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. Autohelm 6000 Installation & Operating Handbook AUTOHELM 6 0 0 0 Autohelm 6000 is one of the first of a new generation of microprocessor controlled autopilots and is suitable for sailing and motor vessels of between 13m and 20m LOA (&I' - 60'). Whilst the engineering behind the system is complex, operation has been simplified to the point where switching over to autopilot merely involves touching a single button. Complicated control knobs have given way to microprocessor automation so that steering performance is continuously optimised over the entire range of sea and vessel trim conditions. Autohelm 6000 is simple to install and prepare for sea trials. However, sound installation is vital if the system's full performance potential and reliability are 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. CONTENTS 1 .o 1 .l 1 .l .l 1 .1.2 1 .l .3 1 .1 .4 1 .l .5 1 .1.6 1.2 1.2.1 1.2.2 1.2.3 1.3 2.0 2.1 .l 2.1 .2 2.1.3 2.1.4 2.1 .5 2.1 .6 2.2 2.2.1 2.2.2 2.2.3 2.3 2.3.1 2.3.2 i:P El 3:2.2 3.2.3 3.2.4 3.25 3.2.6 3.3 3.3.1 3.3.2 3.3.3 3.3.4 General description Control system Course computer Control units Fluxgate compass Windvane Auxiliary alarm Radio navigation interface Drive systems Rotary drive unit Linear drive unit Hydraulic drive unit System summary Installation Course computer Control units Fluxgate compass Windvane Auxiliary alarm Radio navigation interface Drive system Rotary drive unit Linear drive unit Hydraulic drive unit Cabling and power supplies Signal cabling DC supply cable Operation Basic principles Controls Fixed control units Hand held control unit Windvane system Operating mode indication Off course alarm Radio navigation interface Functional test procedure Setting up FunctIonal test procedure Compass deviation check Mechanical test procedures 4.0 44:: 55-33 52 6.0 7.0 8.0 9.0 10.0 11 .o Sea trials First sea trials Rudder control adjustment 31 33: 33 Operating hints Unsatisfactory steering performance 33 Pilot fails to disengage on 34 selecting Stand-by Maintenance Fault location procedure Warranty After sales service Service centres Overseas representatives 35 36 37 38 39 41 1 .O GENERAL DESCRIPTION Autohelm 6000 is a modular automatic pilot system that can be built up to match the individual requirements of all types of sailing and power vessels. The rudder drive system may be selected from a range of rotary, linear and hydraulic systems, and the control system can be customised to suit the layout of the vessel and the owners individual requirements. All control units are watertight and may be externally mounted when necessary. The most comprehensive installation is illustrated in (Fig. 1) and provides for up to three control units, together with a fluxgate compass and optional wind vane course sensors. Provision is also made for the addition of a Loran `c' or Decca Radio Navigation Interface. The most basic installation would consist only of a central course computer, fluxgate compass, drive unit and a single control unit. WINDVANE YP FLUX GATE RADIO NAVIGATION INDICATING CONTROL UNIT NONINDICATING CONTROL UNIT HAND HELD CONTROL UNIT Fig. 1 DRIVE UNxw 1 .I CONTROL SYSTEM 1 .I .l COURSE COMPUTER The course computer houses the central micro I computer and the drive system power amplifier which confines the complete electronic system to a single module. The course computer plugs into a connector unit to which all of the control system peripheral modules are connected. The course computer is thus easily removable from the vessel for servicing by unplugging from the connector unit. The course computer is splash-proof only and must be mounted in a dry and protected pclsition. The course computer is supplied in 12v and 24v configuration. 411 mm 116.2") ,/ II ._ _- -..- \ 1 sI CL cc \ QD an / 1: `I 1 :I .2 CONTROL UNITS Non Indicating and Indicating control units are av,ailable, both of which provide full control of the autopilot. The indicating control unit has a back-lit digital course display, which also indicates cross track error when the autopilot is supervised by the Radio Navigation Interface system. Both types of control unit are designed for surface mounting, and would normally be situated adjacent to the steering position(s). A t-ran&held control unit is also available to permit full control of the autopilot and power steering from any position on deck. The handheld control unit is fitted with a 6m (19') wander lead and plugs into a bulkhead mounted waterproof socket. All three types of control unit are fully waterproof for permanent outside location when necessary, and are connected to a common bus wil:hin the course computer connector unit. i ) I-.-178mm 17.0") / ! 1 159mm W3") , T---I 7 L, I, \ \ \ \ \ \ \ ; 23mm (Y) 4 76mm (3.O"l 2 n F------1 & (9') F - 1 .I .3 FLUXGATE COMPASS The ftuxgate compass has been specially developed for marine autopilot application. It is excited and read by the system's central course computer and therefore does not contain any active electronic components. The fluxgate is gilnbal mounted to permit pitch and roll movements of up to f40". The compass is bulkhead mounted and connects directly to the course computer connector unit. 90mm (3.5") 92mm (3.6") t- - 82mm (3.2"l 1 .I .4 WINDVANE The windvane is designed for permanent attachment to the after rail where it can be sited in clear wind. The windvane interconnecting cable feeds through the deck via a waterproof gland unit and connects directly to the course computer connector unit. 1 .1.5 AUXILIARY ALARM The autopilot is provided with an automatic off course alarm system which sounds from all control units and provides sufficient audible warning under most conditions. In cases where a high power alarm is necessary, an auxiliary alarm can be fitted. The auxiliary alarm is connected to the main connector unit via a two core cable. 85mm (3.35") 1 .I .6 RADIO NAVIGATION INTERFACE The autopilot can can be interfaced to any Decca or Loran `C' system that is provided with a suitable autopilot output. The radio navigation interface unit receives cross track error information from the Decca or Loran `C' system and computes course adjustments to enable the autopilot to steer to a selected way point. The radio navigation interface connects to the common control unit bus within the course computer connector unit. The unit is designed for surface mounting and would normally be situated in the navigation area adjacent to the Loran or Decca receiver. Your main distributor or Nautech Technical Sales Department will be able to advise you of Radio Navigation Systems with suitable autopilot output. O- 0 1lOmm (4.3") 0 cl I l0mm (4.3") 0 9 -- n 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 hydraulicsteering 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 `Auto' and will disengage instantly even under extreme load when the autopilot is switched to `Stand-by'. The motor is controlled by the course computer which also regulates peak armature current and eliminates the need for end limit switches. Type 1 Supply voltage Peak output torque Maximum shaft speed Power consumption (typical average) Overall depth `A' Suilable for vessels up to 12 volts (24 volts optional) 240lb.ir-r. (27Nm) 18 rpm 1 Z-3 amps 75in. (190mm) 45ft. LOA (14m) Type 2 12 volts (24 volts optional) 425lb.in. (48Nm) 28 rpm 4-7 amps 8.1 in. (21 Omm) 60ft. LOA (18m) 2 HOLES: 12.5mm (0.5") diameter 12.2 LINEAR DRIVE UNIT The output ram of the linear drive unit is driven by a declutchable recirculating 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 even under switched to the course current and switches. `Auto' and will disengage instantly heavy load when the autopilot is `Stand-by'. The motor is controlled by computer which regulates peak eliminates the need for end limit Type 1 Supply voltage Peak thrust Maximum stroke. speed Maximum stroke Overall length at mid stroke `A' Tiller arm length `8' (f35" rudder) Maximum rudder torque Power consumption (typical average) Suitable for vessels up to 12 volts (24 volts optional) 5501bs (225Kg) 1.2inJsec. (30mm/sec.) 12in(300mm) 275in. (700mm) 1 Oin. (260mm) 5000lb.in. (570Nm) 1.5-3 amps 45ft. LOA(14m) Type 2 12 volts (24 volts optional) 750lb. (340Kg) 1.3irVsec (33mm/sec) 16in (400mm) 33.5in. (850mm) 14in. (350mm) 10,500lb.in. (1200Nm) 2.75-6 amps 60ft. LOA (18m) 25mm (1 .o") 207mm (8.15") 1 I 51 mm 12.0") I 66mn (2.6"J i c 79mm (3.1"l r `A zi 18mm (0.7"RAD.) 1.2.3 HYDRAULIC DRIVE UNIT The hydraulic drive unit consists of a precision _ gIsar pump with integral valve block driven by a continuously rated servo motor. A special pi'essure balance valve corrects the effects of h!/draulic slip and isolates the pump from the steering circuit when the autopilot is not energised. The pump drive motor is connected directly to the course computer which also regulates peak pump pressure and eliminates the need for end stroke limit switches. I I 'A 117mm (46") Type 1 Supply voltage Regulated peak pressure Flow control Peak flow rate (unloaded) Maximum ram capacity Power consumption (typical average) O~~erall length `A' 12 volts (24 volts optional) 450lb.in' (30bar) integral pilot check and pressure balance valve system 40in3/mm (650cc/min) 1 5in3 (2.50~~) 2-3.5 amps 95in. (240mm) Type 2 12 volts (24 volts optional) 450lb.in.* (30 bar) integral pilot check and pressure balance valve system 80in3/min (1300cc/min) 30in3 (5OOcc) 4-8 amps 10.5in. (265mm) 2.0 INSTALLATION Installation of the Autohelm 6000 is exceptionally straightforward but sound in:;tallation is vital if the system's high standard of performance and reliability is to be achieved. 2.1 .l COURSE COMPUTER The course computer must be mounted in a protected position that is reasonably free of vibration, Since the power amplifier dissipates heat when the autopilot is under load, it is also important that the mounting position should be well ventilated and clear of the engine room, Pclsitioning will also be influenced by the requirement to reduce the total length of the pc,wer cable to a minimum (see section 2.3.2). V The course computer should first be unplugged from the connector unit after removing the terminal box lid and unscrewing the two internal retaining thumb nuts (Fig. 2). The connector unit and the mounting spine may then be screwed into position using the self tapping screws provided (Fig. 3). Finally, plug the course computer back into the connector unit to leave it ready for connection (Fig. 4). 2.1.2 CONTROL UNITS Both the indicating and non indicating control units are designed for surface mounting in any position. Both are non magnetic and may be positioned near a steering compass if necessary. In all cases the control units should be placed within easy reach and view of the helmsman. As a general rule, the non indicating control unit would be most suitable for cockpit installation adjacent to the helmsman. A non indicating control unit may also be specified for the second steering position in the flying bridge of a power vessel. The indicating control unit is equally watertight and can be mounted externally if preferred. An indicating control unit can also be useful at the navigation table where course information is visible and course changes can be made directly by the n ...