Master Instrb El 004 GB 1

INSTRUCTION MANUAL
RUDDER CONTROL SYSTEM

CONTENTS
ELECTRICAL EQUIPMENT FOR STEERING GEAR
0 GENERAL Page no. 4
0.1 Spare parts

0.2 Drawings and documentation.
0.3 Warnings and cautions.
1 CONTROL SYSTEM Page no. 6
1.1 General information

1.1.1 Definitions
1.1.2 Steering gear, solenoid operated pumps
1.1.3 Steering gear, frequency controlled pumps
1.2 Control system CS…series

1.2.1 System overview
1.2.2 General description
1.2.3 Specification pump control card
1.2.4 Specification aux. steering.
1.2.5 Principal drawing diagram
2 CONTROL STATIONS Page no. 46
2.1 Control stations

2.1.1 Control stations overview.
2.2 Control panel CU…series

2.2.1 CU… general information
2.2.2 CU… control panel overview.
2.2.3 CU… control panel function.
2.3 Control equipment CM…series

2.3.1 CM10… non-follow-up steering lever
2.3.2 CM20… follow-up steering lever
2.3.3 CM30… Rudder indicators, see section for rudder indication system
2.3.4 CM40… Motor controller module.
2.4 Emergency steering

Art. No. Rolls-Royce Marine AS,

INSTRB-EL004-GB Dept. Steering Gear – Tenfjord, N-6264 Tennfjord, Norway Page 1 of 113
Sign., date, rev. E-mail: tenfjord@rolls-royce.com www.rolls-royce.com
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INSTRUCTION MANUAL
CONTENTS
3 POWER UNIT Page no. 63
3.1 General power unit

3.1.1 Starting method
3.2 Motor controller MC…

3.2.1 Common function.
3.2.2 Steering gear solenoid operated pumps
3.2.3 Steering gear frequency controller steering pumps
4 RUDDER INDICATION SYSTEM Page no. 70
4.1 Rudder indication system

4.1.2 Technical specification rudder indication amplifier, 5801-RI05-00
4.1.3 Rudder indicator type CM30-…..
5 ALARM SYSTEM Page no. 73
5.1 Alarm system AS02…

5.1.2 Technical specification
5.1.3 Alarm panel type
5.1.4 Text transmission RS422, NMEA 0183 (VDR)
5.2 Steering failure alarm type AS12-…

5.2.3 Steering failure alarm panel
5.2.4 Text transmission RS422, NMEA 0183 (VDR)
6 FEED BACK UNIT Page no. 84
6.1 Feed back unit FB…

6.1.2 Assembly drawing feed back unit type FB40-…

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INSTRUCTION MANUAL
CONTENTS
7 INSTALLATION – RUNNING IN Page no. 85
7.1 Installation
7.1.1 General information
7.1.2 Component location
7.1.3 External cables
7.1.4 Main supply.
7.2 Running-in
7.2.1 Motor controller MC… for solenoid operated pumps
7.2.2 Motor controller MC… for frequency operated pumps
7.2.3 Feed back unit FB…
7.2.4 Rudder indication system
7.2.5 Control system CS…
7.2.6 Other function control panel CU....
7.2.7 Alarm system AS02…
7.2.8 Deviation alarm system AS12...
7.3 Interface external equipment.

7.3.1 General information.
7.3.2 Interface autopilot.
7.3.3 Interface joystick.
7.3.4 Interface Dynamic Position system.
7.3.5 Interface voyage data recorder (VDR).
7.4 Harbour acceptance test.

7.4.1 Hydraulic test.
7.4.2 Emergency steering from steering gear room.
7.4.3 Alarm system
7.4.4 Main steering position
7.4.5 Aft. steering position.
7.4.6 Port wing steering position.
7.4.7 Stbd wing steering position.
7.4.8 External connection.
8 MAINTENANCE – FAULT FINDING Page no. 110
8.1 Maintenance
8.1.2 Monthly test
8.1.3 Annual survey
8.2 Fault finding

8.2.1 Reason(s) for alarms
8.2.2 Fault finding when no alarms present.

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INSTRUCTION MANUAL
GENERAL
0.1 Spare parts.
• Following information are required when order spare parts:
- Our order number, see instruction manual.

- Yard and hull number.
- Part number, see label located on each unit.
- Drawing number, see label located on each unit.
- Position number for the component with reference to the drawing.
0.2 Drawings and documentation.
• Our standard numbering of the pump units starts from port with no 1 and goes
to starboard side of the ship, hence instruction manuals are based upon this.
In case of other ways of numbering the pump units, special considerations
must be taken when reading our instruction manuals where numbering of pump units
are included in the text or drawings.

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INSTRUCTION MANUAL
GENERAL
0.3 Warnings and cautions.
UNDERTAKING ANY WORK ENVISAGED BY THIS DOCUMENT MAY EITHER

DIRECTLY OR INDIRECTLY CREATE RISKS TO (1) THE SAFETY AND HEALTH OF THE
PERSON UNDERTAKING THE WORK OR (2) THE STEERING GEAR AND/OR ITS
COMPONENTS WHILST THE WORK IS BEING UNDERTAKEN.
IT IS THE RESPONSIBILITY OF THE USER TO ENSURE THAT APPROPRIATE CONTROLS

AND PRECAUTIONS ARE IDENTIFIED AND APPLIED IN RELATION TO THE WORK
ENVISAGED BY THIS DOCUMENT IN ACCORDANCE WITH RELEVANT STATUTORY,
LEGAL AND INDUSTRY REQUIREMENTS TO PROTECT THE HEALTH AND SAFETY OF
THE PERSONS UNDERTAKING THE WORK.
IT IS ALSO THE USER’S RESPONSIBILITY TO ENSURE THAT APPROPRIATE CONTROLS

AND PRECAUTIONS ARE IDENTIFIED AND APPLIED IN RELATION TO WORK
ENVISAGED BY THIS DOCUMENT TO PROTECT AGAINST RISKS TO THE STEERING
GEAR AND/OR ITS COMPONENTS WHILST THE WORK IS BEING UNDERTAKEN.
NEITHER THIS DOCUMENT, NOR ITS USE, IN ANY WAY ABSOLVES THE USER FROM
THEIR RESPONSIBILITY TO ENSURE THAT THE CONTROLS AND PRECAUTIONS
REFERRED TO ABOVE ARE IMPLEMENTED.
IF, WHILST UNDERTAKING ANY WORK ENVISAGED BY THIS DOCUMENT, YOU

BECOME AWARE OF ANY ROLLS-ROYCE PRODUCT DESIGN RELATED FEATURE
WHICH COULD CREATE RISK TO A PERSON UNDERTAKING WORK OR TO THE
STEERING GEAR AND/OR ITS COMPONENTS PLEASE CONTACT
ROLLS-ROYCE MARINE AS, Dept. Steering Gear – Tenfjord, 6264 Tennfjord, NORWAY.
It is the user’s responsibility to make all relevant hazard identifications and risk assessments of all
the activities associated with the use of this document.
It is the user’s responsibility to design and implement safe systems of work and to supply safe
equipment (including, without limitation, safety equipment) and training (including, without
limitation, health and safety training) to anyone using this document to work on products to which it
relates.
A user without the relevant experience of working in accordance with this document or with
products, or similar products, to which it relates should seek appropriate advice to enable them to
identify the appropriate health and safety controls and precautions and controls and precautions to
protect against risks to the steering gear and/or its components whilst work is being undertaken.
Technical assistance can be sought from Rolls-Royce and will be subject to Rolls-Royce’s terms and
conditions.

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INSTRUCTION MANUAL
1. CONTROL SYSTEM
1.1 General information
1.1.1 Definitions
• FU = Follow-up = Rudder moves to the rudder angle set by the operator,

(Analog steering signal).
• NFU = Non-follow-up =Time dependent steering. Rudder moves as long as the operator
activates the steering lever. (on/off steering signal).
• External steering = NFU or FU steering signal from external equipment as
joystick, autopilot or DP.
• Steering mode = example: autopilot, joystick, DP, NFU, FU, etc.
• Steering position = example: control panel with one several steering modes.
• LED = Light emitting diode.
• DP = Dynamic position.
• E0 = General alarm.
• In-command = Steering mode/stand take over push button.

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INSTRUCTION MANUAL
1. CONTROL SYSTEM
This system consist of a constant running pump driven by electric motor.
The rudder command signals to one of the solenoids on the manoeuvring valve will operate
the main spool and direct the oil flow from the corresponding pump to the chambers in the
actuator. The rudder will turn in the direction corresponding to the order signal. When the
selected order is reached, the valve will block the position of the rudder.
The manoeuvring valve is either flanged to the rudder actuator or the pump unit.
The actuator is normally supplied with two independent pump units each driven by an
electric motor. The motor controller for the electric motor on each pump unit has separate
and independent supply from the switch boards.
The supply for the control system is powered from corresponding motor controller.
The two systems are therefore both hydraulically and electrically separated.
A fault in one system will therefore not interfere with the operation of the other unit.
This system utilises a reversible hydraulic pump motor together with a frequency converter
for changing the speed and direction of the pump. The design gives smooth start and stop
of the steering gear and enables a accurate analog control system.
The power unit consist of a reversible pump unit, flexible coupling and electric motor
flanged to the top of actuator.
The rudder command signals operate the manoeuvring pump and direct the oil flow from the
corresponding pump to the chambers in the actuator. The rudder will then turn in the
direction corresponding to the order signal. When the selected order is reached, the
manoeuvring pump will stop and the valve will block the position of the rudder.
The actuator is normally supplied with two independent pump units each driven by an
electric motor. The motor controller (frequency converter) for the electric motor on each
pump unit has separate and independent supply from the switch boards.
The supply for the control system is powered from corresponding motor controller.
The two systems are therefore both hydraulically and electrically separate and independent.
A fault in one system will therefore not interfere the operation of the other unit.

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INSTRUCTION MANUAL
1. CONTROL SYSTEM
1.2 Control system CS…series
1.2.1.1 Description
• This section gives a general description of Tenfjord control system type CS-**.
• The control system CS-** is designed to control electro- hydraulic steering gears with
solenoid operated valves or reversible pumps.
• The control system consist of:
• Pump control card (one for each pump) with following main functions:
- NFU steering.
- Interface to starter/motor controller.
The pump control card can be used as a separate control system.
• Aux. steering unit (one for two pumps) with following main functions:
- Interface for NFU and FU steering.
- Interface for two pump control cards.

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INSTRUCTION MANUAL
1. CONTROL SYSTEM
1.2.1.2 Block diagram
• System overview for steering gear with solenoid operated valves

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INSTRUCTION MANUAL
1. CONTROL SYSTEM
• System overview for steering gear with reversible pumps

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INSTRUCTION MANUAL
1. CONTROL SYSTEM
1.2.2.1 Main function
The control system consist of:
¾ Pump control card (one for each pump).
This unit has the following functions:
• Interface to 3 NFU steering modes:

- NFU main steering.
- NFU steering.
- Aux. steering unit.
• Signal to/from motor controller.

- On/off signal for solenoid operated steering gear.
- On/off and analog speed signal for steering gear with reversible pump.
- Power/feedback failure alarm.
• Start/stop circuit
- Interface for start/stop buttons on the control panel.
- Signal for standby auto-start can also be delivered (option).
- Start/stop signal to the motor controller.
• Signal from alarm unit

- Standby auto-start signal from alarm unit.
• Signal to external equipment (galvanic isolated).

- Port/stbd signal (on/off signal).
- Pump run signal.
- Supply on signal.
- Information if FU steering modes activated.
• Power supply (supplied from motor controller)

- Start/stop circuit.
- Aux. steering unit.
The pump control card can be used as a separate control system or together with the
aux. steering unit.

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INSTRUCTION MANUAL
1. CONTROL SYSTEM
¾ Aux. steering unit (one for two pumps).
This unit is a rack based system with the following functions:
• Interface for max. 24 steering modes. The number of steering modes are determined of the
number of selector cards mounted. The steering mode can be of NFU, FU or FU external
types.
• Output to control two pump control cards. The interface is on/off signal for solenoid-
operated steering gear and additional analog speed signal for steering gear with reversible
pump.
• “In command” function to control panel and external equipment. The “in command”
function can be used in two modes:
- If the operator activates the in command push button, the steering command will be
transferred immediately.
- If the in command push button is activated, the system require that the order signal is equal
to the position of the steering gear before the actual steering mode is activated. If not, the in
command light will start flashing to indicate that the operator must change the order signal.
The order must be changed inside a period of 6-7 sec. When the actual steering stand is
activated the in command light goes from flashing to steady. This function is only used for
FU steering.
• FU (follow-up).
The position of the steering gear equal the orders from operator. This function can also be
use for NFU steering (option). The position of the steering gear will then be stored in the
memory and used as order signal when the NFU steering lever is released. This function is
called NFU memory. The steering mode on the selector card must then be selected to FU-
EXT.

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INSTRUCTION MANUAL
1. CONTROL SYSTEM
1.2.2.2 Block diagram control system.

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1. CONTROL SYSTEM
1.2.3 Specification pump control card
Ref. drawings: Pump control card, principal drawing.
1.2.3.1 Lay-out pump control card.
• The fig. Pump control card displays the card with “LED” and
“Jumper” description.

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INSTRUCTION MANUAL
1. CONTROL SYSTEM
1.2.3.2 Functional description.
One pump control card is mounted for each pump unit.
This unit has following functions:
• Power supply.
- Internal power supplies.
- Power line filter for the supply to the aux. steering unit.
- Alarm signal for internal power supply.
• Start/stop circuit
- Interface for start/stop push button and standby auto start indication on the control panel.
- Start/stop signal to the motor controller.
- Standby auto start signal from alarm unit.
- Fuses (PTC) for indication light.
• Steering signal.
- Steering control signal to motor controller for solenoid operated steering gears
(on/off signal for port/stbd directions).
- Steering signal to motor controller for steering gear with reversible pumps (on/off signal for
direction and additional analog speed signal).
• Interface for 3 steering modes.

- NFU main steering, normally interfaced to the main panel. This steering can be configured
as override with jumper JP3, determined by the different authorities.
- NFU steering. This mode can also be configured as override with jumper JP4, but will have
priority after NFU main steering. The use of JP4 is determined by the different authorities.
- Aux. steering. If the aux. steering unit is mounted the system is interfaced to this input.
The NFU steering signal can be configured for common +/– with jumper JP1 and JP2.
• Signal to external equipment.

- Information about NFU steering signal (on/off signal).
- Run signal.
- Power failure signal.
- Standby auto start signal (option).
- FU steering in use (option if the aux. steering unit with FU steering modes is mounted)

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INSTRUCTION MANUAL
1. CONTROL SYSTEM
• LED indication.
- Run signal.
- Internal power supplies.
- Standby auto start.
- NFU main steering selected.
- NFU steering selected
- FU steering in use (option if aux. steering unit ).
- Order signal to motor controller (port/stbd).
1.2.3.3 Electrical specification.
• Power supply.
- Internal power supply 220VAC, +-20%, 50-60Hz.
- Supply to aux. steering unit 220VAC, +-20%, 50,60Hz, max. 1.4A.
• Start/stop signal to motor controller.

- max. voltage 250VAC.
- max. switching load 60VA.
- max. continuous load 60VA.
• Control panel.
- Run light max. 3pc.-each 30mA.
- Stop light max. 3pc.- each 30mA.
- Auto start light max 3pc.- each 30mA.
• Steering signal
- NFU main steering, max. 24VDC, +- 20%, 100mA.
- NFU steering, max. 24VDC, +- 20%, 100mA.
- NFU aux. steering, max. 24VDC, +-20%, 100mA.
- Analog speed signal, see specification for aux. steering unit.
• Alarm unit
- Hydraulic lock sign. max. 24VDC, +- 20%, 50mA.
- Power failure alarm, max. 24VDC, +- 20%, 0.5A.
• External equipment.
- Order signal. max. 24VDC, +20%, 50mA.
- Power failure alarm, max. 24VDC, +20%, 0.5A.
- Information if FU steering modes in use, max. 24VDC, +20%, 0.5A.
- Run signal, max. 24VDC, +20%, 0.5A.
- Power failure signal, max. 24VDC, +20%, 0.5A.
- Auto start signal, max. 24VDC, +20%, 0.5A.
- Override signal, max. 24VDC, +20%, 0.5A.
- FU steering in use, max. 24VDC, +20%, 0.5A.

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INSTRUCTION MANUAL
1. CONTROL SYSTEM
1.2.4 Specification aux. steering.
Ref. drawings:
Amplifier output card, principal drawing.
Back plane, principal drawing.
Selector card, principal drawing.
Interface card, principal drawing.
1.2.4.1 Functional description.
The drawing layout aux. steering unit shows the rack based steering unit.

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INSTRUCTION MANUAL
1. CONTROL SYSTEM
• The aux. steering is designed to interface two pump control cards. The design of the unit is
rack based and including following cards:
- Back plane (internal wiring).

- Selector card (Interface for 3 steering modes).
- Amplifier card (Generate the steering signal).
- Interface card (Interface for feed back).
• Each selector card have 3 steering modes.. Max number of selector cards that can be
mounted for each back plane is 4. Two back planes can be internally connected and will
give the max. number of 24 steering modes.
• The steering modes can be NFU, FU or FU external steering.

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INSTRUCTION MANUAL
1. CONTROL SYSTEM
1.2.4.2 Back plane
The drawing lay-out back plane shows component location, jumper and LED description.

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INSTRUCTION MANUAL
1. CONTROL SYSTEM
The back plane has following function:
• Internal wiring for the aux. steering unit.
• Interface for two pump control cards.
• Connection to 4 selector cards including in command signal and steering signal from
control panel or external equipment. Two units can be internally connected to interface 8
selector cards. Each selector card have 3 steering modes. This will give the max. number
of steering modes 24.
• Connection to amplifier card.
• Distribution of internal power supplies.
• Power failure aux. steering unit signal to alarm unit.
• Connected to Interface Card.

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1. CONTROL SYSTEM
1.2.4.3 Selector card
The drawing layout selector card shows the card with jumper and LED description.

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INSTRUCTION MANUAL
1. CONTROL SYSTEM
The selector card has following functions:
• Interface for 3 steering modes. The steering mode can be NFU, FU or FU-EXT. The type of
steering signal connected to each steering mode is configured with jumpers on each selector
card (see drawing). In command for each steering mode is also indicated with LED on the
front of the card.
• In command signal and indication from/to control panel. This function is used to select the
desired steering mode.
The in command function can be used in two modes:
- Steering mode NFU or FU-EXT.

If the operator activates the in command push button, the steering mode will be
activated immediately.
- Steering mode FU
If the in command push button is activated, the system require that the order signal is equal
to the position of the steering gear before the actual steering mode will be activated. If not,
the in command light will start flashing to indicate that the operator must change the order
signal. The order must be changed inside a period of 6-7 sec. When the actual steering stand
is activated the in command light goes from flashing to steady. This function is only used for
FU steering.
• The in command light is also protected against short circuit.
• In command signal to external equipment.
Ship with two rudders normally has 4-pump units mounted. In this case two aux. steering
units must be used. The in command function for one of the systems is then configured with
jumper as “master”. The other system will be configured as “slave” and the in command will
be equal to the master unit.

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1. CONTROL SYSTEM
1.2.4.4 Amplifier card.
The drawing layout Amplifier card shows the card with jumper and LED description.

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INSTRUCTION MANUAL
1. CONTROL SYSTEM
The amplifier card has following function:
• Steering signal input from selector cards. This can be NFU, FU or FU external types.
• Power supplies +-5V for order signal and feed back unit.
• Steering signal output for two pump control cards.
- On/off direction signal for solenoid operated steering gear and additional analog speed signal
for steering gear with reversible pumps. The analog speed signal (0-10V) can only be
generated when the FU function is used.
- The on/off direction steering signal will, if FU steering is selected and two pumps are
running, switch off the steering signal to one of the pumps when absolute value
(order - position steering gear) < 2-4 degrees.
• FU (follow-up).
The position of the steering gear will be equal to the order from operator. When this function
is used, the feed back signal from the steering gear must be connected. The card must also be
configured for feed back connected with jumper JP60, see layout.
The position of the steering gear equal the orders from operator. This function can also be
use for NFU steering (option). The position of the steering gear will then be stored in the
memory and used as order signal when the NFU steering lever is released. This function is
called NFU memory. The steering mode on the selector card must then be selected to FU-
EXT.
• Test connector.
On the front of the card there is mounted a test connector used to access different signal
used for adjusting.
Pin description:
J2-1 +5V (Power supply for order and feed back)

J2-2 0V (Power supply for order and feed back)
J2-3 -5V (Power supply for order and feed back)
J2-4 TP1 (Signal from feed back)
J2-5 TP2 (Scaled signal from feed back)
J2-6 TP3 (Order signal)
J2-7 TP4 (Order signal FU steering)
J2-8 TP5 (Analog speed signal to pump no.1)
J2-9 TP6 (Analog speed signal to pump no.2)

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INSTRUCTION MANUAL
1. CONTROL SYSTEM
• Adjusting NFU memory on the amplifier card (factory setting)
- P30 zero adjusting, see card layout.

Select a steering mode with FU steering and no steering signal connected. Then adjust P30
until J2-2(0V) to J2-7(order signal FU) equal 0V (Tolerance +-1mV).
- P31 gain adjusting, see card layout.

Select a steering mode with NFU steering and feed back signal set to 10V
(adjust gain P20 on amplifier card), J2-2(0V) to J2-5 (scaled sign. from feed back).
Update NFU-memory by activating the NFU steering lever.
Adjust P31 until order signal FU equal 10V, J2-2(0V) to J2-7(order signal FU).
• System adjusting (adjusted after installation).
P20 Gain adjusting, used to adjust the feed back signal.

P60 Sensitivity, adjusted until the FU-system stop hunting.
- Adjust the 0-point for the FU-controller.
- Adjust order signal from FU-controller:
50° FU-controller
Adjust order signal from FU-controller equal 8V when the position of the controller is max.
order (mechanical stop), J2-2 (0V) to J2-6(order signal) equal 8V. The adjustment is done
with the pot. meter mounted on each controller.
70° FU-controller
Adjust order signal from FU-controller equal 10V when the position of the controller is max.
order (mechanical stop), J2-2 (0V) to J2-6(order signal) equal 10V. The adjustment is done
with the pot. meter mounted on each controller.
- Position the steering gear to zero position and adjust the feed back pot. meter to zero.
- Position the FU-controller to approx. 5 degrees before mechanical stop of the steering gear
and adjust P20(gain) until the position of the steering gear equal the order.
- Adjust P60 (sensitivity) until the FU-system stops hunting.

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INSTRUCTION MANUAL
1. CONTROL SYSTEM
1.2.4.5 Interface card.
The drawing layout Interface card shows the card with jumper and LED description.
The interface card has following function:
• Interface for rudder position feed back signal.

• Detect failure on the rudder position signal.
If a rudder feed back signal is not connected, this function can be disconnected.
• If failure on the rudder position signal, this will be indicated with a alarm output.
• Freeze the rudder if failure in the rudder position signal.
• External override signal.
• Analog order signal, +-10VDC.
• Follow-up selected signal.

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INSTRUCTION MANUAL
1. CONTROL SYSTEM
1.2.4.6 Power Supply.
The aux. steering is powered from the pump control card with 220VAC, see drawing.

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INSTRUCTION MANUAL
1. CONTROL SYSTEM
1.2.4.7 Electrical specification aux. steering unit.
• Power supply.
- Power supply input 220VAC +-20%, 50-60Hz.
• Control panel.
- In command light max. 100mA.
• Steering signal
- On/off direction signal, max. 24VDC, +- 20%, 100mA (Solid state relay).
- Analog speed signal, max.+-15mA.
• Alarm unit
- Power/rudder position failure alarm, max. 24VDC, +20%, 0.5A.
• External equipment.
- In command confirm signal, max. 24VDC, +20%, 0.5A.
- 2 * override signal, max. 24VDC, +20%, 0.5A.
- FU selected signal, max. 24VDC, +20%, 0.5A.
- Analog order signal (+-10V), max.+-15mA.

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INSTRUCTION MANUAL
1. CONTROL SYSTEM
1.2.5 Principal drawing diagram.
1.2.5.1 Pump control card, dwg. No. L-1921-00-00, sheet 1-5

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1. CONTROL SYSTEM

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2. CONTROL STATIONS

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2. CONTROL STATIONS

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2. CONTROL STATIONS

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2. CONTROL STATIONS
1.2.5.2 Selector card, dwg. No. L-1921-00-01, sheet 1-4

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2. CONTROL STATIONS

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2. CONTROL STATIONS

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2. CONTROL STATIONS

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2. CONTROL STATIONS
1.2.5.3 Back plane, dwg. No. L-1921-00-02, sheet 1-3

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2. CONTROL STATIONS

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2. CONTROL STATIONS

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2. CONTROL STATIONS
1.2.5.4 Amplifier card, dwg. No. L-1921-00-03, sheet 1-4.

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2. CONTROL STATIONS

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2. CONTROL STATIONS

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2. CONTROL STATIONS
1.2.5.5 Interface card, dwg. No. L-1921-00-04, sheet 1-2.

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2. CONTROL STATIONS

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2. CONTROL STATIONS
2.1 Control stations
2.1.1 Control stations overview.

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2. CONTROL STATIONS

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2. CONTROL STATIONS

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2. CONTROL STATIONS
2.2 Control panel CU…series
2.2.1 CU… general information
The control panel type CU… consist of:
• panel front with overlay (colour black RAL 9011).

• operating components connected to printed circuit board.
• terminal plate wired to control panel with 1.6m cable.
Each control panel typical includes (but not always) following function:
• Start/stop/auto-start for each pump unit (motor controller).

• Rudder angle selection.
• Steering mode selection.
• Non-follow-up push buttons with override.
• Non-follow-up steering lever.
• Follow-up controller.
• By-pass and separating system..
• Dimmer modul.
Lamp test can be done by operating each function on the control panel.
2.2.2 CU… control panel overview.
2.2.2.1 Main control panel (1 x actuator, NFU, 1 x pump)

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2. CONTROL STATIONS
2.2.2.2 Main control panel (1 x actuator, NFU, 2 x pump)
2.2.2.3 Main control panel (1 x actuator, FU, 2 x pump)

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2. CONTROL STATIONS
2.2.2.4 Main control panel (2 x actuator, FU, 4 x pump)
2.2.2.5 Forward control panel (2 x actuator, FU, 4 x pump)

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2. CONTROL STATIONS
2.2.2.6 Aft. control panel (2 x actuator, FU, 4 x pump)

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2. CONTROL STATIONS
2.2.2.7 Control panel without steering system (1 x actuator, 2 x pump).
2.2.2.8 Control panel without steering system (2 x actuator, 4 x pump).

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INSTRUCTION MANUAL
2. CONTROL STATIONS
2.2.2.9 Control panel with by-pass and separating system (1 x actuator, 2 x pump).
2.2.2.10 Control panel with by-pass and separating system (2 x actuator, 4 x pump).

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INSTRUCTION MANUAL
2. CONTROL STATIONS
2.2.3 CU… control panel function.
• Start/stop/auto-start for each pump unit (motor controller).
Start/stop push buttons are used to remote control the pump unit. To operate the actuator
at least one pump unit has to be started. The desired pump is started by pressing the
button marked “start”. The green lamp will be lit. Stop the pump by pressing the button
marked “stop”, the corresponding red lamp will then lit.
Note:
If the pump unit is started due to automatic stand-by start upon alarm on the running pump,
the audible push button on the bridge alarm panel must be activated before it is possible to
stop the pump.
• Rudder angle selection.
Rudder angle selection unit is used to change between high and low rudder angle.
This function is normally interfaced to the log for automatic rudder angle selection.
The operator can override the log by selecting high rudder angle.

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INSTRUCTION MANUAL
2. CONTROL STATIONS
• Steering mode selection.
• In command.
In command signal and indication from/to control panel. This function is used to
select the desired steering mode.
The in command function can be configured in two modes:
- If the operator activates the in command push button, the steering mode will be activated
immediately.
- If the in command push button is activated, the system require that the order signal is equal
to the position of the steering gear before the actual steering mode is activated. If not, the in
command light will start flashing to indicate that the operator must change the order signal.
The order must be changed inside a period of 6-7 sec. When the actual steering stand is
activated the in command light goes from flashing to steady. This function is only used for
FU steering and single rudder installation.
• Mode selector switch.
Selector switch is used to select the steering modes for control system with only
pump control card. Normally used on ships with “1 x actuator, NFU, 1 x pump).

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INSTRUCTION MANUAL
2. CONTROL STATIONS
• Non-follow-up push buttons with override.
Non-follow-up push button with override switch.
This is often connected with priority. In this case other steering modes are permanent
disconnected when the NFU override steering is activated. The override function is indicated
with a override light for each pump and if required an audible alarm. To exit this situation
the release switch must be activated.
This unit also have a override switch for permanent disconnection of all other
steering modes. This function can also be used for control system without priority.
The function of the unit is set with jumper located on the printed circuit board.
See cable diagram for further information.

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INSTRUCTION MANUAL
2. CONTROL STATIONS
• Non-follow-up steering.
Non-follow-up lever for time dependent control of the rudder

(the rudder moves as long as the lever is activated).
For application (1*actuator, 1*pump) this unit can be connected for priority steering.
• Follow-up controller.
The follow-up controller consist of a rotating steering handle (or wheel). This has a scale for
selection of required rudder angle. A precision potentiometer is connected to the steering
handle to transfer the order to the control system. For two rudder system the follow-up
function can be supplied for independent and/or synchronised steering.
The controller has the possibility for gain adjustment.

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INSTRUCTION MANUAL
2. CONTROL STATIONS
• By-pass and separating system..
This unit is used to control steering gear which have a hydraulic system that can
be by-passed and separated. The system can be operated either from the bridge or
the steering gear room.
The bridge control panel normally have following function:
- Manual disconnecting switch and indication to disconnect the bridge remote control.
- Manual separating switch and indication to isolate the two hydraulic system.
- Manual by-pass switch and indication to hydraulic by-pass the selected system.
.
• Dimmer unit.
Each control panel normally have one electronic dimmer unit. All control lamps
except the alarm lamps have the dimming function.
Each dimmer unit have:

a: 8 pc PWM (Puls Width Modulated) outputs for dimming of the lamps
mounted on the printed circuit board on the control panel.
b: 6 pc output for dimming of lamps supplied with internal or external
supply. Normally used for dimming of FU-scale, rudder indicators, etc.
.
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INSTRUCTION MANUAL
2. CONTROL STATIONS
2.3 Control equipment CM…series
2.3.1 CM10… non-follow-up steering lever.
Non-follow-up lever with in-command for time dependent control of the rudder
(the rudder moves as long as the lever is activated).
2.3.2 CM20… follow-up steering controller.
Follow-up controller with in-command, The unit consist of a rotating steering handle and a
scale for selection of required rudder angle. A precision potentiometer is connected to the
steering handle to transfer the order to the control system. For two rudder system the
follow-up function can be supplied for independent and/or synchronised steering.
2.3.3 CM30… rudder indicators.

See section for rudder indicator system.
2.3.4 CM40… Motor controller modul.
Run/stop/auto-start indication is often mounted in the engine control room.

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INSTRUCTION MANUAL
2. CONTROL STATIONS
2.4 Emergency steering
FROM BRIDGE
The main control panel is normally supplied with non-follow-up push buttons
for emergency steering.
The non-follow-up push buttons are often equipped with priority so that other steering modes
are disconnected when the steering is operated. If the priority steering is used a audible alarm
will be activated, the alarm can be reset with the “buzzer release” push button.
To regain normal steering turn the override switch to position “release”.
For emergency steering not used with priority the emergency steering is activated when the
override switch is in position “override”.
FROM STEERING GEAR ROOM
The manoeuvring valves on the rudder motor can be operated manually by use of the
emergency device on the solenoids. The selector switches on the motor controller
must be turned to position “Local Control”.
Hand-hydraulic emergency steering pump if installed is usually situated in the steering gear
room. In order to operate this pump the cocks for connecting the pump must be opened.
EMERGENCY STEERING PROCEDURE ARE SUPPLIED WITH EACH STEERING

GEAR. THESE ARE TO BE DISPLAYED ON THE BRIDGE AND IN THE STEERING
GEAR ROOM.

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INSTRUCTION MANUAL
2. CONTROL STATIONS
2.4.2 Steering gear frequency controlled pumps
FROM BRIDGE
The main control panel is normally supplied with non-follow-up push buttons
for emergency steering.
The non-follow-up push buttons are often equipped with priority so that other steering modes
are disconnected when the steering is operated. If the priority steering is used a audible alarm
will be activated, the alarm can be reset with the “buzzer release” push button.
To regain normal steering turn the override switch to position “release”.
For emergency steering not used with priority the emergency steering is activated when the
override switch is in position “override”.
FROM STEERING GEAR ROOM
The manoeuvring pump on the rudder motor can be operated manually by use of the
emergency push buttons in the front of the starter. The selector switches on the motor
controller is to be turned to position “Local Control”.
Hand-hydraulic emergency steering pump if installed is usually situated in the steering gear
room. In order to operate this pump the cocks for connecting the pump must be opened.
EMERGENCY STEERING PROCEDURE ARE SUPPLIED WITH EACH STEERING

GEAR. THESE ARE TO BE DISPLAYED ON THE BRIDGE AND IN THE STEERING
GEAR ROOM.

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3. POWER UNIT
3.1 General power units
3.1.1 Starting methods.
• Direct-On-Line start (D.O.L)
The most common way to start a squirrel cage motor is to connect the main supply
directly to the motor. The starting current for this method is high (see diagram),
it has no limitation. (Start current = 6 - 8*In).
• Y/D – start (star-delta)
If it is necessary to reduce the starting current of a motor due to supply limitation,

it is possible to use star/delta starting. (Start current = 1.3 – 2.6*In).

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3. POWER UNIT
• Auto-transformer
Starting current of a motor can also be reduced with auto-transformer.

The voltage will then be increased in steps when the motor is starting.
(Start current = 1.7 – 4*In).
• Combined staring methods.
In case of motor with separate windings, combinations of start methods can be used to gain
reduced start current.
• Frequency converter
For frequency controlled pumps FCP with frequency converters, the starting current if
limited to 2*In.

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3. POWER UNIT
3.2 Motor controller MC...
3.2.1 Common function.
• Location.
The motor controller cabinets are normally located in the steering gear room.
• Remote control.
The motor controller are remotely started and stopped from the bridge. To operate
the actuator at least one pump unit has to be started. The desired pump are started
by pressing the button marked “start” on the bridge. The green lamp will be lit.
Stop the pump by pressing the button marked “stop”, the corresponding red lamp
will then lit. Remote control not possible if switch on the motor controller cabinets is set to
‘Local’ or ‘Stop’.
• Alarm interface card.

The motor controller has an interface card for the alarm unit. Standard in/outputs from motor
controller:
- El. motor (overload pump.)
- Phase failure to el. motor (phase failure pump)
- Power failure to el. motor (power failure pump.)
- Power failure to steering system (power failure steering system.)
- Low oil level.
- Hydraulic lock. (Proximity switches)
- Clogged filter. (optional)
- High oil temp. (optional)
- Aux. Steering and feedback failure.
• Solenoid operated steering gear
The motor controller incorporates following main functions:

a: Start/stop of pump motor.
b: Power supply to steering system.
c: Alarm transmitters (contacts/circuit) to alarm system
• Frequency controller steering gear
The motor controller is provided with following main functions:

a: Direction and speed control of the pump.
b: Power supply to steering system
c: Alarm transmitters (contacts/circuit) to alarm system.
d: Emergency NFU steering.

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3. POWER UNIT
• Local control.
There is a selector switch in the motor controllers door, which has the following positions:
- Remote control (steering from the bridge).
- Stop (maintenance).
- Local control (only emergency steering from the steering gear room is possible).
Normal position is "Remote control". Start, stop and steering commands are done from
the bridge.
The stop position is used to prevent unintentional start from the bridge during repair of the
steering gear or rudder.
"Local control" is used for function testing the steering gear, or emergency operation of the
manoeuvring valves. In this position the steering control from the bridge is disconnected. A
fault in this system will therefore not interfere with the emergency steering. The motor
controller will turn on the power supply to the electric motor. The manoeuvring valves on
the rudder motor can then be operated manually by use of the emergency device on the
solenoids.
The alarm “Power failure control” will be activated in position "stop" and "local control"
as an information to the crew on the bridge that remote control is out of function.

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3. POWER UNIT
• Solenoid Driver
- Purpose:
The driver has been developed to avoid the problems with switching of high
inductive current solenoids. The two main problems are:
1) Voltage drop on the supply lines due to long distance between bridge
and steering gear compartment.
2) Welding and heavy wear of relay- and switch contacts due to high inductive
of the solenoids.
- Principle diagram:

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INSTRUCTION MANUAL
3. POWER UNIT
- Function:
The driver is a dual electronic power relay with the following features:
1) Low input current. The input resistance of the relay is 1k which gives an input
current of 24 mA at 24 V supply. This current is high enough to ensure reliable
contact function of mechanical switches, and low enough to avoid problems with
wear and welding of contacts. Besides, the current is purely resistive.
2) Input filter. The input signal is low pass filtered through a RC-circuit to avoid noise
from trigging the output transistor.
3) Threshold limit. To make the output transistor turn on, the input signal has to
exceed 15 V. This is accomplished by means of a zener diode in the signal line and
helps shut out false signals.
4) Protected output. A zener diode protects the output transistor from over voltage due to
kickback from the solenoid.
5) Choice of polarity. Connection to the appropriate input terminals give the user a choice
of common plus or common minus to suit the polarity at the output of the control system.
6) Alarm relay output. The driver is equipped with two change over relay contact set.
The relay is energised as long as the power supply to the driver is present.
- Electrical specification solenoid driver.
Supply voltage: 18 - 31 VDC
Current consumption: Max = 4A

Normal (one solenoid energised) = 0.9A
Stand-by = 25mA
Max. input voltage: Equal to supply voltage

Max. continuous output current: 2A
Alarm relay contact ratings: Max. current = 2A

Max. voltage = 24V AC/DC
Max. power = 30W/50VA
Dimensions / weight: Width : 60 mm

Depth : 70 mm

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INSTRUCTION MANUAL
3. POWER UNIT
• Local control.
There is a selector switch in the motor controller door, which has the following positions:
- Remote control (steering from the bridge).
- Stop (maintenance).
- Local control (only emergency steering from the steering gear room is possible).
Normal position is "Remote control". Start, stop and steering commands are done from
the bridge.
The stop position is used to prevent unintentional start from the bridge during repair of the
steering gear or rudder.
"Local control" is used for function testing the steering gear, or emergency operation of the
manoeuvring pump. In this position the steering control from the bridge is disconnected. A
fault in this system will therefore not interfere with the emergency steering. The motor
controller will turn on the unlock signal to the frequency converter, but the emergency
manoeuvring push button on the front of the motor controller must be operated manually to
move the rudder.
The alarm “Power failure control” will be activated in position "stop" and "local control"
as an information to the crew on the bridge that remote control is out of function.

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RUDDER INDICATION SYSTEM
4.1 Rudder indication system
• The rudder angle indication system provides continuous indication of the steering gear
actual rudder position. Each steering gear have two indication systems.
• The main component are:

- Rudder angle indicator.
- Rudder angle indicator amplifier type 5801-RI05-00.
- Feed back unit (see section for feed-back unit).
• The main part of the system is the rudder angle position amplifier. A maximum of 5 rudder
indicators can be connected to each unit. The unit is connected to a precision potentiometer
in the feed back unit. Power supply to the unit is 24VDC from the ship main supply.
A galvanic isolated +-10V rudder position signal is available for external equipment.
• Principle diagram.

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4.1.2 Technical specification rudder indicator amplifier, 5801-RI05-00.
• The rudder angle indicator amplifier is arranged on a printed circuit board (PCB)
with all the electronic components and terminals mounted. This PCB is located in a casing
that can be mounted on rails. Normal mounting position is together with the terminals for the
main control panel.
• The main function for the amplifier are:

- Interface for the rudder angle indicating system.
- Voltage regulator.
- Interface to feed back unit.
- Gain adjustment rudder indicators and galvanic isolated rudder position signal.
- Zero adjustment for the feed back signal.
• Signal description/specification:
- Power supply : 24VDC – 4A.
- Operation temp : -25 to 75 degrees.
- Power output : 15W
- The feed back transmitter : Precision potentiometer (5Kohm).
- Signal to rudder indicator : 3 wire system, +12VDC, -12VDC and rudder signal
Rudder in mid position equal a rudder signal of 0VDC.
A negative signal to the instrument is port direction.

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4.1.3 Rudder indicators type CM30-….
• General information rudder indicators.
The rudder angle indicators are based on a 3 wire system, +12VDC, -12VDC and rudder
signal. When rudder in mid position the rudder signal is 0VDC.
Each rudder indicator can be separately adjusted for gain and (zero position).
The rudder indicator can be delivered for/with:

- accuracy class rudder indicator: 1.5
(i.e. +-1.5° for 50° rudder angle and +-2.1° for 70° rudder angle).
- indoor and outdoor mounting.
- rudder angle 50° or 70°.
- forward and aft. mounting.
- Adjustment done at factory:

a: The pointer is manually zero adjusted without power supply connected (see drawing).
b: The rudder indicator is adjusted to maximum scale at 7.5VDC input
with the gain potentiometer.
• Rudder indicators overview

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INSTRUCTION MANUAL
ALARM UNIT
5.1 Alarm system AS02…
• The main components of the alarm system are the alarm interface cards, bridge alarm panel
and the ECR alarm panel. The alarm interface cards are equipped with terminals for sensors
and are located in the motor controller for each pump. Output signals to the ships general
alarm system (E0) is also provided in both alarm panels.
• Standard alarm function
- Overload pump no.__ (El. motor overload).

- Phase failure pump no.__ (Phase failure to el. motor).
- Power failure pump no.__(Power failure to el. motor)
- Power failure control no.__(Power failure steering control system)
- Low oil level pump no.__(Level switch mounted in the oil reservoir)
- Hydraulic lock alarm pump no.__(Proximity switches on valves)
- Power failure aux. steering no.__(Common for two pump units)
• Other alarm functions (If applicable)
- Clogged filter pump no.__(Sensor on the filter unit)

- High oil temp pump no.__(Used for steering gear with oil cooler)
- Earth failure alarm pump no.__ (Only activated when the motor is not running).
- Rudder synch failure alarm (Only used on vessel with two rudders).
• Description of rudder synchro failure alarm.
- Purpose of a "Rudder synch failure alarm"

The purpose of the rudder synch. failure alarm is to measure the deviation between the
two rudders when the system is operating in synchronized mode. If the deviation
is greater than +-2.5°, this shall be indicated with an audible and visual alarm.
- How the alarm system detects the "Rudder synch failure alarm"
The technical solution for this alarm is to mount a potentiometer in the feed-back unit
for each steering gear. The two signal are then connected to a analog comparator relay,
which can be adjusted to give a galvanic isolated alarm signal. This alarm signal is further
connected to a alarm input on the alarm interface cards.

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ALARM UNIT
• Description of hydraulic lock alarm.
- Purpose of a "Hydraulic lock alarm"

Hydraulic lock may occur where the hydraulic system is arranged such that malfunctions
(for example, in directional valves) can cause power units to work in closed circuit with
each other rather than in parallel delivering fluid to the rudder actuator. Where a single
failure can lead to hydraulic lock and loss of steering, an audible and visual alarm, which
identifies the failed system, is to be provided on the navigation bridge.
- How the alarm system detects the "Hydraulic lock alarm"

Our technical solution for this alarm is to mount one inductive sensor at each end of
the manoeuvring valve in order to detect whether the spool is going to port or starboard side.
This kind of arrangement has been provided for each of the two pump units.
The order signal is generated from the control system
- When will the "Hydraulic lock alarm" occur

If a pump is running in remote control and a command signal is given to the steering gear
and the proximity switch sensing that the valve is locked a "Hydraulic lock alarm" will be
monitored both on the bridge and in the control room after approx. 3 seconds for that given
pump.

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ALARM UNIT
• General description of alarm system AS02 - series
The AS02 alarm system is designed to meet the regulations of the classification societies,
SOLAS and IMO for a ships steering gear system. One alarm system AS02 can monitor two
pumps.
The system consists of the following main modules:

- Alarm Panels. (Bridge and ECR)
- Alarm interface cards. (One for each motor controller)
- Can Bus
The Alarm Panels contains the following main components:

- Terminals for E0, Auto start pumps, external buzzer, power supply, etc.
- Terminals for connection to the Can bus and NMEA
- Alarm led’s and buzzer.
- Test and acknowledge push buttons
- Backlight with dimming push buttons. (Only bridge panels)
- NMEA card for alarm text transmission.
The Alarm interface cards contains the following main functions:

- Terminals for sensors, power supply.
- Terminals for connection to the Can bus
There are normally two alarm panels connected to the system. One acts as the main alarm
panel (bridge). If the main alarm panel fails the slave automatically takes over. A complete
system-test and acknowledgement of alarms can be done from both panels. Acknowledgement
of alarms is independent for each alarm panel.
The whole system is built on CAN-Bus solution with RRDIO15 CPU cards. One card in each
alarm panel and motor controller.

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ALARM UNIT
• Functional description.
One system can monitor 2 pumps, having from 7 to 20 alarms, and typical 2 alarm panels.
Additional independent alarm systems are added for twin rudder solutions. Each alarm system
has it own network (CANBUS). The alarm sensor signals are connected to the interface cards
located in then motor controllers.

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ALARM UNIT
Alarm panels description.
In case an alarm condition is present for more than 3 second the buzzers are turned on and the
alarm lamp starts to flash on both alarm panels independently.
By activating the " ACK. " button, the local buzzers are turned off, but the alarm lamps are
still flashing.
At the second push of this button " ACK. ", the following happens:
- Disabling the local blinking of the alarm lamps.
- If the alarm condition is still present, the local alarm lamp goes from flashing to steady
light; otherwise it is turned off.
When the alarm condition finally vanishes, the alarm lights go out and the external E0 alarm
output contact close.
In case a second alarm condition occurs before the first has vanished, the buzzers are trigged
again, but only the second alarm lamp will flash; the first will light steady.
If no alarm is present the button " Test" at the alarm panels will lead to activation of all local
alarm lamps. All local alarm lamps and buzzers will be turned on and external E0 alarm
activated. If installed, NMEA text transmission will indicate all alarms. In this way the
complete local panel alarm system will be tested, except the alarm sensors.

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ALARM UNIT
• Alarm panel back plane circuit board.
Below is shown the layout of the ‘Alarm panel back plane’ circuit board.
Description for terminals and jumpers of the: ‘Alarm panel back plane’ circuit board.
X1 Power supply input/output

X2 CANBUS input/output and RS422 output for NMEA-0183 text transmission.
X3 External alarm E0/ External buzzer
X4 Auto-start outputs
JP20 Strapping for auto-start pump A/C.

JP21 Strapping for auto-start pump B/D

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ALARM UNIT
5.1.3 Alarm panel
• The alarm panel has the following lamps/push buttons:
- Lamps for indication of each alarm.

- Acoustic alarm (Buzzer).
- Button for test. Which activates all alarm lamps and buzzer.
- Button for acknowledges alarms.
This button has two functions depending on whether it pressed once or twice.
First push : Turns off the local buzzer.
Second push : Stops the local blinking alarm light.
The lamps will show a permanent light if the alarm
condition is still present. If not, the alarms will be turned off.
- Buttons for backlight adjustment. (Alarm panel in ECR is normally without backlight)

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ALARM UNIT
5.1.4 AS02 Text transmission RS422, NMEA 0183 (VDR)
The “VDR” text transmission from the steering gear AS02 alarm system is designed in
accordance with IMO performance standard A.861(20) and IEC 61996.

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ALARM UNIT
5.2 Steering failure alarm type AS12-….
The system consist of three units:
- Steering failure alarm panel.

- Rudder angle transmitter and FU-steering transmitter.
- Steering failure alarm unit.
The Steering failure alarm system provides both audible and visual alarm in the
pilot house upon failure of the rudder to follow steering commands when follow-up mode
is selected, regardless of the cause of failure. The system constantly compares the ordered
angle and the actual rudder angle. When these signals differ by more than a certain value
(the alarm set point, which is typically 5 degrees) the system calculates the time it
should take for the rudder to reach to this new position. If the rudder has not reached it
within the calculated time, alarm is automatically monitored.
The system is deactivated when non-follow-up steering is used.

The alarm unit have a RS422 NMEA 0183 text transmission output. (See 7.2.9)
5.2.2 Technical specification.
The steering failure alarm unit consist of a programmable logical CAN bus cards with
terminals for connection of external signals.
The Steering failure alarm is designed to meet and exceed the requirements of
U.S. Coast Guard electrical engineering regulation 46 CFR, Part 113.43.
The system is designed to actuate an audible and visual alarm in the pilot house
when the rudder differs more than 5 degrees from the position ordered by the
FU-steering transmitter for more than:
- 30 seconds for ordered rudder position changes of 70 degrees.

- 6.5 seconds for ordered rudder position changes of 5 degrees. and
- The time period calculated by the following formula for ordered rudder
position changes between 5 degrees and 70 degrees.
t = R / 2,76 + 4,64
Where R = ordered rudder changes in degrees.

t = maximum time delay in seconds.
The system will also actuate the main alarm system E0 when
- the rudder fails to move within 4,64 seconds in the correct direction
of the ordered command for orders over 5 degrees.
- if the steering failure alarm system should loose the power supply.
A normal closed contact is also provided for the main alarm system E0.

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ALARM UNIT
5.2.3 Steering failure alarm panel.
The steering failure alarm panel has the following function:
- One White lamp for System OK indication.

- One or two red lamps for alarm indication. Second red lamp for alarm indication, only
mounted for twin rudder. :
- White push button for ‘System test’.
- Blue push button for ‘Acknowledge alarm’
- Audible alarm (buzzer)
Function alarm acknowledge button:

First push : Turns off the buzzer.
Second push : Stop the flashing alarm light.
The lamp will now show a permanent light if the alarm
condition is still present. If there is no longer an alarm
condition the alarm will be turned off.
The ‘System test’ activates the alarm lamp and the buzzer and E0 contact.

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FEED BACK UNIT
5.2.4 AS12 Text transmission RS422, NMEA 0183 (VDR)
The “VDR” text transmission from the steering gear AS12 deviation alarm is designed in
accordance with IMO performance standard A.861(20) and IEC 61996.

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FEED BACK UNIT
6.1 Feed back unit FB…
The feedback unit contains the transmitter for the rudder indicating system, switches for
limitation of the rudder travel and transmitter for the control system. The unit is fitted to a
bracket flanged to the top of the actuator. The drive for the feedback unit is provided either by a
linkage arrangement or a chain/belt drive to the rotor. The chain/belt is pre-tensioned by a
spring to eliminate play.
The feed back unit can also be delivered for separate mounting.
The drive shaft follows the turning of the rudder stock and transfer the movement to the
potentiometer(s) and the tripping releaser for the limit switches. The potentiometer(s) can
be single, double or triple depending on the installation.
The tripping cams are adjusted to interrupt the steering signal about 2 degrees before the
rotor reaches mechanical stop.
The feedback unit is pre-set in mid ship position during final testing in the factory.
6.1.2 Assembly drawing feed back unit type FB40-....

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INSTRUCTION MANUAL
MAINTENANCE – FAULT FINDING
7.1 Installation

• Qualified personnel must carry out all electrical installations, and all work must be
executed in accordance with the rules or the classification society.
7.1.2 Component location

• The units are type approved only when they are located inside the original cabinet.
• The location of each component is stated in the cable diagram.
• The control system type CS-.... is made for bulkhead mounting and is normally
mounted in the bridge or room adjacent to. The cable length from the control system
to the bridge equipment must not be more than 100m.
• The motor controller type MC-.... is made for bulkhead mounting and is normally
mounted in the steering gear room.
• The control panel type CU-... and CM-... must be placed easily visible and accessible
on the bridge.
7.1.3 External cables

• All cables must be approved of the classification society.
• The cross-section of the cables for the control and rudder indication system must be
according to the cable diagram.
• The cross-section of the main supply cables to the electric motors must be selected according
to the rules of the classification society. Confer pertaining list of cables for the installation.
7.1.4 Main supply.

• Note that special requirements are applicable for selection of the main circuit breaker.
• Power supply to the motor controller must be connected with separate cables directly from
the main switch board.
• The supply of 24V DC for the rudder indicator system and alarm system must be
supplied from a battery with constant supply.
7.1.5 Electric motor.

• The electric motor is selected for duty type S6-40% (continuous operation periodic duty).

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INSTRUCTION MANUAL
7.2 Running-in
7.2.1 Motor controller MC… for solenoid operated steering gear.
• Consult section for power unit (motor controller for solenoid operated steering gear).
• Check that the power supply from the main switchboard to each motor controller is
correct and that each electric motor is connected for the correct supply.
• Switch on the isolating switch normally located inside the motor controller.
• Consult section for de-airing of the hydraulic system.
Warning:
Running against mechanical stop will give full pressure in the system depending
on the setting of the relief valves.
If air is left in the system this may be heard as increased noise from the pumps.
They must then be stopped to avoid damage.
The hydraulic system must be complete de-aired before next step.
• Check that the overload alarm output from the overload relay is adjusted to the full load
current of the el. motor. Factory setting.
• Turn the selection switch in the motor controller to position 3, “Local control”.
The motor controller is now turned on and cannot be operated from the bridge panel.
Check that the power pump rotates in the direction indicated by the arrow on the pump
flange. If it goes the wrong way interchange motor cables.
• Turn the selector switch in the motor controller to pos. 1, “Remote control”. Remote start
from the bridge panel should now be possible.
• Turn the selector switch in the motor controller to pos. 2, ”Stop”. It should now be
impossible to use remote start from the bridge. (Maintenance work to the steering gear
system may now be carried out.)

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INSTRUCTION MANUAL
7.2.2 Motor controller MC… for frequency operated steering gear.
• Consult section for power unit (motor controller for frequency operated steering gear).
• Check that the power supply from the main switchboard to each motor controller is
correct and that each electric motor is connected for the correct supply.
• Switch on the isolating switch normally located inside the motor controller.
• Consult section for de-airing of the hydraulic system.
Warning:
Running against mechanical stop will give full pressure in the system depending
on the setting of the relief valves.
If air is left in the system this may be heard as increased noise from the pumps.
They must then be stopped to avoid damage.
The hydraulic system must be complete de-aired before next step.
• Check that the overload alarm output from the freq. converter is adjusted to the full load
current of the el. motor. Factory setting.
• Turn the selection switch in the motor controller to position 3, “Local control”.
The motor controller is now in running mode and cannot be operated from the bridge panel.
Check that the manoeuvring pump rotates in the direction indicated by the emergency push
button in the front of the starter door. If it goes the wrong way interchange motor cables.
• Turn the selector switch in the motor controller to pos. 1, “Remote control”. Remote start
from the bridge panel should now be possible.
• Turn the selector switch in the motor controller to pos. 2, ”Stop”. It should now be
impossible to use remote start from the bridge. (Maintenance work to the steering gear
system may now be carried out.)

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INSTRUCTION MANUAL
7.2.3 Feed back unit FB…
• Consult section for the feed back unit and enclosed drawings.
• The feedback unit is normally adjusted and pre-set in mid ship position
during final testing in the factory.
• The feedback unit contains:
- switches for limitation of the rudder travel.

- transmitter for the rudder indicating system
- transmitter for the control system.
• Adjustment of limit switches.
- The tripping cams are adjusted to interrupt the steering signal about
1-2 degrees before the rotor reaches mechanical stop.
- Move the rudder to the limit switch position
- Adjust the position of each ring and tighten the locking screw.
• Adjustment of transmitter for the rudder indicator system.
- Check that the rudder and mechanical rudder indicator on the actuator is in zero position.
- Power supply to the rudder angle indication system to be switched off.
- Disconnect the wire to the centre point of the feedback potentiometers. Measure the
resistance between the end points on the potentiometer (approx. 5Kohm).
The resistance between each end point and mid point shall be equal.
Loosen the potentiometer and turn it until resistance between the end points and mid
point to each side is equal.
- If the rudder indicators moves in the wrong direction, interchange the outer
wires of the potentiometers.
• Adjustment of transmitter for the control system.
- Check that the rudder and mechanical rudder indicator on the actuator is in zero position.
- Power supply to the control system to be switched off.

Switch off the isolating switch inside each motor controller.
- Disconnect the wire to the centre point of the feedback potentiometers. Measure the
resistance between the end points on the potentiometer (approx. 5Kohm).
The resistance between each end point and mid point shall be equal.
Loosen the potentiometer and turn it until resistance between the end points and mid
point to each side is equal.
- If the rudder moves in the wrong direction, interchange the outer wires of the potentiometers.
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INSTRUCTION MANUAL
7.2.4 Rudder indication system.
• Consult section for control station and feed back unit.
• The rudder indicator amplifier is normally located at the terminal list

on the main control panel.
• Adjustment of the mechanical zero point of the rudder indicator.
- Check that all rudder indicators indicates 0 degrees without

power supply connected, (Factory setting).
• Adjustment of the rudder indicator amplifier type 5801-RI05-00.
- Switch on the power supply to the indicator system.
- Check that the rudder and mechanical rudder indicator on the

actuator is in zero position.
- If the rudder indicators not is indicating zero position a final zero adjustment (P20)
(+-2 degrees) can also be done on the rudder indicator amplifier.
- Operate the rudder actuator manually from the steering gear room until the
mechanical rudder indicator reaches 35 degrees port. Adjust the gain (P30) on the
rudder amplifier until the rudder indicators show 35 degrees port. Each of
the rudder indicators can also be adjusted separately if necessary.
- Adjustment of galvanic isolated +-10V rudder position signal.

Position the rudder 5 degrees before the steering gear reach mechanical stop, and
adjust (P40) until the rudder position signal equal 9V.

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INSTRUCTION MANUAL
7.2.5 Control system CS…
• Consult section for rudder control system and control station.
• The power supply to the control system is taken from the motor controller, and
the isolating switch inside each motor controller must therefore be switched on.
• The jumper settings for the control system and control panel are stated in the
first part of the cable diagram.
- The jumper settings is done before the equipment is leaving the factory.
• Non-follow-up main steering. (Emergency steering)
- The non-follow-up main steering is often connected with priority

so that other steering modes are disconnected when this steering is used,
see enclosed cable diagram.
- The following test must be executed for each pump unit.
- Start one pump at the time from the bridge.
- Operate the override switch for permanent disconnection of all other steering
modes. The override function is indicated with override light for each pump,
and if required a audible alarm.
- Move the rudder by activating the non-follow-up override push buttons.
- For control system configured for override the rudder can also be operated
when the override switch is in off position.

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INSTRUCTION MANUAL
• Non-follow-up steering lever.
The following test must be executed for each pump unit:
- Start one pump at the time from the bridge.
- Select the steering mode by pressing the in-command push button,

the lamp will then lit.
- Move the rudder by the selected steering lever.
- NFU memory (option).

If this function is delivered the position of the steering gear will be stored in the
memory and used as order signal when the NFU steering lever is not used.
This function can be check by operating the non-follow-up main steering.

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INSTRUCTION MANUAL
• Follow-up steering lever (Factory setting).
Note: Synchronized steering is done with two potentiometers mounted on

a common shaft (a double potentiometer).
- Select the steering mode by operating the in-command push button.

The “in command” function can be configured in two modes:
ref. section for control system CS.. series.
a: If the operator activate the in command, the steering mode will be activated immediately.
b:If the in command push button is activated, the system require that the order signal is
equal to the position of the steering gear before the actual steering mode is activated. If
not, the in command light will start flashing to indicate that the operator must change the
order signal. The order must be changed inside a period of 6-7 sec. When the actual
steering stand is activated, the in command light goes from flashing to steady. This
function is only used for FU steering. For ships with two rudders and independent steering
this function is only connected to the controller for port rudder.
Note: Pos. “b” is standard for vessel with one rudder and follow-up steering.
- Adjust the 0-point for the FU-controller.
- Adjust order signal from FU-controller to 8V(50°,FU-controller) or

10V(70°, FU-controller) when the position of the controller is
max. order (mechanical stop), J2-2 (0V) to J2-6(order signal) equal
respectively 8V or 10V. The adjustment is done with the pot. meter mounted
on each controller.

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INSTRUCTION MANUAL
• Control system, amplifier card.
- Select a steering mode with follow-up steering.
- Move the FU-controller in command to a position approx. 5 degrees before mechanical

stop of the steering gear and adjust P20(gain, amplifier card) until the position of the
steering gear equal the order.
- Start (remote control) two pumps for each rudder.
- Adjust P60 (sensitivity, amplifier card) clockwise until the follow-up system start oscillating,
and the rudder overshoot when we move the controller. The oscillation and overshoot can be
observed on the 4 LED (order signal port/stbd for each pump) on the front of the amplifier
card. Adjust P60 an half turn counter clockwise and move the controller again to observe if
the oscillation is gone. If not adjust again until the oscillation is gone.
If FU steering is selected and two pumps are running, the on/off steering signal will be
switch off to one of the pump when absolute value
(order - position steering gear) < 2-4 degrees.

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INSTRUCTION MANUAL
• Control system, external analog equipment (autopilot, joystick, DP).
- Select a steering mode for analog equipment .
- Set the order signal from the analog equipment equal +10VDC.
- Adjust the gain potentiometer for the actual equipment until the rudder position
is 1-2 degrees before the steering gear reaches mechanical stop (electric limit switches).
The location for the gain potentiometer for analog external equipment is indicated
on the first part of the cable diagram.
• Control system, interface card (U10)
- Adjustment of galvanic isolated +-10V rudder order signal.

Position the rudder 5 degrees before the steering gear reach mechanical stop, and
adjust (P10) until the rudder order signal equal 9V.
7.2.6 Other function control panel.
• Consult section for control station.
• Dimmer test.
- First turn on all pump units and check that the supply to the alarm system and rudder
indicator system is turned on. Turn the dimmer knob and check that the lamps on the bridge
steering gear panel are dimmed. It is not possible to dim the alarm lamps.

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INSTRUCTION MANUAL
7.2.7 Alarm system AS02…
• Consult section for alarm system.
• Function test of alarm panels.
- Push-button marked “Test” activates the buzzer in the alarm panel and all the visual alarms
on the alarm panel.
- Push-button marked “Ack.” on the panel:

One push on the button marked “Ack.” on the panel will reset the buzzer on the alarm panel.
A second push will stop visual alarm from flashing.
A permanent light will be lit until the alarm situation is corrected
.
• Tripping any of the alarms the ship’s general alarm system (E0) will be activated. The output
for the general alarm system will then be activated (NC).
• If the alarm panel lose contact with the interface cards located in motor controllers the ships
general alarm system (E0) will be activated.
• Auto start can be tested by activating any of the alarms on the corresponding
motor controller.
• Function test alarm inputs.
- Overload pump no. for solenoid operated steering gear (El. motor overload).
The overload alarm can be tested by activating the test push button on the overload
relay located inside the motor controller.
Note: The overload relay shall be configured for automatic reset (factory setting).
- Overload pump no. for frequency controlled steering gear (El. motor overload).
The overload alarm can be tested by disconnecting the wire connected to overload
contact on the frequency relay, see drawing for the motor controller.
- Phase failure pump no. (Phase failure to el. motor).
Removing one of the fuses to the phase failure relay.

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INSTRUCTION MANUAL
- Power failure pump no. (Power failure to el. motor)

Remove one of the fuses for the start/stop circuit.

Turn the selector switch in the motor controller to pos. 2, ”Stop”. or
pos. 3, “Local control”.
“Low oil level” is tested by disconnecting the level switch on the expansion tank.
- Power failure aux. steering (also include feed back failure).

a. Tested by removing the fuses for the aux. steering in the motor controllers.
Note: One aux. steering is supplied from two motor controllers.
b: Tested by disconnecting one of the wires connected to the feed back

potentiometer (if mounted).
- Hydraulic lock alarm pump no.__(For solenoid operated steering gear)
Turn the selector switch in the front of the motor controller to position
“1. Remote control”. Set the steering mode on the main panel to “override” position.
Start both pumps for each steering gear. Press the lever on the solenoid
for approx. 5 seconds and the hydraulic lock alarm will be monitored.
- Hydraulic lock alarm pump no.__(For FCP operated steering gear)
Turn the selector switch in the front of the motor controller to position
“1. Remote control”. Start all steering gear pumps. Disconnect first wire from X1:3 (port
signal) in the connection box on the steering gear and wait for approx. 5 seconds until alarm
is monitored. Connect the wire again. Then do the same for stbd signal X1:4. This operation
must be carried out for all pump units.
The clogged filter alarm can be tested by disconnecting the wire connected
to the clogged filter sensor.
- High oil temperature pump no.__(Used for steering gear with oil cooler)
The high oil temperature alarm can be tested by disconnecting the wire connected to
temperature sensor, normally located on the pump unit.
- Earth failure alarm pump no.__(Only activated when the motor is not running)
The earth failure alarm can be tested by disconnecting the wire connected to earth
failure relay located in the motor controller.

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INSTRUCTION MANUAL
7.2.8 Deviation alarm system type AS12…
DEVIATION ALARM AS12 START UP PROCEDURE

Before starting this procedure the start up of the control system for the steering gear should have been done.
Position of low rudder angel switches should be known.
Check: Rudder 1 Rudder 2
1 Low rudder angle port value:
2 Low rudder angle stbd. Value:
3 Node ID for U1: 11 Single rudder with 1 to 7 FU control panels.
12 Twin rudder with 1 to 7 FU control panels.
13 Single rudder with 8 to 14 FU control panels.
Enter learning mode. 14 Twin rudder with 8 to 14 FU control panels.
Turn off power. Connect learning mode jumper. Turn on power.
After each step, store position values with the ‘ACKN ALARM’ button. A short beep will confirm it.
The lamps should now flash:
Step: Description: Done: System Ok Alarm Synchronized
Learning feedback signals.
1 Move the rudder(s) to 0°. 0.5 sec on/off 0.5 sec on/off Yes
2 Move the rudder(s) to 30° port. 0.5 sec on/off 0.5 sec on/off No
3 Move the rudder(s) to 30° stbd. 1 sec on/off 1 sec on/off Yes
Learning low and high rudder angle.
4 Move the rudder(s) to port low rudder angel limit switch location. 1 sec on/off 1 sec on/off No
5 Move the rudder(s) to stbd. low rudder angel limit switch location. 2 sec on/off 2 sec on/off Yes
6 Move the rudder(s) to port high rudder angel limit switch location. 2 sec on/off 2 sec on/off No
7 Move the rudder(s) to stbd. high rudder angel limit switch location. 3 sec on 1 off 3 sec on 1 off Yes
Learning FU orders signals.
8 Move the ALL follow up controllers to 0°. 3 sec on 2 off 3 sec on 2 off No
9 Move the ALL follow up controllers to 30° port. 3 sec on 2 off 3 sec on 2 off Yes
10 Move the ALL follow up controllers to 30° stbd. 3 sec on 3 off 3 sec on 3 off No
Storing values to EEPROM
11 Store values to EEPROM. 3 sec on 3 off 3 sec on 3 off Yes
Exit learning mode.

The ‘SYSTEM OK’ and ‘ALARM’ lamp(s) should now be off.
Turn off power. Remove the learning mode jumper. Test the unit.

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INSTRUCTION MANUAL
7.3 Interface external equipment.
7.3.1 General information.
• The rudder control system can be interfaced to different external equipment.
Consult cable diagram for the actual steering gear el. equipment.
Normal requirement for the signals are:

- All input signal shall be galvanic isolated.
- We will supply a galvanic isolated signal for all outputs.
Typical interfaces are:

- Autopilot.
- Dynamic position system.
- Joystick.
- Ship main alarm system.
- Maintenance system.
- Voyage data recorder
Typical interface signals for each pump are:

- 3pc. Run signals.
- 1pc. Supply present signal.
- 1pc. Auto start signal.
- 1pc. Order signal port and stbd.
- 1pc. FU selected.
Typical interface signals from alarm system are:

- 2pc. Common alarm contact “E0”.
- 1pc. NMEA RS422 Text transmission of alarm status.
Typical interface signals from rudder indication system are:

- 2pc. Analog rudder position signal from each rudder.
- 1pc. Analog rudder order signal for each rudder.
- For interface autopilot, DP and joystick see following pages.

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INSTRUCTION MANUAL
7.3.2 Interface autopilot.
• Example (1 * Rudder actuator, NFU, 2* pump).
• Example (1 * Rudder actuator, FU, 2* pump).

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INSTRUCTION MANUAL
• Example (2 * Rudder actuator, FU, 4 * pump).

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7.3.3 Interface joystick.
• Example (1 * Rudder actuator, FU, 2* pump).

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INSTRUCTION MANUAL
• Example (2 * Rudder actuator, FU, 4 * pump) (Redundant)

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INSTRUCTION MANUAL
• Example (2 * Rudder actuator, FU, 4 * pump) (Non-redundant)

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INSTRUCTION MANUAL
7.3.4 Interface dynamic position system (Redundant)
• Example (2 * Rudder actuator, FU, 4 * pump).

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INSTRUCTION MANUAL
7.3.5 Interface Voyage Data Recorder (VDR).
• Example (1 * Rudder actuator, 1 * pump).
• Example (1 * Rudder actuator, 2* pump).

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INSTRUCTION MANUAL
• Example (2 * Rudder actuator, 4 * pump).
For more information on NMEA 0183 text transmission form the AS02 alarm system see
5.1.4 AS02 RS422 VDR interface.

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INSTRUCTION MANUAL
7.4 Harbour acceptance test.
How to fill in the form :

Not applicable ................
Test accepted V.............
Test not accepted FAILED
7.4.1 Hydraulic test.
Pump.1 Pump.2 Pump.3 Pump.4

Manoeuvring time (65° < 28sec.) ............ ............ ............ ............ [Sec.]
Safety valves pump unit. *) ............ ............ ............ ............ [Bar.]
Safety valves on rudder motor. ............ ............ ............ ............ [Bar.]
*) = not applicable for frequency controlled pumps (FCP).
7.4.2 Emergency steering from steering gear room.
The mode selector switch in the front of each motor controller should be turned to position
“Local control”. Alarm for “power failure control system” will occur.
Solenoid operated steering gears Pump.1 Pump.2 Pump.3 Pump.4

Operate the hand levers on either
end of each manoeuvring valve
to obtain rudder travel. ............ ............ ............ ............
Frequency controlled pumps Pump.1 Pump.2 Pump.3 Pump.4

Operate the emergency push
button located in the front
of the motor controller. ............ ............ ............ ............
7.4.3 Alarm system
Alarm panels:
Push the "Test" button on the alarm panel. All alarm lights and buzzers will now be tested on the
local panel.
All steering gear control systems will be turned on through the auto-start feature (if delivered).
Push the ack.-button once and the buzzer will stop. If an alarm has occurred, push the button once
more and the auto start loop will opening and if the alarm condition is still present, the alarm lights
goes from flashing to steady light, otherwise it is turned off.

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INSTRUCTION MANUAL
Alarm to be tested:

Overload pump ... ............ ............ ............ ............
Phase failure pump... ............ ............ ............ ............
Power failure pump... ............ ............ ............ ............
Power failure control... ............ ............ ............ ............
Low oil level pump... ............ ............ ............ ............
Hydraulic lock pump.... ............ ............ ............ ............
Clogged filter pump... ............ ............ ............ ............
High oil temp pump... ............ ............ ............ ............
Earth failure pump... ............ ............ ............ ............
Power failure aux. steering. .................... ............ .................... ............
General alarm, E0. .............
7.4.4 Main steering position.

Start/stop ............ ............ ............ ............
Limit switches ............ ............ ............ ............
NFU emergency steering ............ ............ ............ ............
NFU steering (aux. steering) ............ ............ ............ ............
FU steering (aux. steering) ............ ............ ............ ............
Rudder angle indication .................... ............ .................... ............
7.4.5 Aft steering position.

Start/stop ............ ............ ............ ............
NFU emergency steering ............ ............ ............ ............

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INSTRUCTION MANUAL
7.4.6 Port wing steering position

7.4.7 Stbd wing steering position

7.4.8 External connection.

Autopilot ............ ............ ............ ............
Joystick ............ ............ ............ ............
Dynamic position system ............ ............ ............ ............
Rolls-Royce Marine AS Yard representative
.............................................. ..........................................
(sign.) (sign.)

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INSTRUCTION MANUAL
8.1 Maintenance
Rolls-Royce marine steering gears are designed to maintain safe operation within minimum
of maintenance. However, to avoid unexpected stops, we will emphasise the importance to
maintain the installation on regular basis.
In connection with scheduled class survey, general overhaul or repair we advise to use
engineers from our factory or factory trained engineers from our service representatives in
different countries. This will limit the time of repair to a minimum and ensure continuous
safe operation.
Only original spare parts should be used!
The alarm system monitors the general condition of the installed unit.
If a fault occurs in any part of the system, the cause should be examined and the fault
repaired.
All repairs and surveys should be recorded as this may provide valuable information for
planning future maintenance.
The built in redundancy of the equipment offers several options for normal operation and
emergency control.
However, the crew should have regular training to be able to select the correct steering mode
required by the conditions and maintain safe control in the event of emergency.
Recommendation:
We would emphasise that regular maintenance functional test, training and survey should be
included on the operation manual on any type of ship.
The extent of the above will depend on the type of ship and the equipment fitted.
8.1.2 Monthly test
• Functional test of steering modes from all steering stations, normal and emergency mode.
• Test alarm system.

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INSTRUCTION MANUAL
8.1.3 Annual survey
• Functional test of steering modes from all steering stations, normal and emergency mode.
• Test alarm system.
• Visual check of all components included in the alarm, control and steering system.
• Test operation of switches, cable connections, and the insulation properties of the motor.
• Local start of pump units directly from each starter cabinet.
Consult section for control stations (emergency steering).
• Defective components to be replaced.
• Check communication system between steering gear room and bridge.

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INSTRUCTION MANUAL
8.2 Fault finding
8.2.1 Reason(s) for alarms

- Overload pump no. (El. motor overload).
Reason(s) for failure can be:
- The electric motor is overloaded.
- Phase failure pump no. (Phase failure to el. motor).

- One of the phases for the supply to the motor controller is out.
- Main power supply out of range (voltage or frequency).
- Power failure pump no. (Power failure to el. motor)

- Main power supply from switch board is lost.
- Main switch in motor controller is off.
- Broken fuses internal in the motor controller.

- The selector switch in the front of the motor controller is not in position “remote control”.
- Fault on the solenoid driver in the motor controller.
“Reason(s) for failure can be:
- Low oil level in the hydraulic system.
- Power failure aux. steering

- Fault on the power supply for the aux. steering.
- Faulty amplifier card, aux. steering.
- Faulty feed back potentiometer.
- Hydraulic lock alarm pump no.

- Fault on the solenoid driver in the motor controller. (Only for solenoid operated)
- Defective solenoid on the manoeuvre valve. (Only solenoid operated)
- Locked manoeuvre valve.
- Defective sensor.

- Dirty oil.
- Clogged oil filter.
- High oil temp pump no.__(Used for steering gear with oil cooler)
- Defective fuses for the motor on the oil cooler.
- Defective oil cooler.
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INSTRUCTION MANUAL
8.2.2 Fault finding when no alarms present.
The following operation faults may appear (assume no alarms is present) :
- The steering gear fails to start up

Reason(s) can be:
- Defect pump control card.
- Defect start relay.
- Defect wiring connections between control system and motor controller/control panel.
- The steering gear fails to respond when given rudder command

Reason(s) can be:
- Defect amplifier card.
- Defect selector card.
- Defect pump control card.
- The rudder can only be operated to one side.

Reason(s) can be:
- Defect limit switches in the feed back.
- Defect micro switches on the NFU steering switch..
- The rudder can not be brought from hard over position to mid-ship
Reason(s) can be:
- Defect limit switches in the feed back.
- Rudder can not be moved out of centre position.

Reason(s) can be:
- Defect amplifier card (supply order/feed back potentiometer).
- Defect wiring connections between control system and feed back/control panel.
- The rudder movement is not equal to each side (port/stbd).

Reason(s) can be:
- Feed back potentiometer not correct adjusted
- FU controller potentiometer not correct adjusted
- Lamp in the control panel will not lit.

Reason(s) can be:
- Defect bulb.
Fault with the steering gear may also appear as a combination of one or more of
the above mentioned sections.

TB, 19.12.08,

Master Instrb El 004 GB 1

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INSTRUCTION MANUAL

RUDDER CONTROL SYSTEM

ELECTRICAL EQUIPMENT FOR STEERING GEAR

0 GENERAL Page no. 4

0.1 Spare parts

1 CONTROL SYSTEM Page no. 6

1.1 General information

1.2 Control system CS…series

2 CONTROL STATIONS Page no. 46

2.1 Control stations

2.2 Control panel CU…series

2.3 Control equipment CM…series

2.4 Emergency steering

Art. No. Rolls-Royce Marine AS,

3 POWER UNIT Page no. 63

3.1 General power unit

3.2 Motor controller MC…

4 RUDDER INDICATION SYSTEM Page no. 70

4.1 Rudder indication system

5 ALARM SYSTEM Page no. 73

5.1 Alarm system AS02…

5.2 Steering failure alarm type AS12-…

6 FEED BACK UNIT Page no. 84

6.1 Feed back unit FB…

Art. No. Rolls-Royce Marine AS,

7 INSTALLATION – RUNNING IN Page no. 85

7.3 Interface external equipment.

7.4 Harbour acceptance test.

8 MAINTENANCE – FAULT FINDING Page no. 110

8.2 Fault finding

Art. No. Rolls-Royce Marine AS,

0.1 Spare parts.

• Following information are required when order spare parts:

- Our order number, see instruction manual.

0.2 Drawings and documentation.

Art. No. Rolls-Royce Marine AS,

0.3 Warnings and cautions.

UNDERTAKING ANY WORK ENVISAGED BY THIS DOCUMENT MAY EITHER

IT IS THE RESPONSIBILITY OF THE USER TO ENSURE THAT APPROPRIATE CONTROLS

IT IS ALSO THE USER’S RESPONSIBILITY TO ENSURE THAT APPROPRIATE CONTROLS

IF, WHILST UNDERTAKING ANY WORK ENVISAGED BY THIS DOCUMENT, YOU

Art. No. Rolls-Royce Marine AS,

1.1 General information

• FU = Follow-up = Rudder moves to the rudder angle set by the operator,

Art. No. Rolls-Royce Marine AS,

1.1.2 Steering gear, solenoid operated pumps

This system consist of a constant running pump driven by electric motor.

1.1.3 Steering gear, frequency controlled pumps

Art. No. Rolls-Royce Marine AS,

1.2 Control system CS…series

1.2.1 System overview

• The control system consist of:

The pump control card can be used as a separate control system.

Art. No. Rolls-Royce Marine AS,

1.2.1.2 Block diagram

• System overview for steering gear with solenoid operated valves

Art. No. Rolls-Royce Marine AS,

• System overview for steering gear with reversible pumps