Reference K. Jastram JQ-101365 O and M Manual.pdf

Component Manual

Hydraulic Helm Pump Model: H

Document No.: MAN00302 Revision: D

This manual is subject to change without prior notice.

135 Riverside Drive, North Vancouver, B.C., Canada, V7H 1T6 TEL: 604-988-1111 FAX: 604-986-0334 WEB: www.jastram.com

Table of Contents launaM H LEDOM 21-11-60 ,20300NAM :.oN coD

TABLE OF CONTENTS

1 INTRODUCTION

1.1 Description

2 INSTALLATION

2.1 Mounting

3 MAINTENANCE AND PARTS LISTS

4 TROUBLESHOOTING

Introduction / Installation launaM H LEDOM 21-11-60 ,20300NAM :.oN coD

1 INTRODUCTION

1.1 Description

All Jastram’s ‘H’ helm pumps are positive displacement axial piston pumps, ideally suited to deliver precise amounts of hydraulic oil at very slow turning rates. The pumps are designed to operate in ‘non-pressurized’ hydraulic systems requiring only two lines from the helm pump to the cylinder. The pump has sufficient internal capacity to act as a small vented oil reservoir and just filling the helm pump housing with oil is all that is required to get the pump operational. (Note: H58 requires header tank or auto-fill system).

Any number of helm pumps may be connected in parallel in the hydraulic system.

All helm pumps are equipped with an externally mounted lockvalve, which prevents rudder feedback and isolates each helm pump in a multiple station system.

All helm pump housings are made of corrosion resistant die cast aluminum and are powder coated for added protection. The externally removable shaft seal is held in position by a retainer ring, providing a safeguard against ‘blow out’ of seal due to internal pressure build up (H26/36/58 only).

2 INSTALLATION

2.1 Mounting

All helm pumps may be mounted at any angle between their vertical and horizontal axis. Please refer to the appropriate overall dimension drawing for detailed mounting and connection information.

All helm pumps can be mounted in front or behind a dashboard. Four mounting bolts are required. Before cutting the appropriate hole into the dashboard, ensure there is access to the vent hole of the pump. Ensure there is sufficient space between the wheel and the dashboard so that the operator’s hands are free to hold to the wheel throughout its full turning circle.

Installation launaM H LEDOM 21-11-60 ,20300NAM :.oN coD

When mounting the aluminum body of the helm pump directly onto a steel bulkhead, use plastic spacers between the mounting bolts to prevent electrolysis.

Use correct steering wheel sizes in applications.

MODEL STEERING WHEEL SIZE

retemaid xam retemaid nim

H26, H36 20” 30” ”63 ”03 85H

H60, H90, H110 36” 60”

Contact manufacturer if a chain sprocket is to be installed on to the pump shaft

Seamless hydraulic steel tubing, or copper tubing (minimum working pressure of 1000 psi (69 bar) is recommended. Use following table as a guideline for tubing size.

HELM PUMP Distance between Helm and Cylinder Min. Wall Thickness MODEL 50FT 65FT 95FT Tube Dia. Wall

H26/H36 1/2" 5/8" 5/8" 1/2" 0.035" H58 5/8" 5/8" 3/4" 5/8" 0.049"

H60/H90 5/8" 5/8" 3/4" 3/4" 0.049" H110 3/4" 3/4" 1" 1" 0.065"

Nominal tube outside diameter and wall thickness based on SAE standards

WARNING: DO NOT USE PLASTIC TUBING OR FLEXIBLE HOSES.

Standard ISO grade 32 oil must be used within a Jastram hydraulic steering system.

WARNING: DO NOT USE TRANSMISSION OIL OR BRAKE FLUID.

launaM H LEDOM 21-11-60 ,20300NAM :.oN coD

Start filling the helm pump by pouring hydraulic oil into the vent hole and by turning the pump continuously in one direction until the helm feels solid.

Then reverse rotation until helm feels solid again. Repeat these steps several times, each time exerting some pressure on the wheel when the hardover position is reached. Exerting pressure will allow remaining entrapped air to pass through the lockvalve into the pump housing.

CAUTION: Check oil level often while filling the system.

In multiple station applications, ensure that only the most upper helm pump is vented by piercing a small hole into the vent/filler plug or by installing a header tank or auto-fill system to the uppermost helm pump.

A slight stiffness for the first few days may be caused by, some air still trapped in the system. Frequently turning the helm will help to ensure that the last of the air is worked out of the system.

Upon completion of steering gear and hydraulic system installation the steering gear must be checked to ensure that:

Steering direction corresponds to the wheel turning direction All fittings are tight and no leaks are visible Oil level is full at upper station or at header tank sight glass If auto-fill system is installed, pump case pressure is less than 15 psi (1 bar) If cylinder isolation valves are installed, valves must be in the open position All cylinder/tiller bolts and nuts and the cylinder mounting bolts are securely tightened.

For more detailed information please refer to your steering system manual.

TO ENSURE EASE OF AIR REMOVAL, THE H58 HELM PUMP MUST BE

USED WITH A HEADER TANK OR OTHER EXTERNAL FILLING SYSTEM.

1.

2.

3.

4.

5.

6.

Doc. No. MAN00302, 06-11-12 MODEL H Manual

Maintenance and Parts Lists launaM H LEDOM 21-11-60 ,20300NAM :.oN coD

3 MAINTENANCE AND PARTS LISTS

WARNING: ALL INSPECTION AND MAINTENANCE MUST BE PERFORMED

WHILE THE VESSEL IS STATIONARY AND NOT UNDERWAY.

The ‘H’ helm pumps were designed for heavy-duty commercial applications and are virtually maintenance free.

To exchange shaft seal:

a) Remove screws from retainer ring and pry out seal.

b) Insert new seal and attached retainer ring.

c) Refill housing with oil.

For any other parts, please contact your local dealer.

After initial installation or re-filling of the pump check oil level daily for the first month.

Once a year visually inspect the helm pump for damage, wear, hydraulic leaks and corrosion. If any of the above is apparent, remove helm pump and remedy the problem.

Refer to appropriate assembly drawing for parts breakdown.

MODEL SEAL KIT PART No.

H26, H36, H58 JA-950000-1

1-100059-AJ 011H ,09H ,06H

Helm Pump Installation Template For Models H26 / 36 / 58

This page is intentionally left blank.

Helm Pump Installation Template For Models H60 / 90 / 110

Troubleshooting launaM H LEDOM 21-11-60 ,20300NAM :.oN coD

4 TROUBLESHOOTING

WARNING: FAILURE TO CORRECT ANY PROBLEM CAN CAUSE SUDDEN

LOSS OF STEERING.

The chart below gives some general solutions for simple problems. If a problem cannot be resolved, contact the factory.

SYMPTOM CAUSE CORRECTION

Stiff steering Steering Wheel undersized Install large diameter steering wheel.

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Open isolation valves fully.

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Refer to manufacturer’s recommendations.

eud tnemngilasim ,gnidniB to incorrect installation.

Correct misalignment.

Steering gear responds very slowly.

Faulty piston seals or rod seals.

Replace seals in cylinder.

Excessive air trapped in system.

Purge air out of system.

Warranty launaM H LEDOM 21-11-60 ,20300NAM :.oN coD

THE COMPANY’S WARRANTY PROGRAM

1. The Company warrants each Product manufactured, installed or repaired by it to be free from defective materials or workmanship for a period of eighteen months from the date of shipping of such Product to the customer of the Company or one year after sea trials, whatever comes first, and, if any Product is proven to be defective in materials or workmanship, the Company will, at its sole option and as the sole remedy of the customer, repair or replace such Product without charge to the customer, provided the customer:

(a) gives immediate notice of any alleged defects upon discovery by the customer;

(b) maintains and uses the product strictly in accordance with its intended use, the Company’s recommendations, if any, and all applicable federal, provincial and municipal government laws, rules and regulation; and

(c) does not alter or repair the Product without the written approval of the Company.

2. Unless otherwise agreed all Products are sold, repaired or replaced F.O.B. the Company’s facility at 135 Riverside Drive, North Vancouver, British Columbia, V7H 1T6, Canada.

3. No Products may be returned to the Company without its prior written approval.

All Products returned must be shipped ‘freight prepaid’.

4. The Company accepts no liability for any Products resold, leased, rented, or used in any manner by persons other than the original purchaser of the Products unless, at the time the Products were purchased, the Company agrees in writing to extend the warranties herein contained to such third parties.

5. The warranties contained herein will not apply to any Products which have not been properly maintained or have been repaired by anyone other than the Company or an authorized representative thereof, were used for purposes other than those for which they were designed, were subject to obvious neglect, abuse, or misuse, or stress at angles other than reasonably contemplated in the normal use of the Products.

Warranty launaM H LEDOM 21-11-60 ,20300NAM :.oN coD

6. Except as herein provided for the repair or replacement of defective Products, the Company shall have no liability for any loss, personal injury, damage, expense (including removal, installation or re-installation of Product), loss of revenue, loss of profit, loss of use, damages consequential upon loss of use, or any other consequential damage, directly or indirectly caused by or resulting from any negligence of the Company, or accident, or the use of failure of any Products, or from improper or inadequate manufacture of assembly, maintenance or inspection.

7. Unless the Company acknowledges in writing any statements, specifications, desired qualities or characteristics of Products, or potential for loss by a customer, the Company will be deemed to have no notice of any such statement, specification, desired qualities or characteristics of Products, or potential for loss.

REF: JQ101365

350' HOPPER DREDGE REFIT

VIGOR SHIPYARD

ISO 9001:2008

November 3, 2014 SCOPE OF SUPPLY - STEERING CONTROL

4.1 SCOPE OF SUPPLY - STEERING CONTROL &

RUDDER ANGLE INDICATION

QTY. DESCRIPTION

2 DIGITAL STEERING CONTROLLER, DSC 100-402

4 MODE CONTROL PROCESSOR, MCP 100-20

1 MODE CONTROL PANEL, CP 600

2 MODE CONTROL PANEL, CP 375

1 MODE CONTROL PANEL, CP 375 (Locked Out)

2 RUDDER FEEDBACK UNIT, RFU 2000-1310

4 ELECTRIC WHEEL, EW 200-41

4 JOG LEVER, JO 100-2

4 RUDDER ANGLE INDICATOR, RAI 580

4 RUDDER ORDER INDICATOR, ROI 300

1 3-FACE RUDDER ANGLE INDICATOR, RAI 3300

1 3-FACE RUDDER INDICATOR POWER SUPPLY

1 SOLENOID SELECTOR JUNCTION BOX

1 FULL FOLLOW-UP ALARM CONTROL PANEL

1 FULL FOLLOW-UP ALARM JUCTION BOX

4 RUDDER ORDER INDICATOR DIMMER

VIGOR SHIPYARD

ISO 9001:2008

November 3, 2014 TECHNICAL DESCRIPTION - STEERING CONTROL

4.2 TECHNICAL DESCRIPTION - STEERING CONTROL

Drawing No. Description D-751844 Steering Control Cabling Diagram N.A. Technical Description - Rudder Angle Indication

GENERAL

This vessel’s steering system consists of a main and auxiliary steering gear. Both main and auxiliary steering gears are power operated, and each steering gear has its own Hydraulic Power Unit (HPU) consisting of an electric motor, hydraulic pump and Power Steering Manifold. Each Power Steering Manifold incorporates a 4-way directional solenoid valve. The system for the main steering gear will be referred to as Unit 1 and the system for the auxiliary steering gear will be referred to as Unit 2.

Each Unit 1 and Unit 2 steering system has its own remote steering control system.

The Unit 1 and Unit 2 Hydraulic Power Units are not interlocked and therefore are capable of operating simultaneously.

Both of these remote steering control systems are capable of Full Follow-Up (FFU) and Non Follow-Up (NFU) control. Autopilot steering controls from the autopilot system are also available at the wheelhouse. In addition to the Unit 1 & Unit 2 power steering systems, manual steering system can be operated through the Helm Pump located in the steering compartment.

The power supply for each Unit 1 and Unit 2 control system is derived from the steering power feeder circuit via associated Motor Starter & Alarm (MSA) Unit. Over-current detection devices for each control system are provided in their respective Motor Starter.

Rudder angle indication is available at the wheelhouse, port wing, starboard wing and aft stations. The rudder angle indication system is completely independent from each of the control system.

REMOTE STEERING CONTROL

The Digital Steering Controller (DSC) is energized by associated Motor Starter & Alarm Unit depending on which is started first.

When the MOTOR START button is pressed at the Unit 1 Alarm Panel, Unit 1 Hydraulic Power Unit (HPU) will start and Unit 1 DSC will be energized. If Unit 1 DSC is not energized within given time, the Solenoid Selector Junction Box will automatically energize Unit 2 DSC. Once a DSC is energized, the DSC will work as an active controller and will keep control until both HPU pumps are stopped.

VIGOR SHIPYARD

ISO 9001:2008

November 3, 2014 TECHNICAL DESCRIPTION - STEERING CONTROL

The steering control system is capable of Full Follow-Up (FFU) control and Non Follow- Up (NFU) steering control at the wheelhouse, port wing, starboard wing and aft stations.

FFU steering is controlled by the Electrical Wheel (EW 200), and the NFU steering is controlled by the Jog Lever (JO 100).

The mode of steering control at the wheelhouse is selected using the Steering Mode Control Panel (CP 600). This panel contains multi-pushbuttons with steering mode indicators and labeled as “STANDBY”, “NFU JOG”, “POWER HELM”, “AUTOPILOT” and "TRANSFER" including "FAST RUDDER" indicator. FAST RUDDER indicator will light up when both Hydraulic Pumps are running simultaneously. The mode of steering control at the each wing station is selected using the Mode Control Panel (CP 375).

This panel also contains multi-pushbuttons with steering mode indicators and labeled as "NFU JOG", "POWER HELM" and "TRANSFER" including "FAST RUDDER" indicator.

The mode of steering control at the aft station is selected using the Mode Control Panel (CP 375). This panel also contains multi-pushbuttons with steering mode indicators and labeled as "NFU JOG", "POWER HELM" including "FAST RUDDER" and "LOCKED OUT" indicators. An "LOCKED OUT" indicator is provided in order to display when the aft station is active or inactive. Two additional pushbuttons from each Control Panel are also provided in order to control dimming of the illuminated steering mode indicators.

Each Control Panel also contains a “FAULT” indicator and audio device in order to alert the operator to any fault within the main steering control systems.

In the STANDBY mode at the wheelhouse, the outputs of the steering control system to the directional solenoid valve are turned off. In this mode, both Unit 1 and Unit 2 remote power steering control systems are inactive.

In the NFU JOG mode either at the wheelhouse, port wing or at the starboard wing station, the NFU steering will be active at that station and is provided through the use of the Jog Lever (JO 100). Each Jog Lever contains two sets of micro-switches to provide port and starboard directional commands for Unit 1 and Unit 2 control systems. The rudder will move to port or starboard as long as the Jog Lever is held off of its spring-centered position. Once released, the rudders will stop moving.

In the POWER HELM mode either at the wheelhouse, port wing or at the starboard wing station, Full Follow-Up control is provided through the use of the Electric Wheel (EW

200) at that station. Each Electric Wheel contains separate input potentiometers that provide rudder position commands to the Unit 1 and Unit 2 steering control systems. A Rudder Order Indicator (ROI 300) is installed at each station in order to display the current FFU rudder order command of the Electric Wheel from that station.

Note: Within each Digital Steering Controller’s software configuration, the Bumpless Transfer function can be enabled. When Bumpless Transfer is turned on, the analog FFU input device will not become active (and the FFU input indicator on the Control Panel will flash) unless the device’s rudder command position is within ±3º of the actual rudder angle position.

VIGOR SHIPYARD

ISO 9001:2008

November 3, 2014 TECHNICAL DESCRIPTION - STEERING CONTROL

When the AUTOPILOT mode is selected, an autopilot take-over handshake is initiated between the active DSC and the autopilot system. A dry contact in the active DSC (±REQ.) will close, providing an autopilot request signal to the autopilot system. When the autopilot system receives this request signal and is ready to assume control of the rudder, the autopilot system will close a dry contact (±ACK.) providing the active DSC with the autopilot acknowledge signal. Once the active DSC receives this autopilot acknowledge signal, the active DSC will look to the autopilot’s command signals (±ANALOG) for rudder position commands.

Note: Upon restoration of power after a power-failure condition or switching DSC to DSC condition, the Digital Steering Control system will turn on in STANDBY mode.

When the TRANSFER mode is pressed from the active station (either at the wheelhouse, port wing or at the starboard wing station), the “TRANSFER” indicator will flash with three beep sounds, and TRANSFER function will be engaged in order to transfer control from the forward station to the aft station. After the TRANSFER function is engaged, control will be taken by selecting any steering mode at the aft station Control Panel. Recovering control mode from aft station can be done by the any mode at any time without the need to enter TRANSFER mode. When control is active either at the wheelhouse, port wing or at the starboard wing station, the LOCKED OUT light will be lit at the aft station, indicating that control can not be taken at the aft station.

In the NFU JOG mode at the aft station, the NFU steering will be active at aft station after TRANSFER function is engaged, and is provided through the use of the Jog Lever (JO 100). The Jog Lever contains two sets of micro-switches to provide port and starboard directional commands for Unit 1 and Unit 2 control systems. The rudder will move to port or starboard as long as the Jog Lever is held off of its spring-centered position. Once released, the rudders will stop moving.

In the POWER HELM mode at the aft station, Full Follow-Up control is provided through the use of the Electric Wheel (EW 200) at aft station after TRANSFER function is engaged. The Electric Wheel contains separate input potentiometers that provide rudder position commands to the Unit 1 and Unit 2 steering control systems. A Rudder Order Indicator (ROI 300) is installed at aft station in order to display the current FFU rudder order command of the Electric Wheel.

VIGOR SHIPYARD

ISO 9001:2008

November 3, 2014 TECHNICAL DESCRIPTION - STEERING CONTROL

Monitoring of the full follow-up steering is done by an independent full follow-up alarm system. This system has an alarm panel in the wheelhouse. If POWER HELM is selected at any station the full follow-up alarm system will check for any unacceptable lag in the position of the rudder given the rudder order command. “POWER” indicates that the independent alarm system is powered. “TEST” will test the audio-visual capability of the alarm panel. “SILENCE” acknowledges the full follow-up alarm and silences the audio while in an alarm state. “FFU FAIL” indicates a full follow-up alarm condition where the rudder has not reached the order command in a reasonable time.

“FAULT” indicates a cable break or other system fault condition in the full follow-up alarm system.

STEERING COMPARTMENT

The steering control power supplies are routed through the Unit 1 and Unit 2 motor starters to the Solenoid Selector Junction Box through cables 16P and 16S. Along with these power supplies, there are their respective switched power signals. The switched power signal from active Motor Starter & Alarm Unit is used to energize associated Digital Steering Controller (DSC) whichever is started first.

The control voltage for each directional solenoid is routed through its respective RFU 2000 to take advantage of the rudder angle limit switches contained in each unit. These limit switches serve to stop the hydraulic cylinder travel before any mechanical stops are reached. The switches are cam operated and are directly coupled to the rudder stock through a mechanical linkage. Each RFU’s limit switch circuit is completely independent of the rudder feedback circuits also contained in each unit.

Local control of the main and auxiliary steering gear is provided in the steering compartment by means of manual override plungers on the 4-way directional solenoids.

Note: During local manual emergency operation of Hydraulic Power Unit (manual override), Hydraulic Lock Alarm may be triggered.

Mechanical rudder angle indication is also available in the steering compartment through the use of an indicator strip mounted on the tiller.

VIGOR SHIPYARD

ISO 9001:2008

November 3, 2014 TECHNICAL DESCRIPTION - STEERING CONTROL

SHIP’S OPTIONAL EQUIPMENT (VDR OR CMS)

Each Digital Steering Controller (DSC) is supplied with a serial output channel for connection to the Ship’s Optional Equipment. The DSC’s serial data is output to the Ship’s Optional Equipment via RS-485/422 signals following IEC 61162 (NMEA 0183) standards. The information provided in the NMEA 0183 interface is described below.

APPROVED SENTENCES

RSA – Rudder Sensor Angle Relative rudder angle, from rudder angle sensor.

Output frequency: greater than 1Hz.

Size: 19 - 21 Bytes (field 5 is variable size)

(1)(2) (3) (4) (5) (6) (7)(8) (9) $ II RSA , x.x ,A ,, *hh <CR><LF>

(1) Start of sentence: $ = starting delimiter

(2) Talker Identifier: II = Integrated Instrumentation

(3) Sentence format: RSA = Rudder Sensor Angle

(4) Field delimiter: “,” starts each field except address and checksum fields

(5) Rudder Angle: “-“ means turn to Port. Resolution to 0.1o

(6) Status: A = data valid, V = data invalid

(7) Checksum delimiter: * = checksum delimiter

(8) Checksum

(9) End of sentence. Hex value 0D0A.

**NOTE: a) Field 5 is accurate to 0.1o. example: 24.2o Port = -24.2

b) Field 5 does not contain leading zeros.

c) The two commas are required after field 6 to signify two NULL fields.

VIGOR SHIPYARD

ISO 9001:2008

November 3, 2014 TECHNICAL DESCRIPTION - STEERING CONTROL

PROPRIETARY SENTENCES

Proprietary Sentence #1 Steering control command Output frequency: 1 Hz.

Size: 29 - 34 Bytes (fields 5, 6, and 7 are variable size)

(1)(2) (3) (4) (5) (6) (7) (8) (9)(10)(11)(12) (13) $ P JEL C ,x.x ,x.x ,x.x ,x ,x ,x *hh <CR><LF>

(1) Start of sentence: $ = starting delimiter

(2) Proprietary sentence ID

(3) Manufacturer’s Mnemonic Code: JEL = Jastram Engineering Ltd.

(4) Sentence format: C = Command

(5) Feedback angle. “-“ means turn to Port. Resolution to 0.1o

(6) Command angle. “-“ means turn to Port. Resolution to 0.1o

(7) Directional solenoid current. “-“ means Port direction. Resolution to 0.1Amps.

(8) Speed solenoid status: 0 = Off, 1 = On

(9) Helm bypass solenoid status: 0 = Off, 1 = On

(10) Helm Limit solenoid status: 0 = Off, 1 = On

(11) Checksum delimiter: * = checksum delimiter

(12) Checksum

(13) End of sentence. Hex value 0D0A.

**NOTE: a) Fields 5 and 6 do not contain leading zeros.

VIGOR SHIPYARD

ISO 9001:2008

November 3, 2014 TECHNICAL DESCRIPTION - STEERING CONTROL

Proprietary Sentence #2 Steering control status Output frequency: Each time any piece of data changes and approximately once every 5 minutes Size: 30 Bytes

(1)(2) (3) (4) (5) (6) (7) (8) (9)(10)(11) (12) (13)(14) (15) $ P JEL S ,x ,a ,x ,x ,x ,x ,x ,x.x *hh <CR><LF>

(1) Start of sentence: $ = starting delimiter

(2) Proprietary sentence ID

(3) Manufacturer’s Mnemonic Code: JEL = Jastram Engineering Ltd.

(4) Sentence format: S = Status

(5) Active steering station number

(6) Active steering mode: S = Standby

N = Non followup A = Analog1 a = Analog2 D = Digital Helm P = Pilot

(7) Station transfer engaged: 0 = Off, 1 = On

(8) FFU / NFU relay status: 0 = Off, 1 = On

(9) Switched power input status: 0 = Off, 1 = On

(10) Pilot request contact: 0 = Open, 1 = Closed

(11) Pilot acknowledge input: 0 = Open, 1 = Closed

(12) Supply voltage. Resolution to 0.1 Volts

(13) Checksum delimiter: * = checksum delimiter

(14) Checksum

(15) End of sentence. Hex value 0D0A.

**NOTE: a) 5 minute timer is not reset when data changes. Data is output when data changes and at 5 minute intervals, independently.

b) A change in supply voltage is when the value has changed more than 2.5Volts from the last sample time.

VIGOR SHIPYARD

ISO 9001:2008

November 3, 2014 TECHNICAL DESCRIPTION - STEERING CONTROL

Proprietary Sentence #3 Steering control alarm conditions Output frequency: Each time any piece of data changes and approximately once every 5 minutes.

Size: 13 – 28 Bytes (field 5 is variable size)

(1)(2) (3) (4) (5) (6)(7) (8) $ P JEL A ,c--c *hh <CR><LF>

(1) Start of sentence: $ = starting delimiter

(2) Proprietary sentence ID

(3) Manufacturer’s Mnemonic Code: JEL = Jastram Engineering Ltd.

(4) Sentence format: A = Alarm

(5) Alarm condition status: O = OK

F = Feedback cable break f = Follow-up failure p = Power supply failure P = Autopilot command cable break K = Autopilot acknowledge error S# = SCP# communication error (# = SCP number) #A = Analog1 command cable break (# = SCP number) #a = Analog2 command cable break (# = SCP number) #D = Digital helm command cable break (# =

SCP number) **NOTE: include all existing alarm conditions, up to a maximum of 8

(6) Checksum delimiter: * = checksum delimiter

(7) Checksum

(8) End of sentence. Hex value 0D0A.

**NOTE: a) 5 minute timer is not reset when data changes. Data is output when data changes and at 5 minute intervals, independently.

VIGOR SHIPYARD

ISO 9001:2008

November 3, 2014 TECHNICAL DESCRIPTION - RUDDER ANGLE INDICATION

4.3 TECHNICAL DESCRIPTION - RUDDER ANGLE INDICATION

Drawing No. Description D-751844 Steering Control Cabling Diagram N.A. Technical Description - Steering Control

GENERAL

This vessel’s rudder angle indicating system gives rudder position reference in the wheelhouse, port wing, starboard wing and aft stations.

The RAI system consists of four Rudder Angle Indicators (RAI 580) and the Rudder Feedback Unit (RFU 2000). These items are shown in the Steering Control Cabling Diagram.

All the circuitry necessary to drive the RAI is contained within the RFU 2000. The RFU 2000 is mechanically linked to the ship’s rudder and converts the position of the rudder into an electronic signal. This signal is called the rudder angle indicator signal. The RFU also contains limit switches, which serve to stop the steering gear before its mechanical stops are reached. The circuit for these switches is independent of the RFU 2000’s rudder angle indication circuitry.

The power supply for the RAI system is shown to be independent of the steering control power supplies. The feeder circuit and short-circuit protection is to be provided by the shipyard as indicated.

Additional rudder angle indicator system is supplied at the wheelhouse to provide a 3-face panoramic view of the rudder angle. These items are also shown in the Steering Control Cabling Diagram as the RAI 3300’s. The RAI 3300 system is completely independent of the RAI 580 system and the steering control system. The RAI 3300 system uses its own power supply and independent feedback potentiometer within the

RFU 2000.

VIGOR SHIPYARD

ISO 9001:2008

October 31, 2014 WIRING DIAGRAM – STEERING CONTROL

October 29, 2014 WIRING DIAGRAM – FFU ALARM MONITOR

135 Riverside Drive, North Vancouver, B.C., Canada, V7H 1T6 TEL: 604-988-1111 FAX: 604-986-0334 WEB: www.jastram.com

System Manual

Digital Steering Control System Model: DSC 100 and MCP 100

Document No.: MAN01504 Revision: B

This manual is subject to change without prior notice.

Document History

Doc No.: MAN01504, 25-03-10 DSC 100 & MCP 100 Manual

Document History

Document No. MAN01504

Jastram DSC 100 & MCP 100

Rev. Date DCN No. Action / Changes / References

- 20-02-06 - Original Issue

A 27-11-07 070102 Update wiring info and include section 4.2.

B 25-03-10 100018 Update DSC Specifications in section 1.1.

Doc No.: MAN01504, 25-03-10 DSC 100 & MCP 100 Manual

PREFACE

INTRODUCTION

AUDIENCE

CONVENTIONS

1 DSC

1.1 GENERAL

1.2 SERIAL LINKS

1.2.1 DSC To MCP Communications

1.2.2 DSC To DSC Communications

1.3 INPUTS

1.3.1 Power Supply

1.3.2 Rudder Feedback

1.3.3 Autopilot Solenoid Command Signals

1.3.4 Autopilot Analog Command Signals

1.3.5 Autopilot Acknowledge

1.3.6 Backup NFU System

1.4 OUTPUTS

1.4.1 Directional Solenoid

1.4.2 Fast Rudder Solenoid

1.4.3 Digital Helm Manifold Solenoids

1.4.4 Autopilot Request

1.4.5 Backup NFU Status

1.4.6 General Alarm Contact

2 MCP

2.1 GENERAL

2.2 SERIAL LINKS

2.2.1 MCP To DSC Communications

2.3 INPUTS

2.3.1 Steering Mode Selection

2.3.2 NFU Command Device

2.3.3 Analog FFU Command Device #1

2.3.4 Analog FFU Command Device #2

2.3.5 Digital FFU Command Device

2.4 OUTPUTS

2.4.1 Steering Mode Indication

2.4.2 Rudder Angle Indicator

2.4.3 Analog Device #1 Rudder Order Indicator

2.4.4 Digital Device Rudder Order Indicator

2.4.5 Indicator Backlighting

3 SYSTEM OPERATION

3.1 POWER UP

3.2 STATION TRANSFER

Doc No.: MAN01504, 25-03-10 DSC 100 & MCP 100 Manual

3.3 STEERING MODES

3.3.1 Standby / Manual Mode

3.3.2 NFU

3.3.3 Analog FFU #1

3.3.4 Analog FFU #2

3.3.5 Digital FFU

3.3.6 Autopilot

3.4 RUDDER SPEED

3.5 DUAL INDEPENDENT SYSTEMS

3.6 FAULT CHECKING AND INDICATOR TESTING

4 CONFIGURATION AND CALIBRATION

4.1 DSC SETUP SOFTWARE

4.1.1 Setup Software Configuration

4.1.2 System Calibration

4.2 DSC KEYPAD SETUP

4.2.1 DSC Menu

4.2.2 SCP Menu

4.2.3 Rudder Time Settings Menu

4.2.4 Calibration Menu

4.2.5 Autopilot Menu

4.2.6 Security Menu

4.2.7 Keypad Setup Flowcharts

4.3 DSC RUN MODE

4.3.1 Display Screen

4.3.2 Error Codes

5 DRAWINGS

5.1 DSC OVERALL DIMENSIONS

5.2 DSC ASSEMBLY

5.3 DSC TERMINAL BLOCK CONFIGURATION

5.4 DSC SHIELD CONNECTION CONFIGURATION

5.5 DSC BACKUP NFU SIMPLIFIED SCHEMATIC

5.6 DSC BACKUP NFU RHEOSTAT MOUNTING ARRANGEMENT

5.7 DIGITAL HELM & MANIFOLD HYDRAULIC SCHEMATIC

5.8 MCP OVERALL DIMENSIONS

5.9 MCP TERMINAL BLOCK CONFIGURATION

Preface

Doc No.: MAN01504, 25-03-10 DSC 100 & MCP 100 Manual

PREFACE

INTRODUCTION

Jastram’s Digital Steering Control system provides an advanced form of rudder position control for a wide variety of vessels and ships. The Digital Steering Control system consists of five basic components:

The main Digital Steering Controller At least one Mode Control Processor At least one steering input device A rudder feedback unit A steering gear hydraulic power unit

The main Digital Steering Controller can communicate with up to five Mode Control Processors installed at various locations on the vessel. Each Mode Control Processor can accommodate a wide variety of steering input device options.

NOTE:

This manual assumes that the mechanical steering gear and the hydraulic power unit have been successfully commissioned and tested prior to application of power to the Digital Steering Control System.

AUDIENCE

Sections 1 and 2 of this manual provide a description, specifications, installation information and commissioning information for each of the inputs and outputs of the main Digital Steering Controller and the Mode Control Processor. This information is to be used during the design and layout of the vessels steering control system in order to select the desired modes and locations of steering control as well as to determine what ancillary devices may be required. Specific installation information is also provided for those installing and connecting the equipment.

Section 3 provides a description of the system operation for each type of steering mode and each of the configuration options. This information provides vessel operators with a detailed description of how the vessels rudder position will be controlled and how the overall system will be operated.

Section 4 provides the information necessary to commission and calibrate the steering control system.

CONVENTIONS

Acronyms DSC – Digital Steering Controller

Preface

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MCP – Mode Control Processor SCP – Station Control Processor (individual circuit board inside MCP) DH – Digital Helm pump DHM – Digital Helm Manifold RFU – Rudder Feedback Unit RAI – Rudder Angle Indicator ROI – Rudder Order Indicator NFU – Non Follow Up FFU – Full Follow Up HPU – Hydraulic Power Unit

This is a note, which presents interesting and useful information.

CAUTION:

If this information is not followed, the result could cause damage to the hardware, software or possibly injury to people.

WARNING:

IF THIS INFORMATION IS NOT HEEDED, INJURY OR DEATH OF PEOPLE

AND DESTRUCTION OF PROPERTY MAY RESULT.

DSC - General

Doc No.: MAN01504, 25-03-10 DSC 100 & MCP 100 Manual

1 DSC

1.1 GENERAL

WARNING:

IN ORDER TO MAINTAIN SAFE VESSEL OPERATION JASTRAM

STRONGLY RECOMMENDS THAT ALL STEERING SYSTEMS HAVE SOME

MEANS OF AUXILIARY STEERING. REVIEW ALL TECHNICAL

DESCRIPTIONS AND DOCUMENTAION AND CONFIRM THAT ADEQUEATE

AUXILIARY STEERING IS FITTED.

IN ORDER TO MAINTAIN SAFE VESSEL OPERATION CREW MUST REVIEW

ALL TECHNICAL DESCRIPTIONS AND DOCUMENTATION AND KNOW

PROCEDURES REQUIRED TO QUICKLY TRANSFER TO THE AUXILIARY

MEANS OF STEERING.

Description The Digital Steering Controller (DSC) is the main control component of the digital steering control system. The DSC communicates with up to five Mode Control Processor(s) (MCP) at various locations on the vessel. Each MCP is connected to the DSC through a single communication cable thereby reducing the cabling and termination requirements to each of the steering control stations.

The DSC also connects to the Rudder Feedback Unit (RFU) and the directional solenoid valve of the Hydraulic Power Unit (HPU) in order to provide the closed loop positional control of the steering gear. Connection interfacing to a variety of autopilot systems is provided through the DSC as is the optional connections to a backup Non Follow Up controller.

The firmware program running in the DSC manages all of the MCP’s in order to ensure that only one steering input device is able to control the position of the rudder at any given time. The same DSC can be used to control either on-off or proportional type directional solenoid valves. On-off valves control the flow of hydraulic fluid in fixed manner while proportional valves vary the flow of hydraulic fluid allowing the rudder to accelerate and decelerate during rudder movements.

The DSC is configured and commissioned through the use of a portable PC and a proprietary software program. The DSC can also be configured and commissioned using the keypad and LCD screen on the DSC. When the DSC is operating in its run mode the LCD screen is used to provide real-time operating information such as the station and mode in control, the commanded rudder position, the actual rudder position and the status of the solenoid outputs. The LCD screen will also provide information on current and past fault conditions that may have occurred.

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See also: 2.1 MCP General Description

Specifications Enclosure Protection: ....................... IP 22, NEMA 2 Operable Ambient Temperature: ...... -25°C to +70°C Supply Voltage: ................................ 12 or 24VDC, -30% +30% Power Consumption: ........................ Dependent on system configuration approx. 7 Watts, DSC only EMC Protection: ............................... EN60945, 2005 Dimensions: ...................................... Approx. 13” x 10” (330mm x 254mm) see drawing 5.1 Weight: ............................................. 4.25 Lbs. (1.93 kg) Maximum rudder speed .................... 8 seconds (on-off)

5 seconds (proportional) Rudder position accuracy ................. ±½° Safe distance to compass: ............... 2 Ft. (0.63 m) Short Circuit Protection: ................... Controller (F1), 4 Amps

Directional Solenoid (F2), 4 Amps DHM/Speed Solenoids (F3), 4 Amps

Mounting: .......................................... Bulkhead any orientation

Installation The DSC is to be bulkhead mounted in an indoor location protected from exposure to the weather. See Drawing 5.1 for DSC Overall Dimensions.

Choose a location that will allow for easy viewing of the information display, removal of the DSC lid and access to the fuse cover (left side) and the serial port cover (front). Ensure there is adequate space to run the necessary cables and to strap them to the DSC. The DSC is provided with strain relief slots in order to strap the cables to the DSC enclosure bottom.

The DSC can be mounted using four ¼” (6mm) screws or bolts with washers.

Ensure proper grounding of the DSC enclosure to the hull or shop’s electrical bonding system.

NOTE:

The DSC enclosure top, including the circuits, can be separated and removed from the DSC enclosure bottom without removing the enclosure bottom from its shipboard mounting location.

Commissioning The Digital Steering Control system can be commissioned in either of two ways, using a PC or laptop running Jastram’s DSC Setup Software or through the keypad and display screen on the front of the DSC enclosure.

Prior to commissioning, ensure that steering gear and hydraulic system are properly commissioned and in normal operating condition. Have the technical data of the steering gear handy such as the hard over angles, rudder speed, directional valve type and solenoid specifications.

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For information regarding commissioning using the DSC Setup Software see section 4.1.

For information regarding commissioning using the keypad and display screen see section 4.2.

DSC- Serial Links

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1.2 SERIAL LINKS

1.2.1 DSC To MCP Communications

Description The DSC is provided with communication links for up to five MCP’s. These communication links transmit and receive all of the information required by the MCP over a single four conductor, twisted pair cable. Due to this simple design only one cable is required to run from the DSC to each present or possible future steering control station.

NOTE:

During vessel construction, an extra cable could be run between the DSC and the flybridge of a vessel even if no control components are presently installed at the flybridge station. Controls can then be added to the flybridge at a later date without having to dismantle overheads to run new cables.

The DSC is provided with built in components to communicate with one MCP.

Each additional MCP requires a pluggable I/O circuit card to be installed in the DSC’s MCP communication slot to complete the interface.

This connection also supplies the necessary power to the MCP. The power being sent to the MCP is derived directly from the power supplied to the DSC.

See also: 2.2.1 MCP to DSC Communications

Specifications Cable: ............................................... 2 twisted shielded pairs, 120 controlled impedance, RS485 communication cable, Belden 9842 or equiv.

Maximum cable length: .................... 230m (750 ft.)

Connector: ........................................ 5.08mm pitch screw terminals

The DSC to MCP communication cable must be RS-485 shielded, twisted pair, communication cable with a controlled impedance of 120 Ohms, Belden 9842 or equivalent. This cable’s shielding is to be connected to the DSC enclosure.

See Drawing 5.4 for DSC Shield Connection Configuration.

Up to five MCP’s may be connected to each DSC. Additional MCP’s are connected to the DSC using the following terminals:

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MCP #2 connects to DSC terminals 48 to 52 MCP #3 connects to DSC terminals 26 to 30 MCP #4 connects to DSC terminals 53 to 57 MCP #5 connects to DSC terminals 31 to 35

Connection of additional MCP’s 2 through 5 will require the installation of CAN I/O PCB’s (see item #11 in drawing 5.2 DSC 100 Assembly) at the following locations:

MCP #2 requires CAN I/O PCB Assembly connected to J14 MCP #3 requires CAN I/O PCB Assembly connected to J17 MCP #4 requires CAN I/O PCB Assembly connected to J15 MCP #5 requires CAN I/O PCB Assembly connected to J18

Commissioning Each MCP installed in the system must be enabled through the DSC and then each enabled MCP requires information input as to the modes of steering control and options available for each station.

For information regarding commissioning using the DSC Setup Software, see section 4.1.1.

For information regarding commissioning using the keypad and display screen see section 4.2.2.

1.2.2 DSC To DSC Communications

Description Two DSC’s can pass information between each other through an additional communication channel. This communication channel is only used when two Digital Steering Control systems need to share information. Two systems may need to share information in an independent rudder system using either digital FFU inputs or when the autopilot interfacing is done in a master / slave arrangement. Use of this communication channel requires a pluggable I/O circuit card to be installed in the DSC’s inter-DSC communication slot to complete the interface.

Specifications Cable: ............................................... 1 twisted shielded pair, 120 controlled impedance, RS485 communication cable, Belden 9841 or equiv.

Maximum cable length: .................... 230m (750 ft.)

Connector ......................................... 5.08mm pitch screw terminals

The DSC to DSC communication cable must be RS-485 shielded, twisted pair, communication cable with a controlled impedance of 120 Ohms, Belden 9841 or equivalent. This cable’s shielding is to be connected to the DSC enclosure.

See Drawing 5.4 for DSC Shield Connection Configuration.

Connection of the DSC to DSC communication will require the installation of a CAN I/O PCB (see item #11 in drawing 5.2 DSC 100 Assembly) connected to J16.

Commissioning Systems using DSC to DSC communication in an independent rudder system or master / slave autopilot arrangement need to have these functions turned on.

Dual synchronization is turned on through the DSC Setup Software in the System Configuration Window (see section 4.1.1) or through the DSC menu of the keypad setup (see section 4.2.1). Master / Slave autopilot arrangement is turned on through the DSC Setup Software in the Autopilot Configuration Window (see section 4.1.1) or through the Autopilot menu of the keypad setup (see section 4.2.5).

DSC - Inputs

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1.3 INPUTS

1.3.1 Power Supply

Description The power supply for the Digital Steering Control System is typically derived from the ship’s power source or from Jastram’s Motor Starter and Alarm Unit. The DSC has a power switch on the side of the enclosure. After this power switch, the supply is split into three separate circuits each provided with its own short circuit protection fuse. The power supply is monitored by the DSC and a fault condition can be displayed if the power supply falls out of an acceptable range.

In addition to the constant power supply described above, a switched power supply can also be connected to the DSC. In some cases the power supply will be switched through an auxiliary contact on the hydraulic power unit’s motor starter contactor or through a pump sensor on an engine driven system. This switched power supply is used by the DSC to determine if the HPU’s hydraulic pump is running or stopped. When the pump is not running the DSC will automatically turn off the directional valve outputs and switch to manual steering if provided.

Specifications Supply Voltage: ................................ 12 or 24VDC, -10% +20% Power Consumption: ........................ Dependent on system configuration approx. 7 Watts, DSC only Short Circuit Protection: ................... Controller (F1), 4 Amps

Directional Solenoid (F2), 4 Amps DHM/Speed Solenoids (F3), 4 Amps

Cable conductor (16 AWG) is the suggested minimum diameter based on a maximum cable length of 200 ft. (61 m). For each additional 100 ft. (30 m) of cable length, the diameter of cable conductors should be increased by 1 AWG.

This cable’s shielding is to be connected to the DSC enclosure. See Drawing 5.4 for DSC Shield Connection Configuration.

The steering control power supply can be derived from the ship’s main service switchboard or from Jastram’s Motor Starter & Alarm unit. The steering control power supply is to be provided with a 10 Amp breaker and local disconnect switch adjacent to the hydraulic power unit controlling the rudder.

If a Switched Positive signal is used, this signal is to be on when the hydraulic power unit pump is running and off when the hydraulic power unit pump is stopped.

CAUTION:

Ensure main steering control power supply is turned off prior to connection to the DSC. Check the polarity of power supply connections to the DSC. Do not turn on the main steering control power supply until all connections are made and checked.

IN SOME INSTALLATIONS THE POWER SUPPLY TO THE MAIN STEERING

CONTROL SYSTEM MUST BE DISCONNECTED IN ORDER TO INVOKE

OPERATION OF THE AUXILIARY STEERING GEAR. THE MAIN STEERING

CONTROL SYSTEM POWER SUPPLY CAN BE DISCONNECTED AT ITS

SOURCE OR BY USING THE POWER SWITCH LOCATED ON THE LEFT

SIDE OF THE DSC ENCLOSURE.

Commissioning The DSC must be told if it is connected to a 12 or 24 VDC supply. The DSC can also be set up to monitor the input power and display an alarm if the supply falls out of an acceptable range. These settings are input through the DSC Setup Software in the System Configuration Window (see section 4.1.1) or through the DSC menu of the keypad setup (see section 4.2.1).

1.3.2 Rudder Feedback

Description The rudder feedback signal is an analog signal that represents the actual position of the rudder the DSC is controlling. The rudder feedback input is capable of supply power to and receiving signals from a resistive device such as a potentiometer or from a device outputting a differential analog voltage signal.

The rudder feedback signal is calibrated by the DSC and therefore it is not necessary to make precise adjustments of the feedback signal with respect to the actual rudder position. The polarity of the rudder feedback signal can also be corrected at the DSC, therefore if the polarity of the signal must be reversed in order to attain a stable system, this can be done through the DSC setup program without removing any of the connections.

The DSC monitors the rudder feedback signals in order to freeze the rudder position if a failure in the signals is detected.

Specifications Power Supply Output: ...................... 12 or 24VDC, -10% +20% Potentiometer Supply: ...................... 5 VDC

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Potentiometer Range: ...................... 1k to 10k Maximum Differential Input: .............. ±4 VDC Differential Input Impedance: ........... 133 k Maximum Rudder Angle: .................. ±65° Cable Break Protection: ................... Yes Connector: ........................................ 5.08mm pitch screw terminals

1. Potentiometer feedback connections.

This cable’s shielding is to be connected to the DSC enclosure. See Drawing 5.4 for DSC Shield Connection Configuration. If a potentiometer type rudder feedback signal is used, jumpers J8 and J10 in the DSC must be set to the ‘SE’ position. Jumper J39 can also be shorted in order to enable feedback cable break protection.

2. Differential analog feedback connections.

for DSC Shield Connection Configuration. If differential analog type rudder feedback signal is used, jumpers J8 and J10 in the DSC must be set to the ‘DF’ position.

Feedback cable break can not be used with differential analog feedback therefore jumper J39 must be removed.

The POS / NEG connections provide a supply that can be used to power the rudder feedback circuit. This power supply output is the same voltage level as the main input voltage.

Commissioning In order to commission the system’s rudder feedback, the DSC must be setup for either potentiometer (single ended) or differential input through the use of the jumpers on the DSC main circuit board. Once the jumpers are properly set the system must be told where the rudder’s two hard over positions and center position are located. This procedure is done through the DSC Setup Software’s Rudder Feedback Calibration window (see section 4.1.2), or through the keypad

Doc No.: MAN01504, 25-03-10 DSC 100 & MCP 100 Manual setup’s Calibration screen (see section 4.2.4). If the polarity of the feedback signal is backwards it can easily be reversed in the DSC Setup Software’s Rudder Feedback Configuration window (see section 4.1.1), or through the keypad setup’s Calibration screen (see section 4.2.5).

1.3.3 Autopilot Solenoid Command Signals

Description The DSC can interface with autopilot systems outputting either directional solenoid command signals or analog rudder order signals.

NOTE:

Whenever possible, the autopilot command interfacing should use the analog command signals described in 1.3.4. An autopilot which outputs analog rudder command signals will normally not require its own rudder feedback signal.

The solenoid command input provides interfacing to autopilot systems only capable of outputting on-off type directional solenoid command signals. The input is capable of receiving signals from a positive common or negative common autopilot output. These autopilot command signals are optically isolated by the DSC providing galvanic isolation. This type of autopilot command signal requires that the autopilot system includes its own rudder feedback signal.

When this type of autopilot command signal is used in a dual independent rudder system the two steering control systems will operate in a master / slave arrangement. The autopilot system will send its command signals to one of the DSC’s in order to control the ‘master’ rudder. The remaining rudder will operate as the ‘slave’ rudder and will receive its positional commands from the ‘master’ DSC through the use of the DSC to DSC communication channel.

See also: 1.3.4 Autopilot Analog Command Signals

1.3.5 Autopilot Acknowledge

1.4.4 Autopilot Request

Specifications Command Voltage: ........................... 12 or 24VDC Command Format: ...........................