Distributed by Any reference to Raytheon or RTN in this manual should be interpreted as Raymarine. The names Raytheon and RTN are owned by the Raytheon Company. Installation and Operating Handbook ANNOGUE Autohelm" .;-: AUTOHELM 5000 The Autohelm 5000 is a modern high performance autopilot specifically developed for sailing and motor vessels of up to 40'(13m) LOA. It is exceptionally easy to operate and its advanced micro-electronic control circuit gives outstanding steering performance. The Autohelm 5000 is distinguished by its automatic course locking capability which permits change-over from manual to automatic steering by a single push-button control. From then on the original heading is rigidly maintained by the automatic trim system which continuously monitors trim changes and offsets the mean wheel position to compensate. In addition, the rate of wheel rotation is regulated in proportion to the rate at which the vessel moves off course, giving the Autohelm 5000 the smooth steering capability of an experienced helmsman. The basic system comprises a Drive Unit and Control Unit inter-connected by a pluggable multi-core cable. A complete range of optional remote control accessories are available which are also pluggable to the Control Unit. After fitting the system it is only necessary to make a single adjustment to the Control Unit in`,order to match the system's response range to the character of a particular vessel. The Autohelm 5000 is exceptionally easy to install and prepare for sea trials. Sound installation however is vital if the system's high standard of performance and reliability is to be achieved. The installation notes should be followed carefully and in cases where special advice may be needed you are encouraged to contact our Technical Sales Department where expert assistance is always available. I .O SYSTEM DESCRIPTION The Autohelm 5000 is a modular system that can be built up from a minimum number of standardised units to match the individual requirements of a wide range of sailing and power vessels. The rudder drive system may be chosen from a range of rotary, linear and hydraulic drive units to best suit the vessel's particular steering system. The most basic installation (Fig. 1) consists of a control unit inter-connected by a pluggable cable system to a drive unit. This installation would be suitable for a motor vessel with a single enclosed steering position, and where no requirement exists for remote control facilities. Hand-held remote control unit type DO73 may be plugged directly into the Control Unit auxiliary socket. A simple remote control installation is illustrated in Fig. 2. The auxiliary control unit repeats the basic working controls of the main control unit and is suitable for extending autopilot control to a secondary steering position. Alternatively, in the case of a sailing yacht for example, the auxiliary control unit provides a watertight cockpit control enabling the control unit to be mounted in a protected position below deck. The full remote control system (Fig. 3) provides the addition of a hand-held remote control unit. DRIVE UNIT CONTROL UNIT DIRECT REMOTE CONTROL (D073) (OPTION) .20 AMP FUSE DC SUPPLY Fig. 1 Basic System DRIVE UNIT 20 AMP FUSE DC SUPPLY Fig. 2 Basic Remote Control System DRIVE UNIT f \ CONTROL UNIT 20 AMP FUSE J 1 HAND HELD REMOTE CONTROL (0093) REMOTE SOCKET m D C SUPPLY / Ef / AUXILIARY CONTROL UNIT Fig 3 Full Remote Contrd System 1 .l CONTROL SYSTEM 1.1 .l CONTROL UNIT The control unit is common to all installations and is provided with six metres of multi-core cable with pre-connected plugs and sockets to connect to the drive unit. It houses the main control circuit PCB together with the automatic course following compass system. The control unit case is splash proof, but not watertight, and is, therefore, intended for mounting in a dry and protected position. Two sockets are provided on the rear case for connecting the drive unit and remote control system. I-- -1 . Rotary controls for course alteration, rudder response and sea state are grouped on the control unit facia, together with the push-button primary working controls. A secondary gain control is inset into the rear case to allow adjustment of the system's rudder response range to match the widely differing steering characteristics of both planing and displacement vessels. The control unit is suitable for use on 12 volt systems. r142mm (5 VI -i 1 .1.2 REMOTE CONTROL ACCESSORIES 1 .I .3 AUXILIARY CONTROL UN IT Autopilot control may be transferred to the auxiliary control unit by depressing the Remote push-button on the main control unit facia. The auxiliary control unit is watertight and designed for flush mounting in severely exposed positions. It is provided with six metres of cable terminated in a waterproof plug for direct connection to the control unit. A connector is situated on the rear case for connecting handheld remote control deck socket. (3.2") 81 mm r 1 OOmm (3 9U 1 .1.4 REMOTE CONTROL UNITS The remote control is a hand-held unit that enables the autopilot to be overriden and the vessel to be power steered from anywhere on board. The unit is fitted with a six-metre flying lead, Type DO73 is suitable for direct connection to the Control Unit auxiliary socket. Type DO93 is fitted with a waterproof plug for connection to a waterproof deck socket. i Auxiliary control Unit DO69 86mm (3 38") 35mm I1 38") 56mm (2.2") 1.15 REMOTE SOCKET The remote socket provides a watertight socket for the hand-held remote control. The socket is supplied with 6 metres of 3 core cable terminating in a plugfor direct connection to the Auxiliary Control Unit. 1 .1.6 CABLE EXTENSION The cable extension facilitates the lengthening of all multi-core cables in six-metre increments. The extension cable is terminated with compatible waterproof connectors for insertion into the cable harness in the positions shown in Fig. 3. I Hand Held Remote Control Unit (D093t (0073) Direct Remote Control Remote Socket DO91 1 .I .7 CATALOGUE NUMBERS CONTROL SYSTEMS Control Unit Auxiliary Control Unit Remote Control Direct Remote Control Remote Socket Cable Extension DRIVE SYSTEMS Rotary Linear Hydraulic 2068 DO69 DO93 DO73 DO91 DO59 12v only Z069 2070 2071 0 1.2 DRIVE SYSTEMS Mechanical steering systems may be driven by either a rotary or linear drive unit. Some steering systems are fitted with an autopilot drive shaft, and in such cases the choice of a rotary drive system is straightforward. In general, if a drive shaft exists and lost motion does not exceed 2% of total rudder movement, the rotary drive unit becomes the most economic choice. In all other cases the linear drive unit will provide the simplest installation since it may be connected directly to a tiller link on the rudder stock. Total independence of the mechanical steering linkage also allows the linear drive unit to be used to power steer the vessel in the event of steering linkage failure, and this is an important safety feature. In addition, minimisation of working parts improves the overall efficiency of the rudder drive system and reduces lost motion to an absolute minimum. All vessels with hydraulic steering systems will require a hydraulic drive unit. 1.2.1 ROTARY DRIVE UNIT The output shaft is driven by a continuously rated servo motor via an efficient reduction gearbox. The gearbox is dry lubricated to permit operation in any attitude. A fail safe friction clutch within the gear train engages automatically when the autopilot is switched to Duty and will disengage instantly even under extreme load when the autopilot is switched to Set. Supply voltage Peak output torque Maximum shaft speed Power consumption (typical average) Suitable for vessels up to 12 volts 240lb.in. (27Nm) 18 rpm 1 S-3 amps 40ft. LOA (12m) 175mm (6.88") 2 Holes: 12Smm (0.5") diameter r i 1.2.2 LINEAR DRIVE UNIT The output ram of the linear drive unit is driven by a declutchable re-circulating ball leadscrew which enables the drive unit to .be permanently coupled to the rudder stock via a simple crank or tiller arm. The drive is automatically engaged by means of an internal friction clutch when the autopilot is switched to Duty and will disengage instaltly even under heavy load when the autopilot is switched to Set or Off. Supply voltage Peak thrust Maximum stroke speed 12 volts 550lbs (225Kg) 1.2in./sec. (30mm/sec.) 12in. (300mm) 27.5in. (700mm) 1 Oin. (260mm) 25mm (1 .o") 207mm (6.15") Maximum stroke Overall length at mid stroke Tiller arm length (+35" rudder) 500lb.in. Maximum rudder torque (570Nm) Power consumption (typical 1 Z-3 amps average) 40ft. LOA (12m) Suitable for vessels up to 51 mm (2.0") _ ,- _ JJ ! I 1 700mm lZ7.5") , 1 / I mm (0.7") RADIUS 260mm (10.0") --+j$-r 1.2.3 HYDRAULIC DRIVE UNIT The hydraulic drive unit consists of a precision gear pump with integral valve block driven by a continuously rated servo motor. A special pressure balance valve corrects the effects of hydraulic slip and isolates the pump from the steering circuit when the autopilot is not energised. , 12 volts 4501b.in2 (30 bar) integral pilot check and pressure balance valve sys tern 40in3/mm Peak flow rate (unloaded) (650cc/min) 1 5in3 (25Occ) Maximum ram capacity Power consumption (typical 2-3.5 amps average) 9.5in. (240mm) Overall length Supply voltage Regulated peak pressure Flow control /L/ 240mm (9.5") 117mm (4.6") 2.0 INSTALLATION The Atitohalm 5CCC is excepticnally easy tc install and prepare for sea trials. Sound installation however is vital if the system's high standard of performance and reliability is to be achieved. The installation notes should be followed carefully and in cases where special advice may be needed you are encouraged to contact our Technical Sales Department where expert assistance is always available. essential to operate the autopilot via a weathsr- 2.1 CONTROL SYSTEM 2.1.1 CONTROL UNIT The control unit is the most sensitive part of the system and care should be taken to select a mounting position that is reasonably free from vibration and protected from external weather conditions. The control unit is mounted in an aluminium frame which can be pivoted to permit fixing to either horizontal or vertical surfaces. The frame is finally fixed into position by two No. 8 (4mm) diameter countersunk head stainless steel or brass screws. In the case of a vessel with an enclosed wheelhouse, it would normally be desirable to mount the control unit sufficiently near to the wheel so that the controls are easily accessible to the helmsman. However, since the control unit incorporates a magnetic compass it is necessary to position it at least 2ft 6in (80cm) away from the nearest steering compass in .order to avoid devi&on Df both compasses. Deviation of the control unit compass is much less critical because of its auto-following capability. Nevertheless excessive deviation should be avoided as far as possible in order to maintain uniform sensitivity on all headings. The control unit should thus be mounted as far away as possible from iron or other magnetic devices. If any doubt exists, the chosen site should be checked by means of a handbearing compass. The handbearing compass should be fixed into the chosen position and the vessel swung through 360 degrees. Relative differences in reading between the handbearing compass and the main steering compass should not vary by more than 20 degrees. In rare cases even the above extreme deviation tolerance may not be achievable, in which case an alternative site remote from the steering position must be selected. In such a case it will be necessary to operate the autopilot through an auxiliary control unit situated near the steering position. Installation in steel hulled vessels invariably presents difficulties and the advice of a compass adjuster should always be sought. Sarling yachts with a single external steering position are a special case where it is 8 proof auxiliary control unit. The auxiliary control unit would normally be mounted in the cockpit adjacent to the steering position and the control unit situated below in a suitably protected position. The compass within the control unit is capable of satisfactory operation at roll and pitch angles of up to -r-30 degrees. The control unit should, therefore, be positioned as near to horizontal as possible to maximise gimbal action in all directions. In the case of a sailing yacht where sustained heel angles may on occasions exceed the above limit, it will be necessary to readjust the control unit to a near horizontal position on each tack. To faciliate this, the control unit's suspension frame should be mounted parallel to the direction of the heel axis. 2.1.2 AUXILIARY CONTROL UNIT The Auxiliary Control Unit is connected directly to the auxiliary connector on the Control Unit. The unit is waterproof and should be positioned close to the steering wheel. It ...