Raymarine ST7000 Autopilot Control Unit
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Raymarine ST7000+ Autopilot Control Unit, size: 2.0 MB
Raymarine ST7000 Autopilot Control Unit
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110mm (4.33in) 38.75mm (1.5in) 24mm(0.95in)
1.3 Course Computer
The course computer, available in both 12V or 24V versions, houses a microprocessor, drive unit electronic control circuitry and power amplifier. It is the central distribution point for the autopilot, electrical wiring and ships power connection point. The course computer also has NMEA input and outputs to allow operation with other manufacturer's equipment. The unit is only splash proof and must, therefore, be installed in a dry, protected location. Type 100 is used for Type 1 and Type CR 12V drives. Type 300 is used with Type 2 and Type 3 drives.
233mm (9.2in) 45mm (1.8in)
1.4 Fluxgate Compass
The fluxgate compass contains a gimbal mechanism that permits accurate readings with pitch and roll movements up to +/- 35 degrees. The compass is designed for below deck, bulkhead mounting and connects directly to the course computer. On steel decked vessels the compass can be mounted above deck, however, autopilot performance may be affected due to the increased motion.
1.5 Rotary Rudder Reference Transducer
The rudder reference transducer provides the course computer with the precise position of the vessels rudder. The unit is mounted on a suitable base adjacent to the rudder stock. Its use is mandatory on all installations, except when a linear rudder reference transducer is connected.
1.6 Linear Feedback Transducer
The linear feedback transducer is designed for installations on bullhorn style hydraulic outboard steering systems. The unit is totally weather proof and mounted on the bullhorn ram. Its use is mandatory on all hydraulic outboard installations.
1.7 Type CR Interface Unit
The course computer can be connected to the solenoids on a constant running hydraulic pump using the type CR interface. The unit also provides connections to energise a solenoid operated bypass valve.
1.8 Drive Systems
A range of mechanical (rotary, linear and stern drive) and hydraulic drive units are available for use with the Type 100/300 system. Rotary drives are coupled to the steering system by a simple chain drive, linear drives directly to the rudder stock at the tiller arm radius and stern drives directly to the power steering valve block. The type of hydraulic drive used is dependent on the size of the vessels hydraulic cylinder.
Rotary Drive Units
Autohelm rotary drive units provide smooth, powerful steering commands with almost silent operation. A rugged electric motor drives a precision epicyclic gearbox via a high tensile drive belt. An electronic clutch transmits high torque loads with no slippage. The drive unit can be mounted in any attitude to simplify installation.
60mm (2.4in) 60mm (2.4in) 2 holes 12.5mm (0.5in) diameter
Reversing Hydraulic Pump
The reversing hydraulic pump consists of a precision gear pump and an integral check valve block driven by a continuously rated servo motor. The pump is connected directly to the vessels steering cylinder, with the course computer regulating the peak pump pressure. There are three types of pump: type 1, type 2 and type 3. The different type relates to the steering ram capacity, which is directly related to the displacement of the vessel. Type 1: 80 to 230 cc (4.9 to 14cu in) Type 2: 160 to 350 cc (9.8 to 21cu in) Type 3: 250 to 460 cc (15 to 28cu in)
Pump Type 1 Type 2 Type 3 'A' Dimension 'A' 177mm (6.96in) 177mm (6.96in) 235mm (9.25in) 117mm (4.62in)
The Autohelm linear drive unit is of outstanding design which features powerful thrust, fast hard overtimes and near silent operation. When backdriven the movement is smooth with minimal backdriven force. Using a high tensile belt drive and epicyclic reduction gearbox the powerful electric motor is controlled by an electronic fail-safe clutch. The design is highly efficient and provides high performance for minimum current consumption.
4 off fixing holes suitable for 10mm (0.4in) bolts
Drive Type 1 Type 2 (short) Type 2 (long)
Dimension 'A' 700mm (27.5in) 700mm (27.5in) 850mm (33.5in)
The hydraulic linear drive unit is a self contained secondary steering cylinder (with a built-in solenoid bypass valve). The unit is driven by a reversing hydraulic pump to provide a totally isolated autopilot steering system.
A 457mm (18in)
Drive Type 2 Type 3
Dimension 'A' 540mm (21.25in) 690mm (27.15in)
Constant Running Hydraulic Pump
When steering loads require a ram capacity of over 460cc (28cu in) the constant running hydraulic pump provides the ideal autopilot drive system. Hydraulic fluid is supplied from a self contained reservoir and flow to the steering ram is controlled by integral solenoid operated valves. Used with a solenoid operated bypass valve and a separate hydraulic ram, this system is recommended for heavy duty applications on large mechanically steered vessels.
The stern drive actuator must only be used on stern drives with cable operated, power assisted steering. The drive unit operates the power steering valve in exactly the same way as the steering cable. A clutch disengages the drive unit to allow manual steering when the autopilot is disengaged. Installation kits are available for most popular types of steering manufacturers.
63.4mm (2.5in) 220mm (8.66in) 240mm (9.45in)
460mm (18.1in) mid-stroke
The Type 100/300 autopilot system is available with the following optional system components:
Hand-held Remote (Z101)
The hand-held remote allows course changing from a position away from the steering station. The hand held remote is connected to the autopilot via the SeaTalk bus.
NMEA Interface (D153)
Although the Type 100/300 has its own NMEA 0183 input and output ports, you may wish to receive information from additional equipment transmitting NMEA. The NMEA interface connects to the SeaTalk bus and converts incoming data to SeaTalk. The interface also converts SeaTalk data to NMEA 0183 format.
117.5mm (4.6in) 37mm (1.5in)
1. With the course computer located as required, outline the two mounting holes. 2. Drill two pilot holes for the fixing screws. 3. Secure the course computer to the vessel using the two screws provided.
Note: If the mounting surface is less than 3mm (1/8in) thick, use the U clips provided.
4. Drill three pilot holes for the cable clamp bar. 5. Secure the cable clamp as shown.
Note: If you are installing the Type 100/300 system with a constant running hydraulic pump, refer to page 40 before running the power cable.
1. Having sited the course computer, measure the total cable length between the course computer and the vessels central power distribution panel. Using the following tables, select the appropriate cable size and circuit breaker relative to the type of drive unit used.
Type 1 Drive Units/Stern Drive/Constant Running Pump
Cable Length (Distribution panel to Course Computer) Up to 3m (10ft) Up to 5m (16ft) Up to 7m (23ft) Up to 10m (32ft) Up to 16m (52ft) Cable Gauge Copper Area
12 AWG 10 AWG 8 AWG 6 AWG 4 AWG
2.5 mm 4 mm 6 mm 10 mm 16 mm
Type 2 Drive Units (12V)
Cable Length (Distribution panel to Course Computer) Up to 5m (16ft) Up to 7m (23ft) Up to 16m (52ft) Cable Gauge Copper Area
8 AWG 6 AWG 4 AWG
6 mm 10 mm 16 mm
Type 2 Drive Units (24V)
Type 3 Drive Units (12V)
Type 3 Drive Units (24V)
2. Remove the connector cover from the course computer. 3. Connect the power supply cable to the course computer power terminals.
Note: The cable must be protected by a circuit breaker (see table for size).
+ POWER MOTOR
Drive Unit Type 1 Type 2 (12V) Type 2 (24V) Type 3 Sterndrive Type CR
Circuit Breaker Size 25 25
2.2 ST7000/6000 Control Unit
The ST6000 and ST7000 control units are identical in operation and installation.The main ST7000/6000 control unit should be mounted close to the steering station where it is: normally viewed straight on for the best display legibility well protected against physical damage at least 9in (230mm) from a compass at least 20in (500mm) from radio receiving equipment accessible from behind to install and run cables
Supply 3L (12V) 50A 4.5L (12V) 70A 3L (24V) 30A 4.5L (24V) 40A To bypass valve Main breaker Clutch drive
Type CR interface unit Solenoid 'A' cable
D2 M1 M2 SUPPLY CLUTCH
Power pack motor supply
BYPASS BATTERY VALVE
A B SOLENOIDS
Solenoid Cable Length (Course Computer to Pump) Up to 7m (23ft) Up to 12m (39ft) Up to 17m (55ft) Cable Gauge Copper Area
12 AWG 10 AWG 8 AWG
2.5 mm 4.0 mm 6.0 mm
An isolator switch should be installed in the power supply to the complete system. The solenoid valve connectors can only accept cable up to 12 AWG. If larger cable is required, 18 inches of 12 AWG should be used to wire to the connectors. The Type CR Interface may also be connected to alternative constant running hydraulic pump providing: the solenoid coils take less than 10 amps the response time of the solenoid valve is less than 80 milliseconds the operating voltage of the solenoid coils is the same as the course computer supply voltage. It is important to minimise the overall cable length between the pump and the vessels power distribution panel.
If the autopilot operated hydraulic cylinder is independent of the manual steering system, a solenoid operated bypass valve (Z079 (12V),Z122 (24V)) should be fitted to allow the cylinder to backdrive when manual steering. The bypass valve should be connected to the bypass connector on the Type CR Interface Unit. The bypass valve should be mounted between the autopilot steering cylinder ports and, under normal circumstances, be de-energised to allow the cylinder to backdrive. When the autopilot is engaged, the valve is energised by the Type CR Interface to allow the autopilot steering cylinder to drive the rudder.
Hydraulic cylinder Bypass valve
Autopilot hydraulic drive
Manual steering system
Cable to course computer 'Bypass' connector
Note: The bypass valve voltage must be matched to the course computer supply voltage, i.e. 12V or 24V.
If the steering cylinder is unbalanced (single ended), a pilot operated pressure relief valve must be connected (as shown) to enable excess oil to be returned to the reservoir when the cylinder ram is retracting.
Hydraulic Linear Actuator
The hydraulic linear actuator, with built in solenoid operated bypass valve and load limiting system, is designed for use as a secondary autopilot steering cylinder. The system is supplied prefilled and preplumbed for ease of installation.
2.8 Mechanical Drive Systems
Rotary Drive Unit
The rotary drive is coupled to the steering by a chain drive. Most steering gear manufacturer's supply special autopilot drive attachments (many include this as standard). The Edson Company is a good source.
Having selected the position for attachment of the autopilot drive chain, it is necessary to determine the chain reduction ratio. Count the number of turns of the steering gear shaft (driven sprocket) when the rudder is driven from hardover to hardover. Determine the sprocket sizes required from the following table.
Driven Sprocket Driver Sprocket
Rotary Drive Chain Reduction Ratios Chain Reduction Ratio 1 Type Number of Driven Sprocket Turns Hardover Hardover 6
These ratios provide good steering performance for most vessels. If the vessel is thought to have unusual steering characteristics, contact our Product Support Department, or an authorised representative, for advice. A standard 3/8in. or 1/2in. pitch chain is recommended for the chain drive and, ideally, the drive sprocket should not have less than 15 teeth. Bore and keyway dimensions for the drive unit sprocket are detailed in the following illustration. It is essential that these bore and keyway dimensions are strictly adhered to. All sprockets must be keyed, set screwed to their shaft and finally secured with loctite.
3.22mm 3.24mm (0.127in 0.1275in)
15.89mm 15.9mm (0.6256in 0.6275in)
Grub screw 9.46mm 9.61mm (0.3725in 0.3785in) 19mm (0.75in)
The drive unit must be bolted to a substantial frame member. The mounting foot is secured to the drive unit by four equally spaced allenhead screws and it may be rotated through 90 degrees to provide a more convenient mounting position, if required. In some cases it may be necessary to fabricate a special frame to mount the drive unit. It should be noted that chain tension can exceed 500 lb (230Kg) and, therefore, an extremely rigid mounting structure is vital to maintain good chain alignment. Installation failures can occur in this area and overengineering is strongly recommended for drive unit mounting. All fastenings should be secured with lock washers. Provisions must also be made for chain adjustment. This is achieved by removable shims placed under the mounting foot or, alternatively, by elongated clearance holes in the mounting frame.
Both sprockets must be accurately aligned to run in the same plane. Correct alignment must be carefully checked by means of a straight edge. The gearbox can be mounted in any position. Additionally, the drive sprocket may face in any direction as the steering sense can, by reversing the polarity of the drive motor connection, be corrected when installation is complete. Finally, the chain should be tensioned until it is just tight and there is minimal lost motion to the drive system. Total lost motion between the driven sprocket attached to the steering system and the rudder stock should not, under any circumstances, exceed 2% of the total movement. If lost motion exceeds this level it must be corrected, otherwise steering performance will be impaired. Having completed installation of the drive unit, turn the steering wheel from hardover to hardover and check that the chain and sprockets driving the actuator move freely and are in alignment.
Engine tie bar
4. Attach the drive unit to the mounting bracket as shown above and secure split pin provided. The small spring clip can then be used to attach the drive unit to the adaptor pin. 5. Slowly turn the steering system from hardover to hardover. It is most important that the drive unit and the adaptor pin bracket do not touch any part of the engine or steering system.
Volvo (Post type 872215)
1. Remove the locating pin that attaches the cable rod to the tiller end block and replace with the girdle support bracket as shown.
Safety clip Locating bolts Shakeproof washers Split pin
Adaptor pin bracket
Girdle support bracket
Sprung location pin D744-1
Tiller end block Split pin
2. Secure the assembly with the split pin (supplied). 3. Install the adaptor pin bracket to the cable end sheath.
Adaptor bracket Aft
Cable end sheath
Note: The adaptor pin bracket must sit against, but not on, the shoulder of the cable end sheath. Also, it is important that the securing bolts are sternside of the steering cable end sheath.
4. Ensure that the bracket remains vertical and tighten the locking bolts. 5. Rotate the girdle support bracket so that locator pin is facing forwards. 6. Position the stern drive actuator so as to locate the fixed support pin on the girdle support bracket into the hole in the girdle tube.
7. Carefully twist and lower the actuator into the girdle support bracket until the spring pin locates into the opposite side of the girdle tube. Caution: It is most important that both the solid and spring location pins are fully engaged in the actuator girdle tube. Failure to do so will result in autopilot failure and possible steering system damage. 8. Position the drive unit pushrod over the top of the adaptor pin and secure with the safety clip. 9. Slowly turn the steering system from hard-over to hard-over. The drive unit and the adaptor pin bracket must not touch any part of the engine or steering system. This includes any engine hoses that may have only passing contact with the autopilot actuator; after a time these will wear and ultimately fail.
1. Remove the locating pin that attaches the cable end sheath to the tiller end block. 2. Replace the locating pin with the girdle support bracket as shown.
1. Plug in the power cable, supplied with the drive unit, making sure that the connector is locked in place by turning the locking ring clockwise. 2. Run the cable back to the course computer. Secure the cable close to the drive unit but allowing sufficient free length to accommodate the drive unit movement. 3. Once again using the steering wheel to move the rudder from hard over to hard over, check that the cable does not catch on any part of the vessel/fittings. 4. The actuator cable has electrical connections for both the drive motor and the clutch. Connect to the course computer terminals
labelled clutch and motor as shown.
2.9 Auxiliary Alarm
The auxiliary alarm is waterproof and, therefore, can be mounted in any position. A foam seal on the mounting flange ensures a watertight joint to the mounting surface. The auxiliary alarm must be connected to the system via an NMEA interface. 1. Drill a 7/8in (22mm) diameter hole through the mounting panel as shown. 2. Pass the two way connector block and cable through the drilled hole. 3. Mount the auxiliary alarm in position using the four self tapping screws (supplied).
ALARM SEATALK SEATALK
Grey (screen) Red
Connect the NMEA interface to the alarm and course computer as shown.
IN NMEA WINDVANE OUT
The mounting surface must be smooth and flat to ensure that there is adequate waterproofing. 1. Use the template provided to mark the centers for the two fixing holes and outline of the body aperture. 2. Drill the fixing holes and cut-out the aperture for the body. 3. Remove the mounting template and peel off the protective paper from the rear of the weather gasket and fix to the mounting surface. 4. Pass the signal cable through the body aperture and secure the Joystick with the thumb nuts provided.
The Joystick is supplied with 26ft (8m) of cable which should be connected to the course computer as shown.
Note: Only one joystick can be connected.
2.11 Masthead Transducer (sail only)
To enable wind information to be made available to the SeaTalk system, the wind transducer must be connected to the NMEA interface box.
1. With the threaded end of the mounting block facing forwards, mark the position for the self tapping screws. 2. Drill the holes using the supplied 4.0mm (5/32in.) drill. 3. Attach the mounting block to the mast using a suitable sealing compound. 4. Tighten the locking ring securely.
1 Mounting block 2 Locking ring
1. Cut the cable with sufficent length to run from the monting block to the NMEA interface box. 2. Feed the cable down the mast.
Note: If the mast is deck stepped the cable should be passed through the deck and sealed using a proprietry gland fitting.
Once calibration has been carried out, further adjustment can be made at any time.
Rudder Gain controls the amount of rudder the pilot will apply to turn onto a new heading. A correctly set rudder gain will, for example, turns the vessel crisply onto the new heading with an overshoot of no more than 2 to 5 degrees for a 40 degree course change. A high rudder gain setting will result in oversteer, recognized as an overshoot of more than 5 degrees. A rudder gain level that is too low will result in understeer giving poor steering performance. WARNING: It is most important that the rudder gain is correctly set on planing craft. Incorrect adjustment will lead to poor steering performance and is dangerous at high speeds. The settings available are as follows:
Range Recommended setting 1 to 3 (Displacement) (Semi displacement) (Planing) (Stern drive)
Rate level controls the amount of rudder the pilot will apply to reduce the speed at which the vessel is turning. This is also known as counter rudder, and is only used in response level 3. The settings available are as follows:
Range Recommended setting 1 to 5 (Displacement) (Semi displacement) (Planing) (Stern drive)
Rudder Offset (Helm Adjust)
Rudder Offset sets the control head to read zero degrees of rudder when the helm is positioned amidships. The range available is as follows:
Range -7 to +7 degrees
Default Setting 0
Rudder Limit restricts autopilot rudder movement to just less than the steering systems mechanical stops. This avoids putting the steering system under unnecessary load. The range available is as follows:
Range 15 to 40 degrees
Default setting 30 degrees
Turn Rate is the rate in degress per second at which the vessel will turn when course changes are made via the autopilot. The settings available are as follows:
Range 5 to 20 degrees per second
Default setting 20 degrees (Displacement) 15 degrees (Semi displacement and planing) 8 degrees (Stern drive)
Turn Rate limit does not apply in power steer or joystick modes.
Cruise Speed should be set to the vessel's normal cruising speed and is used in track mode.
Note: If boat speed is available on either the SeaTalk bus or via the NMEA input this will be taken and used in preference to the Calibration Cruise Speed.
Note: If Auto Adapt is not selected manual adjustment of rudder gain is normally required when going from Northerly to Southerly headings or vice versa. Failure to do so can lead to poor course keeping.
The settings available are as follows:
Range 0: Off 1: North 2: South
Default setting 1: North
Latitude is used to compensate for Northerly/Southerly headings errors. The settings available are as follows:
Range 0 to 80 degrees
Default setting 0 degrees
Wind trim varies the response of the autopilot in Vane mode.
Range 1 -- Fast response 2 -- Slow response
This sets the response level when the pilot is switched on. The settings available are as follows:
Range Level 1: Automatic sea state control Level 2: Automatic sea state inhibit Level 3: Automatic sea state inhibit counter rudder
Default setting Level 1
Auto Release (manual override)
Auto Release provides emergency manual override, should it be necessary, for example, to avoid an obstacle at the last moment. It is used with an Autohelm stern drive actuator. For all other drive systems Auto release should be turned off. The settings available are as follows:
Range 0 = Off 1 = On
Default setting N/A (Displacement) N/A (Semi displacement) N/A (Planing) 1 (On) (Stern drive)
4.4 Saving Calibration Mode
To exit calibration mode and save all changes, press and hold Track and Display for 2 seconds. Changes made to calibration settings can, while still in the calibration mode, be cancelled by quitting as follows: Press Standby.
4.5 Display Contrast Adjustment (ST7000 only)
The contrast of the LCD display can be adjusted to suit a wide range of viewing angles. Press Display and Track together momentarily.
Press Response (v) to increase contrast (suits viewing from below). Press Response (w) to decrease contrast (suits viewing from above).
Decrease contrast ratio
Normal viewing position
Increase contrast ratio
To store the contrast selection, press Display and Track together momentarily.
4.6 Permanent Watch Alarm (SFIA)
If a permanent watch alarm is required, please contact the Autohelm Product Support Department or an authorised dealer for further information.
4.7 Recording Calibration Settings
Having fined tuned the calibration settings during initial sea trials, record them in the following table for future reference.
Chapter 5: Initial Sea Trials
5.1 Initial Sea Trials
Initial sea trials should be carried out in calm conditions with plenty of sea room. As the vessel will be constantly changing heading, it is most important to maintain a constant look out. Before sea trials: Read the Operating section of this manual. Carry out the system test to verify that the autopilot is operating correctly.
5.2 Automatic Compass Heading Alignment and Deviation Correction
The displayed compass heading requires alignment with the ships compass. Until this procedure is carried out, the autopilot compass display will not agree with the ships compass. The autopilot will correct the fluxgate compass for most deviating magnetic fields. This correction procedure should be carried out in calm conditions preferably in flat water. To select compass heading alignment and correction, push and hold STANDBY for 2 seconds until the display shows:
1. Press DISPLAY 2. Keeping boat speed below 2 knots, turn the vessel slowly so that it takes at least 3 minutes to complete 360 degrees.
Keep turning until the display changes to show the amount of deviation the autopilot has corrected. This can take up to 2 full turns depending on the amount of deviation found.
Note: If the deviation exceeds 15 degrees, you should relocate the fluxgate compass.
3. Steady the boat up on one heading and use the course change keys to adjust the displayed heading until it agrees with the steering compass or a known transit bearing. 4. To exit fluxgate alignment/correction and store the settings, push and hold STANDBY for 2 seconds until the pilot returns to STANDBY mode. 5. To exit fluxgate alignment/correction without saving any new settings, push STANDBY momentarily.
Correct rudder setting
Rudder setting too high
Rudder setting too low
Note: Once the optimum setting has been found, the default calibration setting for rudder gain should be changed.
Adjustment with Response Level 3
Response level 3, by default, automatically sets the gain to 3 settings above the gain at response level 1. This can be adjusted as follows: Select response level 3 and then scroll to the gain display. Adjust the value as required and save the new value by pressing the up and down response keys together momentarily.
5.8 Rudder Gain Adjustment (High Speed Planning Craft)
Warning:ItisparticularlyimportantthattheRudderGainiscorrectlyset onhighspeedcraft.Incorrectadjustmentwillleadtopoorsteering performanceandisadangerousconditionat highspeed. Adjust as follows: Set to Rudder Gain for optimum steering performance at the vessels normal cruising speed. Push either RESPONSE key for access to Rudder Gain. Adjust either side of the calibrated setting to provide optimum autopilot steering.
5.9 Rudder Gain - Adjustment with Speed
Due to the significant differences in dynamic stability between planing and non-planing conditions, most high speed craft require Rudder Gain adjustment when going from planing to displacement speeds or vice versa. The required adjustment can be achieved automatically or manually. When the autopilot is used with the speed input from an Autohelm SeaTalk Speed instrument or is receiving boat speed via its NMEA input. Rudder gain is automatically adjusted with boat speed. After setting the gain at planing speed no further manual adjustment should be required. Warning: When speed information is fed to the autopilot via the NMEA input always check the displayed speed is close to the actual boat speed before locking the autopilot onto a heading. Delays in data transmission could result in the 'pilot' applying too much rudder after a large change in vessel speed. If no Speed input or NMEA is available manual adjustment should be carried out to the Rudder Gain setting via the Response keys adjusting as follows: 1. Speed decreases from planing to displacement - Increase gain by 1 or 2 levels. 2. Speed increases from displacement to planing - Decrease gain by 1 or 2 levels. Warning: The manual gain adjustment must be made after reducing from planing to displacement speed and before increasing from displacement to planing speed.
Control Unit ST6000/7000 Cabling 26 Mounting 25 Course Computer Cabling 22 Mounting 22 Cruise Speed 85 Current limit and cutout 78
Display Contrast Adjustment (ST7000 only) 90 Drive Option 86 Drive Systems 13 Constant Running Hydraulic Pump 16 Hydraulic Linear 15 Linear Drive 15 Rotary Drive Units 13 Reversing Hydraulic Pump 14 Sterndrive 16
Calibration 81 Adjusting calibration 83 Auto Adapt 87 Auto Release 89 Cruise Speed 85 Display Contrast Adjustment 90 Drive Option 86 Joystick Mode 86 Latitude 88 Magnetic variation 87 Off Course Limit 85 Permanent Watch Alarm 90 Rate Level 84 Recommended settings 81 Recording Calibration Settings 90 Response Level 88 Rudder Deadband 87 Rudder Gain 83 Rudder Limit 84 Rudder Offset 84 Saving Calibration 89 Selecting calibration 82 Trim Level 86 Turn rate 85 Wind Trim 88 Compass Alignment (without deviation correction) 93 Constant Running Hydraulic Pump Cabling 42 Mounting 41 Plumbing 44
First Sea Trials 93 Fluxgate Compass Cabling 29 Mounting 28 Functional Test 76
GyroPlus Offset and Drift Compensation 80
Hand-held Remote 17 Hydraulic Drive Systems 35 Hydraulic Linear Actuator 45 Cabling 48 Final Preparation before use 48 Installation 45
Initial Sea Trials 91 Installation Auxiliary Alarm 65 Course computer 21 Mounting 22 Cabling 22 Control Unit ST6000/Mounting 25 Cabling 26 Control Unit ST6000/7000 NMEA Input 71 Fluxgate Compass 28 Mounting 28 Cabling 29 Hydraulic Drive Systems 34 Constant Running Pump 41 Mounting 41 Cabling 42 Plumbing 44 Reversing Hydraulic Pumps 35 Mounting 35 Cabling 35 Plumbing 37 Two line system 39 Two line pressurised 39 Three line system 40 Bleeding the system 40 Interfacing to other manufacturer's equipment 69 Joystick 66 Linear Feedback Transducer 33 Mounting 33 Cabling 34 Masthead Transducer 67 Mounting 67 Cabling 68 Mechanical Drive Systems 49 Linear Drive Unit 53 Mounting 54 Cabling 55 Rotary Drive Unit 49 Mounting 49 Cabling 52 Sterndrive Actuator 56 Mounting 56 Cabling 64
NMEA Interface 73 Rotary Rudder Reference 30 Mounting 30 Cabling 32 Introduction Auxiliary Alarm 18 Course Computer 11 Drive Systems 13 Constant Running Hydraulic Pump 16 Hydraulic Linear 15 Linear Drive Reversing Hydraulic Pump 14 Rotary Drive Units 13 Stern Drive 16 Fluxgate Compass 11 GyroPlus Transducer 20 Handheld Remote 17 Joystick 18 Linear Rudder Reference Transducer 12 NMEA Interface 17 Rotary Rudder Reference Transducer 12 ST6000 Control Unit 10 ST7000 Control Unit 10 Type CR Interface 12 Wind Transducer 19
Joystick Cabling 66 Mounting 66 Joystick Mode (Manual Type) 86
Latitude 88 Linear Drive Unit Cabling 55 Mounting 54 Linear Feedback Transducer Cabling 34 Mounting 33
Magnetic Variation 87 Manual Override (Stern Drive Actuators only) 98 Masthead Transducer 67
Saving Calibration Mode 89 Selecting calibration 82 Setting the Autopilot Rudder Limit (All drives) 79 Sterndrive Actuator Cabling 64 Mounting 56 Switch-on 76 System test 76
5.2 Instrument... 58 Siting... 58 Mounting Procedure.. 59 Power... 60 Connections to the SeaTalk Bus.. 60 SeaTalk Cables.. 60 Cable Types.. 60 Typical SeaTalk Cabling.. 61 5.3 NMEA Interface.. 61 Cabling... 61 NMEA Cable Connectors... 62 NMEA Data.. 62 Transmission of NMEA Data on SeaTalk.. 63 5.4 Functional Test (Repeater Unit).. 63 Switch On... 64 Navigation Interface (GPS, Decca, Loran).. 64 SeaTalk Interface.. 65 Chapter 6: Post Installation Procedures.. 67 6.1 Functional Test and Initial Calibration. 67 Switch On... 67 Initial Calibration.. 67 Operating Sense... 68 Navigation Interface (GPS, Decca, Loran).. 68 Wind Transducer Interface.. 69 SeaTalk Interface.. 69 EMC Conformance... 70
6.2 Initial Sea Trial... 70 Automatic Compass Deviation Correction.. 71 Further Heading Alignment Adjustment. 74 Checking Autopilot Operation.. 74 Checking the Rudder Gain.. 74 Chapter 7: Maintenance.. 77 General... 77 Servicing and Safety.. 77 Product Support.. 77 Chapter 8: Fault Finding.. 79 Index... 81
This handbook contains information on the operation and installation of your ST7000 Plus. In order to obtain the best performance, please read this handbook thoroughly.
How this Handbook is Organised
This handbook is divided into the following chapters: Chapter 1: Introduces the ST7000 Plus Autopilot Control Unit, its features and use. Chapter 2: Describes basic autopilot operation. Chapter 3: Explains how to use Track and Wind modes and adjust autopilot performance. Also gives a summary of the ST7000 Plus alarms. Chapter 4: Provides details on how to make adjustments to customise the ST7000 Plus and associated autopilot to give optimum performance on your vessel. Chapter 5: Explains how to install the ST7000 Plus. Chapter 6: Covers functional testing, initial calibration procedures after installation, and initial sea trials. Chapter 7: Provides general maintenance procedures. Chapter 8: Provides information to help you resolve any problems you may encounter with your autopilot. An index is included at the end of this handbook, followed by a template for the installation of the control unit.
To verify the ownership of your new autopilot control unit, please take a few minutes to complete the warranty card. It is important that you complete the owner information and return the card to the factory to receive full warranty benefits.
Although the ST7000 Plus is designed to give accurate and reliable performance, it should serve only as an aid to navigation and should never lead to the erosion of good seamanship. Always maintain a permanent watch and be aware of situations as they develop. The following rules should always be observed: Maintain a permanent watch and regularly check all around for other vessels and obstacles to navigation no matter how clear the sea may appear, a dangerous situation can develop rapidly. Maintain an accurate record of the vessels position either by use of a radio navigation receiver or visual bearings. Maintain a continuous plot of position on a current chart. Ensure the locked autopilot heading steers you clear of all obstacles. Make proper allowance for Tidal Set the autopilot cannot! Even when your autopilot is locked onto the desired Track using a radio navigation receiver, always maintain a log and make regular positional plots. Radio navigation signals can produce significant errors under some circumstances and the autopilot cannot detect this situation. Make sure that all members of crew are familiar with the procedures to disengage the autopilot. Ensure someone is present at the helm AT ALL TIMES, to take manual control in an emergency. As the fluxgate compass used in the autopilot system is a type of magnetic compass, it is susceptible to disturbances in the local magnetic fields, in the same way that a conventional ships compass would be. It is therefore important that the fluxgate compass is installed and operated in a manner that will minimise the effects of any such local disturbances. Your Raytheon autopilot will add a new dimension to your boating enjoyment. However, it is the responsibility of the skipper to ensure the safety of the vessel at all times by careful observance of these basic rules.
All Raytheon equipment and accessories are designed to the best industry standards for use in the leisure marine environment. Their design and manufacture conforms to the appropriate Electromagnetic Compatibility (EMC) standards, but good installation is required to ensure that performance is not compromised.
Chapter 1: Introduction
The ST7000 Plus is a SeaTalk compatible autopilot control unit. It can be used either as the control unit for a Type 100/300 Course Computer, or as a repeater, to allow control of autopilot types such as the ST4000 Plus, from a secondary location. It can also repeat instrument data by means of a programmable selection of Data Pages. The autopilot system uses data transmitted from Autohelm SeaTalk instruments: Wind information from a wind instrument can be used for wind trim steering without the need to install a separate vane. Track information, from a navigation instrument, provides the ability to steer from waypoint to waypoint. Boat speed from the Speed instrument provides optimum trackkeeping performance. The ST7000 Plus can also be used with any navigator (GPS, Decca, Loran) transmitting NMEA 0183 data. There are five operating modes: Standby: Autopilot disengaged. Auto: Autopilot engaged and locked onto a heading. Track: Autopilot maintains a track between two waypoints created using a navigation system. Wind: Autopilot maintains a course relative to an apparent wind angle. Manual: Autopilot power steers rudder using joystick control. When the ST7000 Plus is being used to repeat instrument data, popup pilot pages are displayed whenever a change in autopilot control is made. The duration of pop-up pilot pages is user-adjustable. The ST7000 Plus also provides access to autopilot features such as: Automatic tack facility, which can be used in Auto and Wind modes. Automatic compass deviation correction. Northerly/Southerly heading compensation. Automatic heading deadband seastate control.
Waypoint advance feature. User Setup and Dealer Setup functions, to enable optimum performance to be achieved for a wide range of different types of vessel.
Power Supply: 10 to 15 V DC Current consumption: 50 mA with display lamps off. 120 mA with display lamps set at brightest level. Operating temperature: 0C to +70C (32F to 158F). Thirteen-button illuminated keypad. LCD display of heading, locked course, navigational, SeaTalk and NMEA data, with three levels of illumination. Two connections for SeaTalk. Input connection for NMEA.
Chapter 2: Basic Operation
This chapter provides introductory operating information for your ST7000 Plus. Summary diagrams of the control key functions and screen layout are given, plus instructions for tasks such as engaging the autopilot, operating in Auto mode, changing the display lighting, and using Data Pages to display SeaTalk or NMEA data.
2.1 Key Functions
The autopilot is controlled using simple push-button operations, all of which are confirmed with a beep. In addition to the main single key functions, there are several dual key functions.
& Press to adjust calibration parameters, response and gain disp Press for 1 second for lamp control Press for next Data Page. When Data Page is displayed, press for 1 second for previous page
Course Change Keys -1 = Port 1 +1 = Starboard 1 -10 = Port 10 +10 = Starboard 10 Press +1 and +10 together for AutoTack to starboard Press -1 and -10 together for AutoTack to port Press -1 and +1 together for response level Press -1 and +1 together for 1 second for rudder gain
resp Press to display response level Press for 1 second for rudder gain track Press for Track mode from Auto Press to accept waypoint advance Press for 1 second to skip waypoint set crs Press to set course bearing res'm Press to resume previous course standby Press for Standby mode Press and hold for Setup modes
auto Press for Auto mode Press for 1 second for Last Heading Press again to accept Last Heading
Press standby and auto for Wind mode Press standby and auto for 1 second to display Last Wind. Press again to accept Last Wind
Note: The up arrow, down arrow, resp, track, set crs and resm keys can also be used to set up and control groups of Autohelm ST60 and ST80 instruments (see Section 2.8, Remotely Controlling ST60 and ST80 Instruments and Section 4.3, Setting Up For ST60 and ST80 Remote Control).
2.2 Display Layout
The following illustration shows all the elements, together with a brief description, that make up the ST7000 Plus control unit LCD display.
Where waypoint names have been allocated, they are displayed on the Distance To Waypoint (DTW), Cross Track Error (XTE) and Bearing To Waypoint (BTW) Data Pages.
Waypoint names of five characters or less (as at A above) are displayed at the right of the screen. Waypoint names comprising more than five characters (as at B above) are centralised on the screen, alternating with the Data Page name. When waypoint names have more than nine characters, only the first nine characters are displayed.
2.8 Remotely Controlling ST60 and ST80 Instruments
On vessels where the ST7000 Plus is used with ST60 or ST80 instrumentation, you can use the ST7000 Plus to control these instruments (both standard 110 mm, and Maxiview instruments). However, before attempting to operate ST60 or ST80 instruments in this manner, ensure the instrument grouping has been defined (see Chapter 4, Customising the System).
All instrument types
Controlling a standard instrument
Controlling a Maxiview instrument
Replication of the key-layout of the currentlyselected standard instrument.Thus, for example,if you press resp, the selected instrument responds as though its left-most key has been pressed, and so on.
Chapter select Page select
To operate ST60 or ST80 instruments from ST7000 Plus: 1. Select either the INST REM Data Page (for control of standard instruments) or the MAXI REM Data Page (for Maxiview instruments). 2. Using the summary of control functions shown in the following illustration, carry out the required instrument control functions from your ST7000 Plus. Note: The manner used to show a currently-selected instrument depends on the instrument type: On ST80 instruments, the characters are displayed in inverse video (i.e. white characters on a black background). On ST60 digital instruments, a REMOTE legend is displayed. On ST60 analogue instruments, either one or both of the TRUE/MAG or TRUE/APP annunciators flash on the digital display.
Chapter 3: Advanced Operation
This chapter provides information on: Operation in Track mode. Operation in Wind mode (WindTrim). Adjusting the response level and rudder gain. Alarms.
3.1 Operating in Track Mode
Track mode is used to maintain a track between two waypoints created on a GPS, Decca, or Loran navigation system. The autopilot will then compute any course changes to keep your boat on track, automatically compensating for tidal streams and leeway. The ST7000 Plus can receive cross track error (the distance your vessel is from a planned track) from: A SeaTalk navigation instrument or chartplotter or A non-SeaTalk navigation system transmitting data in the NMEA 0183 format this can be connected directly to the ST7000 Plus NMEA input, as described in Chapter 5, Installation. Track mode is selected by pressing the track key, but can only be selected from Auto mode. You can return to either Auto or Standby mode from Track mode, as follows: Press auto to leave Track mode and return to Auto mode. Press standby to leave Track mode and return to manual steering. Note: The ST7000 Plus control head can be programmed to display various pages of navigation data, such as XTE, BTW etc. Please refer to Chapter 4 for details.
Selecting Wind Mode
Wind mode can be selected from either Standby or Auto modes, as follows: 1. Steady the vessel onto the required apparent wind angle. 2. Press standby and auto together to select Wind mode and lock the current apparent wind angle.
The locked heading is displayed along with the apparent wind angle. The boat heading is adjusted by the pilot to maintain the locked apparent wind angle.
Adjusting the Locked Wind Angle
The locked wind angle can be adjusted by changing course using the -1, +1, -10 and +10 keys. For example, to bear away by 10 when the vessel is on starboard tack, press -10 to turn the vessel 10 to port. The locked apparent wind angle and locked heading both change by 10. The new apparent wind angle is maintained, and the locked heading adjusted by the autopilot as required. Note: This method should only be used for minor adjustments to the apparent wind angle, since turning the boat affects the relationship between the true and apparent wind angles. For major changes, return to Standby mode, steer onto the new heading, and reselect Wind mode.
Returning to the Previous Apparent Wind Angle (LAST WIND)
If for any reason the vessel is steered away from the selected apparent wind angle (for example, a dodge manoeuvre or selecting Standby) you can return to the previous locked wind angle: 1. Press resm to display the previous apparent wind angle (LAST WIND).
The LAST WIND text alternates with the previous wind angle and direction (PORT or STBD). The previous locked heading is displayed, with an indicator to show you the direction in which the vessel will turn. 2. Check that it is safe to turn on to this course. 3. To accept this apparent wind angle, press standby and auto together within 10 seconds.
If you do not accept the previous wind within this time, the autopilot locks on to the current apparent wind angle.
Full control is still available from the keypad when the autopilot is in Wind mode. Dodge manoeuvres are accomplished by simply selecting the desired course change using the course change keys (-1, +1, -10 and +10). Both the locked heading and locked apparent wind angle are adjusted. Once the hazard has been avoided, you can reverse the previous course change, or return to the previous apparent wind angle (LAST WIND).
Wind Shift Alarm
The wind shift alarm sounds, and the text WINDSHIFT is displayed, if a wind shift of more than 15 is detected. 1. Press standby to cancel the alarm and return to hand steering, and steer onto the required heading. 2. Press standby and auto together to return to Wind mode with the new apparent wind angle.
2. Use the up-arrow and/or down-arrow keys to change the response level.
3. Wait for 10 seconds, or press disp, to return to the previous display.
Changing the Rudder Gain
Press either the resp key for 1 second or the +1 and -1 keys together for 1 second to display the Rudder Gain screen, and adjust the setting in the same way as for the response level. Refer to Chapter 6, Post Installation Procedures, for instructions on how to check that the rudder gain is set correctly.
It is important that the rudder gain is correctly set on planing craft. Incorrect adjustment will lead to poor steering performance and is dangerous at high speeds.
This section summarises the alarms that are reported by the ST7000 Plus. Unless otherwise stated, alarms can be cleared by pressing standby, to return to the Standby mode, i.e. hand steering.
SEATALK alternating with FAILURE This silent alarm indicates that the SeaTalk bus is not operating correctly. Can only be cleared by rectifying the fault.
NO LINK This silent alarm indicates either a faulty autopilot or a disconnection between the ST7000 Plus and the course computer. Can only be cleared by rectifying the fault.
OFF alternating with COURSE This alarm is activated when the vessel has been off course from the locked heading by more than the specified angle for more than 20 seconds (see Using Auto Mode in Chapter 2). The alarm is cleared if the heading recovers or the course is changed, or if the operating mode is changed.
WIND alternating with SHIFT This alarm is activated when a change in the apparent wind angle requires an adjustment of the locked heading by more than 15 (see Operating in Wind Mode in this Chapter).
Large Cross Track Error
LARGE XTE This alarm is activated when the cross track error exceeds 0.3 nm (see Operating in Track Mode in this Chapter). The alarm is cleared if the cross track error falls below 0.3 nm, or if the operating mode is changed.
DRIVE alternating with STOPPED This alarm is activated if the autopilot is unable to turn the rudder. This occurs if the weather load on helm is too high, or if the requested rudder position is past the preset rudder limits or the rudder end-stops.
Data Not Received
NO DATA This alarm is displayed in the following circumstances: Track mode is engaged and the autopilot is not receiving SeaTalk navigation data.
Track mode is engaged and the position transducer (GPS, Loran, Decca) is receiving a low strength signal this will clear as soon as the signal strength improves. Wind mode is engaged and the autopilot has not received wind angle data for 30 seconds. The autopilot stops adjusting the locked heading as soon as data is lost.
NEXT WPT The waypoint advance alarm sounds whenever the target waypoint number changes, which occurs in the following circumstances: Automatic acquisition is selected by pressing track from Auto mode Waypoint arrival. Vessel arrives at the target waypoint and moves onto the next waypoint in the route. Waypoint advance is requested by pressing track for 1 second in Track mode (SeaTalk Navigators only). When the alarm sounds, the pilot continues on its current heading, but displays the bearing to the next waypoint and the direction in which the boat will turn to take up that bearing. Check that it is safe to turn onto the new track, and press track to accept the waypoint advance. To cancel the alarm without accepting the waypoint advance, press standby to return to hand steering, or auto to return to Auto. Note: The waypoint advance will only operate on pilots receiving valid bearing to waypoint and waypoint number information.
LOW alternating with BATTERY The Low Battery alarm sounds when the supply voltage drops below acceptable limits. Press standby to clear the alarm and return to hand steering. Start the engine to recharge the battery.
WATCH The Watch alarm is activated in Watch mode when the timer reaches 4 minutes. It is not available from Standby mode. If you wish to set the Watch mode, the WATCH screen must be configured as one of the Data Pages (see User Setup in Chapter 4). To set and control the Watch alarm: 1. Select Auto, Track or Wind mode. 2. Press the disp key until the WATCH Data Page is displayed. The Watch timer starts counting. When the timer reaches 3 minutes, the text on the display starts flashing to indicate the last minute of Watch alarm. When the timer reaches 4 minutes, the audible Watch alarm activates. 3. Press auto at any time to silence the alarm and reset the timer to 4 minutes. (Pressing any other key resets the timer and performs the keys normal function). 4. To clear Watch mode, press disp to display a different page, or press standby. Note: You cannot engage Auto mode from the Watch mode pressing auto merely resets the Watch timer.
Standby Auto Track Wind Manual
Rudder position Heading error bar Cross track error (XTE) bar Wind angle error bar Rudder position
Rudder Calibration (DOCK SIDE/RUDD CAL)
This procedure moves the helm, and should only be used when the vessel is at the dockside. For sterndrive systems, the engines must be running before you start the procedure. The Dockside Rudder Calibration function is available when the ST7000 Plus is used with either an ST4000 Plus or ST5000 Plus autopilot. It performs an automatic calibration of the rudder range, for systems with a rudder reference unit. If a rudder reference unit is not installed, the function determines the helm drive speed. The auto dockside procedure is not available if the ST7000 Plus is used with a Type 100/300 Course Computer. If you try to use this function with a Course Computer, the display shows AUTO N/A. If you start the procedure by mistake, press any key to cancel it.
Popup Timeout (POPUP/TIMEOUT)
Sets the period for which autopilot mode pages (Standby, Auto, Track, Wind and Manual) pop up when Data Pages are displayed. Adjustable from 1 to 10 seconds.
Auto Tack (AUTO TACK)
The Auto Tack function can only be used when the ST7000 Plus is used with a Type 100/300 Course Computer, fitted with software Version 11 or later. Use the Up and Down arrow keys to set the default auto tack angle.
Data Pages (DATA PAGE)
The next 15 pages of User Setup allow you to change the default settings for the Data Pages. These are the pages of SeaTalk or NMEA data available for display using the disp key during normal operation (see Data Pages in Chapter 2). Each of the setup pages initially shows the title DATA PAGE. After 1 second, this changes to show the title of the data currently set for that page. The available pages are as follow: Data
Vessel Speed Log Trip Average Vessel Speed Wind Direction Wind Speed Depth Metres Depth Feet Depth Fathoms Heading
SPEED (followed by units) LOG (followed by units) TRIP (followed by units) AV SPD (followed by units) E.g. WIND PORT WIND (followed by units) DEPTH M DEPTH FT DEPTH FA HEADING
Range: OFF nth = North Sth = South OFF
This screen is only used if AutoAdapt is set to North or South. Use the up and down arrow keys to set the value to your vessels current latitude, to the nearest degree.
Range: Default: 0 to 80 0
Note: If valid latitude data is available via SeaTalk or NMEA, it will be used instead of this calibration value.
This varies the response of the autopilot when in Wind mode.
Range: Default: 1 = Normal setting 2 = Faster response for wind shifts 1
AutoRelease provides emergency manual override, should it be necessary, to avoid an obstacle at the last moment. This option only applies to cable-operated sterndrive actuators for all other systems this option should be set to off.
Range: Default: OFF On for Pilot Type Displacement OFF for Pilot Type Semi-Displacement for Pilot Type Planing OFF for Pilot Type Sterndrive On OFF
This is the power-on response setting. The response level can be changed during normal operation (see Section 3.3).
Range: 1 = Auto Seastate 2 = Auto sea state inhibit 3 = Auto sea state inhibit with counter rudder 1
Recording Calibration Settings
Having fine-tuned the calibration settings during initial sea trials, record them in the following table for future reference. Feature
Pilot Type Calibration Lock Rudder gain Response Turn rate Limit Rudder Offset Off Course Alarm AutoTrim Drive Type Variation AutoAdapt Latitude Rudder Damping AutoRelease Cruise Speed Power Speed Rudder Limit Rate Level
4.3 Setting Up For ST60 and ST80 Remote Control
Where the ST7000 Plus is used in conjunction with ST60 or ST80 instrumentation, the ST7000 Plus can be used to control the ST60 or ST80 instruments by duplicating the functions of the Remote
Keypads used by these instruments, to allow you to operate your autopilot and ST60/ST80 instruments from the same location.
Control of ST60 and ST80 instruments is achieved by allocating groups of instruments to Remote Control Keypads (in this case, the ST7000 Plus is used as one such keypad). The ST7000 Plus uses INST REM and MAXI REM Data Pages, to control standard (110 mm) and Maxiview instrument groups, respectively. Each ST7000 Plus can control one group of up to eight ST60 or ST80 standard instruments and another group of up to eight ST80 Maxiview instruments. Before an ST7000 Plus can be used to remotely control other instruments, you must first define the instrument grouping and then allocate the ST7000 Plus to the required group.
Setting Up Groups
Grouping allows you to create up to eight standard instrument and eight Maxiview instrument groups: Each group can have up to eight instruments. Each group must have one or more Remote Keypads or an ST7000 Plus grouped to it. Each ST7000 Plus can be grouped with one Maxiview group and one standard instrument group. Each instrument in a group has a unique alphanumeric identity (e.g. A1, where A defines the group and 1 the instrument sequence number within the group). Standard ST60 or ST80 instruments are assigned group letters from A to H. Maxiview instruments are assigned group letters from J to Q. Ungrouped instruments have a dash (-) in place of a group letter. The instrument sequence number range is from 1 to 8. For the purposes of conciseness, the ST7000 Plus keys used to control groups of ST60 or ST80 instruments are referred to in this handbook as the instrument group keys. The instrument group keys are: For standard instruments, resp, track, set crs, resm, down arrow and up arrow. For Maxiview instruments, resp, track, down arrow and up arrow.
The following NMEA 0183 wind and navigation data can be decoded by the ST7000 Plus.
Latitude and Longitude Course Over Ground Speed Over Ground Cross Track Error Bearing to Waypoint Distance to Waypoint Waypoint Number Apparent Wind Speed Apparent Wind Angle Speed Through Water Depth Water Temperature
GLL, RMC, RMA, GLP, GOP, GXP, GGA, GDP VTG, RMC, RMA VTG, RMC, RMA APB, APA, RMB, XTE APB, BWR, BWC, RMB BWR, BWC, RMB APB, APA, BWR, BWC, RMB VWR, MWV VWR, MWV VHW DBT MTW
Transmission of NMEA Data on SeaTalk
If any of the above NMEA data is received and the equivalent data is not present on SeaTalk, the ST7000 Plus will transmit the data onto SeaTalk to make it available to other SeaTalk compatible instruments. Depth is transmitted in the units defined by the first depth page in the data page rollover. Water temperature is always transmitted in C. If you wish to transmit NMEA information to other equipment a SeaTalk-to-NMEA bridge should be installed.
5.4 Functional Test (Repeater Unit)
If you have installed your ST7000 Plus as a repeater unit on an autopilot system, you should perform the functional test described in this section. However, if you have installed the ST7000 Plus as the only control unit for a Type 100/300 course computer, you should now carry out the procedures in Chapter 6, Post Installation Procedures.
Having installed your ST7000 Plus, switch on the main power breaker. If the instrument is active and the system is operating, the following will occur: The instrument beeps and displays the control unit type, ST7000+. After the control unit type has been displayed for 2 seconds, the Standby mode screen should be displayed.
This shows that the control head is active. If the above events do not occur, check the fuse/circuit breaker. If the text SEATALK FAILURE or NO LINK is displayed, check the SeaTalk cables between the ST7000 Plus control head and the Course Computer.
Navigation Interface (GPS, Decca, Loran)
The autopilot will correct the fluxgate compass for most deviating magnetic fields. Compass errors due to deviating magnetic fields can be up to 45, depending on your vessel type. The correction procedure reduces these to a few degrees, so it is essential to perform the procedure as the first item in your initial sea trial.
Failure to carry out the deviation correction may result in impaired autopilot performance on some compass headings. To allow the system to determine the deviation and calculate any correction required, you must turn your vessel in slow circles. This procedure must be carried out in calm conditions and preferably in flat water. To perform the deviation correction: 1. Make sure that the autopilot is in Standby mode. 2. Press and hold the standby key for 2 seconds to display the User Setup entry page. If CAL LOCK is displayed, you need to turn off the lock feature contained in Dealer Setup (see Chapter 4).
3. Press the disp key to move on to the Swing Compass page.
4. Press the +1 or -1 key to change the setting from OFF to YES. The Turn Boat page is then displayed.
5. Keeping the boat speed below 2 knots, turn the vessel in slow circles. It should take at least 3 minutes to complete 360.
6. Keep turning your boat until the unit beeps and the Deviation screen is displayed.
This shows the maximum deviation detected, and indicates that compass correction has been completed successfully. Note: If the deviation value exceeds 15, you should consider moving the fluxgate compass to a better location. 7. Press the disp key to move on to the Heading Alignment page.
8. Use the +1,-1, +10 and -10 keys, to adjust the displayed heading, until it agrees with the ships steering compass or a known transit bearing.
9. Press and hold standby for 2 seconds to exit calibration and save the new settings. Note: Setup options are always saved on exit.
Further Heading Alignment Adjustment
You should always check the compass alignment after swinging the compass. However, once the initial deviation correction procedure has been performed, you can make adjustments to the alignment as often as you wish, without swinging the compass again. Although the compass deviation correction procedure removes most of the alignment error, you will probably be left with a small error (of the order of a few degrees) that will vary depending on the heading. Ideally, you should check the heading reading against a number of known headings, plot a deviation curve, and determine the heading alignment value that will give the lowest average alignment error. This value can then be entered on the Heading Alignment screen, as described above. If the average heading error is more than 5, you should perform the compass deviation correction procedure again.
Servicing and Safety
Autohelm equipment should be serviced only by authorised Autohelm service engineers. They will ensure that service procedures and replacement parts used will not affect performance. There are no user serviceable parts in any Autohelm product. Some products generate high voltages, and so never handle the cables/connectors when power is being supplied to the equipment. Always report any problem related to Electromagnetic Compatibility (EMC) to your nearest Autohelm dealer. We will use any such information to improve our quality standards.
If any difficulties arise with this product, please contact the Autohelm Product Support department in the UK, or your own national distributor who will be able to provide expert assistance. The working parts of the drive system are sealed and lubricated for life during manufacture servicing is not required. Before you consider returning the instrument, make sure that the power supply cable is sound and that all connections are tight and free from corrosion. If the connections are secure, refer to the Fault Finding chapter of this handbook. If a fault cannot be traced or rectified, please contact your nearest Autohelm dealer or Service Centre. Always quote the product serial number, which is printed on the rear cover, and the software version number, which you can see by pressing standby for 4 seconds.
Chapter 8: Fault Finding
All Autohelm products are subjected to a comprehensive test procedure prior to packing and shipping. In the unlikely event that a fault does occur with your autopilot, the following check list should help identify the problem and provide a cure. The autopilot display is blank No power check the fuse/circuit breaker. The displayed compass heading does not agree with the ships compass The compass has not been corrected for deviation carry out the deviation and alignment procedures. Vessel turns slowly and takes a long time to come on to course Rudder gain too low. Vessel overshoots when turning on to a new course Rudder gain too high. The autopilot appears to be unstable in Track mode, or trackholding is slow If tide speed exceeds 35% of boat speed, and boat speed is not available via SeaTalk, change the Cruise Speed setting in Dealer Setup to the boats cruising speed. The autopilot appears to be unstable on Northerly headings in the Northern hemisphere or Southerly headings in the Southern hemisphere Northerly/Southerly heading correction not set up. Display shows CAL LOCK when entering calibration Calibration locked out calibration protection feature is turned on in Dealer Setup. The autopilot will not talk to other SeaTalk instruments (may be indicated by a SEATALK FAILURE alarm ) Cabling problem make sure all the cables are connected properly.
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