CONTENTS 1. GENERAL lel Overviews ete 1-2 Standard 2.2... 1-3 system configuration 2. CONFIGURATION ..., 2-1 Control stand 2... 2-2 Auto steering panel ...... 2-3 Hand steering panel 2-6 I/O board ..eepees 2-5 DC power supply unit 2-6 Terminal boards for T/O signal . 2-7 Equipment located in the lover part of the control stand. 2-8 Alarm panel for continuous control steering gear ... 3. OPERATION .., 341 Starting and stopping the autopilot 2.00.65 3-2 Starting and stopping the gyrocompass ...... 4, KEYBOARD OPERATION 4-1 Keyboard 4-2 Universal display 4-3 Keyboard operation for data setting ..... 0 4-4 Keyboard operation for display . 4-5 Keyboard operation for control mode selection ..... 4-6 Special keyboard operation 5. ALARM ee 5-1 Emergency alarm... 5-2 Caution alarm 5-3 Annuneiator pattern in alarm condition .... 5-4 Types of alarm displays -.....4. oct 1904 14.73 La aa 1-2 3 43 ad 47 on 4-16 5-2 5-36. BASIC AUTOPILOT ACTIONS 6-1 Auto steering. 6-2 Hand steering .s..4+. 6-3 Remote steering... 6-4 External computer steering .. 6-5 Magnetic compass signal connection 6-6 Midship position control 7. MAINTENANCE AND INSPECTION... 0000 Trl General comments «++ 7-2 Maintenance and inspection of gyrocompass 7-3 Autopilot inspection and maintenance 7-4 Failure recovery procedure. 7-5 Adjustment 8. ELECTRIG PARTS LIST 8-1 Control stand .s.++ 8-2 Auto steering panel sseeeeeeeee 8-3 Hand steering panel 8-4 Gyro control device APPENDIX Drawing 1. Basic operation block diagram Drawing 2. Autopilot functional configuration Drawing 3. Block diagram of auto steering software functions Drawing 4. Alarm funetion block diagram. Drawing 5. System schematic diagram for autopilot ..... Drawing 6. CH2300 gyrocompass schematic diagram 6-9 BL BL 8-2 83 a42. GENERAL 1-1 overview SStopilot functions are simply configured independent of the other functions. ayrocompass.1-2 STANDARD SYSTEM MODEL NUMBERS rmi-OO ¢ >) control stand type 300 Jeile-in CHZ300 gyro compass 200 Built-in CMZ200 gyro compass Zook Built-in CHZ200A gyro compass Keotode : Externally mounted gyre comPaeS aype of control systen of power unit for steering gear Searaulic power unit, duplicated pydraulie power unit with proportional control valve, duplicated “ii Hydraulic power unit for MITSBISHT JANNEY stecring gear, duplicated iar uydraulic power unit for large steering goare of MITSUI ENGINEERING AND SHIPBUILDING CO, duplicated pizedt actuation of solenoid valves for steering gear, duplicated x21 Contiquous control type steering 6°45 of KAWASAKI HEAVEY INDUSTRIES, duplicated 2: continuous control type steering 8°57 of MITSUI ENGINEERING AND SHIPBUILDING co., duplicated yar Continuous control type steering sea" of MITSUBISHI HEAVY INDUSTRIES, duplicated1-3 SYSTEM CONFIGURATION Bridge Electrical line Hydraulic line Mechanical connection Control stand (PH122) <> repeater compass Gyro main power ? F ‘True heading transmitter 440/220 V AG, 60 Be, 30} (xB305) LLL Motor generator Alarm power 24 V pc — “s/h (xso12) mi — Steering gear room No+l Power source box No.1 Pump unit W80 VAG, 60 ey 3 (eons) (pvaiay No.1 Servo motor 440_V AC, 60 He, 30 PT2i-H2 (Pv4ss) No.2 Power source box (pco1s) u___.# e No.2 Pump unit (eves) ioe Py Steering gear No.2 Servo motor (Pvass) PT21-R2 (Proportinal control type) 440 VAG, 60 tz, a 440 VAC, 60 He, 3 PT21-L2 No.1 Power source box (eco15) No+1 Pump unit qo (Pvals) No.2 Power source SS No.1 potransmitter Wo.1 Power source box = (Bc015) Hydraulic power unit (PV006) =] —— B2, No.2 Power source box — er —_.__ - (eoo1s) te + a jmozsvarsur-saney +2 pump type steering gear ts - ae fy (P0015) No.1 p-transmitter Steering g uo vir20 vac, | Lo pas ot, |e J=——— No.2 Power source box (P0015) jo.2 potransmitter 440 v/220 V AC, te rg (e102) SO, 1 ame cael fp 7 ioral Le cease oe AC 440V, 602, 16 ey (Pensa) No.1 potransmitter : r (1102) seecring os Ac 440V, 60uz, 18 PT21-K2(KAWASAKT) PT21-S2(HITACHT ) PT21-T2(MITSUI ) —— | No.1 Starter No.1 Actuater, No.2 Control & power box fete) No.2 prtransnitter (er102) i No.2 Starter | No.2 Acti re 7s PT21-¥2(MITSUBISHI)2, CONFIGURATION 2-1, CONTROL STAND ‘The control stand has roughly the following two-unit construction. Upper stand Automatic steering panel Hand steering panel -— 1/0 Board DC Power supply unit Terminal for 1/0 Signal Lover stand Master gyro compass [—— Gyre control panel — Gyro power supply unit Note: The lover stand described above shows the configuration when a gyro compass is incorporated. Wwhen the gyro compass is installed separately, these units ere not installed and this stand is empty. Fig. 2-1 Identifies the components in the control stand, and the following subsection describes their function.Auto steering panel Hand steering panel Master compass Gyro control panel Fig. 2-1 CONTROL STAND2-2 AUTO STEERING PANEL ‘The auto steering panel (Fig. 2-2) face is provided with a steering repeater compass, each type of display indicator lamp and operational switches. The inside of the panel incorporates a microrocessor and annunciators which comprise the nucleus of the autopilot. A hinged panel construction enables the panel to swing up on hinges located at the upper part of the panel to facilitate maintenance and inspection. Individual lamps (Operating and alarm indicators) Steering repeater compass 7 ei nefaacaceura corrnitor meat ae Universal display ee Rudder limit indicator ae Rudder command indicators Malei old alarm leaps _— Lamp test switch Buzzer stop switch Course setting switches Steering mode indicators Steering mode selector Fig. 2-2 AUTO STEERING PANEL (FRONT FACE) 2-41) STEERING REPEATER compass The steering repeater compass is driven with a synchro type compass motor. The repeater card is composed of round scales. The outer scale rotates 360°/revolution while the inner scale rotates 10°/revolution. The built-in 360X type synchro together with the 36X and 1X type synchros compass actor enable the microprocessor to read the heading automatically as soon as power is turned ON. 2) REPEATER CARD CORRECTOR The repeater card corrector operates electrically. Romoving the round cover exposes two pushbuttons. Depressing the right hand pushbutton turns the repeater card clockwise while depressing the left hand pushbutton turns it counter clockwise. 3) DIAeaR There are two dimmers. ‘The upper one is used only for illumination of the intensity of brightness of repeater compass card while the lower one is used to adjust the illumination of all the indicators and indicator lamps on the panel at the same time. 4) INDIVIDUAL ALARM LAMPS ‘These lamps are provided to indicate important running and alara conditions. Contents: DC (green) : Battery power indicator lamp. This goes ON when 24V DC battery power is being supplied. The indicator is extinguished when the battery power is OFF. GYRO (green): Gyro operation indicator lamp. Tlluminates when the gyzocompass is operating and a repeater signal is being issued. GYRO TEMP (red): High temperature alarm indicator lamp for gyrocompass supporting fluid. (ote) Illuminates when the temperature of gyro supporting fluid in the gyro container rises to between 60 and 70°C. GYRO VOLT (red): Gyro power no-voltage alarm indicator lamp. Illuminates when the power supply to the gyro compass fails. (vote) Note: In case of interfacing with a D3 type gyrocompass,"GYRO FATL" (red) lanp is provided instead of separate lamps provided for a CiZ-series gyrocompass.1/ 2 PwR (green): Power mains indicator lamps ‘These lamps illuminate when 100V AC power is supplied to the control stand by turning ON the circuit breakers in the power source boxes mounted in the steering gear room. ‘Two power source boxes are usually installed. 1/2 VOLT (red): System power no-voltage alarm indicator lamps. Each lamp illuminates when 2 no-voltage condition wi detected showing that power to the corresponding system has failed. 1/ 2 PMP (green): Pump unit running indicator lamps Each indicator lanp is illuminated upon receipt of the running signal from the corresponding pump unit in the steering gear room. 1/2 SYS (green) The illuminated indicator shows the operating autopilot System running indicator lamps. system presently in use. The indicator lanp is illuminated with a system switch operation on the steering panel. 1/ 2 FAIL (red): System failure alarm indicator lamps Each lamp is illuminated when an emergency alarm is generate, AUTO CPU power supply is cut off, or a computer anomaly is detected. 5) COMMON ALARM LAMPS These indicator Lanps show active alarms other than the alarns described above. They include emergency alarm (EMERGENCY: ()>) and caution slara (CAUTION: @>), The alarm causes are shown on the universal display in characters. For details, see Section 5 6) LAMP Test swrrce ({}) This is @ pushbutton type switch. Depressing the suitch enables the operator to acknovledge illuminated indicators and elara Lamps except for the steering repeater. Buzzers ere also acknowledged with this indicator. During testing, the universal display, bargraph indicator, course setting indicator, rudder limit indicator and alarm lamps blink, while all the other indicator lamps are continuously illuminated. 7) BuzzER stor swrtcH (@ ) This is a pushbutton-type switch. The buzzer stops sounding if this switch is depressed after an alarm occurs. The blinking elara indicator lamp goes off or renains continuously illuminated.8) UNIVERSAL DISPLAY aa indicating 8 alphanumeric characters. The left display is display includes two LED displays which are each capable of No.1 and the right display is display No.2. ‘These displays show not only the cause of an alarm when the alarm occurs but also various data and control modes with conmands from the keyboard « 9) BARGRAPH INDICATOR 0 TURN RATE : A red (PORT) and a green (STARBOARD) LED arrays of 20 each are arranged in the forms of a bargraph. One LED corresponds to 1.5°/min. of turn. Thus, P(PORT) -30°/min. to $(STARBOARD) +30*/min. ean be displayed. © ACTUATOR ANGLE / RUDDER ANGLE A red (PORT) and a green (STARBOARD) LED arrays of 20 each are arranged in the forms of a bargraph. One LED corresponds to a rudder angle 2°. Thus, P40* to $40° can be displayed. The indicator normally indicates the actuator angle transmitted from the p-transmitter but it can also be used to indicate the rudder angle directly from the head of the rudder. 10) RUDDER LIMIT INDICATOR LAMPS These indicator blink to indicate that the output level from the proportional and delivative control circuits has reached the rudder Limit during auto steering. A red indicator lamp on the left shows port and a green indicator lamp on the right starboard limit. 11) RUDDER ACTION INDICATORS ‘These two indicator lanpe are illuminated at the time the controlled solenoid valve (or motor) is energized, A red indicator lamp is used for port and a green indicator lamps for starboard, These Lamps are located to the right and left of the port and starboard rudder Limit indicator lamp respectively. A helmoman can manage accurate ship control by observing these indicator lamps together with the rudder angle display. =12) STEERING MODE SELECTOR AND INDICATORS When the steering mode selector is operated thé corresponding steering mode indicator illuminates. 13) KEYBOARD SWITCHES AND KEYBOARD CODE TABLE Once the cover at the lower part of the auto steering panel face is opened, the 16 keyboard pushbutton itches can be found on the right. The keyboard code table is attached to the inside face of the cover. Keyboard operation details will be described in Section 4. Keyboard code table Keyboard switches ee course indicator Course setting switches Preset switch Parameter svitch for initial setting value Fig. 2-3 AUTO STEERING PANEL (LOWER SECTION)14) COURSE SETTING SWITCHES AND SETTING COURSE TNDTOATOR The setting course switches and setting course indicator can be found in the center area vhen the keyboard cover is opened. ‘Two modes of operation are available for the course setting. © depressing one push-button only The mmeral value on the indicator(course) 1s decreased by depressing the left push-button [&] and increased by depressing the right push-button « These push-buttons are so designed that the rate of change of the course accelerates as the button is kept depressed longer. © depressing both push-buttons concurrently ithen operating in hand steering mode, depressing both push- buttons concurrently has the heading of the steering repeater compass displayed on the setting course indicator. This node is convenient to use for switching from hand steering to auto steering. The setting course indicator consists of three digits of 7-segment LEDs. The indicator reads and displays on the dial the heading of the steering repeater compass at the time when the autopilot power switch is turned ON. 15) PARAMETER SWITCHES FOR INITIAL SETTING VALUE AND PRESET SWITCH (see Fig. 2-3) These switches are found on the left when the cover is open. Since these ewitehes are not normally used except for installation adjustments, cover screws are provided so that they can not be inadvertently changed. The program automatically reads the control parameters as soon the power is turned on. If the parameters must be changed during operation, input the number (0 to 9) from the parameter for initial setting table (Section 6, Table 6-1) and then press the preset switch 16) CARD CAGE The card cage contains the following PCBS. KEY DISPLAY PCB © AUTO CPU PCB © COMMON 1/0 PCB © EXTENDER BUS D/R PCB © AULO NOTHER BOARD PCB As for each PCB layout, see Fig. 2-4.KEY DISPLAY PCB Fig. 2-4 AUTO STEERING PANEL (REAR) / No.1 AUTO CPU PCB No.2 AUTO CPU PCB | EXTENDER BUS D/R PCB ,— COMMON 1/0 PCB = We ‘AUTO MOTHER BOARD PCB \ No.2 POWER SWITCH (sw2) POWER LINE SWITCH ($W3) No.1 POWER SWITCH (SWI) ANN & LAMP BOARD PCB a. KEY DISPLAY PCB This POB has no control or arithmetic processing function but incorporates the keyboard, universal display, indicator lamps and operating switches. The program option switch (covered dip switch) is located in the lover left area of the PCB, This switch is factory adjusted to the code determined by the model and type of autopilot. They should be changed only by qualified service personnel. b. AUTO CPU PCB This PoB has a pivotal function in the digital pilot and executes PID processing, monitoring and indicator control. Two AUTO GPU PCBs are incorporated in models where the auto steering function is duplicated. ©. COMMON 1/0 PCB. ‘This PCB performs signal conversion on the input signals, a necessary function for auto steering. The repeater compass signal is converted into gray code (1° is divided into 6 parts), and the synchro signals (1X, 36X) ere converted into analog signals. The actual rudder signel is demodulated and processes various STATUS signal inputs are processed.4. EXTENDER BUS /R PCB This PCB is used vhen the AUTO CPU is duplicated or an optional PCB is added (mounted on the 1/0 BOARD as described later). It extends the DATA BUS to select the DATA BUS LINE when AUTO CPU is duplicated and implenents the 1/0 function with an optional PCB mounted on the 1/0 BOARD. fe. AUTO MOTHER BOARD PCB This PCB incorporates two AUTO CPUs, KEY DISPLAY PCB, COMMON I/O PCB, EXTENDER BUS D/R PCB, two spare PCBs and power switches. 0 MAINTENANCE POWER SWITCHES (SW1, sW2) ‘These power switches are used to supply power to AUTO CPU and spare PCBs. When these switches are turned ON, LEDs located adjacent to the switches illumunate to show that the AUTO CPU is functionat. Normally, both SWI and SW2 are turned ON. If maintenance is required during autopilot operation, maintenance can be carried out on the AUTO CPU that is not in operation by turning OFF the corresponding switch. © POWER TRANSFER SWITCH (SW3) When two DC Power supplies are provided, this evitch selects the lines supplying power to the common PCBs (KEY DISPLAY, EXTENDER BUS D/R, COMMON I/O PCBs). Either bank of lines may normally be used unless only one DC power supply is provided, in which case bank Number 1 must be used. © ANN & LAMP BOARD PCB This PCB incorporates the annuncietor circuit for individual indicator and alarm lamps and supplies power to indicator lamps and indicators after receiving a dimmer signal from the auto steering panel. ‘The annunciator input signals are as follows: © No.1/No.2 FAIL (AUTO CPU failure) © No.1/lio.2 Pilot pover no voltage © Gyro power supply no voltage © Temperature rise in gyrocompass suporting fluid. 2-102-3 HAND STEERING PANEL ‘This panel incorporates the hand steering mechanism and non follow-up steering mechanism and also transfer switches, relays and fuses. For maintenance, open the panel by loosening two serews on the right side. (See Fig. 2-5). Non follow-up steering lever (PORT-STARBOARD) IS Steering wheel J x System selector switch (No-2-No-1) Pilot main switch (OFF-ON-NF) Fan motor Illumination Lanp \" Ne-2 Potentioneter No.1 Potentioueter jontrol Relay 2-111) STEERING WHEEL ‘wo revolutions of the steering wheel are equivalent to a rudder angle of 35°. If the wheel has knobs, a turn from one knob to the next knob is equivalent to about 3°. Even if the wheel is rotated past the 35° rudder angle, a slip mechanism prevents the rudder angle froa exceeding 35°. ‘The two potentiometers coupled to the manual wheel shaft are the rudder order transmitters for hand steering. 2) HELM INDICATOR ‘The indicator shows rudder orders from the steering wheel. The scale is graduated after the rudder head angles are determined during installation. 3) PILOT MAIN SWITCH (PILOT) oa acts as a power switch for the autopilot system and also as a selector switch for the non follow-up steering mode. This switch has three positions: OFF-ON-NF (Won Follow-up). 4) SYSTEM SELECTOR SWITCH This two position switch transfers between No.1 and No.2 steering control systems. 5) NON FOLLOWS-UP STEERING LEVER This self-returning lever switch is used for non follow-up steering. Throwing this lever to the left or right accomplishes steering, but once the switch is released the rudder stops in ite Present position. Non follow-up steering 8 available only when the pilot power switch is turned to "NE" position. 6) FUSE Fuses are located in the following autopilot control circuits. Fl: No.1 SYSTEM, F5: No.2 SYSTEM 100V Ac/28V Ac, 10a Solenoid valve (or motor) control circuits No.1 AMP, F6: No.2 AMP 100v ac, 2a Servo amplifier and u-transmitter 12F3: No.l P. Loov ac, 5A F7: No.2 P.S. De power supply input side Faz ALARM 24V DC, 104 Battery power 26v Dc F8: FAN Fan motor circuit; 100V Ac, 1A 2-4 1/0 BOARD (See Fig. 2-6) ‘This PCB incorporates terminal boards for connecting external 1/0 signals, servo amplifiers and various optional PCBs. Seven rows of 20 terminals/board are provided £ signal groups. No.1 SERVO AMP Power tran A No.2 SERVO AMP power transformer A No.2 SSR BOARD ($) ——“ No.2 SSR BOARD (P) No.1 SSR BOARD (s) No.1 SSR BOARD (Py | estes m No.1 SERVO AMP PCB D/A CONVERTER PCB SOL, SUPERVISION PCB $10 PCB Fig. 2-6 1/0 BOARD 131) SERVO AMPLIFIER POWER TRANSFORMERS The number of transformers (one each for auto and hand steering) is twice the number of Servo Amplifier PCBs. The transformer primary 100V AC and secondary 24V AC are used for servo amplifier power supplies and u-transmitter signal denodulators . 2) SSR (SOLID STATE RELAY) BOARD These are contactless relays (solid state) for driving solenoid valves (or motors) with servo amplifier output: Four types of relays are provided depending on voltages and currents to be controlled. @® 100v Ac sotencia @® 24Vv ve Solenoid @® 100v ve sotenoia ® 1000 Ac rotor These units are made independent of each other to facilitate replacement for burn-out failures due to a solenoid valve or motor short circuit. 3) SERVO AMP PCB ‘This PCB con 8 of the function circuits to generates the differencial signal between a rudder order ignal and a denodulated synchro signal fed back from the p-transmitter. Duplicated PC Boards, one of them for No.1 system and the other for No.2 system are independently provided. When the system is applied for a vessel with twin rudder system, four (4) PC Boards will be installed. The output signals of PCB are classified follows depending upon the linked steering gear to be controlled; © SSR (Solid stte relay unit) drive signals for ON-OFF control. © Dc current signals for proportional control. The rudder order signal is the DAC (digital to analogue converter) signal for rudder order output from the AUTO CPU in ‘Auto/EXTernal steering mode, and the potentiometer signal in Hand/Remote steering mode. The u-tranemitter is mechanically coupled with the actuator for steering gear control in H-, R-, L-, J-, or M- type of system and with the rudder stock directly in K-, T-, 8, or Y~ type (proportional control type steering gear) and N-type. 2-14contnoL STAND (sotwnota/matoe) Lr iter In cane of proportional contro all distributer [Gmerat ssplitier | | es | | Fig. 2-7. SERVO AMP PCB AND RELATED UNITS BLOCK DIAGRAM 4) SOL SUPERVISION PCB (OPTION) This PCB unit. Solenoid coil failures include: S used to detect solenoid valve failures in a power © Disconnection of solenoid coil winding © Continuous SSR Solid State Relay open state A solenoid valve short-circuit causes the fuse to blow. 5) STO PcB (oprron) ‘This PCB is used when Auto steering is performed with NNSS or a total navigation system (TRANSOLINE ie our product line). In addition, the PCB enables the external printer connected to the autopilot to record various data such as manually input meteorological and sea conditions, control paraneters for the autopilot, course deviation and rudder angle in order to evaluate the autopilot controllability. Basic Specifications for Data Transmission © Type : Synchronous serial data communication © Transmission: RS232¢ signal (Mono-directional) 82326 signal (Bi-directional) 20mA CURRENT LOOP signal (Mono-directional) 20mA CURRENT LOOP signal (Bi-directional) 2-15© Transmission rate: 300 Baud Fixed format of 5 characters/block including © Data Layou transmission control characters Character construction: START BIT 1 DATA BIT 8 stop BIT 2 6) MAGNET COMPASS I/F PCB (OPTION) ‘This PCB receives the heading signal from the magnetic compass and adds the off-course alarm and auto steering functions. Connectable Magnetic Compass Signals: 0 180K stepper signal © 360K synchro signal (The 90X synchro signal must be converted to a 360X signal before being input to the control stand in an external installed synchro converter. © Digital compass signal (SAURA made) It it is desirable to use a magnetic compass heading signal during operation, it must be applied after the initial keyboard settings including the bearing error correction have been entered. See Section 4 "KEYBOARD OPERATION" for the operating procedure. 7) D/A CONVERTER PCB (OPTION) This PCB is used to output analog signals to a recorder. Since the signal levels are all 0 to SV DC, they can be directly connected to a commercially a lable pen recorder. Types of Analog Signal: © course signal A course signal is output as both course and quadrant signale. 5.0 V p——— Course signal output level course o 90 180 270 360 degree 5.000 = ‘ 3.75 = ; Quadrant signal 2.50 1.25 oe i 1 i | a uate o 90 180 270 380 degree Fig. 2-8 COURSE SIGNAL 2 18@ udder angle (actual rudder angle) signal Output level Rudder angle P20 5 820 degree Fig. 2-9 Rudder Angle Signal @ Course deviation signal output level Course deviation Pio ° S10 degree Fig. 2-10 Course Deviation Signal @ turn rate signal Output Level P32°/min. a 832° /nin. Fig.2-11 TURN RATE SIGNAL Bach output signal can be independently adjusted for span and zero. (Adjustment band is +5% of full span.) Signal Specifications: © Output level : 0 to 5 V (Load resustance 5k@ or more) 50 nV PoP © Output conversion accuracy: +0.5% of F.S. © Output ripple © Allowable shorting interval: 3 seconds “178) STATUS INPUT PCB (OPTION) This PCB incorporates an interface circuit that is used between the ship's speed signal and the speed indicator and detector circuits for the disconnection of potentiometer and alaras related to the actuator as required by the classification regulation. TYPES OF INPUT SIGNALS: Ship's speed signal Hydraulic pressure loss alara Actuator failure Alarm for hand steering potentiometer disconnection Alara for remote controller potentiometer disconnection Hydraulic tank, lo level alarm 2-5 DC POWER SUPPLY UNIT This unit supplies the DC power used for auto steering (including External steering) and for optional PCBs. Power for hand steering (including remote steering) is supplied separately from the SERVO AMP PCB. Over current and over voltage protection circuits are provided in the output circuit. Input: 100V AC +207, 50/60 Hz, Single phase 18 to 31V DC (The input switches automatically for AC or DC.) Output: 45V Do, 5A +150 Dc, 1A “15V Dc, 0.54 12V De, 1.58 When the auto steering is duplicated, two DC power supply unit are provided. 2-6 TERMINAL BOARDS FOR I/O SIGNALS (See Fig. 2-12) The following terminal boards are used for external signal connection in addition to I/O BOARD. 1) POWER SUPPLY TERMTANL BOARD This board is located to the left of 1/0 BOARD incorporating noise filters. 2-182) REPEATER 1/0 BOARD This is employed in models that incorporate a gyro compass. It is located on the right side and has connection terminals for external repeater compasses. 3) SPARE TERMINAL BOARD This is located to the right of REPEATER 1/0 BOARD. It is used for connecting microphone and specific input signals. \ Repeater 1/0 Board External signal connecting terminal board Power supply termianl board and noise filters Fig. 2-12 TERMINAL BOARD FOR 1/0 SIGNALS. 2-7 EQUIPMENT LOCATED IN THE LOWER PART OF THE CONTROL STAND Units related to the gyro compass are located in the lover part of the control s d if a gyro compass installed. Therefore, the area is empty if a separate gyro compass is employed. (See Fig. 2-13.) 1) MASTER coMPass The master compass is installed on a movable base. It can be pulled out forvard with the base by releasing the rack mounting fittings located on the front of che rack for maintenance or inspection. 2-192) GYRO CONTROL DEVICE The gyro control device is mounted on the rear of control stand lower door and consists of a gyro servo mechanism, fuse panel, amplifier unit and master compass illumination switch. ‘The gyro servo mechanism is a repeater compass transmitter used to convert @ heading into a synchro signal following the gyro compass. The fuse panel also serves as voltage/current check terminals when the gyro compass is running. The master compass illumination switch is located at the center of the gyro control device and Lights the compass card lap when truned ON. Normally, this switch should be turned OFF. Gyro running hour meter Gyro main switch Gyro servo mechanism Power transformer Gyro amplifier unit Master compass Master compass illumination ewitch Fig. 2-13 LOWER PART OF CONTROL STAND3) GYRO POWER SUPPLY UNIT A power transformer, fuse, power switch and gyro running hour meter are mounted on the left side in the lower part of the control stand. ‘The gyro running hour meter operates in synchronization with the Power switch and totalizes the gyro running hours only during the time the gyro compass is running. The totalizing hour meter is used for finding the gyro sphere replacement time. Gyro running hour meter Power transformer ig. 2-14 GYROCOMPASS COMPONENT 2-212-8 ALARM PANEL FOR CONTINUOUS CONTROL STEERING GEAR Im the case where the control of the steering gear is of the continuous control type, the power supply controlling the hydraulic Pump for the steering gear is indicated on the control stand. The indication is made by the alarm panel located in the right portion of the lover door of the control stand. POWER indicator lamps and NO VOLT alarm lamps are provided on the alarm panel in quantity corresponding to that of the steering gear hydraulic pumps (2 to 4). The POWER indicator lamps are powered from the power supply controlling the steering gear hydraulic pump in the Control & Power Box installed in the steering gear room and illuminate when the operation signal is received from the steering gear starter. ‘The NO VOLT alarm lamps illuminate when the operation signal is received from the steering gear starter but the steering gear control power supply in the Control & Power Box is inoperative. At the same time a buzzer tone alarns the absence of power controlling the steering gear hydraulic pump. A lamp test switch, a buzzer stop switch and a dimer controlling the lamp luminance are also provided on the alarm panel. Lamp test switch Buzzer stop ewiteh Power supply indicator Lamps a No voltage alarm Lamps Dimmer Fig. 2-15 ALARM PANEL 2-223. OPERATION 3-1 STARTING AND STOPPING THE AUTOPILOT 11) PRELIMINARY CHECKS PRIOR TO START-UP a. Confirm that the power supply for the steering gear is turned on. b. Turn on the breakers for both No. 1 and No. 2 power source boxes after first insuring that the power ewitches for the control stand are turned off. e+ Check that the pilot lamps ( 1/ 2 PWR) on the auto steering stand are illuminated, 4, Align the steering repeater compass reading to the correct bearing. e. Determine which of the two duplicate control systems and Power units is to be used prior to start-up and place the system switch in the corresponding position. Once the preliminary checks listed above are completed, full steering can be performed from the control stand.2) HAND STEERING a. Place the steering mode selector in the HAND (manual) position. b. Align the helm indicator pointer to zero by turning the steering wheel. + Turn the pilot pover switch to oN. The buzzer sounds 3 to 4 seconds after the power is turned on and the universal display shows the following. START ] AUT TooT Display No. 1 Display No. 2 First, press the buzzer stop switch and then depress key on the keyboard. The display changes to the standard format and hand steering 1s active. The standard format shows the ship's speed if a speed signal is connected or simply shows "READY" in display No.2 if no speed signal is connected. Note: This START display is a positive indication that the microprocessor program is active when the power switch is turned from OFF to ON. Do not transfer the system by manipulating the system transfer switch for about 1 minute after the pover is turned ON, During this period, the computer is checking internal data and the systen transfer causes “SIO INT / EXT" anomaly, generating an alarm signal which can not be removed unless the power is turned OFF. Steering can now be performed with the hand steering wheel.3) AUTO STEERING Use the following proceedure to prepare for auto steering during the hand steering operation. a+ Econony/course-keeping steering mode The econouy steering mode is automatically set when the power is first turned on, If auto steering is required in the course-keeping mode, input code 30 from the keyboard. Note: Refer to section 4 KEYBOARD OPERATIONS for a description of keyboard operations b. Ballast/full load mode decision The full load mode is automatically selected when the power switch ie first turned on. For light load maneuvers, a transfer to the ballast mode is necessary. To accomplish this transfer, input code 31 from the keyboard. c+ Course setting Input, in advance, the course setting for automatic steering navigation with the course setting switches. The course setting is displayed on the course setting indicator located above the course setting ewitches and is retained by the auto steering mode program. ‘This completes the operations required for auto steering. Parameters for initial setting value are set according to the ship's main features during installation. 4, Placing the steering mode selector in the AUTO position causes the ship to move automatically along the course shown in the course setting indicator. e+ Course changes during auto steering The course setting on the course setting indicator can be changed by depressing the course setting pushbutton. The course is automatically changed to the new course shown on the course setting indicator. Once the course change starts, the reset (integral) action produces the optimum automatic course change depending on the course change angle and direction. The course alarm and the off-course alarm (option) are disabled until the ship is following the new course setting. £. Setpoint changes during auto steering To change the course alam and rudder limits according to sea conditions and to transfer to auto steering with the magnetic compass bearing, refer to section 4 KEYBOARD OPERATION. 3-3g+ Transfering from auto steering to hand (remote) steeting Align the helm indicatoar to zero by turning the hand steering wheel (remote steering knob). Once this is accomplished, place the steering mode selector in the "HAND" (R/C) position. 4) EXTERNAL (COMPUTER) STEERING If the steering mode selector is transferred over to EXT position, auto steering starts immediately tovard a course setting from the external computer. If a considerable difference exists between the present heading and the course setting from the external computer, transfer to EXTernal steering only after bringing the ship closer to the course setting with hand steering. Decide on a case-by-ci je basis whether to pass through hand steering or to move automatically towards the course setting. 5) NON FOLLOW-UP STEERING Throw the pilot power switch to NF, This enables direct on-off control of a solenoid valve or a motor located in the final output stage from a steering lever at the upper right of the steering panel. This is a self-returning on-off lever which steers the ship im the direction (P or S) in which the lever is thrown and maintains the present rudder angle when the lever is released. To return the rudder, throw the lever in the opposite direction, the rudder angle can be seen in RUDDER ANGLE on the bargraph indicator on the auto steering panel or on a separately mounted rudder angle indicator. 3-2 STARTING AND STOPPING THE CYROCOMPASS Disregard this subsection when the autopilot does not incorporate a gyrocompass. Only @ power switch on-off operation is required to start or ‘stop the gyrocompass. The following should be read for correct operation. 1) ALIGNING THE STEERING REPEATER COMPASS READING a, Make the latitude and speed setting of the true heading transmitter go to zero during gyrocoupass operation. b. Confirm the steering repeater reading and the master conpass reading. If the readings differ, cause the repeater reading to agree with the m eer compass reading with the repeater card corrector located at the right of the steering repeater. Note: Check all other repeater readings while doing the above alignment.2) START-UP Start the gyrocompass three or more hours before the main run. The gyro power switch can be found at the upper left part when the door at the lower area of the control stand is opened. The gyro is started by turning on this power switch. Confirm that the gyro indicator lanp located on the upper left of the gyro control panel is illuminated. The gyrocompass begins to operate following the above operation, stabilizes after about 5 hours and goes ready. Perform the following current and voltage measurements to confirm the correct operation of the gyrocompass. © Gyro current measurement © If the lower door of the control stand is opened, the gyro control device can be found on the rear of the door. @ insert the measuring terminals of an ammeter into the current check terminals on the fuse panel located at the center of the control device. (Use terminals designated by a thick arrow.) Loosen (disconnect) the fuse eo Confirm that the current value lies in the range shown below. Start-up ————_____ 2 to A 15 min, after start-up 0,3 to 0.8 A © After measuring the current, replace the fuse securely before removing the ameter to avoid single phase operation. Note: IE the current does not fall into the range 0.3 to 0.8 A 20 minute after start-up, inspect the gyrocompass while referring to the gyrocompass troubleshooting information. © Gyro Voltage Measurements @ Insert the measuring terminals of an multimeter into the voltage check terminals on the fuse panel. (Use terminals designated by @ thin arrow.) ® ‘The normal voltages are given below. Start-up ——___________ shout _60v About 15 min, after start-up —— 105 to 120 V 3) sTorPiNG ‘Turn OFF the power ewiteh4) PRECAUTIONS FOR STOPPING GYRO IN A COLD ENVIRONMENT When a gyrocompass is to be stopped in a cold environment, the following precautions are necessary to prevent the gyrocompass supporting Liquid from freezing if the aubient temperature is -3°¢ or below. The gyro sphere supporting liquid is contained in the master compass. a. Stopping for a period of a few days or less: Put blankets or equivalent around the master compass to show the temperature drop. b Remove the supporting liquid from the gyro container in the master compass.4, KEYBOARD OPERATION Acknowledgement of PT21 Autopilot information and alarms during the voyage, is performed with the keyboard switches and universal display. 4-1 KEYBOARD When the cover in the lower area of the auto steering panel face is opened, the 16 keyboard pushbutton switches can be found on the right. Selection of display contents and data setting for the universal display should be performed using these key ewitehes. The role of each key switch is as follow (~D) + vsed cor numeric inputs [O]} to 3} LE]: Used for decimal point input. Backspace (for correction) One input character value is removed each time this key is pressed. Used for space input (normally not used). Used for sign reversal and mode selection. Used for mode and data settings (entry). Used for interrupting the key operation in process, returning to the normal display (standard format), or confirming alarm items. 1) commnD cope To input data or selecting modes, enter the command code by combining key numerals and depress key switch (E). x) -H-O-8 2) COMMAND CODE TABLE This table is attached to the inside of the cover at the lover part of the auto steering panel. The content of the table is as shown in Table 6~Table 4-1 COMMAND CODE TABLE Glassificatiog Code Description Page 10 | Course deviation alarm limit setting 4-4 12] Ship's speed pulse rate setting (Pulse/nm) 18 | mudder Limit settin Z - G [14 | initial setting for magnetic compass heading #15 | oft-course alarm Limit setting 4-6 20 | Tum rate display a7 21| Actuator angle / Rudder angle 28 Alarm item display 2 | 24 | setting course display a A | 25 | weading display 4-9 26 | pisplay of the number of digi-switches for parancter | 4—10 30 | rconomical/Course-keeping steering mode selection 31] pattast/Full load mode selection _. | 32 [course setting switch selection 4-12 £ | 38 | weading input selection = 34 | Midship/Bypass command selection L 40 | self-test command ¥ The items are optional specifications. -24-2. UNIVERSAL DISPLAY wo 8-character displays are located at the center of the auto steering panel face. No.1 Display is on the left and No.2 Display ie on the right. No.l Display No.2 Display Fig. 4-1 UNIVERSAL DISPLAY AND BARGRAPH DISPLAY Normal display condition for the universal display shows ship's speed. The above condition is called the "standard format". For example, when the ship's speed is indicated, the display is as follows: SP 22s REFRESH No.1 Display No.2 Display REFRESH of No.2 Display shows that the data of No. Display is alvays updated (refreshed). The "standard format", when the ship's speed is not indicated, of the display is as follows CGOMMAND READY = No.1 Display No.2 Display4-3 KEYBOARD OPERATION FOR DATA SETTING These operation effect such settings as initial program control. settings or control range setting. These operations are allocated command codes from 10'to 19. 1) CODE 10: COURSE DEVIATION ALARM LIMIT SETTING This sets course deviation alarm limit angles for alarms deviating from the setting course during auto steering. It can be set within 445° Course deviation alarm 5 Limit angle Setting course Fig. 4-2 COURSE DEVIATION ALARM LIMET a. Depress the keyboard switches in the order [I] [0] ff] . The present Limit angle is then indicated in display No.l (when power is turned ON, 10° is set initially). eae, io >. When this value must be changed, enter the new value from the keyboard. display No.2 indicates the changed value. (ix.) 20 degree c. Next, depress button updated. CAL 20 The setpoint in display No.l is Note: A course deviation alarm limit angle of 46° and above can not be set. If an angle of 46° or above is entered, display No.2 shows question marks. Re-enter the correct value in step b. d. Depress key (E]to obtain the standard format.‘7-4, FATLURE RECOVERY PROCEDURE In the following pages of this manual, we prepared the table for trouble shooting of the system in which the trouble situations and its cause are classified with respective criteria for determining the causes of trouble. ‘The following instructions must be followed inmediate to recover fron a failures if one should occur. (QD) Isolate the failure to an individual unit by examining the cause from the alarm issued by the self-test function together with visual and multimeter checks. (2) Practice recovering fron a failed state at the following levels. © Switch from No.1 to No.2 system or vice versa © Transfer between steering modes (AUTO-HAND or NON FOLLOW-UP steering) © Switch power supplies © Back-up operation with the keyboard © Fuse replacement © Relay replacement 3) Report the failure to the manufacturer together with the code number corresponding to the failure. 4) Report the failure clearly to the manufacturer s0 appropriate services can be provider at the next port of call. If unable to recover from a feilure, report the following items to the manufacturer or service agent. ® Information code No. (PT XC]XXX) corresponding to the failure condition. @ Name and description of alarm item generated with the failure © Name and descriptions of any failed parts if they are known. In the following pages of this manual, we prepard the table for trouble shooting of the system in which trouble situations and its causes are classified with respective criteria for determining the causes of trouble.Inspection of terminals to external units Check that the terminal screws on terminal blocks located in the following units are tight. Tighten any loose terminal screws. © 1/0 Board © Repeater 1/0 Board © Hand Steering Panel © Power Source Box or Control & Power Box © Power Unit e+ Connector inspection Confirm that connector clamps on each PCB are securely in place. 9 Auto Mother Board PCB © 1/0 Board © Steering Repeater Compass Fig. 7-3 Connectors £1 Inspection Fan motor inspection Confirm that the fan motor is rotating normally. 5) Inspection Performed Every 3 Years. a. Fan motor replacement Replace the fan motor every 3 years. b. Apply grease to the moving parts of the steering wheel.2) CODE 12: SETTING THE SHIP'S SPEED PULSE RATE IE the ship's speed signal can be connected to the autopilot from an electromagnetic log or Doppler log, the ship's speed can be shown on the universal display. ‘The code 12 sets the ship's speed pulse rate (Pulse/n mile). a. Depress the keyboard keys in the order [I] B) to cause display No.1 to show the present setpoint. (When power is first turned ON, the value 200 is automatically set.) SPR 0200 b. To change this value, enter a new pulse rate from the keyboard. Display No.2 shows the setpoint. (ee.) 400 P/nm [&] ©) ©) o4 00 c. Depress key [E]. the new pulse rate is set in display No.1. SPR 0400 Note: Pulse rates in the range 0 to 9999 can be input. 4, Depress key to retura the display to the standard format. 3) CODE 13: RUDDER LIMIT SETTING This code limits the rudder order angle during auto steering to some value within +35°, When a rudder order exceeds the Limit value, the rudder limit indicator lamp blinks. However, for reset integral outputs, the limiter does not operate and outputs up co 35° can occur. ] to cause display No.1 to indicate the present Limit angle. a. Depress the keyboard keys in the order (imen power is first curned ON, an angle of 10° is automatically set.) RL io b. To change this value, enter the new value from the keyboard. Display No.2 shows the setpoint. (Bx.) 15 degrees = c. Depress key [EZ]. the setpoint in display Noel is updated. RL 125: a. Depress key The display returns to the standard format. 4-54) CODE 14: INITIAL SETTING FOR MAGNETIC COMPASS HEADING (OPTION) This used only when the auto steering or off-course alarm function is added to the magnet compass bearing. ‘The magnet compass heading input should be set in degrees (values closer than degrees are automatically converted to degrees). 4. Depress the keyboard keys in the order (1) [] Display No.1 indicate: PRESET b. Input the heading obtained from the magnet compass at the keyboard. Display No.2 shows the setpoint. (Bx.) 284 degrees [2] [8] 284 Note: If the initial setting has been completed and only a display is required, do not enter any value but proceed to the next step. c+ Depress key [E]. display No.l indicates the magnetic compass heading. HDM2s 4 Shows that the heading was obtained from the magnetic compass. 4. Depress key [G]. ‘The display returns to the standard format. 5) CODE 15: OFF-COURSE ALARM LIMIT SETTING (OPTION) An autopilot which is connected to a magnetic compass can provide @ course alarm based on the magnetic compass heading during auto steering. This alarm sounds when the difference between the course set in reference to the gyrocompass heading and the course on a chart exceeds the off-course alarm limit. The off-course alarm Limit angle can be set within +90°. _f off-course alara limit angle = Setting course (magnet compass heading) Fig. 4.3 OFF-COURSE ALARM LIMIT In addition, a course setting based on the magnetic compass heading is updated when a course change is completed in auto steering.4. Depress the keyboard keys in the order Display No.1 indicates the present limit angle. (en power is first turned ON, an angle of 20° is automatically set.) OGCAL 2501 >. When it is necessary to change this value, the new value should be entered from the keyboard. Display No.2 shows the setpoint. (ix.) 25 degrees = GE) 25 c+ Depress key [E}, the setpoint in Display No.1 is updated. CEAL 25 Note: A limit angle 91° or greater can not be set. If an angle of 91° or greater is input, Display No. 2 contains question marks. The correct data must then be shows according to the procedure in step b. 4. Depress key + The display returns to the standard format. 4-4 KEYBOARD OPERATION FOR DISPLAY The codes used to call data into the universal display are in the range 20 to 29, 1) CODE 20: TURN RATE DISPLAY 4, Depress the keys in the order [Z] [] [E] Display No.1 shows the following. TR SOS. 0 [ (turn rate (degree/minute) Direction of turn S$: STARBOARD P: PORT bs Depress key [E] . the display returns to the standard format.2) CODE 21: ACTUATOR ANGLE / RUDDER ANGLE @. Depress the keyboard keys in the order O) G). visptay wo.1 indicates the following. RA Pia. o T——— current angle (degree) P: PORT Steering direction S: STARBOARD a: Rudder angle AA: Actuator angle ‘The display normally indicates the actuator angle transmitted from the transmitter but it can also be used to indicate the rudder angle directly from the head of the rudder. b. Depress key + The display returns to the standard format. 3) CODE 23: ALARM ITEM DISPLAY This indicates emergency and cautionary alarm items isaued by common alarm. Note: If a new alarm occurs while a previous alarm is being confirmed using code 23, the new alarm automatically interrupts. 4. Depress the keyboard keys in the order @ @. disptay vo.1 shows a basic mnemonic and display No.2 indicates the type of alarm as well as the number remaining alarms. (including the alarm presently displayed). Display No.1 Display No.2 AUTO OUT [ENMRG os Number of remaining \— wesic alarm anemonic Alarm type EMRG: Emergency CAUT: Caution b. Depres: + Display No.2 shows the numbers of alarms not yet displayed in sequence. The display returns to the standard display after all alarms have been displayed. 4-84) CODE 24: SETTING COURSE DISPLAY This is used when it is necessary to display the setting course on the universal display. 4, Depress the keyboard keys in the order Oe. Display No.1 presents the setting course. Stcmm ignore “TT tconony/Course-keeping steering mode Cr Course-keeping steering mode Et Eeonony steering mode Ballast/Full load mode selection Bi Control in ballast mode conditions Ft Control in full load mode conditions Setting course (degree) AUTO/EXT steering mode display Blank + Course is set with the course setting switches X Course setting from an external computer Note: See Subsection 4-5 for each control mode selection. be Depress key The display returns to the standard format. 5) CODE 25: HEADING DISPLAY This is used when it is necessary to read the steering repeater compass reading in digital format. a. Depress the keyboard keys in the order of [2] Display No.1 shows the present heading. T U——— rresent heading (degrees) Types of heading signal employed G: Gyrocompass Mz Magnetic compass b. Depress key The display returns to the standard format.6) CODE 26: DISPLAY OF THE NUMBER OF DIGI-SWITCHES FOR PARAMETER This code displays the settings positions of the paraneter digi switches used to set the parameters of initial setting value for auto steering. Each switch position (0 to 9) is indicated in the display. a. Depress the keyboard keys in the order [2] [6] EE) Display No.1 shows the present setpoints. BS 654 32a (p= ‘— B switch position : Initial setting value of staticgain (K) — A switch position : Initial setting value of time constant (1) ‘— b switch position : Weighting coefficient Ranbda 3 (A3) ‘— 6 awitch position : Weighting coefficient Ranbda 2 (A2) — f switch position : Multiplier of proportional gain (62) ‘— 2 switch position : Multiplier of differential gain (G1) Note: N2 and A3 are weighting coefficients for performance index for fuel saving steering. A2t A weighting coefficient for rudder angle. Ad: A weighting coefficient for rate of turn. Parameter digi-switches are located on the left when the cover located at the lower area of the auto steering panel 30 507 face is opened. ait) POT PE@s sw The numerals from 0 through 9 located 96% || 959 at the arrow at the center of the 30 00 switch is shown in the display for c (az) P@al2@e] dv (as) each switch. e095 OA 40? E (G1) 2") % ye] F (ea) 9g8' || Ses Fig. 4-4 PARAMETER DIGI-SWITCHES b. Depress key [E] . The display returns to the standard format. 4-104-5 KEYBOARD OPERATION FOR CONTROL MODE SELECTION The code for the transfer control modes are allocated in the range 30 to 39. 1) CODE 30: ECONOMICAL/COURSE-KEEPING STEERING MODE SELECTION This code effects the transfer between the economical and course- keeping steering modes. Economical steering (ECONOMY) produces fuel savings if used during ocean navigation. Course-keeping steering (COURSE-KEEP) is used to follow a course accurately while navigating in the very rough sea or in arestricted water way. a. Depress the keyboard keys in the order of G) (] ) « Display No.1 shows the following . (when power is firet turned ON, the ECONOMY mode is automatically set.) ECONOMY Indicates ECONOMY steering. CS KEEP Indicates COURSE-KEEPing steering. b. When it is necessary to change the steering mode, depress (J key to transfer the display. ECONOMY 1 Cismaictitese c. Depress key once it is decided to activate the steering mode in the display. Display No.1 shows the course setting. SCG ai235868 Note: See code 24 as for the displayed code. 4. Depress key The display returns to the standard format. 12) CODE 31: BALLAST/FULL LOAD MODE SELECTION Control parameters changes during auto steering depend on the loading condition of the ship. Control parameter values have been determined in advance for both ballast and full load conditions of the ship to conform with the ship's principal item. a. Depress the keyboard keys in the order o + Display No.1 indicates as follows: (hen power is first turned ON, FULL-LD mode is automatically set.) BALLAST shows Ballast mode. FULE—2rLD shows Full load mode. b. To transfer the loading condition, depress the key. ©. Setting the loading condition by depre: ng key displays the course setting. SG i2s ~ L—____ setting course (degrees) 4. Depress key + The display returns to the standard format. 3) CODE 32: COURSE SETTING SWITCH SELECTION IE the course setting switch fails, a course setting can be input from the keyboard using this code. Note: This course setting can not be input if the EXTernal computer steering mode is employed. 4, Depress the Keyboard keys in the order [5] No.1 shows the folloving. Cs USE El . disptay Shows the use of the course setting indicator CS N-—USE The course setting indicator is not used and the course is set with the universal display by setting the course from the keyboard,b, Cause display No.1 to indicate "CS N-USE" by depressing the key when the course setting back-up indicator is used (use the keyboard). ¢, Depress key [E] . T€ the display "CS USE" does not have a back up, the display returns to the normal display. If back-up is requested, display No.1 indicates the present course setting. Se i2s 4, IE the course setting is changed from the keyboard, Display No.2 shows the input course setting. (Ex.) 130 degrees nag i 30 e. Depress key + Display No.1 shove the updated course setting. SG i30 £. Depress key + The display returns to the standard format. 4) CODE 33: HEADING INPUT SELECTION ‘The following three types of heading are input for the autopilot heading. GCL Signal : 1X-36x system gyrocompass heading signal 6c2 Signal : 360X system gyrocompass heading signal MC Signal : Magnetic compass heading signal (180x/360K signal or digital signal : option) The normal AUTO/EXT steering mode uses GC1 and GC2 signals. This code issued to select the alternate heading signals in the event of a GCl or GC2 signal failure. The following four heading signals are used including combinations. Note: EXT = External computer steering (1) Combination of GCl and Gc2 signals. (2) Gct signal alone (3) 602 signal alone (4) MC signal alone (option) When code 33 is input, the four types of heading are displayed in the order (1)>(2)>(3)>(4). Select one heading signal to be used. 4-134, Depress the keyboard keys in the order [J] indicates as follows: Geoi+re2 EU Eu: In use @. display wo. Not in use Blank : Normal E + Fail condition Shows the GC1 and GC2 input signal combination b. Depress key (QJ . the character on the right in display No.1 changes from U to N or W to U. If the signal combination (Gol + 6G2) is used, select the character U. select N it not used. c+ Depress key [E]. Display No-l presents the following. (When using the display shown in item a, depress key to return the display to the standard format.) Ger os cae Ur In use Nz Not in use Blank : Normal E + Fail condition Shows that only signal GCL is input 4. Depress key §Z . The last character on the right in display No.1 changes from U to W or N to U. If signal GCl is used alone select the character U, or select N ££ another signal is used. Then press key [E) «Display No.1 shows the folloving indication. Gees ou Tum use Ni Not in use Blank: Normal Fail condition Shows that only signal Gc2 is input. e. Depress key + The last character on the right in Display No.l changes from U to N or N to Us TE signal cc2 i: used alone, select the character U, or select WN if another signal is used. Then depress key [F] 4-14£. If N is assigned to 602, proceed to step he Tf U is igned to 6C2, display No.1 shows the following. PRESET? Since signal CC2 alone (360K system receives gyrocompass heading signal from @ 1 revolution/I degree) is not sufficient to automatically determine the initial heading. Input the steering Yepeater compass heading with an accuracy of +1 degree. when the initial heading setpoint is input from the keyboard, display No.2 shows the input value. (Bx.) 45 degrees (4) &- Depress key [E) . he If a magnetic compass signal (option) is not connected, the keyboard operation returns to the step b. after one cycle. call the normal display by depressing key If a magnetic compass signal is connected, display No.1 shows the following. Me Ny i Ur In use Ni Not in use Blank: Normal E: Fail condition ‘— Shows the magnetic compass signal. i, Depress key [2]. The last character on the right in display No.1 changes from U to Nor Nto U. If the magnetic compass signal alone is used, select the character U, or select N if another signal is used. + Depress key . IE N is assigned as the operating condition, the operation returns to the step b. TE U is assigned, display No.1 shows the following. Perna ts or eee, Since the magnetic compass signal alone is not sufficient to automatically determine the initial heading, read the heading from the magnetic compass card and initially set the heading within an accuracy of +1 degree. lowever, if a magnetic compass Signal is input in the form of a digital signal, the PRESET action is omitted as the heading is read automatically. 4-15kk. Depress key [E]. The operation goes one cycle and returns to step b. m. Depress key The display returne to the standard format. 5) CODE 34: MEDSHIP/BY-PASS COMMAND SELECTION ‘The PT-21 Autopilot automatically performs MIDSHIP control when an emergency alarm occurs Code 34 is used to inhibit or release this function. a.Depress the keyboard keys in the order - dispiay Nos shows the following. MipsHiP Executing MIDSHIP command BY-PASS MIDSHIP commend released b. When it is necesary to change the control mode, depress key EJ} The content of display is switehed over. e+ Depress kay [E].te display returns to the standard format. If "BY-PASS" is requested, display No.2 always indicates BY-PASS. If MIDSHIP is requested, display No.2 continues to indicate "MIDSHIP" ever if an emergency alarm occurs. 4-6 SPECTAL KEYBOARD OPERATION 1) CODE 40: SELF-TEST COMMAND The self-test monitoring is automatically actuated but it can also be requested with a manual input. a,Depress the keyboard keys in the order O D. visptay No.1 shows the following. TEST The self-test starts as soon as the indication appears and the display returns to the standard format if the result of the self-test is normal. If any failure is found, the alarm display is shown.5-4 TYPES OF ALARM DISPLAYS For common alarms, the individual alarms are identified by unenonics and their descriptions are listed in the table below. 1) EMERGENCY ALARM ITEMS No. | Mnemonics in universal display Description o|MEMORY Uenorylerrdct This alarm is based on a check of the ROM contents and RAM read and write operation. olLAUTO OUT | dete output error: This alarm occurs if the difference between the DAC output and ADG input is outside the standard range (+40 bits) or the ADC input falls outside +40 bits when MIDSHIP is requested. oslADc ADC Input error: This alarm occurs if the ADC input is outside +40 bits with a zero input (zero input is read) and the ADC input is outside £1920 bits when the ADC input is connected to the DAC output. ‘The alarm is issued when the ADC value can not be read within 0.5 seconds even if the ADC reading is requested or when the ADC input interrupt occurs even if the conversion is not requested. wulcorpu PU Error This alarm is based on a comparison of the computed result of a predefined calculation in the arithmetic processing unit (APU) with the expected value. Note ROM: Read Only Menory/RAM: Randum Access Menory TABLE 5-2 EMERGENCY ALARMS -32) CONDITIONAL EMERGENCY ALARM ITEMS a. Emergency Alarms employed when a signal is used to control heading. (When a signal is not used for control, a caution alarm is issued.) ‘these alarms are issued if this optional device is incorporated in the system. No. | Mnemonics in universal display Description o|GYRO 2 Gyro 1 input error This is based on a check of the rate-of-change of the 1X and 36K heading input signals. Ole) ceiver or iz) Gyro 2 input error This is based on a heading calculation from the 360X input signal in 3-bit gray code. If all 3 bits of the gray code are either ON or OFF, an error alarm is issued (monitoring cycle 10 ms). * o7/MAGNET Magnet compass input error This is based on an input signal calculation from the magnet compass in 3-bit gray code. If all 3 bite of the gray code are ON or OFF, an error alarm is issued (Monitoring cycle 10ms). Table 5-3 CONDITIONAL EMERGENCY ALARMS ITEMS (1)88 deer loas wezene ~—— COW Tu aor aay ¢ : ; * NMALLVa NOLVIONANNY T-5 “8, 2H Z ~~ Teazeauy Buoy ere mT ‘uo33ym203uT woranep ‘at OT ‘Teaxsauy 3204s mere aT ‘qusa3ya0.uz Aoua8x0mg muvre mT snonupaueg Tenprarpur sree SUpeTTE daey wzety soyaeqseasezey9 zezang suey 30 9dhy, aNnOs wazzn JO SaaXL I-¢ e1qrE smzeqe 30 9dky aya uo Buypuodep szaz3rp porsed aozang aya ‘ponssy st wABTE UE UO, NOILIGNOD WUVIV NI NYZLLVa YOLVIONANNY ¢-S veantyes 30 9d43 243 uo Suypuadep Buyaveas dn-moT{oy wou 10 Burz9038 pury r09T98 30 moxeks ToxIU0D 4a 390 eBueyD -armI0y TeMION 942 03 suanyax ATdSTp aya ‘prvoqéoy 24a uo hoy Burssoxdep fq pawsysuos exe suzete ous 1" 20K saree oy? snows Aedexp reezoayun aya ‘ous onze oya ay “spunoe sozznq aya pue swwsta > duet azeqe somos oy9 feanos0 axeye woyanes Y oom wvIV NoTLavo 2-5 ‘S8Va-Ad 02 ETHSGIK wors soBuEyo KeTdstp aya ‘auona sTya I ‘paasonbor sx aTHsqIH woyN pxeoqsox O42 woss WHE apo>, ¥ YITA Posvoyox oq ues puemos gTHSCIN a3 ‘uoTaTppe LT -emI0y eus0u 03 suanzez Aeqdsyp 04a pur exvoddesyp Keqésyp amisaIH 042 ‘posvotax-s Sy puemos gINSGIN 242 our] omes Oya ay ‘uIULE UOTaNED v o3 poBuvyo x0 poxouBy sf wxPTw Kouadx9m9 Aue ‘29,0 parzsueza sf wazeke Yosauoo aya 31 *eanqyes Jo adka 243 uo Buzpuadep Buyr203¢ dn-noqto5 Bou 10 Suz9978 puey 399T2 10 wazsks JorqUOD By3 19A0 39zsuEIL, *pettorqucs Bureq st xappna ua aey BuyesTUsys ,gITHSEIN, sMOYS Z*ON KETdETP ‘pzeoqsoy ay 30 [B] £04 Buy naTHSCIN, 83Senbex andano torques ayL ‘wxeye a9 sAoys KeTdsrp yeadap Aq pomzysuos axe suxeTe ay3 [12 su *uoTIIe Yweasazun 042 ‘omry ames 243 WV ‘spunos xezznq aya puP eHUITG } dort exe qe vomos ays ‘emno00 uxeTe Kous8zeN9 we uoLYL WAVIV KONSOWING 1-5 J3ng90 wIeTP ay3 38332 ‘aura 30 posed oyqeuoseor v x03 sasnva ayz suymzoaep 03 Burkz2 393]3 3023B uoxea 9q 02 somnsvauzequnos smoTTe wsBTe 30 adh eyUT WAVIV NOLLAYD (£ suzete ou 30 2By2 042 3e Burx9998 dn-moqyos-uou zo Suyieeae puey og x93eueI7 ® 40 wo3shs [oxqU0> 2y2 Jo s0zeuRA] v saxynbex wseTe 50 adéa stuL WAVIV AONSONHE (Z sesedmozors8 soyaas—2u9 & 403 popraosd sduey oyexedes 30 peazsur pepracad sy duet (por) sTIVE 0849, '88eduov0348 adda gq © YITA SuyDejz0IuT Jo asea UT :20N ‘ava @ /T Tewsougy ao © (@20N)* “aa OWAD | oINIeIEGMay YBTH PINbIT Buyzz0ddng sseduos0349 0 (@30y) + aon ous £ ®8e2T0, oN ATédng z2M0g sszduov0z4 0 LI0n Z /T £ Beaton ON ATddng soM0g aoT¥doany © + daey uxere yo squequ0g ‘saseTe 19420 Jo quapuedepuy ponssy st wxETe yor wavy TenaTATONT (T *yenura stya go pus 042 03 poyseaae amez8eyq 201g uoyzouNg wIPTY,, y*ON SUpAeAP 02 x9ZOq) «puny 8 Aayqemsouqe Aue 34 Buyz9039 pue suoyszoep arvanoov pur 3623 103, Soyso802e9 saya OUT paysTsseT> axe smeTy *AI0svs Fuyz99Ie aansuy 03 suoyaouny Azoetazedns yo xaqunu e sey s0Tydoany Tz La 9uL maviy *sb.Emergency Alarms for system operation ‘ Ye Mark indicates that the alarm indicator (FAIL) keeps on and emergency indication changes to caution indication whenver the system change-over takes place. * These alarm are issued ff this optional device is incorporated in the system. = NOTE = When MIDSHIP position command is generated, autopilot outputs zero rudder angle signal. However, if there are failures of the actuator, control of the steering gear may be disabled. In this case, transfer the system to the back-up side innediatély. Especially, if "Actuator Failure" is sued, change-over the steering gear hydraulic pump to the back-up system. No. | Mnemonics in Universal Display 4 Description *#os/2 SERVO Nol acevo loop failure as No.2 servo loop failure An error alarm is issued if the difference between the rudder order and the feedback rudder angle is approximately 10° or greater (sone predetermined count or more) and this status continues for 1’minate. x 09/15 SOLE Nov Port solenoid failure te 1P SOLE No.l Starboard solenoid failure 2S SOLE No.2 Port solenoid failure 2P SOLE No.2 Starboard solenoid failure This is an additional funetion in models with power unit type codes HJ oF Le Disconnection of solenoid valve winding is detected. However, rudder angles +30° or larger are not checked. x 10f1G SOLE Nov transfer solenoid failure & Bes om No.2 transfer solenoid failure This is an additional function for models with power unit type code J. Disconnection of solenoid winding is detected in the transfer valve used to determine the power unit to be operated. Table 5-4 CONDITIONAL EMERGENCY ALARM ITEMS (I1) 1/2 5-5No. Mnemonics in Universal Display Deseription sitlas SOLE2 No.1 Solenoid failure * 22 SOLE2 (for ewin rudder ship) No.2 Solenoid failure Por s y (for twin rudder ship) This is an additional function in twin rudder models with pover unit type codes H, L, R or J. Disconnection of solenoid valve winding is detected. However, rudder angles of +30° or greater fare not checked. 12 a xs ais|a PHASE No.1 Phase error * 2 PHASE No.1 Phase error This is on additional function in models with power unit type codes H, R or Le Phase of hydraulic pump motors is checked. uf/1 ACTUAT No.1 Actuator failure 2 ACTUAT No.2 Actuator failure 3 ACTUAT No.3 Actuator failure 4 ACTUAT Now Actuator failure ‘This is additional function in K type and the function of the servo mechanism for control the variable delivery pump for steering gear is failed an alarm is given. . Table 5~4 CONDITIONAL EMERGENCY ALARM ITEMS (II) 2/23) CAUTION ALARM ITEMS ‘The alarm item with * marks is issued if the corresponding optional function is incorporated. Mnemonics in Universal Display Description is{/START failure.) all initialized conditions. Program start When power is first turned ON or after recovery from a temporary black out, signifies that the program started with Giovever, if the DG 24V supply in the ship is operable and the voltage is sufficient, this alarm is not issued even if the program is interrupted by a power 16 Oo INT (PUs cannot be individua Internal transmission error When two GPUs are incbrporated, this alarm is issued if both lly initialized when power is turned on, | et Oe eon This alarm is issued if input check after an ex External transmission error This is an additional function in models having an EXT (external) computer steering mode. an input error is found during a data ternal course setting signal is input. i/CRSE ALM than the course alarm 1 for 8 seconds or longer a course change. course alarm 4n alarm is issued if the deviation from course becomes larger imit angle and this condition continues + This elarm is disabled (reset) during 19;0FF CRSE This alarm is issued i off-course alarm limit approximately 2 minute control the heading. change. Off-course alarm £ the course deviation is larger than the angle and this condition continues for 8 or longer, at the time a magnet compass signal is input and a gyrocompass signal is being used to This alarm is disabled during a course z0o/CRSE SET Course setting ewiteh error Tio alarm is issued when the course setting pushbutton switch status remains on for approximately 2 minutes or longer. Table 5-5 CAUTION ALARMS 1/3 5 -7No. Mnemonics in Universal Display Description a1 ors E DSP Setting course indicator error ‘This alarm is issues if the course setting indicator reading is other than 0 to 359 degrees or the CPU is unable to read the indicator. 22 EXT CRSE External course setting error This alarm is issued if the course setting from the external computer is 360 degrees or greater or differs by 90 degrees or more from the preceeding EXT steering value. 23 1HD POTE No.1 hand steering potentiometer is 2HD POTE, _ |disconnected No.2 hand steering potentiometer is disconnected Indicates that the potentiometer incorporated in the hand steering panel is disconnected. 24 R-c POTE Remote controller potentiometer is disconnected. This alarm is issued if steering order potentiometer of remote controller is disconnected. 25 re aca Rudder angle input error ‘This alarm is issued when a rudder, input abruptly changes (20 degree or larger change in 0.5 seconds). It is not detected if an ADC failure is present. 26 STE ER sw Steering mode selection switch error This alarm is issued if two or more steering modes are requested or no steering mode is requested and this condition continues for 4 seconds or Longer. 27 sys TM sw system select switch error This alarm is issued if neither system I or system 2 is selected by the system select switch or both systems are selected and this condition continues for 4 seconds or longer. 28 PRSET sw Parameter preset switch error This alarm is issued if these switches remain on for 8 seconds or longer during the time the CPU is reading control parameters from the digi-svitches Table 5-5 CAUTION ALARMS 2/3 5-8No. Mnenonics in Universal Display Description 29 PRMTR sw Parameter data switch error This alarm is issued if the content of any switch is 10 or greater while control parameters are being set from the digi-switches (settings are 0 to 9). 30 L-~TsT sw Lamp test switch error This alarm is issued when the switch remains in an ON status for 12 seconds or longer. 31 B-STP sw Buzzer stop switch error ‘This alarm is issued when the switch remains in the ON status for 8 seconds or longer. 32 KEYBD sw Keyboard switch error ‘This alarm is issues when any of the ewitches remains in the ON status for 8 seconds or Longer. a8 1PP LOAD No.l Pump unit overload 2PP LOAD No.2 Pump unit overload This function is provided in models with pump unit type codes H, Ror Le ‘This alarm is issued if a hydraulic puap motor in the power unit is overloaded. 34 1TK LEVL No.1 Pump unit tank low level 2TK LEVEL No.2 Pump unit tank low level This alarm is issued if the oil level in models with pump unit type codes H, R or L continues to drop for approximately 1 minute or longer. * 35 eee ree No. 1 Pump unit pressure drop 2PP PRES No. 2 Pump unit pressure drop This alarm is issued if che pressure in a power unit with type code H, R or L decreases. Table 5-5 CAUTION ALARMS 3/36. BASIC AUTOPILOT AcrIoNS ‘The PI~21 autopilot has five steering modes. Yor the basic Sctions in each steering mode, refer to pug. 1 “Basie Actions Tastruction Diagram" and DWC. 2" Autopilot Function configuration" at the end of this manual. * Attonatic steering ——— Gyrocompees Pilot mode 7 Magnetic compass pilot node (option) by Hand steering ©+ Remote steering (option) 4: External computer steering @+ Non-follow up steering subsections. 6-1 AvTO stEERINe The operating principle of Auto Steering will be described Stcording to drawing 3. "Auto Steering Software Functions Block Piagran” attached to the end of thig manual,1) DIGITAL CONVERSION OF GYRO HEADING SICNAL she shown in Fig. 6-1+ the gyro heading signal is converted into gnree types of digital signals. The converted digital heading signal is input to the course computation circuit after being separated into a 1K-36K course component and 2 360K course component. As seen above, the gyro heading signs) readout mechanisa crrecs auerior heading accuracy, automatic course settings and veliability since it incorporates two circuits for direct 87° heading readout without intervening gear trains end compensates the 1x-36K heading synchro transmitter. The 1X-36K course signal and the 360X course signal can both be used as independent Y°0 heading signals. Therefore, these course signals are treated at independent signals as follows: a. GYRO 1 (or GC 1) ves Resultant course signal combining 1K and 36x b. GYRO 2 (or GC 2). 360K course ignal c— laa | 7 eee oon ste rai] al | on at Grae} catesiacin cizeute Fig. 6-1 Digital converter for Gyro Heading Signal2) ADAPTIVE CONTROL ‘The control algorithm of PT21 autopilot can be divided into two main parts, ive. ESTIMATE PART and CONTROL PART. ESTIMATE PART consists of following functions; © Noise filter. © Identifier for ship's dynamic characteristics, this is so called "Maneuvering Indices" of time constant (1) and static gain (K). © Argorithm based on a Modified Extended Kalman Filter to excute the arithmetic processing of ship's model. The noise filter eliminates the difference between the observed values of heading and rate of turn and their estimated values by arithmetic processing using the ship's dynamic characteristics applying the filter gain control method and then calculates the estimated values of heading and rate of turn. The above mentioned difference is caused by the disturbance of ship such as sea states and wind. ‘The identifier for ship's dynamic characteristics eliminates the difference between the observed values of heading and rate of turn and their estimated values from the ship's dynamic characteristics and culculates the estimated values of heading and rate of turn of the ship at a time, and also compensates the ship's speed at a time using the ship's dynamic characteristic [westtied extenaea] Set course sna mat | gra da crn, [street Se SE. Fig. 6-2 Adaptive ControlCONTROL PARIS consists of following functions; © Arithmetic processing of optimal gain. © Optimal controller. The arithmetic processing of optimal gain calculates the optimal gain of proportional, integral-and derivertive control suitable for the ship based on the dynamic characteristics of the ship. The optimal controller decides the rudder command from the calculated values of deviation of heading, deviation of rate of turn and optimal gain. The function of ESTIMATE PART and CONTROL PART realizes the optimal steering of the ship adapting to the randum changes of Weather, sea-states, loading conditions and trim of ship. 3) CHANGE OVER OF ECONOMY MODE AND COURSE KEEPING MODE ‘Two control functions, Economical Steering to control rudder angle effectively at the minimum and minimize needle: movement to minimize thrust power loss, and Course Keeping Steering which places importance on maintaining course while under way in a restricted water, are provided. ‘The system provides two argolithms, i.e. the argolithn for optimal gain of CONTROL PART which have mentioned above, one of then for Course Keeping mode and another for Economy mode and the system selects the suitable argolithn for the mode and the selection will be made by the order of code (code 30) thrugh key board unit. i Lee earn] —i_ Ginngeover command 1 i Fig. 6-3 Change Over of Economy mode and Course Keeping Mode4) CHANGE OVER OF FULL LOAD AND BALLAST MODE Maneuvering indices differs with loading condition of the ship. Thus, to excute the optimal control, the control parameter should be changed according to the selected mode. Im this PT21, the change in maneuverability is always observed by Modifies Extended Kalman Filter and calculate the maneuvering indices suitable to the loading conditions. The transfer facility for full load/ballast mode is provided to excute the calculation in fast and exact manner suiting to the loading condition of the ship. ‘The initial condition setting of the control parameters are determined depending on the type of ship and the ship's principal items. Transfer between full load and ballast mode is effected from the keyboard (code 31). 5) RUDDER LIMITTER This function is provided to limit rudder gain during automatic Steering. The rudder gain can be set within +35°. However, the rudder gain is not Limited in regard to constant external forces caused by factors such as current and wind, since the rudder limit funetin is designed not to actuate with reset (integral) outputs. Fig. 6-4 Rudder Limiter6) FUNCTIONAL LIMITATIONS TO AUTOMATIC COURSE CHANGE ‘the course alarm ie dicabled and the rudder gain is limited when the course is changed during auto steering. a. COURSE DEVIATION ALARM ‘the course deviation alarm disabled when a course change command is issued (set course is changed more than 4 degrees and continus for 5 seconds longer) and is returned to effective when the deviation from course is less than 3 degrees and this condition is kept for nore than 10 seconds. b. RESET INTEGRAL OUTPUT Reset action processing differs depending on the amount of reset output and course correction angle during a course change. It is designed to performing the automatic course change steering more economically in a shorter time. The reset conditions are the same as those for course alarm. ‘Table 6-1 RESET ACTION PROCESSING DURING COURSE CHANGE Reset output | Course change | Processing angie tae I> 16° 1> | Reset action continues tae 1> 16° 15 | Reset action is discontinued 5 6° Reset action is discontinued and tee 16° I> | che output 1s held a 5 The reset output is held at 2/3 mali 16° 15 | of the output7) PARAMETERS FOR INITIAL SETTING In the past, determination of PID control parameter which governed steering performance of an autopilot was extremely difficult and required a great deal of experience. However, for the PE21 sutopilot, the control parameter of optimal values suitable to the ship can be calculated automatically. The required parameters to be set initially are determined by considering ship's type and its principals as described on the order sheet. See Table 6-2 psrameter switch step numbers and their related A(T) B (K) c (a2) D(A3) | E (G1) | F (G2) Digi-seiich rie | static anin | Weiehtine | Woishting | Mtipier| slept ir a HB [constant coefficient | coefficient | of GAIN 1 | of GAIN 2 so | aoe ° er Tos TOTO 3 rams exert oer rea Te § 7 jee Pore ones |aato ToT 2 2m ato oa eae 110 0.10 12 2 1.0 1.0 | cis oa oro ata | cea eaeievora ewe tao [ ors | ae ana aera [er rato arora aT anv eaeiesenal aris t20 | 0.20 | a8 suistiseni| aria a fe ees | ae 2 [eo [aoe Ship“ s, A(T): Initial setting value of time constant B CK) Initial setting value of static gain © (a2): Weighting coefficient Lambda 2, for rudder angle AT) BK © D (x3): Weighting coefficient Lanbda 3, for rate of turn E (Gl): Multiplier of steering control te) DIA3) gain 1, for Differential F (62): Multiplier of steering control gain 2, for Proportional E (G1) F (G2)6-2 HAND STEERING ‘The dual hand steering function h: two completely independent systems except for the steering wheel itself. The operating principle is as follows: ela indicator sera ee | no.2 Potentioneter Wo. | Servo amplifier PoB eset [Steering geer | {Steering dete coal Ac/oc converter Devodslatar poteanenieter| | | | Le} — Fig. 6-7 HAND STEERING ayachro As shown in Pig. 6-7, the pover unit solenoid valve ia energized until the requested rudder angle from the potentioneter that is directly coupled to the steering vheel coincide with the rudder angle fron the p-transnitter synchro. ‘Two of the above systems are provided. 6-3 REMOTE STEERING (OPTION) This is used for steering from a position other than the control stand. The operating principle is similar to hand steering. 6-4 EXTERNAL COMPUTER STEERING (OPTION) This mode is employed for great circle sailing or mercator sailing together with a NNSS system (Navy Navigation Satellite System) or a total navigation system (TRANSOLINE is our product). Steering signals sent from an external computer become course setting signals. There are also digital signals that conform to RS232C or 20mA Current Loop interface standards. The autopilot executes automatic steering using these course setting signals as heading signals.6-5 MAGNETIC COMPASS SIGNAL CONNECTION (opriON) A magnetic compass signal can be connected in addition to the course signal supplied by the gyro compass. With the magnetic compass heading signal as a second course signal, the reliability of the autopilot 8 greatly inhanced since automatic steering and off-course alarm functions based on the magnetic compass bearing are added to the system. 6-6 MIDSHIP POSITION CONTROL Tf an emergency alarm occurs during automatic steering, the rudder automatically returns to the midship center position. ‘a emergency alarm sounds a buzzer and illuminates the alara lamp. At the same time, MIDSHIP is displayed in the universal display to show that the rudder is in the center position. The midship action can be reset by @ comand from the keyboard (code 34). The display then changes to BY-PASS. For the emergency alarm contents, refer Section 5 "ALARMS".7. MAINTENANCE AND INSPECTION 7-1 GENERAL COMMENTS ‘The PT21 series Autopilot demonstrates high performance over long period of time with high reliability for continuous safe navigation when operated with reasonable care. Each device is strictly adjusted during the production process. Also parts replacement is far less frequent because the main components are designed to operate without contacts for improved reliability. The following description contains the periodical inspection required for normal operation. Take special care not to physically contact the components during inspection and maintenance.’ Avoid unscrewing locknuts and breaking seals as this will invalidate the warranty. 7-2 MAINTENANCE AND INSPECTION OF GYROCOMPASS For gyrocompass maintenance, refer to the separate instruction manual for the gyrocompa itself. The following description covers only the removal and installation of the gyroconpass. 1) MASTER COMPASS AccESS The master compass is pulled out of the control stand to perform preventive maintenance, replace component in the gyro sphere or to replenish the supporting liquid. The master compass is moved in and out of the control stand in the following manner. a. Release the rack mounting hardware on the front of the rack in which the master compass is mounted. b. The master compass can be dravn out by pulling the base forward. cs IE it is desirable to separate the master compass from the control stand, first insert a screwdriver or the special screw stored in the tools and operate parts box into the gimbal mounting hole located at the rear left of the master compass case, to prevent the gyro container from shaking.a. Next, pull the base firmly forvard while pushing the lock springs at the center of the slide rails on both sides of the base tovard the inside. Then the master compass can be separated from the control stand together with the base. Note: The above procedure should be performed by two or more individuals for reasons of safety. fe. To engage the base in the slide rails, push the base in after inserting the inner rails in the outer rail slots for the slide raila. The base is then moved into its original position. Slide rail Rack mounting hardware Lock screw Fig. 7-1 GYROCOMPASS CONTAINER AND RACK7-3 AUTOPILOT INSPECTION AND MAINTENANCE The periodical inspection is performed for the purpose of preventive maintenance. It is the routine inspection for those sections which can not be checked by the microcomputer self-test functions. Practice these inspection to gain proficiency. For the relationships between the components (units) and functions, see Table 7-1. 1) Inspections prior to entry into or departure from a Port + Hand steering check Transfer the steering mode to "HAND" hand and check that the rudder can be properly controlled from the steering wheel. b. Non follow-up steering check Select the power switch position " " to obtain non follow-up steering. Check that the rudder can be properly controlled from the non-follow-up steering lever. c+ Auto steering check Prior to departing from a port, select the steering mode "AUT" and change the course by approximately 1 or 2 degrees with the D+ Check that the rudder action indicator for the correct direction (P or 8) illuminates course setting switches ( [<] and the rudder can be controlled.2) 2» + Remote steering check I€ the ship is provided with renote steering, select the steering mode R/C and check that the rudder can be properly controlled from the remote controller. Indicator lamps and buzzer tests Test the indicator lamps, displays and buzzer with the lamp test switch on the auto steering panel. Individual indicating Lamps......Continuously illuminated Steering mode indicators........,Continuously illuminated Rudder action indicators... Continuously illuminated ‘Mark blinking Universal display. Bargraph display-....e++ Full right or lefe span blinking Setting course indicator.........Blinking character of Common alarm indicator lamps.....Blinking Rudder limit indicators. +++Blinking Note: Do not hold thie switch depressed as the switch is considered to have failed if it is closed for 12 seconds or longer. Heading input check Depress the keyboard keys in the order Gl Bana check that the indication on the universal display is within +0.3° of the present steering repeater compass reading. ‘Transferring between No.1 and No.2 systems Check that control is functional when the system transfer switch is placed in eny position in all modes of steps from item a to item d above. DAILY INSPECTION Indicator lamps and buzzer test The sane as described in step item l)e above. + Transferring between No.1 and No.2 systems, Gheck that both power units are operating properly by selecting one and then the other with the system transfer switch and observing normal operation. WEEKLY INSPECTION Heading input check Depress the keyboard keys in the order [2] and checie that the indication on the universal display is within +0.3° of the present steering repeater compass reading. 4suaay worssedsut Stpoyieg andano Sopeuy Buyz93¢ sseduos sya0uzEH —— r+ oF | woyaoung waeye Tenprarpur |— woraounj maPye voui0g > Indicator functions aoapoypuy eeanos Suzaae5 | xoqeoqpur aru xeppmy |—] xoqBoypuy pueumos x9ppm ~$-9-G-G-9—+ oqo Tpuy opom Buy3z9935 + Aeqdeqp TeezeaTun © eves uma ‘ydexzeq arSue soppna ‘ydes8aog T RELATIONSHIP BETWEEN COMPONENTS AND FUNCTIONS sen are Buyz0038 ory [-O— | 4 scutes pl I enennn : ee oe q | | : i elegy lets S se af . i ¢|2a (826 ea Ele e 5 E Pl Eg zfgs telides: EEEEE 2 ° L&® e 4ee% Bee #258 ‘ ites Bea SedSecheeSsafae’ a| St Ton ns4) YEARLY INSPECTION a. Checking DC power supply unit voltage Open the hand steering panel and check the voltage from DC power supply unit on the left side. (Note: Measure the voltage with the load connected.) Check terminals Power supply unit top view Fig. 7-2 Voltage check +12V Ga +5V +18V G1 -1sv Confirm that the voltages at the check terminals are within the individual tolerances as listed below. +12V: +9¥ ~ +16 45V: +4,8V ~ +5. 3v +15V: +14V0 ~ +16V —1sV: -14v0 ~ -16V Tf any voltage is not within the above tolerance range, adjust the voltage with the voltage adjustment located on the top face of the unit. However, the +12V supply can not be adjusted. 6eed So auppras | uve opens out oizai-ta | our 0 woso%e crime porrade o3M3TeK « Seomentoe oy wane “aquvou 0/r a oszrue enppenvas 842 a9RCBY 6 auowsenfpo ude s9pz0 soppna OL -auyqunow suyuod ha soa anus p12 dn-yovq penser #7 xoa soK0d y tos309) our segeuns, ‘soy wrote beiton ox cet -ta words uy a a0. tove wena 2 oxtat-ua UF Lg Seay aay wrTIUCD sud Suysaste oe rou seop seppns eilL Tao “TSuvo-aNT TOTES Worms TOTIVOTS WoTayaTs won¥iuD aN sawnsvawaauxnos owrarnaaan wor YLMELTO xFranuayn ‘Ra ILUL nvanoaas: uvitnla (C/e) riTsoLiy aALOMGUONT AY ONTAOOISEIGTOWL EL wTWE 111stavzorey | “ou x0 cqsedosd eoyes0do | oocre-2a ay 980 op oauyaueg | oweyp ous seqsoun sooug, ola yeouy> seumrg] jqesoros | “your'so kqaadoxd soawsede og soavrounsun] oorse-as obeaton andr foot ey ose pur corazia |+2rue dund our 2¥ aenfou-ou sonore 30 senteg ora seous rees4 cores ever 7 TOTS] TENSE NorsYIUOAR ‘stunsvainasnaoo oxmuminsista wo VEELTHS 12 7axcar-tt | ous on woaece ou sogemmag | as record | ow op wosece oun a any ontoe oul Tos any ow, | 00d duyaoose ou) ozeat~ut rreatua | ew on sogoa_ any ONES ou s20p oppor aa ocrar-uat carves gogo unaeg 20 unate sox revat-ut ‘Geer awoyu S03 ToOs-o8 «| x09 easnee 2b Sood Kingte Ar useeva oq sou uns Fenog| eu se0p seppns os woxso0deuy roneTA essere] aa TSO TOTIVACIF TOUYELTS WOTDVaLTS Tors oru¥ub an sauasvanwzann09 onmNxHuSLI wos YOURE xeiamave® Su LLua Iiuvononas Reve TEE) SOTTaOTAY SATEVIONT AY ONTLOONETTUION &= 7-10ootor-ua be sus 2030030 séordew soyesodo 01 coror-ta ress9Knun 24a aNs CTTENTA oxas shayaesadg] coop presaiex out orcar-ta kcsane 43008 94] sou wes Sem ' pesepyeuos ey seer so OH sy ssot a0 ont "y90 pawn TENS ANT ROTLVaITS TORTS RoTavaTaS ‘sauasvareuassaoa oeruniwnisa wor VIET xetamave evanoo2s havin sree FF oy PO ‘apAONG MIGNGTAY OF ToIGOE SeOTEy TOTO NT WY ONTO wT otaoocoe-ud fas ay eu a ven oa enuyaueg | errus punoe our os USaeTt cotor-ta fer ar ee a7 240 09 snuraueg senteal pg cong oavor | uvy ous unin nanaae panos ort02-ta Stansorer ST 3h ST 6 orto ua sorsea woyez03 enone neous Temes cow osoryes wl punos wneoun} | si4 deen sBerseeae vader a"peveow ay daex(2 vausow o2ny uo cys seseuen( ous oy Cada austen oorsz-ae Ste Sorrades og om Jt g| ogy goenwas

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