Raymarine Autohelm 6000 Manuel utilisateur

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

6000

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

General description

Control system

1 .l .l

Course computer

1.1.2

Control units

1 .l

Fluxgate

compass

Windvane

Auxiliary alarm

1.1.6

Radio navigation interface

1.2

Drive systems

1.2.1

Rotary drive unit

1.2.2

Linear drive unit

1.2.3

Hydraulic drive unit

1.3

System summary

2.0 Installation

2.1

Course computer

2.1

Control units

2.1.3 Fluxgate

compass

2.1.4 Windvane

2.1

Auxiliary alarm

2.1

Radio navigation interface

2.2

Drive system

2.2.1

Rotary drive unit

2.2.2

Linear drive unit

2.2.3

Hydraulic drive unit

2.3

Cabling and power supplies

2.3.1

Signal cabling

2.3.2

DC supply cable

i:P

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

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

6.0

7.0

8.0

9.0

10.0

11 .o

Sea trials

First sea trials

Rudder control adjustment

33:

Operating hints

Unsatisfactory steering performance 33

Pilot fails to disengage on

selecting Stand-by

Maintenance

Fault location procedure

Warranty

After sales service

Service centres 39

Overseas representatives

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

FLUX GATE RADIO NAVIGATION

INDICATING

CONTROL

UNIT

NON-

INDICATING

CONTROL

UNIT

HAND

HELD

CONTROL

UNIT

Fig. 1

DRIVE

UNxw

CONTROL SYSTEM

COURSE COMPUTER

411 mm 116.2”)

,- ._

-..-

The course computer houses the central micro

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

‘I

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.

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).

t-ran&held

control unit is also available to

permit full control of the autopilot and power

steering from any position on deck. The hand-

held 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-.--

178mm

17.0”)

!159mm W3”)

T---I

F------1

I, \\\\

;

23mm 2&F-

(Y)

(9’)

76mm

(3.O”l

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.

92mm (3.6”)

90mm (3.5”)

82mm (3.2”l

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.

.1.5

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”)

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.

O-

l0mm (4.3”)

1lOmm (4.3”)

Your main distributor or Nautech Technical

Sales Department will be able to advise you of

Radio Navigation Systems with suitable

autopilot output.

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

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.

Supply voltage

Peak output torque

Maximum shaft speed

Power consumption (typical

average)

Overall depth ‘A’

Suilable for vessels up to

Type

12 volts (24 volts optional) 12 volts (24 volts optional)

240lb.ir-r.

(27Nm)

425lb.in.

(48Nm)

18 rpm 28 rpm

Z-3

amps

4-7 amps

75in.

(190mm)

8.1 in. (21 Omm)

45ft.

LOA

(14m) 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 ‘Auto’ and will disengage instantly

even under heavy load when the autopilot is

switched to ‘Stand-by’. The motor is controlled by

the course computer which regulates peak

current and eliminates the need for end limit

switches.

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

Type

12 volts (24 volts optional) 12 volts (24 volts optional)

5501bs (225Kg) 750lb. (340Kg)

1.2inJsec.

(30mm/sec.) 1.3irVsec

(33mm/sec)

12in(300mm)

275in.

(700mm)

1 Oin. (260mm)

5000lb.in. (570Nm)

1.5-3 amps

45ft.

LOA(14m)

16in

(400mm)

33.5in.

(850mm)

14in.

(350mm)

10,500lb.in.

(1200Nm)

2.75-6 amps

60ft. LOA (18m)

25mm

.o”) 207mm (8.15”)

I66mn

(2.6”J

51 mm 12.0”)

‘A

czi

79mm

(3.1”l

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.

'A 117mm

(46")

Supply voltage

Regulated peak pressure

Flow control

Peak flow rate (unloaded)

Maximum ram capacity

Power consumption

(typical average)

O~~erall

length ‘A’

Type

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

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)

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