxxm

MASTER SETUP:RUDD EFF aaaa

MASTER SETUP:OPTIONS x

PRESS PASSWORDTO MASTER RESET

SERVICE SETUP:NAVIGATOR aaa

SERVICE SETUP:FU/A SCALE xxºSERVICE SETUP:RUDD COMM aa

SERVICE SETUP:SER GYRO aa

SERVICE SETUP:RUDD SCALE x.x

SERVICE SETUP:WAVE ADAPT aaa

SERVICE SETUP:WF FACTOR xxx

SERVICE SETUP:RUDD FILT x.xs

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Debug data to be transmitted on the serial debug channel (refer tosection 4.6). TSF is the original stripchart sentence designed to bedisplayed online using a LabVIEW application on a portable PC whileTSG, TSE and TSF is designed for logging and offline processing.TSG is a collection of the most important autopilot data. TSE consist ofparameter identification data. TSN transmit navigation data used by theautopilot.

SERVICE SETUP:STRIPCHART aaa

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2.4 Dockside preparationsThis sections describes the procedures to follow when starting up theautopilot for the first time and how to ensure that everything is readyfor sea trial.

2.4.1 First startup1. Make sure that the mode selector is in position “manual”, to

disengage the autopilot. Assuming that the electrical installationhas been completed; power up the autopilot by pressing theAUTO ON button. After a brief initialization period, one of two( a) or b)) situations arise...

a) The lower line of the info display shows “....AUTOPILOT”. Check that the master set-up parametershave been set correctly. These are accessed by pressingINFO, until the INFO SELECT panel shows “MASTERSETUP PRESS INCREASE”. At this point, pressINCREASE once to view the first parameter in themaster set-up list. Advance through the list by pressingINFO.

If changes are required to the master set-up (refer tosection 2.3.6), including SEA TRIAL which should read9999; press INFO until the display flashes “PRESSPASSWORD TO MASTER RESET”. Then press theOFF button while at the same time pressingINCREASE. Hold both down until all displays are blank.The system will start from scratch using the factorydefault settings. Now repeat point 1.If no changes are required proceed to point 2.

b) The info display shows “PRESS INFO TO MASTERSETUP”. In this case, press INFO and supply the correctmaster set-up parameters before proceeding.

Note ! The SRV SPEED setting must be set betweenmaximum and the half of maximum speed.

2. Press COMPASS SELECT and ensure that the correct MAINCOMPASS is enabled. Also make sure that the reading in thecourse display is correct. Press CLEAR to return to the MAINpanel.

3. Check that all dockside set-up parameters are as wanted. Theprocedure for accessing them is found in Accessing andadjusting parameters, paragraph 2.3.2. Adjust if needed.

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4. Give reasonable values to the seatrial setup parameters:ACC LENGTH, TURN MODE and TURN aaa. Theseparameters are important for the vessel’s performance duringturns. It is recommended to read about in Theory of operationpage 1-10.

5. Return to the main panel by pressing CLEAR . If the lower lineof the info display shows “ECON AUTOPILOT”, press PREC/ ECON to make it show “PREC AUTOPILOT”.

2.4.2 Autopilot test setupIn order to test that the autopilot actually gain control of the rudderwhen in automatic steering mode it is necessary to simulate speedinput. This can be done by setting WATER LOG and GROUND LOG toa NMEA sentence not present (section 2.3.5). The autopilot will thenuse the entered SRV SPEED as speed input and move the rudderaccordingly. When this is done, engage automatic steering as describedin the Quick reference, section 2.1. The alarms Water log andGround log will sound. Mute the alarm sound and ignore the flashinginfo display.

Three things need to be tested before the autopilot is ready:

1. Rudder moves in the right direction. When a port course change ismade (CCW turn on the rotary knob), the rudder shall move to port.If not, check the electrical connections, eventually exchange portand starboard cables to the steering gear.

2. Rudder feedback is correct mounted and calibrated. See Adjustingin RF14XU Rudder Feedback Unit, section 4.5, for details.

3. Actual rudder equals rudder command. To verify this, set RUDDLIMIT to 10° and make a course change. When the RudderLimit alarm sounds and the rudder stops, the feedback should read10. If not, check D90/D91/D92/D93 Distribution Unit, section 4.4 tosee if the right adjustments are made. When using analogue ruddersignal it may be required to use RUDD SCALE (section 2.3.4 toobtain proper adjustment of the rudder control signal from theautopilot.

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2.5 Sea trial procedureThis section describes the procedures to follow when the autopilot is inuse for the first time or after a master reset. The activity is here calledthe sea trial. The purpose is to let the autopilot learn the shipsmanoeuvring characteristics. During seatrial the autopilot is extrasensitive to the ships heading changes and rudder movement and it istherefore important that the procedure below is followed carefully. The(automatic steering) procedure will normally take 30 to 60 minutes toperform.

2.5.1 Automatic steeringDo not use the autopilot before reaching open waters. The watersshould allow speeds close to the vessel’s service speed, and a lot ofmanoeuvring. The autopilot might not perform well right after a masterreset.

1. When in open waters, enter the automatic steering mode asdescribed in the Quick reference. Immediately; start making aseries of port and starboard course changes. Start with a magnitudeof 5 degrees to both port and starboard. Increase the coursechanges in steps of 5 to 40 degrees.

Note ! During this manouvring the speed of the vessel should atleast be 80% of the service speed.

While manoeuvring you should regularly check on Seatrial setupthe SEA TRIAL parameter. This is a quality indicator, starting at9999 after a master reset, and decreasing to 0000, which indicatethat the sea trial is finished. Each digit plays a specific role,indicating (from left to right) the further need for port turns, portrudder usage, starboard rudder usage and starboard turns.

It is likely that the turn indicators will reach 0 before the rudderindicators. To make these indicators decrease faster it is necessaryto make the autopilot use more rudder. This can be done by startinga turn and then, before the turn is finished make a new turn in theopposite direction. However, when the SEA TRIAL indicator havereached 0330 or lower and the steering is acceptable you mayconsider this part of the sea trial done and let the indicator continueto decrease during normal manoeuvring.

2. Tune the following seatrial setup parameters of the course-keepingcontroller: RUDD GAIN, MIN RUDD and DEADBAND. Theirfunctions are explained in section Seatrial setup, section 2.3.4.Useful hints can be found in section Control system performance,section 2.6.6. Due to the need for exposure to different disturbancepatterns, the parameters may have to be readjusted after gainingexperience with the autopilot.

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3. Return to the main panel by pressing CLEAR . If the lower line ofthe info display shows “PREC AUTOPILOT”, switch to theeconomy submode by pressing PREC / ECON. The displayshows “ECON AUTOPILOT”. Now tune the ECON RUDDparameter in the same way as above. A ECON RUDD of 75%indicates that the economy submode will allow 25% more coursedeviation than precision submode given under the same weatherand load conditions.

4. Finally, tune the seatrial setup parameters determining the vessel’sbehavior during turns: ACC LENGTH, TURN MODE andTURN aaa. Again it is recommended to read about in Theory ofoperation, paragraph 1.3.2.

2.5.2 Navigator controlTo tune the cross-track controller; program a long, straight leg on thenavigator. Enter the navigator control mode as described inparagraph 2.1.12.

1. Adjust parameter TRACK RSP which determines the effect of thecorrections made by the cross-track controller. Increasing TRACKRSP means less corrections. The optimal setting will often dependon the accuracy of the position data, and the filtering made withinthe navigator. Check the navigator user manual for adjustmentpossibilities.

2. Try one or two off-track manoeuvres. Readjust TRACK RSP ifnecessary.

3. Return to the automatic steering mode; on the navigator, programand load a route containing a series of typical turns. If you use aconventional navigator (GPS) you may also wish to adjust thenavigator’s waypoint arrival circle (not implemented yet). Reenterthe navigator control mode. Ideally the reference point of thenavigator’s position should be the vessel’s pivot point. That is thepoint about which the ship seems to rotate when responding to therudder. You may be able to define the reference point when settingup the navigator. Moving this point aft delays Wheel-Over, and viceverca. If the ship is turning “inside” track the pivot point should bemoved aft on the ANTS navigator and vice versa.

2.5.3 Save settingsAfter the sea trial procedure, it is important to save the settings forlater use. This is done by turning off the autopilot as described in theQuick reference, section 2.1.

In order to restore these settings later, in case of a malfunction, it isnecessary to make a backup copy of current settings. There are twoways of doing this:

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Internal backup

The internal backup is stored in the non-volatile memory of theautopilot. How to make an internal backup is described in the Docksidesetup, paragraph 2.3.5.

External backup

The external backup is stored on a special backup diskette. How touse this diskette is described in External parameter backup and restore,section 5.2.

It is recommended to both make an internal backup and an externalbackup after the sea trial procedure is finished.

2.5.4 Table of settingsThe following table lists all possible settings, their range and initialvalues. Space is provided to fill in the settings made before and afterthe sea trial, and for adjustments at a later time.

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Date !

User setup Range (Step size) Defaults Before sea trials After sea trials

RUDD LIMIT 5 - 40 (1) 13ºCOMP DIFF Depends on difference between main and monitor compassesWAVE FILT ON, OFF OFFOFF-CRS L 3 - 55 (1) 10ºCOMPDIFF L 1 - 25 (1) 10ºADAPTION ON, OFF ONSeatrial setupSEA TRIAL To be 0000 after completed sea trialsACC LENGTH 50 - 995 (5) 1 xxxm

TURN MODE ROT, RAD ROTTURN ROT 5 - 90 (1) 2 30º/mTURN RAD 0.1 - 9.9 (0.1) 3 0.5nmRUDD GAIN 0.1 - 5.0 (0.1) 4 x.xº/ºECON RUDD 50 - 100 (5) 50 %TRACK RSP 1.0 - 50.0 (0.5) 5.0TURN WARN 5 - 500 (1) 90º/mMIN RUDD 0.0 - 5.0 (0.1) 0ºDEADBAND 0.2 - 3.4 (0.1) 0.5ºINIT ANGLE 1 - 60 (1) 8.0ºXTE FILTER 1 - 120 (1) 10sXTE DAMP 0.1 - 5.0 (0.1) 2.0MIN RADIUS 0.1 - 2.0 (0.1) 0.3nmDockside setupRUDD ANGLE Shows rudder command and actual rudder angleWATER LOG 200, NAV, VBW, VHW, VTG 200WATER LOG FILTER 1.0-30.0 10.0sGROUND LOG 200, NAV, VBW, VHW, VTG NAVGROUND LOG FILTER 1.0-30.0 10.0sTURN ACKN ON, OFF OFFALARM SOUND ON, OFF ONBACKUP START, DONE, FAILED 7 STARTRESTORE START, DONE, FAILED 7 STARTMaster setupSRV SPEED 5 - 99 (1) 17knSHIP LWL 10 - 999 (5) 100mRUDD EFF LOW, MED, HIGH HIGHOPTIONS 0 - 65535 (1) 0Service setup (to be used by authorized service personnel only)NAVIGATOR NONE, APB, TNT NONEFU/A SCALE 45, 60, 70, 90 45ºRUDD COMM ANLG, SOLN ANLGRUDD SCALE 0.5-5.0 6 1.0SER GYRO NONE, HDT, RGC11 5 NONEWAVE ADAPT ON, OFF ONWF FACTOR 50 - 500 (20) 200RUDD FILT 0.1 - 15.0 (0.5) 0.3sSTRIPCHART OFF, TSF, TSG, TSE, TSN OFF

1 Defaults to 2x SHIP LWL

2 Appears if TURN MODE is ROT

3 Appears if TURN MODE is RAD

4 Default if parameter RUDD EFF is HIGH, 1.2; MED, 2.0; LOW, 2.8

5 Appears if serial gyro selected on switch setting

6 Appears if RUDD COMM is ANLG, otherwise always 1.0

7 Appears if in manual or standby mode

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2.6 User Troubleshooting

2.6.1 Basic troubleshootingDisplays are blank and nothing works. This occurs when thesystem has been shut down. It might also be due to power failure or anon-complete installation.1. Make sure that the installation is complete..2. Press the AUTO ON button to turn on the system.3. Check that power is available on the Mains terminals in the

distribution unit. Then check the Mains fuses in the same unit(See drawing inside the distribution unit).

The system will not shut down. Usually due to incorrect use of theOFF button.1. Press down the small dome in the lower half of the OFF button.

Do not release until the displays are blanked.

The rotary knob does not work. Usually due to incorrect operation.1. Depress the wheel once before using it.2. Check that automatic steering has been enabled.

2.6.2 Failure messages and warningsAll possible alarm and failure messages are presented below togetherwith the suggested troubleshooting procedures. See Muting andviewing alarms, page 2-3 if a recall of alarm handling is needed.

2.6.3 Control unit messagesThe control panel has lost contact with the main computer. Thismay indicate Main Computer malfunction, a broken communicationline, or malfunctioning communications hardware in the Control Unit.1. Switch to manual steering immediately. Shut down the system

and power up again as described in the Quick reference(section 2.1).

2. Proceed to the next step and wait for message CPUINITIATING ....

The control panel is waiting for contact with the main computer.This message appears whenever the system is powered up.1. Wait for approx. 60 seconds for the message to disappear and

the system to be ready.2. If the message remains, check if the Main Computer is turned

on and powered up.a) If no power; check the fuses and the Mains cables.

COMMUNICATION FAILURE

CPU INITIATING PLEASE WAIT

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b) If power is present; check the installation and connectionsof the communication line and remote start.

If the problem arises on a secondary station (optional), check if theproblem is local, i.e. appears on the secondary station only. If so thesystem is still operational, but without the secondary control unit.

2.6.4 Failure Messages

Water log malfunction.

Ground log malfunction.

These indicate a malfunctioning log, or loss of communications.

1. Check the log setup and the wiring to the Main Computer.2. Check that dockside setup parameters WATER LOG or

GROUND LOG are set correctly.3. Check log status and setup on navigator if failure during ANTS

navigator control (ref. paragraph 1.3.1 for details.

Note ! If LOG is set to 200, the alarm will sound if automatic steeringis entered at zero speed.

Navigator malfunction. This may indicate a navigator failure, orbroken communications. The system automatically switches toautomatic steering.1. Check the navigator operation and setup.2. If the failure remains, check wiring to the Main Computer.

Invalid data detected by the navigator. This usually reflects atemporary problem with your navigators position fixing system. Thesystem automatically switches to automatic steering.1. Check the navigator for a probable cause.

Wrong sentence structure from navigator. This indicates amismatch between the setup of the autopilot and that of the navigator.The autopilot has refused to switch to navigator control.1. Check that the dockside setup parameter NAVIGATOR is

correctly set.2. Check the setup of the navigator.

No rudder feedback signal. This may indicate a malfunctioningfeedback, or loss of communications. For direct readout of feedbacksignal ref. section 4.5, last page.1. Check the feedback unit and the cable connections at both ends.2. If the steering gear interface is by analogue output, check

settings in the Distribution Unit (ref. section 4.4)

FAILURE:WATER LOG

FAILURE:GROUND LOG

FAILURE:NO NAVIGATOR

FAILURE:WRONG NAV DATA

FAILURE:INVALID NAV DATA

FAILURE:RUDDER FEEDBACK

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Rudder feedback signal is not responding to command. Thisindicates a malfunctioning feedback or rudder command connection. Itmight also result from a problem with the steering gear.1. Check the rudder response under manual control.2. Verify that the command arrows on the bargraph display

appears (not if D93 analogue output) when a rudder command isgiven in AUTO.

3. Check the distribution unit for possible failures as per below.

• If rudder commands are given, check that the LED’s LD1and LD2 are ON and that LD3 or LD4 lights up for PORTand STBD rudder commands. If OK, check that LD5 is off.When ON, an overload is present and the switching of thesolenoids will be disabled.

• Check fuses F1 and F2 on the Solid state PCB.4. Check the feedback unit, the transmission link and direction of

rudder movement in automatic steering.5. If the failure remains, check the connection of the rudder

feedback in the distribution unit.

Malfunction of D93• Check that the ±10V is present at the input terminals TB4-

3/4 (Interconnection PCB)

• Disconnect the analogue signal from the dual analogue PCB(TB20, 1-2 and TB21, 1-2. If ±10V is normal, the analoguePCB must be replaced.

Main compass failure . This indicates a malfunctioning course sensor,or loss of communications.1. Check the course sensor and the cable connected to it.2. If the failure remains, check the compass setup on the control

unit (ref. paragraph 2.2.15).

Monitor compass failure . This indicates a malfunctioning coursesensor, or loss of communications.1. Check the course sensor and the cable connected to it.2. If the failure remains, check the compass setup on the control

unit (ref. paragraph 2.2.15).

FAILURE:MAIN COMPASS

FAILURE:MONITOR COMPASS

FAILURE:RUDDER RESPONSE

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2.6.5 Warning MessagesCourse deviation too big . The reason may be wave disturbance, orincorrect parameter settings. It may also indicate a failure in thecontrol system.1. Check that user setup parameter OFF-CRS L is set correctly.2. If the warning comes up regularly, it probably is caused by

waves...a) If you use the economy (ECON) mode, try precision

(PREC) mode.b) If user setup parameter WAVE FILT is ON, try OFF.c) If the warning is caused by poor steering it may be

required to perform a new seatrial setup of the autopilotas described in Setting up the Autopilot (section 2.3).

Difference between main and monitor compasses too big. Thiswarning is often due to changes in magnetic deviation (if the monitorcompass is magnetic), or transient reading differences due to yawing.1. Check that user setup parameter COMPDIFF L is set

correctly (ref. to paragraph 2.3.3).2. If both heading sensors seem to function correctly, acknowledge

the suggested value of COMP DIFF by pressing INCREASE.3. A more serious cause to the warning is the failure of one of the

two compasses. Check the operation of both compasses.

Rudder limit reached. This may be caused by wave disturbance,erratic speed log, sharp turn in ANTS mode or improper parametersettings. It may also indicate a failure in the control system.1. Check that user setup parameter RUDD LIMIT is set

correctly.2. If the warning appears in connection with an immediate turn; try

tuning the seatrial setup of parameters that determines theturning performance, as described in Setting up the autopilot. Anincrease of ACC LENGTH may solve the problem.

3. If the warning comes up regularly, it probably is caused bywaves...a) If you use the precision (PREC) controller, try economy

(ECON).b) If user setup parameter WAVE FILT is OFF, try ON.c) If the warning is caused by poor steering it may be

required to perform a new seatrial setup of the autopilotas described in Setting up the Autopilot (section 2.3).

Warning limit for sharp turn will be exceeded. The warningsounds when turn rate × speed is about to exceed TURN WARN ×SRV SPEED.

WARNING:OFF COURSE

WARNING:COMPASS DIFF

WARNING:RUDDER LIMIT

WARNING:SHARP TURN

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1. Make sure that user setup parameter TURN WARN is setcorrectly.

2. Reduce the speed or the turn rate setting, or increase the turnradius setting.

Warning for turn to new waypointShip will turn as commanded by navigator in 30 seconds.1. Switch to AUTO to override.2. Set dockside setup parameter TURN ACKN to off to avoid

warning.

2.6.6 Control system performanceReduced control system performance will sometimes lead to warningsbeing issued. In that case try the corresponding advice given above. Ineither case you might find a clue below.

The performance of the control system depends to a high degree onthe equipment connected to it. Prior to any tuning of the autopilot, thequality of the following should be checked...1. Compass accuracy and lag.2. Speed log accuracy and reliability.3. Rudder feedback accuracy (alignment and linkage) and possible

interference.4. Speed and backlash of rudder.

2.6.7 Course keeperConsider tuning seatrial setup parameters RUDD GAIN,ECON RUDD, MIN RUDD and DEADBAND, and whether the wavefilter (user parameter WAVE FILT) should be enabled or disabled.

Too much rudder taking the sea state into account.1. In waves; try both with and without engaging the wave filter.2. Try reducing the RUDD GAIN, but keep the performance of the

course keeping in mind.

Too high rudder activity1. In waves; try both with and without engaging the wave filter.2. Try reducing the RUDD GAIN.3. Try increasing the DEADBAND.

Too much course deviation with respect to disturbing forces1. In waves; try turning off the wave filter.2. Try increasing the RUDD GAIN.

Slow course-deviation oscillations , not disturbance related1. Try reducing the DEADBAND.

WARNING:NEW WAYPOINT

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2. Try adjusting, most likely increasing, the MIN RUDD value.

Precision mode works, but not the economy mode . This is usuallydue to the ECON RUDD setting.1. Try finding a better value for ECON RUDD, which is given as a

percentage of the precision mode gain.2. Try modifying MIN RUDD and DEADBAND to find settings that

work in both modes.

2.6.8 Turning performanceConsider tuning seatrial setup parameters ACC LENGTH,TURN MODE and TURN aaa. Explanations are found in the Turningprocedures in Manoeuvring with the autopilot. In essence andassuming that the turn rate or radius is reasonable...

Too much rudder and counter rudder results from ACC LENGTHbeing too small.

Too little rudder and counter rudder is the result of a too largeACC LENGTH value.

2.6.9 Navigator controlParameter TRACK RSP determines the correctional effort made bythe cross-track controller. Its optimal setting will often depend on theaccuracy of the measured position, and on the filtering made within thenavigator.

Oscillating behavior is the result of a too-small TRACK RSP or tooheavy filtering within the navigator.1. Check the navigator’s manual for the possibility of reducing the

time constant of the position filter.2. Increase TRACK RSP.

Excessive correctional effort is the result of a too-small TRACKRSP or interference on the position data.1. Obtain a best-possible position fix.2. Increase TRACK RSP.

Large cross-track errors result from a too-large TRACK RSP,interference or erratic position data.1. Obtain a best possible position fix.2. Decrease TRACK RSP.

Bad timing of Wheel-Over and counter-rudder can result from anoisy positional measurement, or more likely a permanent offset due toantenna location. Ideally the reference point of the navigator’s positionshould be the ship’s pivot point. That is, the point about which thevessel seems to rotate when responding to the rudder. You may be

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able to define the reference point when setting up your navigator.Moving this point aft delays Wheel Over, and vice versa.

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3 TECHNICAL SPECIFICATIONS

3.1 Control UnitDimensions:.......................................See Fig. 3-1Weight:.............................................3.0 kgProtection:.........................................IP43*Ambient temperature, storage:....... ....–25 - +70°C

operation:.. 0 - +55°CSafe distance to magnetic comp.:... ....0.3mMaximum current consumption :.... ....0.6AInput signals:Magnetic compass: ...........................sin/cos ±2V, 2.5V ref. (exitation by autopilot)

Fluxgate compass: .............................sin/cos ±2V, 2.5V ref.

Gyro compass: ..................................See next page for GyroInterface PCB

Signal type Optional hardware

Synchro 11,8V l/l 400Hz Gyro Interface PCB

Synchro 50/115 l/l Gyro Interface PCB

Step 6 step/degree Gyro Interface PCB

Sin/cos Not required

Output signals:

• "ON/OFF" rudder command signals

• ±10V analogue signal

* The IP code is an international code that deals with protectionagainst intrusion of particles and water. IP43 means that the unit isprotected against solid objects greater than 1.0 mm and againstspraying water from above up to 60° from vertical. Best protection isobtained with the front mounted horizontally.

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Fig. 3-1AP9 Adaptive Control Unit - dimensions

3.2 AP9MKII Gyro Interface PCBInput signals: Synchro 1:1 (signal levels: See previous page)

Synchro 90:1 (signal levels: See previouspage)Synchro 360:1 (signal levels: See previous page)Autopilot exitated synchro 1:1Step voltage 6 step/deg, 24-70V

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3.3 CD109 Course DetectorDimensions:........................................... See Fig. 3-2Weight:................................................. 0.3 kgProtection:............................................. IP56Ambient temperature, storage:........... –40 - +85°C

operation:...... –30 - +60°CCable length: ......................................... 1 m

120°

120°

120°

min/max. 80-100 (3.2-4.3")

Ø60

(2.4

")

Ø33

(1.3

")

35 (1.4")

1000 (39.4")

Fig. 3-2CD109 Course detector

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3.4 Main Computer

3.4.1 MC100 Main ComputerDimensions:................................................ See Fig. 3-3.Weight:...................................................... 13.0 kgProtection: ................................................. IP22Ambient temperature, storage:................... –25 - +70°C

operation: ............. 0 - +55°CSafe distance to magnetic compass: ............ 1.5 m (5')Main input voltage: ..................................... 24V DC +30/-25 %

Input signals:

- Speed log: NMEA VHW, VBW, VTG, 200 pulses/nm- Serial gyro heading data: NMEA HDT (3x/sec), VHW

Robertson RGC11 proprietary- Navigator: NMEA APB, TNT- Compass heading: NMEA HDT

Fig. 3-3MC100 Main Computer - Dimensions

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3.4.2 MC9 Main Computer(Previous model)Dimensions:.......................................See Fig. 3-3.Weight:.............................................11.5 kg

Otherwise as for MC100

Fig. 3-4MC9 Main Computer - Dimensions

Drw. no. N3-016885

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3.5 Distribution UnitDimensions:.......................................See Fig. 3-5.Weight:.............................................3.5 kgProtection: ........................................IP22Ambient temperature, storage:............–25 - +70°C

operation: ...0 - +55°CSafe distance to magnetic compass: ...1.5 m (5')Main input voltage: ............................24V DC +30/-25 %Alarm voltage : .................................24V DC ±20 %

Input signals:Rudder Feedback Unit: ......................3400Hz ±20Hz/degreeSteering Lever

FU: Current signal: 0.1-1.1mA(±45°)

NFU : Switch contacts

D90 Distribution Unit:Solid state output: Switching low DC (19-40V) single channel

D91 Distribution Unit:Solid state output: Switching high DC (110V) single channel

D92 Distribution Unit:Solid state output: Switching high/low AC (110-220V) singlechannel

D93 Distribution Unit:Analogue output: Two independent channels with ±10Vadjustable or 4-20mA output

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Fig. 3-5D9X Distribution Unit - Dimensions

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3.6 RF14XU Rudder Feedback UnitDimensions:............................. See Fig. 3-6.Weight:................................... 2.8 kgProtection:............................... IP56Ambient temperature:.............. -10 - +55°COperating voltage:.................... 24V DC +30/–20%

(Frequency section 12-40V DC)Voltage output: Rudder indicator: 0-18V DC (9V asmidship reference)Frequency output: Autopilot feedback: 3400Hz

(midship ...reference).Port: +20Hz/degree,Stbd: -20Hz/degree

Rudder indicator capacity:........ 5 indicators in parallelRudder angle: ±45° (Changeable to 60, 70 or

90°)Limit switches: ........................ Adjustable from ±5 to ±160°

Fig. 3-6RF14XU Rudder Feedback unit - dimensions

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3.7 RF Standard Transmission Link

Fig. 3-7RF Standard Transmission Link – dimensions

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4 INSTALLATION

4.1 GeneralCommon sense and experience should be used when installing theunits, particular attention being given to the operator's need for ease ofaccess. To avoid Radio Frequency Interference the use of Shieldedcables and proper termination of the shield(s) must be observed.

For cable layout refer to the Cabling Diagram, drw. no. N3-016898.

4.1.1 Unpacking and handlingCare should be taken when unpacking and handling the equipment. Avisual inspection should be made to check that the equipment has notbeen damaged during shipment and that all components and parts arepresent according to the packing list.

4.2 Control UnitThe unit is built to standard DIN dimensions for console mounting.Dimensions for the panel cut out are shown on Fig. 3-1. A fasteningdevice for console mounting and a bracket for panel mounting aresupplied with the equipment. The mounting bracket has four screwholes for bulkhead mounting, and the Control Unit is fitted to thebracket by two Allan screws (Fig. 4-2). A matching Allan wrench issupplied.

It is important to locate the Control Unitso that the viewing angle to the displaysare between 45 and 90 degrees in bothplanes. When console mounting, locatethe control unit as near the front edge aspossible. This makes the reading of thedisplays easier. Avoid direct sunlight onthe display.

Fig. 4-1Control unit - panel mount

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Fig. 4-2Control unit - bracket mounting

Connector assemble

The cable conductors are connected to the connector block accordingto the connection lists drw. no. N4-016896. The following tools arerequired to crimp the connector pins and sockets to the individual cableconductors:

Crimping tool : Amp 58495-1Extraction tool: Amp 725840

Note ! Do not use other tools than those specified!

For protection against electro magnetic interference, all control unitconnectors must be fitted with the supplied metal shell and cover. Inaddition, the cable for J1, J2 and J3 must be fitted with the suppliedferrite cores.

Strip about 1 cm (0.4") of the cable's insulation and pull the screenbackwards to cover the insulation. Screw the connector block onto theactual control unit socket. Screw the connector shell onto the

Doc. no.: CN-0193-C – 20220554C 4-3


connector block. Fix the cable screen to the shell by a wire strap andtighten well to make sure the screen has good contact. Apply a thinlayer of copa slip on the shell threads. Screw the cover onto the shelluntil it makes good connection with the control unit cabinet. Fasten theferrite core as close to the connector cover as possible by a wire strip(Only for J1, J2 and J3 cables).

The control unit has a ground terminal and must have a proper groundconnection to the hull. The grounding wire should be as short aspossible and at least 10 mm wide.

Fig. 4-3Control unit - connector assemble

Doc. no.: CN-0193-C – 20220554C 4-4


4.3 Heading sensors

4.3.1 GeneralNote ! The heading sensor must be connected to the main Control Unit

(or Main Computer).

The autopilot is capable of reading most types of heading referencesensors. These can be gyro compasses, magnetic compasses andfluxgate compasses.

Combination of different sensors can be made, the maximumconfiguration is: 2 magnetic compasses, 1 gyro compass (synchro), 1gyro compass (stepper), 1 gyro compass (serial data) and 1 fluxgatecompass

Two gyros with the same type of output signal cannot be usedsimultaneously, e.g. 2 synchros or 2 steppers or 2 serial.

When delivered from the factory, the autopilot is prepared formagnetic compasses, fluxgate compass and gyro compass withNMEA output. For connection to other types of gyros, the AP9MKIIGyro Interface Board is required, and switches on the interface boardmust be set to correct position. See page 4-5.

Desired steering compass and Off Course compass are selected bymeans of the COMPASS SELECT button and theINCREASE/DECREASE buttons on the front panel. See page 2-14.

4.3.2 Gyro CompassThe autopilot will normally interface to the repeater signals of a gyrocompass.

At delivery the system is prepared for connection to gyro compasswith serial output, magnetic compass and fluxgate compass.

When connected to Robertson (RGC) gyro compasses, an RGCInterface Unit is standard scope of supply. The RGC11 model can,however, be connected to the autopilot directly using proprietary serialdata (ref. paragraph 4.3.4).

When connecting to other types of gyro compasses, an extra circuitboard (AP9MKII Gyro Interface Board) must be mounted in theControl Unit. This board is mounted to the Interface Board by meansof a 40 pins plug and 4 spacers. The spacers are already mounted onthe Gyro Interface Board which is plugged into the Interface Boardwithout screw connections. If the Autopilot is ordered for gyrocompass interface the Gyro Interface Board will be factory mounted(the control unit serial number has an “F” identifier).

Further more, the Control Unit must be set up for the correct type ofgyro, correct phase- and reference voltage and whether gyro signal is

Doc. no.: CN-0193-C – 20220554C 4-5


autopilot excitated or not. This is done by means of DIP switches (twopackages with 8 switches in each), mounted on the back side of theInterface Board. Note that type of serial gyro is specified under theService setup, page 2-19.

To open the Control Unit, remove the four flat-head screws on thebackside, and gently pull the two halves apart. Be aware that theinternal PCB’s are interconnected by plugs, thus care must be shownwhen putting the two halves together again.

Initially check the position of SW1-7 and 8 (excitation) carefully.These switches must be in OFF position prior to setting up theinterface and connecting the gyro compass.

Note ! All switches are factory set to OFF (0) position. Carefully checkwhether an eventual 1:1 synchro is excited from the gyro or not.SW1-7/8 must NOT be ON if the gyro provides excitation, ordamage of the Gyro Interface Board will occur.

If the synchro is "DEAD", switch on SW1-7/8. Appr. 15V, 400Hzsignal square wave signal will excite R1-R2 of the synchro.

Fig. 4-4Control Unit Interface Board, switches

Make sure that the internal dip switches, SW1-2 are correctly setaccording to the list below. The setting of SW2 only applies forsynchro input.

Doc. no.: CN-0193-C – 20220554C 4-6


Gyro type selection SW18 7 6 5 4 3 2 1

Stepper (6 steps/degree) 24, 35, 70V 0 0 0 0 0 0 1 1Synchro 1:1, autopilot ref. volt. 1 1 0 1 0 0 0 1Synchro 1:1, gyro ref. voltage 0 0 0 1 0 0 0 1Synchro 90:1, ------- ” ------- 0 0 0 0 1 0 0 1

Synchro 360:1 ------- ” ------- 0 0 0 0 0 1 0 1

Ref. voltage selection SW28 7 6 5 4 3 2 1

Ref. voltage from autopilot 1 1 1 1 1 1 1 1

150V ref. from gyrocompass 0 0 0 0 0 0 0 0100V ------- ” ------- 0 0 0 0 1 0 0 0

50 - 60V ------- ” ------- 1 0 0 0 0 0 0 0

26V ------- ” ------- 1 0 0 0 1 0 0 0

Phase voltage selection whenreference voltage is takenfrom gyrocompass110 - 115V 0 0 0 0 0 0 0 050 - 90V 0 0 0 0 0 1 1 120 - 24V 0 1 1 1 0 0 0 011.8V 0 1 1 1 0 1 1 1

Caution ! The switches SW1-7/8 must under no circumstance be set to ON(1) if reference voltage is taken from the gyro compass.

Electrical connections

Connection of the different types of gyro compasses are shown in theCabling Diagram drw. no N3-016898 and the connection lists drw. no.N4-016896.

Gyro compass with synchro output is connected to J2 of the ControlUnit.

Gyro compass with stepper output (24-70V DC) is connected to J3and the connection is polarity independent.

Note ! Make sure that switches SW1 and SW2 are correctly set beforeconnecting the plug.

Gyro compass with serial output is connected to the Main Computer.

Doc. no.: CN-0193-C – 20220554C 4-7


4.3.3 Magnetic compassBefore mounting the CD109 Course Detector make sure the compassis compensated and located at a place free from vibration anddisturbing magnetic interference such as the engines, cables,transmitter antennas or other electro magnetic objects. If not, heelingerror or northerly/southerly turning error may occur.

Heeling error

Heeling error may be observed when the boat is rolling and pitching,causing an unstable compass card. This can be adjusted for by using a"heeling magnet" placed vertically below or above the exact centre ofthe compass. The magnet is normally placed with the red end up in theNorthern hemisphere and the blue end up in the Southern hemisphere.The correct distance between magnet and compass can best be foundduring sea trials. The heeling error can also be reduced by mountingthe compass close to the vessel's centre of roll and pitch.

Northerly/southerly turning error

Symptoms of northerly turning error are that the vessel is "S-ing" onnortherly headings when at high latitudes. The reason for thisphenomena is that the earth's magnetic fluxlines are parallel to theearth's surface only at the equator, and thus no vertical magneticcomponent exists. When moving further north from the equator, thevertical component of the earth's magnetic field increases.

The directional reading from a magnetic compass is based upon thehorizontal component of the earth's magnetic field. This componentbecomes smaller and smaller with increasing latitude, while the verticalmagnetic component increases. The resulting effect at high latitudes isthat magnetic compasses become sluggish and appear to be unstable.These symptoms become more apparent as speed increases.

The same phenomena is experienced in the southern hemisphere, buton southerly headings and is referred to as southerly turning error.

There is no patent cure for this problem, besides making a properinstallation and compensation of the compass.

Doc. no.: CN-0193-C – 20220554C 4-8


CD109 Course Detector mounting

Fig. 4-5CD109 Course detector - Mounting

The course detector is mounted on the ship's magnetic compass totransmit a heading signal to the control unit. The mounting method willdepend upon the compass design. The distance between the coursedetector and the compass card depends upon the magnetic momentumof the compass card magnets. A distance of 70-90 mm for a magneticmoment of 1500-2000 cgs is therefore recommended. If a non-Robertson supplied magnetic compass is used, it is advisable to consulta qualified compass adjuster for mounting of the CD109.

For mounting instructions refer to Fig. 4-5. The course detector can beattached to the compass either by a 6 mm screw to the bottom of thecompass bowl or by use of the tri-pod holder supplied with the coursedetector.

The course detector is also supplied with cable (1m) feed and plug.Socket and connector with bracket for extension cable are in thestandard scope of supply. The extension cable is optional equipment.

The compass should be checked for free movement in the gimbalswithout stressing the detector cable.

The CD109 Course Detector is connected to J2 on the Control Unit,and the connection is shown on connection list drw. no. N4-016896/1.

Doc. no.: CN-0193-C – 20220554C 4-9


If the Course Detector is mounted up-side down on top of thecompass, the sine/cosine signal on J2 pin 10 and 11 must beinterchanged.

Magnetic Compass (CD109) adjustments

The CD109 Course Detector is normally mounted underneath themagnetic compass.

To check and calibrate the course detector, do as follows:

a) Make sure that the CD109 is connected.

b) Power up the autopilot by pressing the AUTO ON button.

c) Press COMPASS SELECT to toggle between main and monitorcompass. Press INCREASE/DECREASE to select magneticcompass.

d) The course display will now show the magnetic course from theCD109.

e) Loosen the fixing screw and turn the CD109 until the correctheading appear in the course display. Use a screw driver or similarto deflect the compass to different headings and verify that theCD109 will read the correct heading. Some minor deviation mayoccur. Turn the Course Detector slightly to divide the error.

Doc. no.: CN-0193-C – 20220554C 4-10


4.3.4 RGC Signal Interface Unit(Part of Robertson RGC Gyro compass delivery)

The RGC Signal Interface Unit is designed to generate heading signalsof different formats when connected to either RGC50, RGC10 orRGC11. The heading signal used by AP9 Adaptive is the sine/cosineoutput, and the interconnection is shown in Fig. 4-6.

The unit comprises one PCB mounted in an aluminium box.

Further details, such as installation, technical specifications andeventual adjustments are described in the “RGC Interface” addendumin the RGC Gyrocompass manual.

9

6

3

13

12

J5

AUTOPILOTCONTROL UNIT

RGC SIGNALINTERFACE UNIT

V/2

COS

SIN

GND

+12V1

2

3

4

5V/2

COS

SIN

GND

+12V

TB4

Fig. 4-6Sine/cosine connection

TB18

MAINCOMPUTER

RGC11GYROCOMPASS

R2

R1Lo

Hi

Lo

HiSERIAL I/P

1

2

Fig. 4-7Serial line connection

Doc. no.: CN-0193-C – 20220554C 4-11


4.4 D90/D91/D92/D93 Distribution Unit

General

Depending on type of Distribution Unit, the solid state relays arecapable of operating solenoids for high and low DC or AC. Analoguevoltage or current signal is also available for steering gears controlsystems that require analogue input signals.

The relation between type of Distribution Unit and control voltage is asfollows:

D90: Single relay output for low DC (19-40V)D91: Single relay output for high DC (110V)D92: Single relay output for AC (110-220V/50-60Hz)D93: Dual analog voltage/current output (±10V and 4-20mA)

When the Distribution Unit is supplied with additional outputs oradditional functions, this is indicated on the identification label on thefront.

Mounting

The unit has 4 screw holes for mounting, and should be placed as nearthe Control Unit as practicable. It can also be mounted inside theconsole.

Electrical connections

The DC unit has power input for 24V DC.

For AC mains connection an AC Adapter (not Simrad Robertsonsupply) must be connected between the mains source and theDistribution Unit.

For electrical connections refer to Cabling Diagram drw. N3-016898and Connection List drw. no. N4-014896.

Terminate the feedback cable screen (cable no. 5) to ST6 on theScreen termination board. Cable screen of cable no. 3 from the controlunit should be connected to the ST7 and the cable screen of cable no.20 from the control unit should be connected to ST8.

Other cable screens are connected to ST1-ST5.

The distribution unit has an external ground terminal an must have aproper ground connection to the hull. The grounding wire should be asshort as possible and at least 10 mm wide.

Adjustments

Normally no adjustment is necessary in the Distribution Unit.However, if the unit includes the Dual Analogue Board (D93), theboard must be set up during installation in accordance with the set upprocedure below.

Doc. no.: CN-0193-C – 20220554C 4-12


Analogue rudder signal (±10V)

When using the analogue signal, normally 0±10V, the rudder responseis checked both for correct direction and deflection.

First make sure that the output from the Dual Analogue PCB matchesthe required input signal for the rudder amplifier. To select and adjustthe output signal, refer to the following tables. The first table refers toDual Analogue PCB with revision up to Rev. C. The second table isfor Dual Analogue PCB with revision D and higher. The DualAnalogue PCB has two identical channels. The components in onechannel are marked with numbers that differ by ten compared thecorresponding component in the other channel. E.g. SW1 and SW11

Note ! As the autopilot always needs a rudder feedback signal, makesure the jumper switch S21 is set to pos. 0. (ref Fig. 4-8 or Fig.4-9.

Note ! The voltage span and 4-20mA are adjusted with ±10V outputfrom the Control Unit. The centre point (= midship rudder) isadjusted with 0V output from the control unit.

Doc. no.: CN-0193-C – 20220554C 4-13


Dual Analogue PCB up to Rev. CSW1/SW11

Signal 1 2 3 4 GAIN OFFSET Remarks

0±10V 0 0 1 0 RV5/RV15Span adj.

RV3/RV13(±3V)

Required span set byRV5/RV15 (4-10V).Offset set byRV3/RV13.

X ±Y (volt) i.e.:12 ±6V

0 1 0 1 RV5/RV15"Y" adj.

RV4/RV14“X” adj.

Adjust "X" (i.e. +12V)by RV4/ RV14 and thevoltage span (i.e. ±6V)by RV5/RV15

A)4-(12)-20mA

1 0 1 0 RV5/RV15Fully CCW

5V A) Measure voltageon TB21 no. 1-2 andset RV3/RV13 for 5V.Continue withadjustment B

B)4-(12)-20mA


RV1/RV11RV2-RV12

Adjust 4 mA byRV1/RV11 and 20 mAby RV2/RV12. Repeatof adjustments may benecessary

Dual Analogue PCB Rev. DSW1/SW11 GAIN OFFSET Remarks

Signal 1 2 3 4 (centre point)

0±10V 0 0 1 0 RV5/RV15Span adj.

RV3/RV13(±3V)

Required span set byRV5/RV15 (4-10V).Offset set byRV3/RV13.

X ±Y (volt)i.e.: 12 ±6V

0 1 0 1 RV5/RV15"Y" adj.

RV4/RV14“X” adj.

Adjust "X" (i.e. +12V)by RV4/RV14 and thevoltage span (i.e.±6V) by RV5/RV15

A)4-(12)-20mA


RV3/RV13 A) Measure voltageon TB21 no. 1-2 andset RV3/RV13 for0.0V. Continue withadjustment B

B)4-(12)-20mA


RV4-RV14RV1/RV11

Adjust centre point to12 mA by RV4/RV14and 4-20 mA span byRV1/RV11. Repeat ofadjustment may benecessary

OFF

ON

OFF

ON

OFF

ON

OFF

ON

OFF

ON

OFF

ON

OFF

ON

OFF

ON

SW1/SW11

SW1/SW11

SW1/SW11

SW1/SW11

SW1/SW11

SW1/SW11

SW1/SW11

SW1/SW11

S1, S2, S11, S12Selection of input signal from bus or from

external input TB21

Doc. no.: CN-0193-C – 20220554C 4-14


Fig. 4-8D9X Dual Analogue Board, component layout (Rev. -C)

Pos. 0

Pos. 1

S21, S22Pos. 0:

Rudder feedbacksignal to autopilot

Pos. 1:10kHz signal to

autopilot (not used)

RV5, RV15(Channel 1 and 2)Gain reduction on

input signal

RV3, RV13(Channel 1 and 2)Input offset adjust

RV4, RV14(Channel 1 and 2)

Output offset adjust


40mA output adjust


40mA output adjust

SW1, SW11(Channel 1 and 2)Selection of output

signal

Legend: S1, S2,S11, S12S21, S22

Doc. no.: CN-0193-C – 20220554C 4-15


Fig. 4-9D9X Dual Analogue Board, component layout (Rev. D - )

Pos. 0

Pos. 1

S21, S22Pos. 0: Rudder feedback signal to autopilotPos. 1: 10kHz signal to autopilot

S1, S2,S11, S12

Selection of inputsignal from bus or

from externalinput TB21

RV5, RV15(Channel 1 and 2)Gain reduction on

input signal

RV3, RV13(Channel 1 and 2)Input offset adjust


Output offset adjustSW1, SW11

(Channel 1 and 2)Selection of output

signal


40mA output adjust

Legend: S1, S2,S11, S12S21, S22

Doc. no.: CN-0193-C – 20220554C 4-16


No strap connections: Safe relay controlled by autopilotConnection between S1 and S2: Safe relay controlled by NFU-handle and autopilotConnection between S2 and S3: Safe relay ON

Fig. 4-10D9X Solid State Board, component layout

LD1Power ON

LD3Starboardcommand

LD4Port

command

S4-S6NFU

priority

F1, F2Fuses 1A Quick for

110VAC and220VAC.

4A for 24VDC

Currentprotection limit

LD2Safe relay

ON

LD5Current limiter

ON

Doc. no.: CN-0193-C – 20220554C 4-17


4.5 RF14XU Rudder Feedback Unit

Mechanical mounting

Before installation check that the alignment mark on the mounting plateagrees with the mark on the shaft. Bring the rudder to amidshipsposition. The feedback unit should be mounted on a plane surface andsecured by bolts through the three holes in the mounting plate. It shouldbe linked to the rudder in accordance with Fig. 4-11. It is importantthat the linkage is linear, i.e. the A-a and D-d are pairs of equal length.This will give a ratio 1:1 between the rudder angle and that of thefeedback unit shaft.

Note ! If the RF14XU is mounted with the shaft pointing upwards, theyellow and the blue lead to the potentiometer inside must beinterchanged (See Fig. 4-13)

Fig. 4-11.RF14XU - Mounting

Electrical installation

The cables are carried through cable glands. If required, to avoid anymechanical damage, the cables should be run in a conduit between therudder feedback unit and the Distribution unit or rudder angle indicator.Electrical connection is shown in the cabling diagram and theConnection list. The cable screen must be connected to the internalground terminal. Ref. Fig. 4-12.

Doc. no.: CN-0193-C – 20220554C 4-18


The feedback unit has an external ground terminal an must have aproper ground connection to the hull. The grounding wire should be asshort as possible and at least 10 mm wide.

The RF14XU is divided into two sections. One section appliesfeedback signal to the rudder angle indicator, and the other appliesfeedback signal to the autopilot. The RF14XU must always bepowered with 15V from the D9X (normally via the SSB PCB). If arudder angle indicator is connected, the indicator section of RF14XUmust be powered from the rudder angle indicator supply.

Note ! If RF14XU is connected to rudder angle indicators, and theindicators are powered from an unfiltered 24V supply, theenclosed 470uF capacitor should be connected across thesupply. Without the capacitor, a deviation may occur betweenthe autopilot feedback midposition reference and that of therudder angle indicator(s).

Cable screen

Fig. 4-12Cable screen termination

Scaling of rudder angle

The RF14XU is normally delivered for ±45 degrees rudder angle(violet, brown and pink leads are not connected). For ±60 degrees,connect brown lead to terminal 10, for ±70 degrees, connect pink toterminal 10 and for ±90 degrees, connect the violet lead to terminal 10.White lead must remain connected. To invert the indicator deflection,the brown lead to terminal 8 of the RF14XU terminal board must beconnected to terminal 9. See Fig. 4-13.

Doc. no.: CN-0193-C – 20220554C 4-19


Fig. 4-13. RF14XUInternal wiring

Doc. no.: CN-0193-C – 20220554C 4-20


Final check

After installation, the cable glands must be sealed with silicon toprevent water from seeping in. Also apply silicon grease to the gasketbetween the bottom and top cover.

On the inside of the feedback unit cover, a piece of moisture protectingsponge is attached. The sponge produces a corrosion preventive gas,and to increase the efficiency of the gas the cover must be kept tight.

Adjustment

The Rudder Feedback Unit must be adjusted to centre position whenthe rudder is in mid-position. To do this, use the following procedure:

a) Move the rudder to mid position.

a) Press INFO until “DOCKSIDE SETUP PRESS PASSWORD“ isdisplayed in the DOCKSIDE panel. Press INCREASE andDECREASE simultaneously to open the DOCKSIDE panel, andcontinue by pressing INFO until the following parameter displayappears:

The rudder angle is shown in degrees, – = port.

b) Adjust for approx. zero rudder angle (less than 0.6 degrees) byturning the shaft of the feedback unit after it has been loosenedfrom the lever. You can also use a Digital Multimeter withfrequency reading and measure between – and X and adjust shaftposition to read 3400Hz in midposition. Secure the lever aftercompletion of adjustment.

c) Turn the rudder to 5° starboard and check that the informationdisplay reads 5.0°. Then turn the rudder to 5° port and check thatthe display reads –5.0°.

Normal operation of the autopilot is restored by pressing CLEAR .

DOCKSIDE SETUPRUDD ANGLE x.x°

Doc. no.: CN-0193-C – 20220554C 4-21


4.6 MC100 Main ComputerThe Main Computer must be mounted horizontally on the shockabsorber frame. It is fastened by 8 screws through 8 mm holes (Fig.3-3).

Internal cables

All internal signal connections between the units are made by cableswith plugs in both ends. The plugs can not be incorrect installedassuming that the markings on both cables and units are followed.

External cabling

All external interfacing from Nav./reference systems to the MainComputer connects only to the Interface section. The Interface sectionis separated from the rest of the Main Computer by releasing the 2screws in the Interface section, disconnect the plugs on theinterconnection cables and pull the Main Computer handles. See Fig.4-14

Fig. 4-14Accessing the Interface board

Make sure that the Main Computer has a proper ground connection tothe hull.

Shielded cables should be used for all interfacing to the system. Stripabout 1 cm (0.4”) of the cable’s insulation. Position the straps asshown and tighten well to make sure the screen has good contact.Leave sufficient free wires so that the plug-in terminals can be easilyconnected/ disconnected.

Interface boardInterconnection cables

Interface section

Doc. no.: CN-0193-C – 20220554C 4-22


Pull out each terminal before connecting the wires. Remove all standsbefore remounting the Main Computer.

Fig. 4-15Main Computer Interface Board, Component layout

The Main Computer Interface board has terminal connections forMains, speed log (pulse) and 8 identical communication channels. Eachchannel is designated in the software to specific type of equipment.

Channel Input data Output data

1 (TB8): Main control unit Main control unit

2 (TB11): Optional Optional

3 (TB12): Optional Optional

4 (TB13): Navigator / ECDIS Navigator / ECDIS

5 (TB16): Speed log (NMEA format) Spare

6 (TB17): Spare Heading (NMEA format)

7 (TB18): Gyro compass (serial) Optional info display

8 (TB19): Optional Debug data

Channel 1 Channel 8

Doc. no.: CN-0193-C – 20220554C 4-23


Each channel has a jumper switch for selection between different inputsignal formats:

Position Norm: RS-232 and NMEA0183 format

Position Cl: 5-20mA currentloop

Note ! Position “CL” must be used on channel1-3 to the control unit(s).

A light emitting diode (LED) flickers whensignals are received. Input signal polarity iscorrect when the LED is off the major part oftime.

Refer to Fig. 4-17.

A speed log with pulse signal is connected to TB3 (Terminal 1 is –,terminal 2 is +). If the log input is provided by contacts opening andclosing, the jumper switches S1 and S2 must be set to position 1-2.With pulse input from the log, switches S1 and S2 must be set toposition 2-3.

The purpose of the three diodes in the lower left corner of the board isas follows:

D26: Lights if the main fuse is broken.

D10 and D11 are connected to the Test Port TB5. This port is usedfor checking signal polarity. If a positive signal is connected to TB5 +,and a negative to TB5 – , the green LED D11 will light. If the signalsare interchanged, the red LED D10 will light.

Main supply shall be connected to the terminal marked 24V MAINS.The terminals 24V BAT, ALARM WATCHDOG, ALARMSYSTEM and KEYBOARD CONTROLLER are normally not used.

Fig. 4-16Main ComputerInterface Board

Channel 1,component layout

Doc. no.: CN-0193-C – 20220554C 4-24


Fig. 4-17Main Computer Interface Board,

component layout - left part

D26D10D11

S2

S1Test port

Log input (pulse)

Fuses

Doc. no.: CN-0193-C – 20220554C 4-25


4.7 Mode SelectionMode selection is normally incorporated in a centralized change-oversystem and is connected to the D9X Distribution Unit as fixed levelsignals according to Fig. 4-18.

Fig. 4-18Mode selector

4.7.1 Mode selection optionsIt is possible to have a “push to take command” arrangement for modeselection with pulsed level mode signals.

If NFU or FU-steering mode is an integral part of the autopilot system,it is possible to arrange the mode lines for control of these modes.

Refer to appendix B or consult factory for information.

Note ! It is mandatory that the mode selection options are used inaccordance with the regulations from the flag authorities andthe classification societies.

Doc. no.: CN-0193-C – 20220554C 4-26


Doc. no.: CN-0193-C – 20220554C 5-1


5 MAINTENANCE

5.1 Upgrading the autopilot softwareIt is possible to upgrade the software of the Main Computer. Theprocedure depends on whether it is an MC9 or an MC100 model. Youwill receive the new software version on an upgrade diskette.

Note ! Make sure that the system software diskette and the back-updiskette (ref. section 5.1.2) are not interchanged. Both are storedinside the Main Computer top cover.

5.1.1 MC100 Main Computer1. Press the OFF button on

the main control unit toturn off the system.

2. Remove the diskettestation cover and insert theupgrade diskette into theMC100 diskette station.

3. Press the AUTO ONbutton to restart thesystem and wait for 2minutes while the newsoftware is loaded. AlarmCOMMUNICATIONFAILURE will sound eachminute on the control unit.

4. Press the OFF button onthe main control unit to turn off the system.

5. Remove the upgrade diskette from the diskette station and let itreplace the previous system software diskette stored inside on theMC100 cover.

6. Press the AUTO ON button to turn on the system using the newsoftware.

Fig. 5-1MC100 diskette station

Doc. no.: CN-0193-C – 20220554C 5-2


5.1.2 MC9 Main Computer1. Press the OFF button on the main control unit to turn off the

system.

1. Remove the top coverand disable MC9watchdog by connectingJ7-2 with J3-2 on MC9Power DistributionBoard. Insert the upgradediskette into the MC9diskette station.

2. Press the AUTO ONbutton to restart thesystem and wait for 2minutes while the newsoftware is loaded. AlarmCOMMUNICATIONFAILURE will soundeach minute on thecontrol unit.

3. Press the OFF button on the main control unit to turn off thesystem.

4. Remove the upgrade diskette from the diskette station. EnableMC9 watchdog by removing the connection between J7-2 with J3-2on MC9 Power Distribution Board. Replace the top cover.Exchange the previous system software diskette with the new oneand store it in the pocket in the Instruction Manual.

5. Press the AUTO ON button to turn on the system using the newsoftware.

5.2 Parameter backup and restorePrior to making an external backup it is recommended to make aninternal backup. This is described in the Dockside setup, paragraph2.3.5.

It is possible to make a copy of the current state of the autopilot. It isrecommended that you do so at least once, in a situation where youfeel that the performance is good.

To back up the current state you need the special backup diskette.You will need a new diskette for each backup you want to make. Firsttime the diskette is used it stores the parameters as a backup diskette.Whenever it is used afterwards, it restores the configuration of theparameters which are saved on the diskette.

Fig. 5-2MC9 diskette station

Doc. no.: CN-0193-C – 20220554C 5-3


Use the following procedure to make a backup or to restore it:

1. Insert the backup/restore diskette into the Main Computer diskettestation. Press the OFF button on the main control unit to turn offthe system. Let the system be turned off for at least 15 seconds.

2. Press the AUTO ON button to restart the system and wait for thelight on the diskette station to turn off. (This takes approximately 60seconds)

3. Remove the upgrade diskette from the diskette station and pressthe OFF button to turn off the system. Store the diskette inside theMain Computer on the top cover.

4. Press AUTO ON to turn on the system.

5.3 Cleaning

5.3.1 Control UnitUse only a clean damp cloth to clean the Control Unit. Use nochemical liquids, thinner or alcohol.

5.3.2 MC100 Main ComputerThe Main Computer has a cooling fan on the left side. The fan shouldbe inspected every 2 month and cleaned when necessary. If the unit ismounted in an area with much dust an impurities in the air, this mayrequire shorter intervals between each inspection.

1. Remove the fan cover. The cover is snapped on the fan, and shouldbe released by using thefinger tips.

2. Remove the metallicfilter from the inside ofthe fan cover.

3. Clean the filter withcompressed air andreposition it in the fancover.

4. Snap the fan cover to thefan.

Doc. no.: CN-0193-C – 20220554C 5-4


Doc. no.: CN-0193-C – 20220554C 6-1


6 SPARE PARTS

6.1 Control Unit20168837 AP9 Adaptive Control Unit with accessories20168860 AP2000 Track Pilot Control Unit with accessories20168936 AP9 Adaptive Control Unit20168902 AP2000 Track Pilot Control Unit20120994 Accessories20169330 EMC kit type 920168928 AP9 Adaptive front housing ass’y20168894 AP2000 Track Pilot front housing ass’y20168274 Front PCB ass’y20168290 Interface PCB ass’y20168258 Display PCB ass’y20168431 EPROM, programmed (IC2)20168746 Front panel (keypad)20120622 Gasket for AMP connector block (J1-5)20168399 Back cabinet20120630 Gasket for cabinet20120580 Rotary course selector knob (assembled)20120556 Course selector tooth wheel20120564 Return spring44149508 C-spring A6x0.7 A220168357 Glass, Course display20168431 Glass, Info-display

6.2 D9X Distribution unit20125001 D90 Distribution Unit (19-40V DC, 3A)20125407 D91 Distribution Unit (110V DC, 1A)20125704 D92 Distribution Unit(110/220V AC, 1A)20126009 D93 Distribution Unit20126611 D9X Power Supply Board20125027 D9X Interconnection Board20125175 D9X Solid State Board 24V DC20125423 D9X Solid State Board 110V DC20125720 D9X Solid State Board 220V AC44155232 Solid state relay 24V DC (D90)

Doc. no.: CN-0193-C – 20220554C 6-2


44155265 Solid state relay 110V DC (D91)44155240 Solid state relay 220V AC (D92)44154417 Fuse 2.5A 5x20mm quick44103679 Fuse 5A 5x20mm quick20126678 D9X Dual Analogue Board20123253 D9X/S Relay Assy

6.3 MC100 Main Computer20169421 MC100 Main Computer with accessories20169439 MC100 Central Processing Unit (CPU)26044768 Power Distribution PCB ass’y26044859 DC-DC PCB ass’y 5V26044867 DC-DC PCB ass’y 12V26041459 Serial Interface PCB20169462 PC Flash Card 2MB20169470 PC Card Adapter ISA44140382 Fan 60x60x2544163962 Fan 80x80x2544140630 Filter array 80x8044138923 Floppy Drive 3,5” 1,44MB20169447 MC100 Interface Unit26044784 Interface PCB ass’y25006982 Interface signal cable26044834 Interface power cable44140127 Fuse 5x20mm 6.3A quick, 250V20169520 MC100 Back-up diskette20169538 MC100 System diskette

6.4 MC9 Main Computer20168845 MC9 Main Computer with accessories20168878 MC9 Central Processing Unit (CPU)26044768 Power Distribution PCB ass’y26044859 DC-DC PCB ass’y 5V26044867 DC-DC PCB ass’y 12V44162766 PC Flash disk ISA 4MB44140382 Fan 60x60x2544138923 Floppy Drive 3,5” 1,44MB26044800 MC9 Interface Unit

Doc. no.: CN-0193-C – 20220554C 6-3


26044826 Interface signal cable26044834 Interface power cable26044784 MC9 Interface PCB ass’y20169454 MC9 Back-up diskette20169280 MC9 System diskette

6.5 CD109 Course Detector

20120861 CD109 Course Detector with holder20120721 1 CD109 Course Detector20331997 2 Holder for Course Detector44112126 3 Connector block AMP NO 206044-144107217 4 Cable clamp AMP NO 206070-120120739 5 Cable with plug44112134 Pin contact AMP NO 163090-020120853 6 Plug with bracket for extension cable44106862 Socket contact AMP NO 163088-244150647 7 Washer44151066 8 Screw M6x3044149011 9 Washer M344149102 10 Screw M3x844108199 11 Cable clamp

Doc. no.: CN-0193-C – 20220554C 6-4


6.6 RF14XU Rudder Feedback Unit

22501647 RF14XU Rudder Feedback Unit w/transmission link

22501654 RF14XU Rudder Feedback Unit22504005 Transmission Link44132306 Ball joint22500300 Shaft coupling22500458 1 Gasket22501605 2 Electronic XU drive module44105120 3 Actuator44105146 4 Limit switch44118388 5 Potentiometer 5 Kohm44132033 6 Corrosion inhibitor sponge22500284 7 Activator block22500276 8 Activator disc

Fig. 6-1RF14XU - Spare parts

Doc. no.: CN-0193-C – 20220554C 6-5


6.7 RF Standard Transmission link22504005 Transmission link complete44132306 1 Ball joint, 8 mm stainless44132322 2 Transmission rod M8x300 mm44150225 3 Lock nut M8 (Hex)22504021 4 Transmission lever Ø12 mm44152676 5 Socket set screw M6x1044151967 6 Washer M822504054 7 Joint nut M8 (Hex)

Fig. 6-2RF Standard Transmission link

Drw. no. 50400

Doc. no.: CN-0193-C – 20220554C 6-6


Doc. no.: CN-0193-C – 20220554C 7-1


7 DRAWINGS

Cabling diagram (D90-D92 Distribution Unit) ............. N3-016898 (page 1)

Cabling diagram (D93 Distribution Unit)..................... N3-016898 (page 2)

Cable specification list .......................................... N4-016897

Connection list.......................................................... N4-016896 (page 1-7)

D9X Power Supply ................................................... N3-012812

D9X Interconnection Board....................................... N2-012813

D9X Solid State Board.............................................. N1-012815

D9X Dual Analogue Board ....................................... N1-012816

D9X Thruster Interface Board .................................. N1-012818

D9X/S Series Distribution Units................................. N4-012809

MC9/MC100 Interface Board ................................... N2-604478(page 2-4)

Doc. no.: CN-0193-C – 20220554C 7-2


Cabling diagram (D90-D92 Distribution Unit)

N3-016898A (page 1)

Doc. no.: CN-0193-C – 20220554C 7-3


Cabling diagram (D93 Distribution Unit)N3-016898A (page 2)

Doc. no.: CN-0193-C – 20220554C 7-4


Cable specification listN4-016897

Doc. no.: CN-0193-C – 20220554C 7-5


Connection listN4-016896B (page 1 of 7)

Doc. no.: CN-0193-C – 20220554C 7-6


Connection listN4-016896C (page 2 of 7)

Doc. no.: CN-0193-C – 20220554C 7-7


Connection listN4-016896B (page 3 of 7)

Doc. no.: CN-0193-C – 20220554C 7-8


Connection listN4-016896 (page 4 of 7)

Doc. no.: CN-0193-C – 20220554C 7-9


Connection listN4-016896 (page 5 of 7)

Doc. no.: CN-0193-C – 20220554C 7-10


Connection listN4-016896A (page 6 of 7)

Doc. no.: CN-0193-C – 20220554C 7-11


Connection listN4-016896C (page 7 of 7)

Doc. no.: CN-0193-C – 20220554C 7-12


Doc. no.: CN-0193-C – 20220554C A-1


APPENDIX A

D93 with four ±10V analogue output signalsThis function is achieved by using two Dual Analogue PCB's, eachproviding two galvanic isolated ±10V signals.

In order to provide four "change-over" signals for the propulsionequipment, an extra relay module has been mounted in the D93 unit.The relays are energized via the "Auto-on" signal from the autopilot.The schematic is shown on Fig. Appendix A -1.

K1 K2 K3

1 2 6 3 5 4 8 7 12 9 11 10 14 13

PORT STBD

CONTROLUNIT

J5

11 12

AUTO MODEON/OFF

9 8BUS PLUG

+

D93/2-SR4

Fig. Appendix A -1

The relays K2 and K3 are energized via K1 whenever the autopilot isput in the Automatic (Auto) mode. The closing contacts of K2 and K3are connected to each propulsion gear Change-over input.

A simplified diagram is shown on Fig. Appendix A -2.

El. unit

1

+/-10V c/o

El. unit

2

+/-10V c/o

El. unit

3

+/-10V c/o

El. unit

4

+/-10V c/o

Fig. Appendix A -2

Doc.no.: CN-0193-C – 20220554CA-2


The interconnection between the control unit and the D93 unit isshown on drw. no. N4-017086, and the connection between eachpropulsion unit and the D93 is shown on Fig. Appendix A -3.

12

TB21

HiLo

12

HiLo

TB22

Dual AnalogPCB 1

Hi

Hi

Lo

Lo

c/o

c/o

12

TB21

HiLo

12 Hi

Lo 10V

TB22

Dual AnalogPCB 2

Hi

Hi

Lo

Lo

c/o

c/o

10V10V

10V

c/o

c/o

c/o

c/o

10V

10V10V

10V

6

7

3

4

12

13

9

10

RelaysK2/K3

D93/2-SR4

Fig. Appendix A -3

For adjustment of Dual Analogue PCB see “D90/D91/D92/D93Distribution Unit” paragraph 4.4.

Doc. no.: CN-0193-C – 20220554C B-1


APPENDIX B

Extended use of mode selection

DescriptionEach control unit has the following lines for mode selection:

• Mode 1 (J1-1)

• Mode 2 (J1-2)

• Common (J1-13)

For the main control unit these lines are normally run to the D9XDistribution Unit where the external mode control is connected.

The following modes can be selected by various combinations of signallevel on these lines:

• STANDBY

• MANUAL

• MANUAL NFU

• MANUAL FU

• AUTO (Automatic steering)

Normally STANDBY and AUTO is used (ref. section 4“Installation”).

If NFU or FU-steering mode is an integral part of the autopilot system,it is possible to arrange the mode lines for absolute control of thesesteering modes as shown in table below.

Fixed level truth table

Mode 1 Mode 2 Info display text

TB1-1 or J1-1 TB1-2 or J1-2

OPEN OPEN - - STANDBY - -

CLOSED OPEN - - MANUAL NFU - -

OPEN CLOSED - - MANUAL FU - -

CLOSED CLOSED - - - - - - - - - - - -

The mode selection signals can be either “fixed” or “pulsed”. Pulsedlevel is used for “push to take command” arrangements which can bethe case if the Robertson FUA9X Follow-Up amplifier is used for mainsteering. In this case the Mode 2 signal is used to toggle betweenautopilot disabled (STANDBY) or steering (automatic or manual) viathe autopilot. When in automatic mode (started by push on AUTO-button) a pulse on the Mode 1 line will bring the autopilot back tomanual mode. The following table and state diagram show this.

Doc.no.: CN-0193-C – 20220554CB-2


Pulsed level table:

Initial

Mode 1(TB1-1 or J1-1)

Mode 2(TB1-2 or J1-2)

Action Display textbefore action

Display text afteraction

OPEN OPEN AUTO PUSHED - MANUAL - - - - - - - - - - -(Auto)

OPEN OPEN M1 CLOSING(min. 0,5sec)

- - - - - - - - - -(Auto)

- MANUAL -

X OPEN M2 CLOSED No matter - STANDBY -

Pulsed level state diagram

- MANUAL -

- STANDBY -(External)

- - - - - - - - - -(Auto)

AUTO pushed

Mod

e 2

open

Mo d

e 2

c losed

Mode 1 closing pulse

Mod e 2 closed

InstallationThe mode signal must be connected to either the D9X Distribution Unitor J1 of main control unit (Ref. section 6.). Note that for remotestations, the mode lines are used for station enabling only (ref.Appendix C).

Fig B-1 and B2 show wiring examples for “fixed” and “pulsed” mode.

Doc. no.: CN-0193-C – 20220554C B-3


1

2

MODE 1

MODE 2

TB1

D9X INTERCONNECTION PCB

AUTONFU

MODE SELECTOR

Link

NFU - AUTO FU - AUTO

1

2

MODE 1

MODE 2

TB1


AUTOFU

MODE SELECTOR

Link

5

TB3

COMMON 5

TB3

COMMON

5

TB3

COMMON

1

2

MODE 1

MODE 2

TB1OFF

AUTO

NFU

FU

D9X INTERCONN. PCB

D1 D2

D1=D2=IN4006 or similar

STANDBY - NFU - FU - AUTO

Fig. Appendix B -1Mode Selector, fixed signal

1

2

MODE 1

MODE 2

TB1


STANDBYMANUAL

MODE SELECTOR

5

TB3

COMMON

Fig. Appendix B -2 Mode selection, pulsed signal

Pulsed mode is an installation option set as follows:

Perform a Master reset and a Master setup (Refer to page 2-17) tomake the system adaption.

Doc.no.: CN-0193-C – 20220554CB-4


Set the software option code according to option in use.

Fixes: 0

Pulsed: 1

MASTER SETUP:OPTIONS X

Doc. no.: CN-0193-C – 20220554/C C-1


APPENDIX C

UX Converter UnitIn some occations it is required to use a separate potentiomenter forsensing the rudder movement. When so, it is also necessary to convertthe potentiometer voltage signal to a frequency signal, identical to thesignal from our RF14XU. A separate box containing the electronic XUmodule and two trimpotentiometers has therefore been made. Thetrimmers are used to adjust the frequency signal for midship rudderangle. The specification is 3400 Hz for midship rudder position,±20Hz/degree.

The electronic XU module is identical to the module used in theRF14XU. The diagram and dimensions are shown below.

Note ! Install the unit as close to the ffedback potentiometer aspossible.

UX Converter unit - Dimensions

Robertson AP9 Adaptive AutopilotC-2


UX Converter Unit – Connections

For selection of rudder deflection, refer to Fig. 4-13.

manual ap2000

Documents

c manual

new appendix c

previous appendixes

autopilot models

ants control mode

system components

new componentlayout

control units