MicroCommander 9110 Operation

MicroCommander 9110
Operation & Troubleshooting Manual
MM9110 Rev.B 7-04
PREFACE
MicroCommander 9110 Series
ZF Mathers
ENGINE
CLUTCH
Processor Part No. Servo Electronic Servo Solenoid
9110
Servo 2
OPTIONAL TROLL
9001 Actuator
Servo 1
Servo 3
Table Preface-1: MicroCommander Processor List
This manual is for the above Processors.
Throughout this manual special attention should be paid to the
following:
NOTE:
ONTAINS HELPFUL INFORMATION.
C
CAUTION: Damage to the equipment may occur if these messages are not followed.
WARNING:
PERSONAL INJURY MAY RESULT IF THESE MESSAGES ARE NOT FOLLOWED.
WARNING:
PERSONAL INJURY COULD OCCUR IF THE FOLLOWING STEPS ARE NOT FOLLOWED
EXACTLY.
ATTENTION
It is important to keep this Manual in a safe place for future reference. The manual contains answers to questions that may arise during operation or installation
of the ZF Mathers Control System and its options.
CAUTION: On Control Systems utilizing more than one Processor, ZF Mathers highly
recommends that ALL UNITS be upgraded to the most current Processor.
CAUTION: Electro-static discharge can damage this equipment. Personnel working on
this equipment must be grounded to the chassis with the Anti-static Wrist
Strap provided.
CAUTION: Disconnect the Power Harness from the Power Pigtail whenever welding is
being done on the vessel. Failure to do so can cause permanent damage.
CAUTION This equipment is designed to work with other ZF Mathers designed equipment. DO NOT operate this equipment with any other manufacturers
equipment unless approved so in writing by ZF Mathers Engineering
Department.
CAUTION: • On MicroCommander systems utilizing more than one 585, 585CE, or
9110 Model Processors, ZF Mathers highly recommends that ALL UNITS
be upgraded to the latest Model 9110 Processor.
• If you are planning to use the High/ Low Idle feature or Clutch Oil Pressure Interlock, Synchronization or Trolling options, DO NOT attempt to
operate a 585 or 585CE Processor with the Model 9110 Processor.
• Timing to engage control function (Button push, momentary hold for 2
seconds) is far different from older models.
For the purpose of this manual, the drawings illustrate pluggable
systems with two Remote Stations. The Processors described
within, may in fact be installed with anywhere from one to five
Remote Stations.
Page
Preface-1
PREFACE
Hard-wired installation is described in MM9110-I MicroCommander Installation Manual with the exception of the Tachometer Signal and Serial Communication Pigtails, which always
come from the factory pre-wired.
Page
Preface-2
TABLE OF CONTENTS
SW15623.0
Table of Contents
MicroCommander 9110 Series .................................................................................................... Preface-1
Table Preface-1:MicroCommander Processor List......................................................................................................Preface-1
Table of Contents................................................................................................................................TOC-1
9110 Revisions List .............................................................................................................................TOC-5
1
1-1
1-2
1-3
INTRODUCTION -
Figure 1-1:
2
2-1
2-2
2-3
2-4
2-5
2-6
2-7
2-8
2-9
2-10
2-11
2-12
2-13
2-14
2-15
2-16
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- 1-1
Manual Contents . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-1
Basic Theory of Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-1
Basic MicroCommander System Drawing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-2
System Features . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-2
OPERATION - - - - - - - - - - - - - - - - - - - - - - - - - - - - 2-1
Figure 2-1:
Figure 2-2:
Figure 2-3:
Figure 2-4:
Figure 2-5:
Figure 2-6:
Figure 2-7:
Figure 2-8:
Figure 2-9:
Figure 2-10:
Figure 2-11:
Figure 2-12:
Figure 2-13:
Figure 2-14:
Figure 2-15:
Figure 2-16:
Figure 2-17:
Figure 2-18:
Figure 2-19:
Figure 2-20:
Figure 2-21:
Figure 2-22:
Figure 2-23:
DC Power On . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-1
Taking Command . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-1
Station taking Command . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-1
Basic Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-1
Control Head Detents . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-2
Start Interlock (if used) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-2
Station Transfer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-2
Remote Stations Before Transfer of Command . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-2
Remote Station Transfer after Transfer of Command . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-2
Proportional Pause . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-3
Warm-up Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-3
Control Head Warm-Up Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-3
Control Head Normal Operating Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-3
High/Low Idle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-3
High/Low Idle Mode Selection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-4
One Lever Mode (Twin Screw) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-4
Step A) One Lever Operation Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-5
Step B) One Lever Operation Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-5
Engine Synchronization (Twin Screw) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-5
Control System’s Configurability . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-8
Audible Tones. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-10
Slow Repetitive Tone . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-10
One Long, Three Short Tones . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-10
Steady Tone . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-10
Five (5) Second Steady Tone . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-11
Three (3) Second Steady Tone . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-11
Five Seconds On, Five Seconds Off - High Repetitive Tone . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-11
One Long - Two Short Tones . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-11
One Long - Two Short - High Repetitive Tones . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-11
One Long - One Short Tone . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-11
One Long, One Short - High Repetitive Rate Tone . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-12
One Long - Four Short Tones . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-12
One Long, Four Short - High Repetitive Rate Tone . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-12
Push Button Set Up . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-12
Visual System Diagnostics, Set Up And Status Indication . . . . . . . . . . . . . . . . . . . . . 2-12
Circuit Board Shield Layout . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-13
Pluggable Connections . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-13
Standard Processor Pluggable Connections View . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-13
Optional Features Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-14
TOC-1
TABLE OF CONTENTS
3
PLAN THE INSTALLATION - - - - - - - - - - - - - - - - - - - - - 3-1
4
INSTALLATION - - - - - - - - - - - - - - - - - - - - - - - - - - 4-1
5
SET UP PROCEDURE - - - - - - - - - - - - - - - - - - - - - - - 5-1
6
DOCK TRIALS - - - - - - - - - - - - - - - - - - - - - - - - - - - 6-1
7
7-1
7-2
7-3
7-4
7-5
SEA TRIALS - - - - - - - - - - - - - - - - - - - - - - - - - - - - 7-1
Table 7-2:
8
9-4
Record Parameters Table ............................................................................................................................. 7-6
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-9
CONTROL OPTIONS - - - - - - - - - - - - - - - - - - - - - - - - 8-1
9
9-1
9-2
9-3
Full Speed Setting - Servo Throttle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-1
Proportional Pause . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-1
Synchronization Test (Twin Screw Only) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-4
Sea Trial Report . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-5
PERIODIC CHECKS AND MAINTENANCE - - - - - - - - - - - - - 9-1
Table 9-1:
Control Heads. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-1
Processor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-1
Power Supply . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-1
Fully Charged Battery ................................................................................................................................... 9-2
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-3
Appendix A
PARTS LIST.............................................................................................................................................. A-1
MMC-165 Rev.D 3/02............................................................................................................................. A-3
Electronic Propulsion Control Systems Three Year Limited Warranty
MMC-163 Rev.B 1-01............................................................................................................................. A-5
Warranty Registration
Appendix B
B1
Figure B1-1:
B1-1
TROUBLESHOOTING GENERAL - - - - - - - - - - - - - - - - - B1-1
Basic Single Screw, Two Station Diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B1-1
Typical System Main Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B1-1
B2
TROUBLESHOOTING QUESTIONS - - - - - - - - - - - - - - - - B2-1
B3
TROUBLESHOOTING PROBLEM RESOLUTION - - - - - - - - - - B3-1
B3-1
B3-2
B3-3
B3-4
Table B3-1:
DC Power . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Component Location. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Component Condition. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Interconnecting Wiring and Harnesses . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
B3-1
B3-1
B3-2
B3-2
Examples of Components (Internal/External) .............................................................................................B3-2
TOC-2
TABLE OF CONTENTS
B4
Figure B4-1:
Figure B4-2:
Figure B4-3:
Figure B4-4:
Figure B4-5:
Figure B4-6:
Figure B4-7:
Figure B4-8:
B5
TROUBLESHOOTING DIAGNOSTIC MENU - - - - - - - - - - - - B4-1
Display Function Code List . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-1
Display Troubleshooting Function . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-1
Display Troubleshooting Function Blinking . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-1
Example Display of Applied Battery Voltage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-1
Example Display of Tach Sensor Frequency . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-1
Example Display Control Head Lever Current Positions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-2
Example Display Control Head Transfer Button Status View . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-2
Example Display Software Revision Level View . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-2
TROUBLESHOOTING AUDIBLE TONES - - - - - - - - - - - - - - B5-1
B5-1
Basic Control System Tones . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B5-1
B5-2
Servo 1 Control System Tones . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B5-6
B5-3
Servo 2 Control System Tones . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B5-7
Figure B5-1:
Figure B5-2:
Figure B5-3:
Figure B5-4:
Figure B5-5:
Figure B5-6:
Figure B5-7:
Figure B5-8:
Figure B5-9:
Slow Repetitive Tone . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B5-1
One Long - Three Short Tones . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B5-2
Display Examples of Remote Stations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B5-3
Display Examples of Remote Stations A/D Value . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B5-3
Steady Tone . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B5-4
Three Second Tone . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B5-5
Three Second Tone, followed by a Slow Repetitive Tone . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B5-5
Five Seconds On, Five Seconds Off - High Repetitive Rate Tone . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B5-5
Five Second Steady Tone . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B5-5
Figure B5-10: One Long - One Short Tone . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B5-6
Figure B5-11: One Long, One Short - High Repetitive Rate Tones . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B5-6
Figure B5-12: One Long - Two Short Tones . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B5-7
Figure B5-13: One Long, Two Short - High Repetitive Rate Tones . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B5-8
B6
TROUBLESHOOTING STATION TRANSFER - - - - - - - - - - - - B6-1
B6-1
B6-2
Command Signal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B6-1
A to D Counts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B6-1
B6-3
Remote Station Select . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B6-3
Table B6-1:
Figure B6-1:
Figure B6-2:
Figure B6-3:
Control Head Lever A/D Counts..................................................................................................................B6-2
Display Station A/D’s No Station Transfer Button Depressed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B6-3
Example Display Station A/D’s Transfer Button Depressed for Stations 1 - 4 . . . . . . . . . . . . . . . . . . . . . . . B6-3
Display Station A/D/s Transfer Button Depressed for Station 5 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B6-3
B7
TROUBLESHOOTING STUCK TRANSFER BUTTON - - - - - - - - B7-1
B8
ERROR CODES - - - - - - - - - - - - - - - - - - - - - - - - - B8-1
B8-4
Basic Control System Error Codes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B8-1
B8-1
Servo 1 Error Codes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B8-2
B8-2
Servo 2 Error Codes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B8-2
B8-3
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B8-2
Table B8-2:
Table B8-3:
Table B8-4:
B9
Basic Control System Error Codes..............................................................................................................B8-1
Servo 1 Error Codes....................................................................................................................................B8-2
Servo 2 Error Codes....................................................................................................................................B8-2
BASIC PROBLEM CAUSES AND SOLUTIONS - - - - - - - - - - - B9-1
B9-1
Basic Control System Problem Causes and Solutions . . . . . . . . . . . . . . . . . . . . . . . B9-1
B9-2
Servo 2 Throttle Problem Causes and Solutions . . . . . . . . . . . . . . . . . . . . . . . . . . . B9-6
B9-3
Servo 1 Clutch Problem Causes and Solutions . . . . . . . . . . . . . . . . . . . . . . . . . . . . B9-6
B9-4
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B9-7
Table B9-1:
Table B9-2:
Table B9-3:
B10
B10-1
B10-2
B10-3
Basic Control System Problem Causes and Solutions................................................................................B9-1
Servo 2 Throttle Problem Causes and Solutions.........................................................................................B9-6
Servo 1 Clutch Problem Causes and Solutions...........................................................................................B9-6
PROBLEMS WITHOUT ERROR CODES - - - - - - - - - - - - - - B10-1
Basic Control System Problems Without Error Codes . . . . . . . . . . . . . . . . . . . . . . B10-1
Servo Clutch Control System Problems Without Error Codes. . . . . . . . . . . . . . . . . B10-2
Servo Throttle Control System Problems Without Error Codes. . . . . . . . . . . . . . . . B10-2
TOC-3
TABLE OF CONTENTS
B10
B10-1
B10-2
B11
PROBLEMS WITHOUT ERROR CODES - - - - - - - - - - - - - - B10-1
Basic Control System Problems Without Error Codes . . . . . . . . . . . . . . . . . . . . . . B10-1
Servo Clutch Control System Problems Without Error Codes. . . . . . . . . . . . . . . . . B10-2
SYNCHRONIZATION TROUBLESHOOTING - - - - - - - - - - - - B11-1
B11-1
Equal Throttle Synchronization . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B11-1
B11-2
Active Synchronization . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B11-2
Table B11-1: Basic Equal Throttle Synchronization Troubleshooting ............................................................................B11-1
Table B11-2: Servo Throttle Equal Synchronization Troubleshooting............................................................................B11-1
Table B11-3: Servo Clutch Equal Synchronization Troubleshooting..............................................................................B11-2
Table B11-4: Basic Active Synchronization Troubleshooting.........................................................................................B11-2
Table B11-5: Servo Throttle Active Synchronization Troubleshooting...........................................................................B11-3
Table B11-6: Servo Clutch Active Synchronization Troubleshooting .............................................................................B11-3
B12
B12-1
TROUBLESHOOTING CABLE HARNESSES - - - - - - - - - - - - B12-1
Basic Control System Harnesses . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B12-1
Table B12-7: Power, Start Interlock Harness Pin-Out....................................................................................................B12-1
Figure B12-4: Power, Start Interlock Harness Pin Out . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B12-1
Table B12-8: Power, Start Interlock, and Pressure Switch Harness Pin-Out.................................................................B12-1
Figure B12-5: Power, Start Interlock, Pressure Switch Harness Pin Out . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B12-1
Table B12-9: Power, Start Interlock, Pressure Switch, and Alarm Harness Pin-Out .....................................................B12-2
Figure B12-6: Power, Start Interlock, Pressure Switch, Alarm Harness Pin Out . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B12-2
Table B12-10: Serial Communication Harness Pin-Out....................................................................................................B12-2
Figure B12-7: Serial Communication Harness Pin Out . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B12-2
Table B12-11: Control Head Harness Pin-Out and Hard-Wire.........................................................................................B12-2
Figure B12-8: Control Head Harness Plug Pin Out . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B12-2
Table B12-12: Tachometer Sensor Harness Pin-Out........................................................................................................B12-3
Figure B12-11: Tachometer Sensor Harness Pin Out . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B12-3
Figure B12-9: Control Head Port Terminal Strip Connections . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B12-3
Figure B12-10: Control Head Starboard Terminal Strip Connections . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B12-3
B13
B13-1
PROCESSOR PIGTAILS - - - - - - - - - - - - - - - - - - - - - B13-1
Basic Processor Pigtails . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B13-1
Table B13-1: Power, Start Interlock, Clutch Oil Pressure Switch, and Alarm Pigtail Pin-Out........................................B13-1
Figure B13-1: Power, Start Interlock, Clutch Oil Pressure, and Alarm Pigtail Pin Out . . . . . . . . . . . . . . . . . . . . . . . . . . . B13-1
Table B13-2: Serial Communication Harness Pin-Out....................................................................................................B13-1
Figure B13-2: Serial Communication Harness Pin Out . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B13-1
Table B13-3: Control Head Pigtail Pin-Out (Up to 5 Stations)........................................................................................B13-1
Figure B13-3: Control Head Pigtail Pin Out . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B13-1
B13-2
Tachometer Sensor Pigtail Pin-out . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B13-2
Table B13-4: Tachometer Sensor Pigtail Pin-Out...........................................................................................................B13-2
Figure B13-4: Tachometer Sensor No.1 Pigtail Pin Out . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B13-2
MMC-172 Rev.Z-P 5/04.......................................................................................................................... B-3
Factory Authorized Sales & Service Centers - International
ENG-127 Ver.1 7/02 ........................................................................................................................... B14-7
MicroCommander Qualitative Failure Analysis and Design Verification Test Procedure
Appendix C
Drawing 12271-1 Basic Pluggable System Diagram .............................................................................. C-1
Drawing 12271-2 Basic Processor Connections..................................................................................... C-3
Drawing 12271-3 Notes Page................................................................................................................. C-5
TOC-4
REVISIONS LIST
A
B
Rev
11/03
7/04
9110 Revisions List
Date
Revision Description
1. Preface-1 added last paragraph regarding hard-wiring per ELR 1099.
2. Section 4-3.2.2 Fig 4-3 revised per ELR 1099 to 5 amperes.
3. Section 8.1 Fig 8-1 & 8-2 revised per ELR 1099 to 0.5 amperes. CAUTION
revised to 0.5 amperes and 100 volts.
Revised to new modular style.
Page TOC-5
REVISIONS LIST
Page TOC-6
PREFACE
1
INTRODUCTION
This manual is written to document every possible system
option.
Your system may not include every available option for single or
twin screw reverse reduction gear applications.
Only those sections that apply to your specific installation are
relevant to your vessel.
If additional options described within this manual are desired,
contact your dealer for availability/compatibility with your system.
1-1
ANUAL CONTENTS
M
This manual is divided into 12 Sections which cover, in detail,
the features and operation of your system:
•
•
•
•
•
•
•
•
•
•
•
•
Introduction (Section 1)
Operation (Section 2)
Plan the Installation (Section 3)
Installation (Section 4)
Set Up Procedures (Section 5)
Dock Trials (Section 6)
Sea Trials (Section 7)
Control Options (Section 8)
Periodic Checks and Maintenance (Section 9)
ZF Mathers Service Sheets (Appendix A)
Troubleshooting (Appendix B)
General System Drawings (Appendix C)
The
is required for reference on
the installation, set-up, control options, etc. that are available on
all ClearCommand Processors.
MM9110-I Installation Manual
1-2
ASIC THEORY OF OPERATION
B
The MicroCommander Marine Propulsion Control System
(hereafter referred to as MicroCommander or System) is
designed for pleasure and light commercial marine vessels that
require remote control of mechanically actuated engines and
reverse reduction gears.
The System is electronic and requires a 12 or 24 VDC power
supply, one Processor per engine/gear and one Control Head
per remote station. The MicroCommander commands the vessel’s throttle and shift using a single Control Head lever.
The Processor is typically mounted in the engineroom area and
is connected mechanically to the vessel’s main engine throttle
and transmission with standard 33C type push-pull cables.
Page
1-1
PREFACE
1-3
One electric cable per Control Head lever connects the remote
station(s) to the Processor(s). Only one remote station will have
command at a given time and the Station-in-Command is indicated by a red LED indicator light located on the Control Head.
Station transfer is accomplished by pressing the Control Head
mounted transfer button.
Figure 1-1: Basic MicroCommander System Drawing
SYSTEM F EATURES
1-3.1
Standard Processor Features
• Station-in-Command indication. (Section 2-2)
• Up to five Remote Stations. (Section 2-2)
• Single Control Head lever command of speed and direction. (Section 2-3)
• Start Interlock. (Section 2-5)
• Push Button Station Transfer. (Section 2-6)
• Proportional Pause on through Neutral Shifts. (Section 2-7)
• Warm-up Mode. (Section 2-8)
• High/Low Idle Selection. (Section 2-9)
Page
1-2
PREFACE
• One Lever Mode. (Section 2-10)
• Engine Synchronization. (Section 2-11)
• Easily configured to a vessel’s control requirements.
(Section 2-12)
1-3.2
• Audible system diagnostics and status indications.
(Section 2-13)
• Push Button Set Up. (Section 2-14)
• Visual system diagnostics, set up, and status indication.
(Section 2-15)
• Pluggable Connections. (Section 2-16)
Optional System Features (Section 2-16)
• System failure external alarm contact. (Section 2-16.1)
• Clutch pressure interlock. (Section 2-16.2)
• Station Expander (SE). (Sections 2-16.3)
• Multiple Screw installations. (Section 2-16.4)
• 9001 Trolling Valve Control (MM9001 Trolling Actuator Manual)
•
Page
1-3
OPERATION
2
OPERATION
OWER ON
2-1
DC P
When DC power is turned ON to the Processor:
• A short steady tone, followed by an intermittent tone, will sound at
all Remote Stations indicating that no station has command.
• The Start Interlock relay contact will remain open, preventing
engine start.
• Throttle:
Servo: The throttle servo will drive to Idle.
• Shift:
Servo: The Shift servo will drive to Neutral.
AKING COMMAND
2-2
T
To take command at any one of the up to five Remote Stations:
• Ensure all Control Head’s lever(s) at that Station are in the Neutral
detent (vertical position)
Figure 2-1: Station taking Command
• Depress the transfer button for 1/2 second.
The Slow Repetitive tone will stop at all Stations, and the red LED
indicator light will turn ON at the Control Head of the Station that
had assumed command of the Control System.
F START INTERLOCK IS USED: ONCE A STATION IS IN COMMAND THE START INTERLOCK RELAY
CONTACT WILL CLOSE, ALLOWING THE ENGINE TO START.
NOTE:
I
NOTE:
O
2-3
NLY ONE STATION CAN HAVE COMMAND AT A TIME.
ASIC OPERATION
B
2-3.1
Normal Operating Mode
A) The Control Head has three detents; Ahead, Astern
and Neutral.
B) With the Control Head lever positioned in the Neutral
(vertical) detent, the Processor will command Neutral
and the throttle at Idle revolutions per minute (RPM).
C) Movement of the Control Head’s lever 15 degrees to
the Ahead or Astern detent will command Ahead or
Astern clutch engagement, while the engine RPM
remains at Idle.
Further movement of the Control Head lever through the next 65
degrees, will increase the engine RPM in proportion to the Control Head’s lever position.
Page 2-1
OPERATION
Figure 2-2:
2-4
Control Head Detents
TART INTERLOCK (IF USED)
S
The engine start signal is blocked unless all of the following are
true:
• DC power has been turned ON to the Control System.
(Reference Sec-
tion 2-1, page 2-1)
• A Remote Station is in command.
• The Control System is commanding Neutral.
(Reference Section 2-2, page 2-1)
2-5
TATION TRANSFER
S
WARNING: PERSONAL INJURY COULD OCCUR IF THE FOLLOWING STEPS ARE NOT FOLLOWED
EXACTLY.
Command can be transferred as follows:
A) The Station-in-Command’s lever(s) may be left in any position.
B) Place the Control Head’s lever(s) of the receiving Station in
the Neutral/Idle detent position (refer to Figure 2-3:).
C) At the Station taking command (receiving
Station), depress and hold the transfer button for 1/2 second (refer to Figure 2-4:).
Figure 2-3: Remote Stations Before Transfer
of Command
• The red LED indicator light at the receiving
Station’s Control Head will illuminate, indicating that the Station has taken command.
• The red LED indicator light will go OFF at the
transferring Station’s Control Head, indicating
that the Station no longer is in command.
•
Figure 2-4: Remote Station Transfer after
Transfer of Command
The commanded positions of the Throttle
and Clutch will remain unchanged for one
second after the red LED lights. This
allows the operator time to move the Control Head’s lever(s) to a position approximately matching the last Station, which
will allow the vessel to maintain present
speed and direction.
Page 2-2
OPERATION
2-6
2-7
ROPORTIONAL PAUSE
P
The proportional pause provides a means of safely reversing the
vessel’s direction. A variable pause is introduced into the clutch
command signal to allow time for the engine RPM’s to drop to Idle
and for the vessel’s speed through the water to slow.
(Refer to MM9000-I Installation Manual for details)
ARM-UP MODE
W
This feature allows the operator to increase the engine’s RPM,
while the Clutch remains in Neutral. Warm-Up Mode is operational only when the Control Head lever is moved in the Ahead
direction.
WARNING: PERSONAL INJURY COULD OCCUR IF THE FOLLOWING STEPS ARE NOT FOLLOWED
EXACTLY.
The system is placed into Warm-Up Mode as follows:
A) At the Station-in-Command, ensure that
the Control Head’s lever is in the Neutral
detent position (refer to Figure 2-5:).
Figure 2-5: Control Head Warm-Up
Mode
B) Depress and hold the transfer button.
C) After one second, move the Control Head’s
lever to the Ahead detent, while continuing to
hold the transfer button.
D) Now release the transfer button.
• The red LED indicator light will blink slowly,
indicating Warm-Up Mode is activated and the
Clutch has remained at Neutral.
E) The operator can start the engine, if required,
and increase the RPM through the entire
throttle range by moving the Control Head’s
Figure 2-6: Control Head Normal
lever forward through the next 65 degrees.
Operating Mode
F) When the Control Head’s lever is returned to the Neutral
detent, the red LED will discontinue blinking and remain lit
steady. After one second in Neutral, the Processor will
automatically reset to normal operation with full control of
the clutches and engine.
G) The next movement of the Control Head’s lever will engage
the Ahead or Astern clutch (Normal Operation).
2-8
IGH/LOW IDLE
H
The Control System provides the input to the engine, so that it
may run at the standard Idle speed (typically adjusted at the governor or carburetor), or it can provide a second elevated Idle speed.
Page 2-3
OPERATION
2-8.1
Low Idle
• The factory default setting is for Low Idle Only.
• When the System is initially powered-up, it will always command Low Idle, even when High Idle is selected.
2-8.2
High Idle
2-8.3
Selecting Between High and Low Idle
• If High Idle is desired, it may be programmed during Dock Trials.
• High Idle is programmable up to a maximum setting of 20% of
Full Throttle.
• High Idle is automatically selected when in Warm-Up Mode.
WARNING: PERSONAL INJURY COULD OCCUR IF THE FOLLOWING STEPS ARE NOT FOLLOWED
EXACTLY.
Refer to Figure 2-7: when selecting between Low and High Idle
(or vice versa) at the Station-in-Command.
A) The Control Head’s lever(s) may be in the
Neutral, Ahead or Astern detents when
making a selection.
B) Depress and hold the transfer button for 1/2
second and then release.
Control Head
levers may be
in Neutral, Ahead,
or Astern Detent
Depress and Hold Transfer Button
for ½ second to toggle between
High and Low Idle
10238
Figure 2-7:
NOTE:
High/Low Idle Mode Selection
• If the System was in Low Idle it will toggle to
High Idle, and vice versa.
C) To return to the previous Idle setting, depress and hold
the transfer button again for 1/2 second and then
release.
N TWIN SCREW APPLICATIONS, ALWAYS PROGRAM BOTH PROCESSORS FOR THE SAME AMOUNT
OF HIGH IDLE. IN TWIN SCREW APPLICATIONS, BOTH THE PORT AND STARBOARD PROCESSORS
WILL ALWAYS BE IN HIGH OR LOW IDLE AT THE SAME TIME.
I
NE LEVER MODE (TWIN SCREW)
O
2-9
NE LEVER OPERATION MAY BE USED IN TROLL MODE OR IN NON-TROLL MODE.
NOTE:
O
NOTE:
T
HE GREEN LED WILL ALWAYS BE LIT WHILE IN ONE LEVER OPERATION, NO MATTER WHAT
POSITION THE MASTER CONTROL HEAD LEVER IS IN.
The system supports a mode of operation referred to as One Lever
Mode, which allows the operator to control both engines and
transmissions with a single Control Head lever. The Port or the
Starboard lever at any Remote Station can be designated by the
operator as the Master lever. The designation can be changed by
the operator at any time. Most of the features (synchronization,
troll, etc.) available in normal operation are available while operating in One Lever Mode.
• The Processor defaults to One Lever Mode disabled.
• One Lever Mode can be disabled or enabled in the Set Up Procedures.
Page 2-4
OPERATION
• When One Lever Mode is enabled, the operation must be turned
ON and OFF as described below.
WARNING: PERSONAL INJURY COULD OCCUR IF THE FOLLOWING STEPS ARE NOT FOLLOWED
EXACTLY.
2-9.1
Turning ON One Lever Operation
A) At the Station-in-Command, move the Port
and Starboard Control Head levers to the
Ahead detent.
B) Depress and Hold the transfer button while
moving the Port or Starboard Control
Head’s lever out of the Ahead detent.
Do
Not Release the Transfer Button until the
Figure 2-8: Step A) One Lever Operation Mode
green LED turns ON, indicating One Lever
Operation is now active.
• The Control Head lever which the operator
chose to move out of the Ahead detent,
becomes the Master lever.
• The Control Head lever which was left in
the Ahead detent is now inactive.
Figure 2-9:
Step B) One Lever Operation Mode
NOTE: THE CONTROL HEAD LEVER DESIGNATED BY THE OPERATOR TO BE INACTIVE IN ONE LEVER
OPERATION, MAY BE LEFT IN THE AHEAD DETENT OR MOVED FULLY FORWARD. MOVING THE
LEVER FULLY FORWARD IS RECOMMENDED, BECAUSE IT MOVES IT OUT OF THE WAY AND PREVENTS ACCIDENTAL BUMPS WHILE OPERATING.
2-9.2
Turning OFF One Lever Operation
A) Place the Master lever into the Neutral detent.
B) Place the inactive Control Head lever into the Neutral detent.
• Whenever the inactive lever is moved to the Neutral detent, One
Lever operation is turned OFF. The green LED will turn OFF,
indicating that the control system is now in normal operating
mode.
WARNING: IT IS STRONGLY RECOMMENDED THAT THE MASTER LEVER IS RETURNED TO THE NEUTRAL/IDLE POSITION PRIOR TO TURNING OFF ONE LEVER OPERATION .
DO NOT ATTEMPT TO TRANSFER COMMAND FROM ONE REMOTE STATION TO ANOTHER
WHILE IN ONE LEVER OPERATION. ALWAYS TURN ONE LEVER OPERATION OFF PRIOR
TO TRANSFERRING.
FAILURE TO OBSERVE THESE RECOMMENDATIONS MAY RESULT IN A SUDDEN CHANGE
IN THE VESSEL’S DIRECTION .
2-10
ENGINE SYNCHRONIZATION (TWIN SCREW)
Engine Synchronization must be selected during Set Up to have
automatic synchronization.
NOTE: THE CONTROL SYSTEM OFFERS TWO TYPES OF SYNCHRONIZATION, ACTIVE OR EQUAL THROTTLE.
Synchronization is automatic and only operates when the Ahead
clutch is engaged, consequently it can be left ON full time. When
Page 2-5
OPERATION
synchronization has been selected during set up, the Control System will always power-up with synchronization ON.
In order for synchronization to become active and work toward
synchronizing the engines' RPM's, the Synchronization Criteria
listed below must be met.
Synchronization Criteria
• Both Control Heads must be commanding 5% or greater of the
throttle range.
• The Control Head levers must be within 10% of one another (+/approximately 6 degrees).
• Both Control Head levers are commanding Ahead clutch engagement.
NOTE:
THE USE OF VALUE 03 FOR FUNCTION CODE E7 SHOULD BE AVOIDED IN THE 9000 SERIES PROCESSORS
MECHANICAL THROTTLE CONTROL.
SYMPTOM:
WITH
WHEN SELECTED, VALUE 03 (ACTIVE SYNCHRONIZATION, NO SYNCH IF TACH SIGNAL LOST) FOR
FUNCTION CODE E7 (SYNCHRONIZATION) MAY GIVE THE OPERATOR THE APPEARANCE THAT SYN-
FUNCTIONING. THIS IS DUE TO THE FACT THAT THE CONTROL HEAD’S
GREEN SYNCH INDICATION LED DOES NOT LIGHT UNTIL BOTH ENGINE RPM’S ARE WITHIN
THE “ACTIVE SYNCH DEAD-BAND”. “ACTIVE SYNCH DEADBAND” IS THE MAXIMUM ALLOWABLE DIFFERENCE IN ENGINE RPM, WHERE THE PROCESSORS CONSIDER THE SYSTEM SYNCHRONIZED ADEQUATELY. ONCE OBTAINED, THE CONTROL SYSTEM DOES NOT ATTEMPT TO
MATCH
THE RPM’S ANY CLOSER.
WHEN IN THIS MODE OF OPERATION, THERE IS NO INDICATION TO THE OPERATOR THAT THE
CONTROL HEAD LEVERS ARE MATCHED CLOSE ENOUGH TO START THE SYNCHRONIZATION
PROCESS. ADDITIONALLY, THE GREEN INDICATION LED DOES NOT BLINK WHILE WORKING
TOWARD SYNCHRONIZATION.
C AUSE:
CHRONIZATION IS NOT
FUNCTION CODE E7, VALUE 03, IS OPERATING AS DESIGNED. DUE TO THE IMPRECISE POSITIONING OF
MECHANICAL PUSH-PULL CABLES, THE ABILITY TO POSITION THE CABLES WITHIN THE “ACTIVE
SYNCH DEADBAND” IS SEVERELY IMPAIRED.
SOLUTION :
ALL PROCESSORS WITH MECHANICAL THROTTLE CONTROL, WHERE SYNCHRONIZATION IS
DESIRED, MUST SET THE VALUE OF FUNCTION CODE E7 TO VALUE 01 (ACTIVE SYNCHRONIZATION
REVERTS TO EQUAL THROTTLE SYNCHRONIZATION IF TACH SIGNAL IS LOST)
2-10.1
Synchronization Types
The following types of synchronization use the same criteria,
indications, and are turned ON and OFF as described in following Sections.
2-10.1.1
Equal Throttle Synchronization (Twin Screw) (default)
Equal Throttle synchronization simply positions the throttle push-pull cables to the same distance when the criteria
has been met. With Equal Throttle Synchronization the
Processors do not receive tachometer signals representative
of the engines RPM's.
Page 2-6
OPERATION
CAUTION: The Control System will remain synchronized as long as the Control Head's
levers are in close proximity to one another. If a lever is moved to a point
where the 10% throttle window is exceeded, a 10% increase in engine RPM
would occur with one engine, resulting in a sudden change in the vessel's
direction.
NOTE:
N ORDER FOR EQUAL THROTTLE SYNCHRONIZATION TO WORK PROPERLY, THE BENDS IN THE
PUSH-PULL CABLES MUST BE KEPT TO A MINIMUM. THERE CAN BE NO BACK-LASH IN THE LINKAGE OR CABLES. BOTH GOVERNORS OR CARBURETORS MUST PROVIDE EQUAL ENGINE RPM
WITH EQUAL MOVEMENT OF THEIR SELECTOR LEVERS. IF THESE CONDITIONS CAN NOT BE MET ,
ACTIVE SYNCHRONIZATION IS RECOMMENDED.
I
2-10.1.2
2-10.2
Active Synchronization (Twin Screw)(default Disabled)
Active Synchronization must be enabled during Set Up and
a Tach Sensor Wire Harness must be used.
The Processors each receive a tachometer signal representing engine RPM from their respective engines. These signals are compared with one another over a serial
communication line. If the Synchronization Criteria is
met, the throttle command signal of the engine running at
the higher RPM is lowered, until the RPM's of both engines
match.
Synchronization Indications
The green LED located on the Control Head indicates the status
of synchronization.
• In Active Synchronization the green LED blinks every time there
is a change in the commanded throttle.
• When the green LED is lit steady, the engines are synchronized.
• When the green LED is not lit, the engines are not synchronized
and the Control System is not attempting to do so.
2-10.3
2-10.4
Turning Synchronization OFF:
A) Ensure that the Control Head's levers are positioned to a point
where Synchronization Criteria are met.
B) Press and hold the transfer button until the green LED blinks
twice and then goes out (approximately 2 seconds).
C) Synchronization is now OFF.
Turning Synchronization ON:
A) Ensure that the Control Head's levers are positioned to a point
where Synchronization Criteria are met.
B) Press and hold the transfer button until the green LED lights
(approximately 2 seconds).
• The green LED will blink as the system is working toward synchronization.
• The green LED will become solid when the engines are synchronized.
Page 2-7
OPERATION
2-10.5 Turning Synchronization ON and OFF when Control Head Levers
are not within a 10% (6 degree) Window of One Another:
The actual synchronizing of the engines occurs when the Control
Head levers are within the 10% (approximately 6 degrees) window of one another. However, synchronization can be turned
ON or OFF when the Control Head levers are apart more than
the 10% (approximately 6 degrees) window of one another.
• When synchronization is turned ON by pressing the transfer button, the green LED will light after two seconds and stay lighted as
long as the transfer button is depressed.
• When turning OFF synchronization by pressing the transfer button for two seconds, the green LED will blink twice indicating
that synchronization is turned OFF.
2-11
ONTROL SYSTEM’S CONFIGURABILITY
C
The Processor is designed in a way which allows it to be easily
configured by the installer to meet the varying needs of a wide
variety of vessels. Below you will find a list and a brief description of the groups of these functions.
2-11.1
2-11.2
Processor Functions
Within this section of adjustable parameters, there are up to five
different adjustments:
A0 Processor Identification - Assigns each Processor in
multi-screw application a unique identifying number.
This function must be the second function set during Set Up.
A1 Number of Engines - Lets the Processor know how
many other Processors need to be communicated
with. This function must be the first function set
during Set Up.
A2 One Lever Operation - Allows the installer to disable or
enable One Lever Mode capability.
A3 Station Expander - Allows the Processor to communicate with the Station Expander (SE).
A4 Neutral Indication Tone - When turned ON, produces a
short 200 Hz tone to indicate Neutral.
Detail information on each function is found in the MM9000-I
Installation Manual.
Throttle Functions
2-11.2.1 Basic Throttle Functions
This section applicable to both electronic and servo Throttle adjustment:
E1 Throttle in Neutral - Adjusts the position of the
Throttle while in Neutral
E5 Throttle Pause following Shift - Allows a pause
prior to applying speed above Idle.
E6 High Idle - Programs a second elevated Idle RPM.
Page 2-8
OPERATION
- Allows the installer to select
synchronization and select the type of synchronization.
E7 Synchronization
Detail information on each function is found in the
MM9000-I Installation Manual.
2-11.2.2 Servo Throttle Functions
This section along with Basic Throttle Functions allows the
adjustment of the Servo Throttle:
E0 Engine Throttle Profile - Select whether the Throttle Servo pushes or pulls to increase speed.
E2 Throttle Minimum - Once set mechanically at the
Idle stop, this Function Code allows the position of the push-pull cable to be adjusted
electrically in order to eliminate "dead lever".
Dead lever in this case can be described as a
movement of the Control Head lever without
a change in the engine’s RPM.
E3 Throttle Maximum - Adjusts the position or
amount of travel of the push-pull cable at
Full Throttle.
E4 Throttle Maximum Astern - Limits the amount of
the Astern Throttle Servo movement.
Detail information on each function is found in the
MM9000-I Installation Manual.
2-11.3
Clutch Functions
2-11.3.1 Basic Clutch Functions
The following functions are available for all types of
clutches.
C0 Clutch Pressure Interlock - Selects the Clutch
Pressure Interlock option.
C1 Clutch Interlock Delay - Determines when the
Clutch Pressure Interlock becomes active.
C2 Proportional Pause - Selects between an In-Gear,
Neutral, or Fixed Neutral delay.
C3 Proportional Pause Time - Selects the maximum
delay during a full speed reversal.
C4 Proportional Pause Ratio - Determines if the
Ahead and Astern reversal times are the
same or if Astern is one half of Ahead.
Detail information on each function is found in the
MM9000-I Installation Manual.
2-11.3.2 Clutch Servo Functions
This section along with the Basic Clutch Functions Section
allows the adjustment of Clutch servo related items:
C5 Clutch Servo Direction - Determines if the servo
pushes or pulls for Ahead and Astern.
Page 2-9
OPERATION
C6 Clutch Ahead - Adjusts the amount of clutch
servo travel in Ahead.
C7 Clutch Astern - Adjusts the amount of clutch
servo travel in Astern.
Detail information on each function is found in the
MM9000-I Installation Manual.
2-11.4
2-11.5
Troll Functions
Refer to the 9001 Troll Actuator Manual (p/n MM9001) for
detailed information on the Troll Functions and their operation.
Troubleshooting Functions
2-11.5.1 Basic Troubleshooting Functions
H0 Diagnostics -
Allows the installer/technician to
look at various inputs to the Processor.
H1 Return to Factory Defaults - Returns all settings to
the factory default values.
Detail information on each function is found in the
MM9000-I Installation Manual.
2-12 AUDIBLE TONES
2-12.1
Basic Processor Tones
The Processor can produce numerous tones which inform the
operator of the status of the system or if any faults were to occur.
These tones are emitted from all Remote Stations regardless of
whether they are in command or not.
2-12.1.1
Slow Repetitive Tone
Detail information on this tone is in Appendix B
Figure 2-10:
.
Slow Repetitive Tone
This tone is normal when DC power is first applied to the
System. This tone indicates that system initialization has
occurred, no Remote Station has command, the operator
can accept command at any Remote Station.
2-12.1.2
One Long, Three Short Tones
Detail information on this tone is in Appendix B.
Figure 2-11:
One Long, Three Short Tones
This tone indicates that the command signal from a Control
Head’s potentiometer has gone out of range.
2-12.1.3 Steady Tone
Detail information on this tone is in Appendix B.
Figure 2-12:
Steady Tone
This tone indicates that the software program within the
Processor has quit running, due to low voltage or component failure.
Page 2-10
OPERATION
2-12.1.4
Five (5) Second Steady Tone
Detail information on this tone is in Appendix B.
Figure 2-13:
Five (5) Second Steady Tone
This tone indicates that there has been a loss of Serial Communication.
2-12.1.5
Three (3) Second Steady Tone
Detail information on this tone is in Appendix B.
Figure 2-14:
Three (3) Second Steady Tone
This tone is heard if there is a stuck transfer button, or
when entering Back-up Mode, or if a Troll Solenoid error
occurs. (Back-up Mode and Troll Solenoid is not available
for all Processors.)
2-12.1.6 Five Seconds On, Five Seconds Off - High Repetitive Rate
Tone
Detail information on this tone is in Appendix B.
Figure 2-15:
Five Seconds On, Five Seconds Off - High Repetitive Tone
This tone indicates that Function Code A3 Station
Expander (SE) has had the value 01 Enabled entered, but
the Processor and Station Expander cannot communicate.
2-12.2 Throttle (Servo 2) Tones
The following Tones are in addition to the Basic Processor Tones.
2-12.2.1 One Long - Two Short Tones
Detail information on this tone is in Appendix B.
Figure 2-16:
One Long - Two Short Tones
This tone indicates that the feedback potentiometer signal
from Servo 2 (Throttle) has gone out of range.
2-12.2.2 One Long, Two Short - High Repetitive Tone
Detail information on this tone is in Appendix B.
Figure 2-17:
One Long - Two Short - High Repetitive Tones
This tone indicates that Servo 2 (Throttle) cannot reach the
commanded position. This tone is also referred to as Servo
2 Jam Tone.
2-12.3 Clutch (Servo 1) Tones
The following Tones are in addition to the Basic Tones listed in
Section 2-13.1.
2-12.3.1 One Long - One Short Tone
Detail information on this tone is in Appendix B.
Figure 2-18:
One Long - One Short Tone
Page 2-11
OPERATION
This tone indicates that the feedback potentiometer signal
from Servo 1 (Clutch) has gone out of range.
2-12.3.2 One Long, One Short -High Repetitive RateTone
Detail information on this tone is in Appendix B.
Figure 2-19:
One Long, One Short - High Repetitive Rate Tone
This tone indicates that Servo 1 (Clutch) cannot reach the
commanded position. This tone is also referred to as Servo
1 Jam Tone.
2-12.4 9001 Trolling Actuator Tones (Servo 3)
The following Tones are in addition to the Basic Tones listed in
Section 2-12.1, page 2-10.
2-12.4.1 One Long, Four Short Tones
Detail information on this tone is in the Manual supplied
with the 9001 Trolling Actuator.
Figure 2-20:
One Long - Four Short Tones
This tone indicates that there is a feedback error in the
Trolling Actuator.
2-12.4.2 One Long, Four Short - High Repetitive Rate Tone
Detail information on this tone is in the Manual supplied
with the 9001 Trolling Actuator.
Figure 2-21:
One Long, Four Short - High Repetitive Rate Tone
This tone indicates that Trolling Actuator Servo cannot
reach the commanded position.
2-13 PUSH BUTTON SET UP
There are four push buttons mounted to the Processor’s circuit
board. These push buttons allow the installer/technician access to
all of the Functions required for programming and troubleshooting the Processor.
A full description of their usage is provided in the MM9000-I
ClearCommand Installation and Troubleshooting Manual.
2-14 VISUAL SYSTEM DIAGNOSTICS, SET UP AND STATUS INDICATION
There are four, seven segment LED’s (hereafter referred to as the
Display LED) mounted to the Processor’s circuit board. The Display LED is visible through a transparent window in the Processor’s cover. The information displayed on the Display LED is used
in conjunction with the push buttons to program the Processor.
The Display LED also displays Error Codes in the event that an
anomaly is detected.
Page 2-12
OPERATION
For a full description of the Display LED, its capability and usage,
refer to the MM9000-I ClearCommand Installation and Troubleshooting Manual.
Push Button Location
LED Location
12255
Figure 2-22:
Circuit Board Shield Layout
2-15 PLUGGABLE CONNECTIONS
2-15.1
Standard Pluggable Processor
The standard Processor comes from the factory with five Pigtail
Connectors for easy, mistake free pluggable installations. Not all
Processors are supplied with all of these pigtails.
The following is a list of the pigtail connectors used in the standard Processor:
• Two Remote Station pigtails. Three additional Stations can be
connected directly to the standard Processor.
• One pigtail connector provides the connections for DC Power,
Start Interlock, Clutch Pressure Interlock and External Alarm.
• One pigtail connector is provided for serial communication
between multiple Processors.
• One pigtail connector is provided for the Tach Sensor input used
in synchronization.
Figure 2-23:
Standard Processor Pluggable Connections View
Page 2-13
OPERATION
2-16
PTIONAL FEATURES OPERATION
O
2-16.1 System Failure External Alarm
• This optional feature is designed to provide a status signal to
an external alarm circuit.
• The status signal is in the form of an open or closed relay contact. When the contact is closed, the Processor is functioning
normally. When the contact opens, this indicates the software
program has quit running due to a component failure or loss
of DC power.
• A full explanation is provided in the MM9000-I ClearCommand Installation and Troubleshooting Manual.
2-16.2 Clutch Pressure Interlock
• The purpose of the Clutch Pressure Interlock is to prevent
high engine RPM when the Clutch is not fully engaged.
• A full explanation is provided in the MM9000-I ClearCommand Installation and Troubleshooting Manual.
2-16.3 Station Expander (SE)
• The SE is a separate Processor housed in an enclosure that
allows the connection of up to five additional Remote Control
Stations.
• The SE communicates with the Processor over the serial communication line.
• A full explanation of the installation, operation and adjustment of the SE is provided in the Installation Manual provided
with the SE.
• Additional information can be found in the MM9000-I
ClearCommand Installation and Troubleshooting Manual.
2-16.4 Multiple Screw Installations
This Manual, as written, is intended for Single and Twin Screw
applications only.
The Processor has the capability of controlling Triple, Quad and
Quint Screw vessels. In order to do so, contact your ZF Mathers
representative for the required information and materials.
2-16.5 9001 Mechanically Actuated Trolling Valve Control
• The purpose of a Trolling Valve is to lower the Clutch pressure, which allows the Clutch Plate to slip.
• A full explanation is provided in the Installation Manual provided with the 9001 Trolling Actuator.
• Further information on Trolling Valve Control can be found in
MM9000-I ClearCommand Installation and Troubleshooting
Manual.
Page 2-14
PLAN THE INSTALLATION
3
PLAN THE INSTALLATION
NOTE: ZF MATHERS RECOMMENDS THAT THE SYSTEM BE INSTALLED IN ACCORDANCE WITH ABYC, E11 AND P24.
Refer to MM9000-I Installation and Troubleshooting manual for
ClearCommand’s basic hardware and software Plan the Installation. The following Sections are unique to the Control Processor
supplied with your System.
Page
3-1
INSTALLATION
4
INSTALLATION
NOTE: BEFORE STARTING THE ACTUAL INSTALLATION OF THE CONTROL SYSTEM, MAKE SURE YOU
HAVE THE CORRECT PARTS AND TOOLS ON HAND. REFER TO MM9000-I PLAN THE INSTALLATION SECTION. READ ALL THE INSTRUCTIONS PERTINENT TO EACH PART BEFORE BEGINNING
THE INSTALLATION OF THE PART.
CAUTION: Static electricity can destroy electronic components. Connect the wrist
strap provided, to the Processor frame whenever working on the Processor
with the enclosure cover open. This will drain any static charge you may
have on your person.
Refer to MM9000-I Installation and Troubleshooting manual for
ClearCommand’s basic hardware and software Installation. The
following Sections are unique to the Control Processor supplied
with your System.
Page
4-1
SET UP PROCEDURES
5
SET UP PROCEDURE
The Processor utilizes push buttons in conjunction with Display
LED’s to program, adjust, calibrate and set up the various features. The push buttons also allow you to access and display
information regarding the health of the System. Refer to the
MM9000-I Installation and Troubleshooting Manual for an
explaination on how to locate and use the push buttons and Display LEDs. The following Sections are unique to the Control
Processor supplied with your System.
Page
5-1
DOCK TRIALS
6
DOCK TRIALS
WARNING: IT IS IMPERATIVE THAT THE INFORMATION PROVIDED IN THE PREVIOUS SECTIONS AND
THE MM9000-I INSTALLATION MANUAL HAVE BEEN READ AND FOLLOWED PRECISELY, PRIOR TO ATTEMPTING A DOCK TRIAL.
CAUTION: With I/O or Outboard applications, do not attempt to shift into or out of
gear with engines stopped. This may cause a jam condition or damage to
the linkage to some clutch configurations.
NOTE: ON TWIN SCREW APPLICATIONS, THE FOLLOWING TESTS MUST BE PERFORMED ON BOTH SIDES.
IF ANY OF THE FOLLOWING TESTS FAIL, CONSULT APPENDIX B TROUBLESHOOTING.
Perform the Dock Trial Sections located in the MM9000-I Installation and Troubleshooting Manual. Ensure that all tests are
complete and correct before going on Sea Trials.
Page
6-1
SEA TRIALS
7
SEA TRIALS
WARNING: IT IS IMPERATIVE THAT THE INFORMATION PROVIDED IN THE PREVIOUS SECTIONS HAS
BEEN READ AND FOLLOWED PRECISELY, PRIOR TO ATTEMPTING A SEA TRIAL. IF ANY
OF THE FOLLOWING TESTS FAIL, DISCONTINUE THE SEA TRIAL IMMEDIATELY AND
RETURN TO THE DOCK. CONSULT APPENDIX B TROUBLESHOOTING SECTION OR A ZF
FACILITY PRIOR TO RESUMING THE SEA TRIAL.
NOTE:
N TWIN SCREW APPLICATIONS, THE FOLLOWING TESTS MUST BE PERFORMED ON BOTH SIDES.
URING THE COURSE OF THE DOCK TRIAL AND SEA TRIALS, FILL OUT THE TRIAL REPORT .
RETAIN THIS INFORMATION FOR FUTURE USE.
O
D
7-1
ULL SPEED SETTING - SERVO THROTTLE
F
A) Warm-up the engine(s) and transmission(s) and slowly move
into open water.
B) Gradually move the lever(s) to Full speed.
C) If synchronization is installed, disable synchronization as
explained in MM9000-I Installation Manual.
If the engine RPM is low, check whether the engine throttle
lever is against the full speed stop.
• If the engine RPM is high, decrease by using Function Code
as explained in MM9000-I Installation Manual.
•
E3,
D) For twin screw applications, check that matching Idle, Midrange and Full speed Control Head lever positions cause
equal RPM in both engines.
• If RPM’s do not match, check push-pull cable travel. If travel
does not match when the Control Head levers are side by side,
adjust Function Code E3 Throttle Maximum, as explained in
MM9000-I Installation Manual.
7-2
ROPORTIONAL PAUSE
P
The proportional pause feature provides engine deceleration
when making a direction change. The pause is variable and in
proportion to:
• The Control Head’s lever position prior to the reversal.
• How long the Control Head’s lever has been in that position
prior to the reversal.
The pause is In-Gear or at Neutral, depending on the Function
Code C2 Proportional Pause setting. The sequence of events,
are as follows for the three different Reversal Pause types:
7-2.1
In-Gear Delay [C200]
The Throttle position drops to Idle.
• The Transmission remains engaged in Ahead or Astern.
• The Control System pauses at this position until the delay
has timed out.
•
Page
7-1
SEA TRIALS
The Transmission shifts to the opposite gear (Astern or
Ahead).
• The Throttle position moves to the Control Head’s present
lever position.
7-2.2
Neutral Delay [C201]
• The Throttle position drops to Idle.
• The Transmission shifts to Neutral.
• The Control System pauses at this position until the delay
has timed out.
• The Transmission shifts to the opposite gear (Astern or
Ahead).
• The Throttle position moves to the Control Head’s present
lever position.
7-2.3
Fixed Neutral Delay [C202]
CAUTION: The Fixed Neutral Delay feature was added in order to accommodate
Thruster Control installations. Damage to the drive train may occur when
used for reverse reduction gear applications.
• The Throttle drops to Idle.
• The Transmission shifts to Neutral.
• The Control System pauses at this position for the amount
of time programmed (duration) with Function C3 Proportional Pause Time (regardless of prior throttle setting).
• The Transmission shifts to the opposite gear (Port or Starboard)
• The Throttle position moves to the Control Head’s present
commanded position.
7-2.4
Calculating Proportional Pause Time C3
•
NOTE:
HE PAUSE ON A THROUGH NEUTRAL SHIFT IS PROPORTIONAL TO THE SPEED COMMANDED AND
THE TIME AT THAT SPEED. THE VALUES LISTED FOR FUNCTION CODE C3 , PROPORTIONAL
PAUSE TIME, ARE THE MAXIMUM POSSIBLE DELAYS. WHEN SHIFTING FROM IDLE AHEAD TO
IDLE ASTERN OR VICE-VERSA THE DELAY IS ZERO. THE TIME REQUIRED TO BUILD UP TO THE
MAXIMUM PAUSE IS SIX TIMES THE VALUE SELECTED. IN ADDITION, IN ORDER TO BUILD UP TO
THE MAXIMUM DELAY VALUE, THE SYSTEM MUST BE COMMANDING FULL THROTTLE. THE
PAUSE WHEN SHIFTING FROM ASTERN TO AHEAD IS EITHER HALF OR THE SAME AS THE AHEAD
TO ASTERN DELAY DEPENDING ON THE VALUE SELECTED FOR FUNCTION CODE C4 PROPORTIONAL PAUSE RATIO.
T
NOTE: A STOP-WATCH IS REQUIRED TO ACCURATELY PROGRAM THE PROPORTIONAL PAUSE TIME.
The amount of pause required is determined as follows:
A) Place the Control Head lever(s) to the Full Ahead
position.
B) Leave the Control Head lever(s) at this position for
whichever of the following two is longer:
• Sixty seconds.
Page
7-2
SEA TRIALS
• The vessel’s speed through the water reaches maximum.
C) Quickly move the Control Head lever(s) to Ahead
Idle or Neutral, (depending on Function Code C4 setting) while starting the stop-watch.
D) When the engine(s) RPM reaches Idle and the vessel’s speed through the water is within two knots of
the standard Idle Ahead speed, stop the stop-watch.
E) Program Function Code C3, Proportional Pause
Time, as described in the Set Up Procedures, to the
time expired on the stop-watch.
7-2.5
Testing The Proportional Pause
CAUTION: It is critical that the Proportional Pause is tested as outlined below to
ensure that it was properly programmed. Failure to do so could cause damage to the transmission.
A) Position the boat in open water and slowly increase the
Throttle to 25% of the speed range.
B) Leave the Control Head lever(s) at this position for at
least 60 seconds.
C) Quickly move the Control Head lever(s) to Idle Astern.
• The engine(s) RPM should drop to Idle.
• The Clutch should stay engaged or shift to Neutral for 25%
of the time selected with Function Code C3 Proportional
Pause Time.
• Once the time has expired, the Clutch should Shift to
Astern.
• The engine RPM will drop slightly when the Astern load is
placed on the engine, but not to the point where it comes
close to stalling.
D) Increase the Throttle slightly until the vessel starts moving in the opposite direction.
• If the engine stalled or came very close to stalling, increase
the Value of Function Code C3 by one second. Repeat
steps A) through C).
• If the engine does not stall or come close to stalling, proceed with the next step.
E) Repeat steps A) through D) with the Throttle at 50%,
75%, and 100% of the speed range.
• If the engine stalls at any time, increase the Value of
Function Code C3 by one second and repeat the steps
A) through D) again.
F) Once a Full Speed Reversal is successful without coming close to stalling, the Proportional Pause is properly
adjusted.
Page
7-3
SEA TRIALS
7-3
YNCHRONIZATION TEST (TWIN SCREW ONLY)
S
7-3.1
Equal Throttle Synchronization
A) Move both Control Head levers side by side to approximately 25% of the Throttle range.
B) If previously disabled, enable the synchronization by
depressing the transfer button for two seconds.
• The green LED on the Control Head should illuminate,
indicating synchronization.
C) Check the engine tachometers to see if they are within
1% of one another.
D) Move both Control Head levers side by side to approximately 50% of the Throttle range.
E) Check the engine tachometers to see if they are within
1% of one another.
F) Move both Control Head levers side by side to approximately 75% of the Throttle range.
G) Check the engine tachometers to see if they are within
1% of one another.
H) Move both Control Head levers side by side to 100% of
the Throttle range.
I) Check the engine tachometers to see if they are within
1% of one another.
7-3.2
• While synchronized, if the tachometers have a greater than
1% difference at any engine RPM, Active Synchronization
is recommended.
Active Synchronization
A) Move both Control Head levers side by side to approximately 25% of the Throttle range.
B) If previously disabled, enable the synchronization by
depressing the transfer button for two seconds.
• The green LED on the Control Head may blink while driving toward synchronization.
• Once the engine RPM’s are within 1% of one another, the
green LED will remain solidly lit.
C) Check the engine tachometers to see if they are within
1% of one another.
D) Move both Control Head levers side by side to approximately 50% of the Throttle range.
E) Check the engine tachometers to see if they are within
1% of one another.
F) Move both Control Head levers side by side to approximately 75% of the Throttle range.
G) Check the engine tachometers to see if they are within
1% of one another.
Page
7-4
SEA TRIALS
7-4
H) Move both Control Head levers side by side to 100% of
the Throttle range.
I) Check the engine tachometers to see if they are within
1% of one another.
While synchronized, if the tachometers have a greater than
1% percent difference at any engine RPM, or if they appear
to be continually “hunting” for the correct RPM, refer to the
Appendix B, B9 Troubleshooting Section.
EA TRIAL REPORT
S
The purpose of this Sea Trial Report is to provide a convenient checklist and
record of installation, dock trial set up, and sea trial performance of the ZF
Mathers Propulsion Control System. Please enter ALL of the information. We
recommend that this form remains aboard the vessel, and a copy is sent to ZF
Mathers with the Warranty Registration located at the end of this manual.
7-4.1 Vessel Information
Vessel Name:
Vessel Type:
Installing Yard/Project Manager:
Owner/Owner’s Representative::
ENGINE DATA: Make:
PROPELLER DATA: No. of Screws:
GEAR DATA: Make:
No. of Remote Stations:
Hull No.
Trial Date:
Dwg No.:
Tel:
Tel::
Model:
HP (KW):
RPM:
Propeller Type: Fixed
Othe
r
Model:
Ratio:
Locations: 1.
3.
2.
4.
5.
7-4.2 Control System Checks
Make the following checks prior to applying power to the Processor.
PORT
STARBOARD
_________________
_________________
Processor Mounting Location:
YES
NO
YES
NO
YES
YES
YES
YES
YES
YES
NO
NO
NO
NO
NO
NO
YES
YES
YES
YES
YES
YES
NO
NO
NO
NO
NO
NO
YES
YES
YES
YES
NO
NO
NO
NO
YES
YES
YES
YES
NO
NO
NO
NO
Processor Serial Numbers
Is the Processor subject to excessive heat? (Above 70 degrees
C)
At least 4 feet (1,2m) from strong magnetic fields?
Accessible for checkout, adjustments, and maintenance?
Are the Processors bonded (grounded)?
Are all Electric Cables supported every 18 inches (45,72cm)?
Do the Shift and Throttle push-pull cables travel in the correct
direction?
Is the amount of push-pull cable travel set properly for Shift
and Throttle?
Are all of the push-pull cable’s fasteners tightened?
Are the electrical cable connections tight at the Processors
and Control Heads?
Is the Processor’s Start Interlock Circuit being used?
Is there an Engine Stop Switch installed at each Remote Station?
Page
7-5
SEA TRIALS
Power Supply:
What is the source of Processor power and how is it
charged?
_______________________________________________________
_______________________________________________________
_______________________________________________________
_______________________________________________________
_______________________________________________________
YES
NO
YES
NO
Is there a backup power supply? APS or other, explain.
_______________________________________________________
_______________________________________________________
_______________________________________________________
_______________________________________________________
YES
NO
YES
NO
Are the power cables protected by 10 Ampere Circuit Breakers?
YES
NO
YES
NO
If separate power supplies are used for the Port and Starboard
Processors, do they have a common ground?
At the Battery At the Processor At the Battery At the Processor What is the Voltage when not being charged?
____________ ____________ ____________ ____________
VDC
VDC
VDC
VDC
At the Battery At the Processor At the Battery At the Processor What is the Voltage when connected to Shore Power?
____________ ____________ ____________ ____________
VDC
VDC
VDC
VDC
At the Battery At the Processor At the Battery At the Processor What is the Voltage when the engines are running?
____________ ____________ ____________ ____________
VDC
VDC
VDC
VDC
Dock Trials:
PORT
YES
NO
STARBOARD
NO
Does the engine start when the Control System is turned
OFF?
YES
NO
YES
NO
Does the Engine Stop Switch function at all Stations, regardless of RPM?
YES
NO
YES
NO
Can all Remote Stations take command?
YES
NO
YES
NO
Does the Warm-up Indicator Light blink in Ahead?
RPM__________________ RPM__________________What is the Low Idle RPM?
YES
NO
YES
NO
High Idle RPM (optional)
RPM__________________ RPM__________________
YES
NO
YES
NO
Does the vessel surge forward with Control Head lever in the
Ahead Detent?
YES
Sea Trials:
PORT
STARBOARD
RPM__________________ RPM__________________What is the Full Throttle RPM?
YES
NO
YES
NO
Do the Dual Control Head levers match position and RPM
throughout the speed range?
Seconds__________________ Seconds__________________The Full Speed Reversal Delay is set for how many seconds?
YES
NO
YES
NO
Is Synchronization operational?
Sta. 1
Sta. 2
Sta. 1
Sta. 2What is the length of the Control Head Harness?
7-4.3 Record Parameters
Record information onto the following Table only after ALL
information has been recorded in Section 7-4.2 Control System
Checks.
Table 7-2: Record Parameters Table
Function
Code
A0
A1
A2
Function Name
Processor Identification
Number of Engines
One Lever Operation
Default
Value
00
01
00
Range
01, 02, 03, 04, 05
01, 02, 03, 04, 05
00 – Disabled
01 – Enabled
Page
7-6
Port
Stbd
Programmed Value (as displayed on LCD)
SEA TRIALS
Table 7-2: Record Parameters Table
Function
Function Name
Code
A3 SE (Station Expander)
Default
Range
Value
00 00 – Disabled
A4
Neutral Indication Tone
00
E0
Throttle Servo Direction
20
E1
Throttle in Neutral
00.0
E2
Throttle Minimum
00.0
E3
Throttle Maximum
33
E4
Throttle Maximum Astern
100.0
E5
00.5
E6
Throttle Pause Following
Shift
High Idle
E7
Synchronization
C0
Clutch Pressure Interlock
C1
C2
Clutch Interlock Delay
Proportional Pause
01 – Enabled
00 – No Tone
01 – Tone upon engaging
Neutral Detent
02 – Tone upon shifting to
Neutral
20 – Push [Extended] for
Throttle Increase
21 – Pull [Retracted] for
Throttle Increase
00.0 to 25.0% of Throttle
Range
00.0 to 20.0%
Will always be 10% or more
below Maximum.
10.0 to 100.0%
Will always be 10% or more
above Minimum.
00.1 to 100.0% of Throttle
Maximum
00.0 to 05.0 Seconds
00.0 00.0 to 20.0% of Throttle
Maximum
02 00 – Equal Throttle (Open
Loop) Synchronization
01 - Active (Closed Loop)
Synchronization
(reverts to Equal if Tach
Signal lost)
02 - No Synchronization
03 - Active (Closed Loop)
Synchronization (no
synchronization if Tach
Signal is lost)
00 – Not Installed
01 – Installed
02 – Throttle Clutch Pressure
Interlock Mode
01.0 00.5 to 10.0 Seconds
00 00 – In-Gear
01 – Neutral
02 – Fixed Neutral Delay
00
Enabled (NOTE: If C2
is set to 02, C3 will set
Fixed Neutral Delay
duration.
C3
C4
Proportional Pause Time
Proportional Pause Ratio
03
00
C5
Clutch Servo Direction
20
C6
Clutch Ahead
80
00 to 99 Seconds
00 – 2:1 Ahead to Astern vs.
Astern to Ahead
01 – 1:1 Ahead to Astern vs.
Astern to Ahead
20 – Pull [Retracted] for
Ahead
21 – Push [Extended] for
Ahead
00.0 to 100% of Maximum
Ahead Travel from Neutral.
Page
7-7
Port
Stbd
Programmed Value (as displayed on LCD)
SEA TRIALS
Table 7-2: Record Parameters Table
Function
Code
Function Name
Default
Value
C7
Clutch Astern
L0
Troll Enable and Control
Head Troll Lever Range
00
L1
Troll Servo Direction
20
L2
Troll Minimum Pressure
70.0
L3
Troll Maximum Pressure
90.0
L4
Troll Throttle Limit
L5
L6
Troll Pulse Duration
Troll Pulse Percentage
80
00
00.6
90.0
H0
Diagnostic
00
H1
Return to Factory Defaults
00
Range
00.0 to 100% of Maximum
Astern Travel from Neutral.
Port
Stbd
Programmed Value (as displayed on LCD)
00 – No Troll
01 – 20 Degrees- Type 1
02 – 35 Degrees- Type 2
03 – 45 Degrees- Type 3
(Throttle limited to 75%)
04 – 55 Degrees - Type 4
(Throttle limited to 10%)
20 – Cable Fully Retracted
[Pull] at Lock-up.
21 – Cable Fully Extended
[Push] at Lock-up.
0.01 to 90.0%
Will always be at least 10%
below Maximum.
11.0 to 100.0%
Will always be at least 10%
above Minimum.
00 to 20% of Maximum
Throttle.
00.0 to 09.9 Seconds.
00.0 to 100.0% of available
Troll Servo range.
Input Voltage (+/- 0.5VDC)
Tachometer Sensor Frequency
Station 1 Lever A/D
Station 2 Lever A/D
Station 3 Lever A/D
Station 4 Lever A/D
Station 5 Lever A/D
Servo 2 Feedback A/D
Servo 1 Feedback A/D
Transfer Button, Stations 1, 2,
3, 4, & 5
Software Revision Level
Store to Return to Factory
Defaults
(For Authorized Personnel
Only)
Comments (Please use additional paper as necessary):
7-4.4.1 General Installation Condition
7-4.4
7-4.4.2 Any Irregularities:
INSPECTOR_____________________________________________________
DATE_________________
Page
7-8
SEA TRIALS
Page
7-9
CONTROL OPTIONS
8
CONTROL OPTIONS
Refer to the Control Option Sections located in the MM9000-I
Installation and Troubleshooting Manual.
Page
8-1
PERIODIC CHECKS AND MAINTENANCE
9
PERIODIC CHECKS AND MAINTENANCE
The items listed below should be checked on an annual basis or
less, when noted:
9-1
9-2
ONTROL HEADS
C
Check the terminal strip for signs of corrosion or a loose connection.
• If used, disconnect the Deutsch connector and check the pins
and sockets for signs of moisture and corrosion.
•
ROCESSOR
P
• Check all terminal connections for signs of corrosion or loose
connections.
• Un-plug and inspect all Deutsch connectors for signs of moisture or corrosion.
• While in the vicinity of the Processor, move the Station-inCommand’s lever. If the Servo’s are excessively noisy, apply a
light coating of silicone grease to the stainless steel lead
screws. If there are no Stations in close proximity to the Processor(s), use a Field Service Control Head or have someone
assist.
9-2.1
Throttle Servo Processor
9-2.2
Clutch Servo Processor
• Check mechanical connections within the Processor and at
the Throttle selector lever.
• Check the mechanical movement of the Throttle lever
from Idle to Full. Ensure that the cable does not bind
while positioning the Throttle at Idle or Full speed.
• Check mechanical connections within the Processor and at
the Transmission selector lever.
• Check the mechanical movement of the Clutch selector
lever from Neutral to Ahead, and Neutral to Astern.
Ensure that the cable does not bind while positioning the
Control Head lever at Ahead or Astern. Ensure that the
Clutch selector lever and the Push-Pull cable form a 90
degree angle at Neutral.
9-3
OWER SUPPLY
P
Page
9-1
PERIODIC CHECKS AND MAINTENANCE
9-3.1
Battery
WARNING: BATTERIES CONTAIN SULFURIC ACID AND EMIT HYDROGEN GAS WHILE CHARGING.
THEREFORE, SPECIFIC SAFETY PRECAUTIONS MUST BE ADHERED TO WHILE HANDLING AND
SERVICING. SPECIFIC INFORMATION ON HANDLING AND SERVICING BATTERIES CAN BE
OBTAINED FROM THE BATTERY COUNCIL INTERNATIONAL, BATTERY SERVICE MANUAL.
CAUTION: In many newer batteries, the vent cap is permanently attached, preventing
access to the electrolyte for water level and specific gravity tests. Attempting
to pry off these caps could result in premature battery failure.
The following tests should be performed in the intervals
specified:
9-3.1.1
Quarterly (Every 3 Months)
• Check the level of the water (electrolyte) within the
Lead-Acid batteries. The plates must be covered. If not,
add a small amount of distilled water.
• Check the voltage of the battery. The battery must have
a chance to “rest” (no charging and no load for a couple
of hours) prior to testing. The following table represents a fully charged battery:
Table 9-1: Fully Charged Battery
Lead Acid Batteries
12V – 12.6 TO 12.8V
24V – 25.2 TO 25.6V
9-3.1.2
9-3.1.3
Gel Cell or AGM Batteries
12V – 12.4 TO 12.6V
24V – 25.0 TO 25.4V
• Check the battery terminals for signs of corrosion, acid
build-up or loose connections.
Semi-Annually (Every 6 Months)
• Check the specific gravity of your Lead-Acid battery(s)
with a Hydrometer. The reading for a fully charged
lead acid battery is 1.260 to 1.280.
Annually (Every 12 Months)
WARNING: THE BATTERY LOAD TEST SHOULD BE PERFORMED BY A QUALIFIED MARINE ELECTRICIAN ONLY.
The tests performed on quarterly and semi-annual basis,
give a relatively good indication of the batteries’ health.
However, the only way to accurately determine the
actual health of your battery is to perform a Battery
Load Test.
• There are two types of Battery Load Tests performed in
the field, Performance and Service. In order to determine the actual health of your battery a Performance
Load Test is recommended. The Service Load Test
determines how well your battery performs in the boat
and doesn’t take into account the battery’s original rating, which could result in misleading results. The Performance Load Test places an accurate load on the
battery and compares the results to the battery manufacture’s specification. The battery should be replaced
if the results are 80% or less than the manufacture specifications.
Page
9-2
PERIODIC CHECKS AND MAINTENANCE
9-3.2
Power Cables, Distribution Panels, etc.
Check all of the connections from the battery to the DC
Distribution Panel to the APS for loose or corroded connections.
• Measure the voltage at the battery and at the Processor
while the Clutch or Throttle Servo is driving. There should
be no more than 10% difference between these two points.
If so, check all devices and connections for excessive voltage drop.
•
NOTE: IF AN APS IS USED IN THE CIRCUIT TO SUPPLY POWER TO THE PROCESSOR, ACCOUNT FOR THE
0.7V DROP ACROSS THE APS. EXAMPLE: 12.6V @ BATTERY – 1.26V (10% DROP) – 0.7V (APS
DROP) = 10.64V (MINIMUM ALLOWABLE VOLTAGE)
Page
9-3
APPENDIX A
APPENDIX A
PARTS LIST
PART NO.
DESCRIPTION
PROCESSORS (X represents number of remote stations)
9110 X
9001 X
Processor (mechanical throttle, mechanical shift)
Actuator (mechanical troll)
Multi-voltage
Multi-voltage
CONTROL HEADS
SINGLE SCREW
450-3L or 3R Left or Right Control Head, 'T' Lever
453-3L or 3R Left or Right Control Head, Chrome Knob Lever
455-3L or 3R Left or Right Control Head, Black Low Profile Lever
456-3L or 3R Left or Right Control Head, Chrome Low Profile Lever
456-3LP or 3RP Left or Right Control Head, Chrome Low Profile Lever, Pluggable
521-4L or 4R Left or Right Control Head, Single Lever Tournament Style - Aluminum
521-4LB or 4RB Left or Right Control Head, Single Lever Tournament Style - Aluminum, Junction Box
521-5L or 5R Left or Right Control Head, Single Lever Tournament Style - Chrome
521-5LB or 5RB Left or Right Control Head, Single Lever Tournament Style - Chrome, Junction Box
750-L or –R
Left or Right Control Head, Heavy Duty
MC2000-1L or 1RLeft or Right Black Control Head, Black Single Lever
MC2000-2L or 2RLeft or Right Chrome Control Head, Chrome Single Lever
MC2000-4L or 4RLeft or Right Black Control Head, Chrome Single Lever
MC2000-4LP or 4RPLeft or Right Black Control Head, Chrome Single Lever - Pluggable
MC2000-5L or 5RLeft or Right Black Control Head, Gold Single Lever
TWIN SCREW
(Synchronization Indication)
460-4
460-4P
463-4
463-4P
464-4
465-4
466-4
Control Head, 'T' Lever
Control Head, 'T' Lever, Pluggable
Control Head, Chrome Knob Lever
Control Head, Chrome Knob Lever, Pluggable
Control Heads, Split, with Single Levers, Chrome Knobs (pair)
Control Head, Black Low Profile Lever
Control Head, Chrome Low Profile Lever
522-4
522-4B
522-5
522-5B
760
760P
MC2000-1
MC2000-1P
MC2000-2
MC2000-2P
MC2000-4
MC2000-4P
Control Head, Dual Lever Tournament Style - Aluminum
Control Head, Dual Lever Tournament Style - Aluminum, Junction Box
Control Head, Dual Lever Tournament Style - Chrome
Control Head, Dual Lever Tournament Style - Chrome, Junction Box
Control Head, Heavy Duty
Control Head, Heavy Duty, Pluggable
Black Head, Black Levers
Black Head, Black Levers, Pluggable
Chrome Head, Chrome Levers
Chrome Head, Chrome Levers, Pluggable
Black Head, Chrome Levers
Black Head, Chrome Levers, Pluggable
PageA-1
APPENDIX A
CONTROL HEAD ADAPTER PADS
1002
1003
1004
1005
1006
1007
(400 and MC20 00 Series O nly)
Pad Kit - white, blank
Pad Kit - black, blank
Pad Kit - teak, blank
Pad Kit - white, machined
Pad Kit -black, machined
Pad Kit - teak, machined
CABLE (Electric)
180
350
11811
212
349
183
355
8-Cond. Shielded Cable
8-Cond. Shielded Cable
8-Cond. Shielded Cable
2-Cond. Power Cable
2-Cond. Power Cable
2-Cond. Start Interlock Cable
2-Cond. Start Interlock Cable
WIRE HARNESS (Plug)
Per/ft.
500’ Spool
1000’ Spool
Per/ft.
250’ Spool
Per/ft.
250’ Spool
Replace the # after the Part Number with the length of harness required. EXAMPLE:
13316-10; 13316-20; 13316-30
TEST UNIT
13316-#
13432-#
13494-#
13533-#
14363-#
15027-#
13322-#
13324-#
13240-#
14310-#
14925-#
14542-#
13239-#
13631-#
13552-#
13756-#
15023-#
13557-#
14261-#
Serial Communication (Twin Screw)
Throttle, Voltage
Throttle, Current
Throttle, PWM
Throttle, MAN
Throttle, Frequency
Clutch – Ahead/Astern/Clutch Power
Clutch – Ahead/Astern/Neutral/Clutch Power
Clutch – Ahead/Astern/Troll/Troll CMD/Clutch Power
Clutch – Ahead/Astern/Troll CMD/Clutch Power
MAN with Troll
MAN without Troll
Magnetic Pickup or Pulse Transmitter
Power/Start Interlock/Clutch Pressure/Alarm Circuit
Power/Start Interlock/Clutch Pressure
Power/Start Interlock
Power
Control Head - 1 Connector
Control Head - 2 Connectors
13927
14000
Service Field Test Unit
Field Test Control Head - Dual
PageA-2
ZF Mathers, LLC
12125 Harbour Reach Drive, Suite B
Mukilteo, WA 98275 U.S.A.
800-546-5455 / 425-583-1900
Fax: 425-493-1569
MMC-165 Rev.D 3/02
Electronic Propulsion Control Systems Three Year Limited Warranty
Your ZF Mathers product has been designed and manufactured by experienced engineers
and craftsmen. ZF Mathers LLC, warrants for the period indicated below, each product to
be free from defect in material and workmanship. Repair or replacement, at ZF Mathers
option, will be provided if the product, upon ZF Mathers inspection, is found to be properly installed and operated in accordance with ZF Mathers Manual. This warranty does
not apply to malfunction caused by damage, unreasonable use, misuse, repair or service
by unauthorized persons or normal wear and tear.
A) Coverage Under Warranty
Three years from the date of purchase by the original end user.
Year One
No charge for equipment repair, parts and labor. Up to three hours labor toward troubleshooting and replacement of defective equipment.
Year Two and Three
There is no charge for equipment repairs performed at the factory that are covered
under warranty. No labor allowance for troubleshooting and replacement of defective
equipment.
B) No Coverage Under Warranty
The following will not be covered under warranty.Travel to and from the job site.
1. Adjustment or calibration of any ZF Mathers equipment.
2. Adjustment or calibration of any associated equipment which may include but not limited to
push-pull cables, engine governor or carburetor, transmission or trolling valve.
3. Damage due to accidents, improper installation or handling and or improper storage.
4. Damage due to faulty repairs performed by an unauthorized service representative.
5. Damage due to conditions, modifications or installation contrary to published specifications or
recommendations.
6. Original installation charges or start-up costs.
7. Battery service including labor charges related to battery service.
8. Rental of equipment during performance of warranty repairs.
9. Unauthorized repair shop labor, without prior approval from ZF Mathers Service Department.
10. Shop supplies such as connectors, wire, cable, etc.
C) Warranty Service
Call 1-800-546-5455 or 1-425-583-1900 for your nearest ZF Mathers Factory Authorized
Dealer.
1. Prior to returning any product to the factory, you must contact ZF Mathers Service Department
for a Material Return Authorization (MRA) number. Return the product freight prepaid, marked
clearly with the MRA number and a description of the malfunction.
2. If there is a defect covered by warranty, ZF Mathers will, at its option, either repair or replace
the defective part or product. If after inspection, ZF Mathers determines that the product is not
defective, ZF Mathers will charge a testing fee and return the product to the sender, freight collect.
3. Repair or replacement during the warranty period will not extend the warranty period.
4. All claims must be submitted within 30 days from date of service.
5. Claims for over 3 hours must be pre-approved by the ZF Mathers Service Department.
THIS WARRANTY IS EXPRESSLY IN LIEU OF ALL OTHER WARRANTIES, EXPRESS OR IMPLIED. EXCEPT TO THE EXTENT PROHIBITED BY APPLICABLE LAW, ZF MATHERS
HEREBY DISCLAIMS ALL OTHER IMPLIED OR EXPRESS WARRANTIES OF ANY KIND, INCLUDING WARRANTIES OF MERCHANTABILITY AND FITNESS FOR A PARTICULAR
PURPOSE. UNDER NO CIRCUMSTANCES SHALL ZF MATHERS BE LIABLE FOR ANY CONSEQUENTIAL DAMAGES SUSTAINED IN CONNECTION WITH THE PRODUCT OR
ITS USE, INCLUDING ANY COSTS OR DAMAGES WHICH RESULT FROM LOSS OF USE OF THE PRODUCT OR ANY ENGINE OR BOAT WITH WHICH IT IS USED. ZF
MATHERS DOES NOT AUTHORIZE ANY REPRESENTATIVE OR AGENT TO ASSUME FOR IT ANY OBLIGATION OR LIABILITY OTHER THAN THOSE EXPRESSLY SET FORTH
ABOVE. SOME STATES DO NOT ALLOW LIMITATIONS ON HOW LONG AN IMPLIED WARRANTY LASTS OR THE EXCLUSION OR LIMITATION OF INCIDENTAL OR CONSEQUENTIAL DAMAGES, SO THE ABOVE LIMITATION MAY NOT APPLY TO YOU. ALL IMPLIED WARRANTIES, IF ANY, ARE LIMITED TO THE DURATION OF THIS EXPRESS
WARRANTY. THIS WARRANTY GIVES YOU LEGAL RIGHTS, AND YOU MAY HAVE OTHER RIGHTS WHICH MAY VARY FROM STATE TO STATE.
Page A-3
Page A-4
ZF Mathers, LLC
12125 Harbour Reach Drive, Suite B
Mukilteo, WA 98275 U.S.A.
800-546-5455 / 425-583-1900
Fax: 425-493-1569
MMC-163 Rev.B 1-01
Warranty Registration
Actuator/Processor, Serial #
Number of Remote Stations
Purchase Date
Dealer's Name
Installer's Name
Phone Number ( )
Purchaser's Name
Street Address
City, State, Zip
Phone Number ( )
YOUR VESSEL:
Engine, Make & Model
Length
Manufacturer
ZF Mathers, LLC. Product First Seen At:
Boat Show
Dealer
Magazine
Page A-5
Serial #
Friend
ZF Mathers, LLC.
12125 Harbour Reach Drive, Suite B
Mukilteo, WA 98275
Page A-6
APPENDIX B
TROUBLESHOOTING
B1
TROUBLESHOOTING GENERAL
The MicroCommander Control System consists of one Processor
per engine, typically mounted in the engine room, and one to
five Control Heads located at the vessel’s Remote Stations. The
Processor is designed to precisely control speed and direction on
vessels equipped with mechanical Throttle and Clutch Selectors.
Figure B1-1: Basic Single Screw, Two Station Diagram
In the event that a malfunction occurs, review the MicroCommander System Diagram above and the descriptions below.
Become familiar with the various components, their functions
and location on the vessel.
The following is a list of the main components that make up a
typical system, along with a brief description of their functions:
B1-1
YPICAL SYSTEM MAIN COMPONENTS
T
B1-1.1
Control Head
The primary function of the Control Head is to send out a
variable DC voltage to the Processor. This DC voltage is
representative of the Control Head’s present lever posiPage B1-1
TROUBLESHOOTING
B1-1.2
B1-1.3
tion. In addition to the primary function, the Control Head
also has audible (Sound Transducer) and visual (LED) status
indications, along with a Transfer Button for taking command and performing other system functions.
Processor
The Processor receives the variable DC voltage from the
Control Head(s) and converts these inputs to the appropriate electronic or electric outputs at the correct time and
sequence to the Governor and Gear Box. The information
regarding throttle type, throttle/ clutch sequencing, etc., are
all stored on memory within the Processor.
Power Source
All electronic equipment must have power in order to operate. Ensuring a properly charged reliable power source is
available is crucial. The Processor requires a 12 or 24 VDC
power system. The minimum voltage at which the Processor will continue to operate is 8.00 VDC. The maximum
allowable voltage is 30 VDC. Exceeding these limits will not
damage the Processor, but will render it unusable temporarily. The power supply must be capable of delivering 10
amperes to each Processor on a continual basis and current
surges up to 20 amperes.
All cable calculations should be based on a 10 ampere draw
with no more than 10% voltage drop.
B1-1.4
Electrical Cables and Harnesses
The function of the Electrical Cables and Harnesses are to
move electrical information from one point to another. The
ZF Mathers’ System has electrical cables and/or pluggable
Harnesses. These Harnesses may have plugs on one end or
both, depending on its purpose. There are Harnesses available for Control Head Interface, DC Power, Start Interlock,
Clutch Oil Pressure Interlock and External System Status
Indication Circuit. In addition, the application may require
Harnesses for Serial Communication and Tachometer Sensor Signal.
B1-1.5
Push-Pull Cables
The primary function of a Push-Pull cable is to allow a physical movement on one end to be felt at the opposite end
with a minimum of back-lash. There are two Push-Pull
cables per Processor, one for Throttle and one for Clutch.
These Push-Pull cables are mechanically connected to the
Processor’s cross-bars on one side and the Throttle and
Shift selector levers on the other.
Prior to attempting to troubleshoot the System, get as much
information as possible from the owner or operator. Inspect
Page
B1-2
TROUBLESHOOTING
the System for signs of misadjustments, loose connections,
physical damage or water incursion.
Pay special attention to the following items:
• DC Power Source
• Component Location
• Component Condition
• Interconnecting Wiring and Harnesses
• Wire Terminations
• Plug and Socket Pins
• Mechanical connections at the Throttle and Transmission
Selection Levers
• Mechanical connections within the Processor
Page
B1-3
TROUBLESHOOTING
B2
TROUBLESHOOTING QUESTIONS
Prior to lifting a tool or stepping on board the vessel, many problems can be resolved by asking the customer the following basic
questions:
A) Is the System installed on a Single, Twin or Multiple
Screw vessel?
• If the System is installed on a Single Screw vessel,
this question does not have much value in narrowing down the source of the problem.
• If the System is installed on a Twin or more Screw
application, this question is quite useful, if you ask
the following question.
1. Does the problem or symptom occur on the Port, Starboard
or both sides?
• If the problem or symptom occurs on one side only, you
have effectively eliminated 50% of the possible causes.
For example, the symptom only occurs on the Port side.
All of the components on the Starboard side have been
eliminated as potential causes.
B) What is the Part Number and Serial Number of the
Processor?
Whenever the factory is called for technical assistance, the
part number and serial number will be required. These
numbers provide the Service Technician information about
the operating characteristics of the Processor. The numbers
are located on the Processor’s front cover.
C) How many Remote Stations are there?
• If only one Remote Station is present, not much will be
gained by asking this question. However, if more than one
Remote Station is being used, command should be taken
from one of the other Stations to see if the problem occurs
from another Station.
• If the problem occurs from more than one Remote Station,
the odds are that the Control Heads are not the cause of the
trouble.
• If the problem occurs at one Remote Station only, there is a
greater chance of the Control Head or the Control Head
Harness of being the cause.
D) Are any tones generated when the problem occurs?
The tones are used to bring the operator’s attention to a possible condition or problem.
The following basic tones can be produced on all Systems:
(Refer to Section B5-1.1, page B51)
Slow Repetitive Tone
Page
B2-1
TROUBLESHOOTING
One Long- Three Short Tones
(Refer to Section B5-1.2,
page B5-2)
(Refer to Section B5-1.3, page B5-4)
(Refer to Section B5-1.4,
page B5-5)
Steady Tone
Three Second Steady Tone
Five Seconds On, Five Seconds Off - High Repetitive
(Refer to Section B5-1.6, page B5-5)
(Refer to Section B5-1.7,
page B5-5).
The following tones can be produced on all Systems utilizing Servo 1:
Rate Tone
Five Second Steady Tone
One Long, One Short - High Repetitive Rate Tone
(Refer to Section B5-2.2, page B5-6)
(Refer to Section B5-2.1,
page B5-6)
The following tones can be produced on all Systems utilizing Servo 2:
(Refer to Section B5-3.1,
page B5-7)
One Long - One Short Tone
One Long - Two Short Tones
One Long, Two Short - High Repetitive Rate Tones
(Refer to Section B5-3.2, page B5-8)
E) Are there any Error Messages displayed on the Processor’s Display LED?
• In addition to generating a tone, at any time the system
detects a malfunction or fault, an error message will be displayed at the Processor. Refer to Table B8-4:, Basic Control
System Error Codes, for an explanation of the errors.
F) What is the status of the Control Head in command’s
red LED?
The red LED(s) will be in one of the following states:
Lit Steady
When the red LED is
, this indicates that the
Station is in command and in Normal operative mode.
Lit Steady
Not Lit
When the red LED is
, that Station is not in command, or there is no power to the Control System.
Not Lit
Blinking Slowly
A
red LED indicates that the Control
Head is in Throttle Only Mode (Warm-up Mode).
Slow Blinking
Blinking Rapidly
A red LED that is
System is in Troll Mode.
Blinking Rapidly
Page
B2-2
indicates that the
TROUBLESHOOTING
G) Has anything on the vessel changed shortly prior to or
when the problem arose?
This question is often overlooked, but should be considered. Obvious changes such as additions or changes to
the electrical/ electronic equipment onboard can affect
the electrical load and in turn the Processor’s power
supply.
Ask the operator if any changes or maintenance to the
vessel’s machinery have occurred lately. Items which
are significant to you, the technician, may not seem so
to the casual owner or operator. An example would be
changes to the engine’s fuel system.
Ask about changes, that when initially considered,
appear to have nothing to do with the Control System.
An example where this really occurred was on a vessel
which had recently been repainted. For unknown reasons, the painter took it upon himself to disconnect the
connections at a Control Head and then reconnected it
incorrectly.
In many cases, these simple questions can resolve a problem
with no further action from you, the technician. Take the time
to consider these questions. In the long run, you will save yourself and the customer a lot of time and money.
Page
B2-3
TROUBLESHOOTING
B3
TROUBLESHOOTING PROBLEM RESOLUTION
If the problem could not be resolved by asking the questions in
the previous section, a careful inspection of the Control System
may be the next step. Even in situations where the problem was
found and corrected, it is good practice to always perform a careful inspection of the entire Control System each and every time
you are asked aboard a boat.
Always verify that the installation of the System is in compliance
with the Installation Manual by carefully inspecting the following:
B3-1
OWER
DC P
A) Ensure that the Processor(s) is connected to a properly
charged 12 or 24 VDC battery through a 10 Ampere circuit
breaker.
B) To ensure reliable power to the Processors an APS (Automatic Power Selector) is strongly recommended. The APS
take inputs from two separate power sources. Whichever
power source is at the higher voltage level, will be automatically switched through.
C) Refer to MM9000-I Installation Manual, Automatic Power
Selector (APS) Model:13505.
B3-2
OMPONENT LOCATION
C
B3-2.1
B3-2.2
Control Heads
There are virtually no restrictions regarding the location of
the 400 Series and MC2000 Series Control Heads, as long as
the bottom is protected from the environment. The 500
Series Control Heads must be mounted to a console and the
700 Series are waterproof from top to bottom.
Refer to MM9000-I Installation Manual Appendix A - Control Head Reference Sheet for Installation requirements.
Processors
The Processors are typically mounted in the engine room,
while maintaining a minimum distance of 4 feet (1,22m)
from sources of high heat and EMI (Electro Magnetic Interference) or RFI (Radio Frequency Interference).
Refer to MM9000-I Installation Manual, Appendix A - Control Head Reference Sheet for Installation requirements.
Page
B3-1
TROUBLESHOOTING
B3-3
B3-4
OMPONENT CONDITION
C
B3-3.1
Control Heads
B3-3.2
Processors
Inspect for any signs of corrosion due to water incursion. If
hard-wired, ensure that all the fork connectors are properly
secured to the terminal. Verify all wires are fully crimped and
do not pull loose.
Inspect the Processor for any signs of physical damage.
NTERCONNECTING WIRING AND HARNESSES
I
A) Inspect the wire terminations for loose connections, corrosion or wire strands.
B) Inspect the Harness’s pins and sockets for bent pins, torn
boots or any signs of corrosion.
The first step in troubleshooting a problem with the Propulsion
System is to determine if the problem is with the Control System or something external to the System. In all cases a Control
System malfunction will alert the operator of the potential problem. This is accomplished through the audible tone emitted at
all Remote Stations. When an audible tone is emitted, it will be
accompanied by an Error Message at the Processor. Also, in
many cases, the Control System will alert the operator to a
problem external to the Control System.
The following are examples of components both internal and
external to the Control System which could be a source of trouble:
Table B3-1: Examples of Components (Internal/External)
Internal
1) Processor
2) Control Head
3) Interconnecting Wiring (Harnesses)
4) Push-Pull Cable
External
1) DC Power Source
2) Engine
3) Transmission
4) Push-Pull Cable
The following pages should give you a good guideline for making
this determination. There is no need to troubleshoot the system
to any point further than one of the main components listed
above. If the fault is found to be with a Control System component, that component is simply replaced. If the fault is found to
be with one of the external components, replace or repair the
defective component or contact a qualified mechanic.
Page
B3-2
TROUBLESHOOTING
B4
TROUBLESHOOTING DIAGNOSTIC MENU
The Processor has built in diagnostics designed to assist the technician in determining the cause of a problem. The following
information is available to view at any time:
•
•
•
•
•
•
•
Applied Battery Voltage
Tachometer Sender Frequency
Stations 1- 5 A/D’s
Stations 1- 5 Transfer Button Status
Servo 2 Feedback A/D’s
Servo 1 Feedback A/D’s
Software Revision Level
In order to access this information, follow the steps below:
A) Locate the Display LED on the Port or Starboard Processor. The Display LED will have
the Processor Part Number displayed in a running pattern moving from left to right while
Figure B4-1: Display Function
Code List
the program is running in Normal Operation.
B) Depress the Up or Down Push Button to activate the Function Code List. The characters
A001 will be shown on the Display like Figure
Figure B4-2: Display
B4-1:
Troubleshooting Function
C) Depress the Up or Down Push Button repeatFunction Code is Blinking
edly until H000 is displayed like Figure B4-2:.
D) Depress and hold the Left and Right Push Buttons simultaneously until the H0 begins to
Figure B4-3: Display
blink. (Figure B4-3:) Release the Push Buttons;
Troubleshooting Function Blinking
the applied battery voltage will now be displayed:
Figure B4-4: Example Display of
Applied Battery Voltage
•The displayed value is in “real time” and provides a rough estimate of the DC voltage applied
to the Processor. The reading is accurate to
within 0.50 DC. Refer to Figure B4-4:
E) In addition to the applied battery voltage,
scrolling through the Diagnostics Menu by
pressing the Up or Down Push Button can also
show the Tachometer Sender Frequency (Figure B4-5:):
Figure B4-5: Example Display of
Tach Sensor Frequency
•The information shown is the actual frequency
outputted by the Tachometer Sender. This signal is utilized in “Closed Loop” Synchronization
or “Closed Loop” Troll (future) systems
Page
B4-1
TROUBLESHOOTING
• The Control Head’s lever position, and the resulting outputs of
Stations # 1, 2, 3, 4, and 5’s Control Heads can always be monitored. This is regardless of whether that Station is in command or not. Note the placement of the decimal points in the
examples below, which show all five Stations with the lever
positioned at the Neutral/Idle position. This will be covered in
further detail later.
STATION #1
LEVER A/D COUNT
STATION #2
LEVER A/D COUNT
STATION #4
LEVER A/D COUNT
STATION # 5
LEVER A/D COUNT
STATION #3
LEVER A/D COUNT
Figure B4-6: Example Display Control Head Lever Current Positions
F) The current status of all the Control Head’s Transfer Buttons
can be monitored within the Diagnostic Menu. A 1 indicates
a closure (depressed Transfer Button) of the switch, while a
0 indicates an open switch. This will also be covered in
more detail later.
STATION #1
STATION #2
STATION #3
TRANSFER BUTTON DEPRESSED TRANSFER BUTTON DEPRESSED TRANSFER BUTTON DEPRESSED
STATION #4
STATION # 5
TRANSFER BUTTON DEPRESSED TRANSFER BUTTON DEPRESSED
Figure B4-7: Example Display Control Head Transfer Button Status View
G) Depressing the Up or Down Push Button one more time will
show the current revision level of the software. This feature
will provide invaluable information in the years to come.
Determining the characteristics or capabilities of a certain
Processor will be as simple as selecting this feature.
Figure B4-8: Example Display Software Revision Level View
H) Pressing the Up or Down (Scroll) Push Button once more,
returns you to the Applied Battery Voltage. (Figure B4-4:)
Page
B4-2
TROUBLESHOOTING
I)
The Diagnostic Menu can be exited two ways:
Do not touch any Push Buttons for 5 minutes. The system will
automatically exit.
• Depress the Left Push Button until
appears. You may
now scroll through the Set Up Menu.
•
H000
Page
B4-3
TROUBLESHOOTING
B5
TROUBLESHOOTING AUDIBLE TONES
As mentioned previously, there are various tones emitted from
the Control Head if an error were to occur.
B5-1
BASIC CONTROL SYSTEM TONES
These basic tones are as follows:
B5-1.1
Slow Repetitive Tone
Figure B5-1:
Slow Repetitive Tone
The Slow Repetitive Tone, also referred to as the “Initialization Tone” is the tone you hear at all Remote Stations when
power is initially applied to the control system. When this
tone is heard, you know for a fact that the following are
true:
• Power has just been applied to the system.
• The Software Program is running normally.
• The Processor is commanding the throttle to Idle.
• The Processor is commanding the clutch to Neutral.
This is a normal tone when power has first been applied to
the Processor and no Control Head has taken command.
However, the tone may also be an indication of a problem,
if during normal operation the engine’s throttle drops to
Idle, followed by the clutch to Neutral, the Control Head’s
red LED goes out and a slow repetitive tone is heard at all
remote stations. This indicates that the voltage at the Processor has momentarily dropped below 8 VDC and then
returned to a normal operational level. This could be due
to:
• Loose battery power cable connection.
• Under-charged or defective battery.
• Voltage drop due to current flow.
In order to pinpoint the exact cause of the low voltage at the
Processor, perform the following checks:
A) Check the Display on the Processor for Error Messages. Error Message 57 may appear indicating
Under Voltage. One or more of Error Messages 43
through 54 may also be displayed. This is due to the
momentary loss of serial communication between
the two Processors. Take note that the Under Voltage
error is not only dependent on low voltage, it is also
dependent on the duration of the low voltage. The
possibility exists that an error message would not be
displayed if the duration of the low voltage was short
enough. However, the other symptoms mentioned
above still occur.
B) In either case, follow the procedure listed under
Diagnostic Menu (Section B4, page B4-1) until the
Page
B5-1
TROUBLESHOOTING
NOTE:
Applied Battery Voltage is displayed. Take note of
the applied voltage.
C) Go to the battery or Main Distribution Panel which is
feeding power to the Processor. With a DC Voltmeter, measure the voltage at this power source. The
battery voltage should be greater than 12.4 Volts in
12 VDC systems and 24.8 Volts in 24 VDC systems. If
not, the battery or it’s charging system needs servicing.
D) The voltage differential between the power source
and the Processor should not exceed 1.2 Volts in 12
VDC systems and 2.4 Volts in 24 VDC systems. If so,
there is high resistance somewhere between the battery and Processor.
F AN APS IS BEING UTILIZED IN THE POWER CIRCUIT , TAKE INTO ACCOUNT THE 0.7 VDC FORWARD VOLTAGE DROP OF THE DIODES. THIS WOULD INCREASE THE PERMISSIBLE DIFFERENTIAL
BETWEEN POWER SOURCE AND PROCESSOR FROM 1.2 TO 1.9 VDC IN 12 VDC CIRCUITS AND 2.4
TO 3.1 VDC IN 24 VDC CIRCUITS.
I
E) High resistance, resulting in a differential voltage of
1.2 Volts (12 VDC Systems) or 2.4 Volts (24 VDC Systems) or greater, may be the result of corroded or tarnished connections, dirty or pitted relay contacts or
an improperly sized power cable.
F) If the voltage differential is less than 1.2 Volts (12
VDC Systems) or 2.4 Volts (24 VDC Systems), which
is what you would typically expect, a loose connection may exist between the power source and the Processor. The vibration experienced while the vessel is
underway may intermittently cause the circuit to
open. Check all the connections between the power
source and the Processor for a loose bolts, nuts, etc.
B5-1.2
One Long - Three Short Tones
Figure B5-2:
One Long - Three Short Tones
This tone indicates that there is an invalid command signal
at the Station-in-Command.
The Processor expects a DC voltage, representative of the
Control Head’s present lever position. This voltage is
referred to as the “Command Signal”. In normally functioning Control Heads, the command signal is between
approximately 0.8VDC at Full Astern to 4.10 VDC at Full
Ahead.
The command signal is converted by the Processor to a digital representation, referred to as an A/D Count. More on A/
D Counts later. If the command signal drops below 0.6VDC
or exceeds 4.40 VDC, the tone will be generated.
At the same time the tone is heard, throttle command drops
to Idle and the clutch will be commanded to Neutral. The
following items will cause this to occur:
Page
B5-2
TROUBLESHOOTING
• An open or high resistance connection between the Control Head and Processor.
• Out of calibration Control Head.
• A defective Control Head.
• A defective A/D Converter in the Processor.
The exact cause of the malfunction can be found as follows:
A) Check the Processor’s Display for error messages.
Most likely, one of error messages 13 thru 32 will be
shown. The exact number shown depends on which
remote station is experiencing the problem and
whether the command signal was too high or too low.
B) Enter the Diagnostic Menu as outlined in Section B4,
page B4-1.
C) Depress the Up or Down (Scroll) Push Button until
the appropriate Remote Station is displayed.
S
TATION 1
S
TATION 4
• The Remote Station are identified by the position of the
decimal points.
• Station 1 has no decimal point after the first digit to the
far right. The remaining three digits all have decimal
points.
• If the digit to the far left had no decimal point following
it, but the remaining three do, this would represent Station 4.
S
TATION 2
S
TATION 5
Figure B5-3: Display Examples of Remote Stations
S
TATION 3
D) The examples in Figure B5-3: are shown with no
Control Heads connected to any Remote Stations.
When a Control Head is connected, the appropriate
A/D (Analog/Digital) value for the present position of
Page
B5-3
TROUBLESHOOTING
STATION 1
(NEUTRAL COMMANDED)
STATION 4
(NO CONTROL HEAD CONNECTED)
the Control Head’s lever will be shown, as in the
examples below:
STATION 2
(FULL AHEAD C OMMANDED)
STATION 3
(FULL ASTERN COMMANDED)
STATION 5
(NEUTRAL COMMANDED)
Figure B5-4: Display Examples of Remote Stations A/D Value
E) An A/D value of 910 or greater will generate an Error
Code. The code will be 13 to 22 (Control Head #
Faulted High), depending on which Station has the
high Command Signal.
• If the A/D value is greater than 910, but less than 990,
one of the following may be the cause:
1. The Control Head’s potentiometer is out of calibration.
2. The potentiometer is defective.
In either case, it is recommended that the Control
Head is replaced.
• If the A/D value is 995 or higher, most likely the potentiometer’s ground has been lost.
• Right hand Control Heads have a jumper between pins
3 and 5 if a Harness is used. This jumper provides the
potentiometers ground.
• Left hand Control heads have a jumper between pins 3
and 7 is a Harness is used. This jumper provides the
potentiometers ground.
• The potentiometer ground connection for Control
Heads which are hard-wired to the Processor is through
the yellow wire (pin 5 on right hand and pin 7 on left
hand).
F) If the A/D value is 100 or less, one of Error Codes 2332 (Control Head # Faulted Low) will be shown.
• If the A/D value is less than 100, but greater than 75,
the following may be the cause:
1. The Control Head’s potentiometer is out of calibration.
2. The potentiometer is defective.
3. A high resistance connection exists on pin 6 (green
wire) between the Control Head and Processor.
• If the A/D value is less than 75:
1. There is an open wire between pin 6 (green wire) of
the Control Head and the Processor.
Page
B5-4
TROUBLESHOOTING
2.
There is an open wire between pin 7 (blue wire) of a
right hand Control Head and the Processor.
3.
There is an open wire between pin 5 (blue wire) of a
left hand Control Head and pin 7 (blue wire) of the
Processor.
B5-1.3
Steady Tone
Figure B5-5:
Steady Tone
The Steady Tone is an indication to the operator that something has gone wrong within the Control System. The
Steady Tone will typically be accompanied by an Error Message on the Processor’s Display. If the tone is heard, the
Processor’s Display must be referred to in order to further
diagnosis the problem.
The Transfer Button is shorted - Tone will cease when command is taken at another Station.
If the Transfer Button becomes shorted for 12 seconds or
more during Normal Operation, a steady tone will be produced at all Remote Stations as long as the Transfer Button
remains shorted. Full System control remains. Transferring to another Remote Station silences the Steady Tone.
Command cannot be regained at the Station until the problem is rectified.
B5-1.4
Three Second Steady Tone
Figure B5-6:
Three Second Tone
This tone could indicate one of three things.
Transfer Button on the Control Head in command is
stuck.
If the Processor for this System includes the use of Backup Mode, this tone would indicate that there has
been a switch closure requesting Back-up Mode.
If the Processor for this System includes Integrated Solenoid Trolling Valve control, this tone would indicate that there has been a Troll Solenoid error.
Refer to the Error Code displayed.
B5-1.5
Three Second Steady Tone, followed by a Slow Repetitive
Tone
Figure B5-7:
Three Second Tone, followed by a Slow Repetitive Tone
This tone indicates that there has been a shorted Transfer
Button on power-up. Command can be gained at any other
Remote Station, which silences the Slow Repetitive Tone.
Page
B5-5
TROUBLESHOOTING
B5-1.6
Five Seconds On, Five Seconds Off - High Repetitive Rate Tone
Figure B5-8:
B5-1.7
Five Seconds On, Five Seconds Off - High Repetitive Rate Tone
Loss of communication with Station Expander (SE) or the
Troll Actuator (p/n 9001). This tone cannot be cleared
unless all Error Codes (Active and In-Active) have been
cleared.
Five Second Steady Tone
Figure B5-9:
Five Second Steady Tone
Loss of Serial Communication.
B5-2
ERVO
S
B5-2.1
ONTROL SYSTEM TONES
1 C
One Long - One Short Tone
Figure B5-10:
One Long - One Short Tone
This tone indicates that the feedback signal, which represents the position of the Servo 1 cross-bar, is out of the
expected range.
This tone will be accompanied by Error Code 63 or 64.
63 is displayed, the signal received from
the feedback potentiometer is higher than expected.
This is due to one of the three following reasons:
1. The orange wire (ground) between the potentiometer and plug are not making contact, or have a high
resistance contact.
2. The potentiometer is out of calibration.
3. The potentiometer is defective.
• If Error Code is displayed, the signal received from
the feedback potentiometer is lower than expected.
This is due to one of the following reasons:
1. The green (signal) or orange (reference voltage)
wires between the potentiometer and plug are not
making contact or have a high resistance contact.
2. The potentiometer is out of calibration.
3. The potentiometer is defective.
4. The Control Circuit is defective.
• If Error Code
64
The Servo 1 feedback signal can be viewed within the Diagnostic Menu. The Value displayed depends on the direction
and amount of push-pull cable travel. As a general rule:
• When the Value displayed is
or , the problem is
with the wiring between the potentiometer and plug.
• If the displayed Value varies, the potentiometer is defective.
1023
Page
B5-6
0
TROUBLESHOOTING
B5-2.2
• When the Value is slightly too high or too low when
fully extended, the potentiometer requires calibration.
One Long, One Short - High Repetitive Rate Tones
Figure B5-11:
One Long, One Short - High Repetitive Rate Tones
This tone is also referred to as a Jam Tone. When sounded,
Servo 1 is unable to reach the commanded position. In
most cases when a Jam Tone is encountered, it can be
cleared by moving the Control Head lever back to the point
prior to where the tone was first encountered.
The tone will be accompanied by Error Code 62 and is typically caused by one of the following reasons:
• Stiff or frozen selector lever.
• Misadjusted push-pull cable.
• Defective push-pull cable.
• Low battery voltage.
• Defective Processor.
In order to isolate the cause to one of these five items, follow the steps below:
A) Disconnect the push-pull cable from the selector
lever.
B) Move the Control Head lever to Ahead, Astern, and
back to Neutral.
• If the tone ceases continue with step C).
• If the tone is still present, skip ahead to step D).
C) Grab a hold of the selector lever and manually reposition the lever.
• If the selector lever is very stiff it needs servicing.
• If the selector lever moves freely, the push-pull cable’s
travel is misadjusted and needs to be corrected.
D) If the tone did not cease in step B), remove the pushpull cable from the Processor.
E) Move the Control Head lever back and forth from
Neutral to Ahead to Astern.
• If the tone ceases, the push-pull cable is defective and
needs to be replaced.
• If the tone did not cease, check the DC Voltage to the
Processor by accessing the Diagnostic Menu H0. If the
voltage is adequate, replace the Processor.
Page
B5-7
TROUBLESHOOTING
B5-3
ERVO
S
B5-3.1
ONTROL SYSTEM TONES
2 C
One Long - Two Short Tones
Figure B5-12:
One Long - Two Short Tones
This tone indicates that the feedback signal, which represents the position of the Servo 2 cross-bar, is out of expected
range.
This tone will be accompanied by Error Code 66 or 67.
66 is displayed, the signal received from
the feedback potentiometer is higher than expected.
This is due to one of the three following reasons:
1. The orange wire (ground) between the potentiometer and plug are not making contact, or have a high
resistance contact.
2. The potentiometer is out of calibration.
3. The potentiometer is defective.
• If Error Code 6 is displayed, the signal received from
the feedback potentiometer is lower than expected.
This is due to one of the following reasons:
1. The green (signal) or orange (reference voltage)
wires between the potentiometer and plug are not
making contact or have a high resistance contact.
2. The potentiometer is out of calibration.
3. The potentiometer is defective.
4. The Control Circuit is defective.
• If Error Code
7
The Servo 2 feedback signal can be viewed within the Diagnostic Menu. The Value displayed depends on the direction
and amount of push-pull cable travel. As a general rule:
• When the Value displayed is
or , the problem is
with the wiring between the potentiometer and plug.
• If the displayed Value varies, the potentiometer is defective.
• When the Value is slightly too high or too low when
fully extended, the potentiometer requires calibration.
1023
B5-3.2
0
One Long, Two Short - High Repetitive Rate Tones
Figure B5-13:
One Long, Two Short - High Repetitive Rate Tones
This tone is also referred to as a Jam Tone. When sounded,
Servo 2 is unable to reach the commanded position. In
most cases when a Jam Tone is encountered, it can be
cleared by moving the Control Head lever back to the point
prior to where the tone was first encountered.
The tone will be accompanied by Error Code 65 and is typically caused by one of the following reasons:
• Stiff or frozen selector lever.
• Misadjusted push-pull cable.
Page
B5-8
TROUBLESHOOTING
• Defective push-pull cable.
• Low battery voltage.
• Defective Processor.
In order to isolate the cause to one of these five items, follow the steps below:
A) Turn the power ON to the Processor.
• If the tone is not present continue with step C)
• If the tone is present, check the DC voltage to the Processor by accessing the Diagnostic Menu H0. If the
voltage is adequate continue with step B.
B) Disconnect the push-pull cable from the selector
lever.
• If the tone is still present after cycling power, replace
the Processor.
• If the tone is no longer present, continue with step C)
C) If disconnected, reconnect the push-pull cable.
D) Depress the Transfer Button while moving the Control Head lever to the Ahead detent.
E) Release the transfer button and continue to move the
Control Head lever through the speed range.
• If the tone does not sound until the Control Head lever
is close to full throttle, Function Code E3 Throttle Maximum is misadjusted.
• If the tone sounds earlier than full throttle, continue
with step F).
F) Disconnect the push-pull cable from the selector
lever.
G) Manually reposition the selector lever (Idle to Full).
• If the selector lever is very stiff it needs to be serviced.
• If the selector lever moves freely, the push-pull cable is
defective and needs replacing.
Page
B5-9
TROUBLESHOOTING
B6
TROUBLESHOOTING STATION TRANSFER
In order to transfer command from one Remote Station to
another, the following must occur:
There must be a valid “Command Signal” at the Station being
transferred to.
• The “Command Signal” must indicate that the Control Head’s
lever(s) is at the Neutral/Idle position.
• The Transfer Button must be depressed which takes the “Station Select” signal from 5.00 VDC to 0.00 VDC.
•
If a transfer from one Remote Station to another is requested,
but does not take place; the items required for successful transfer
can be tested as follows:
B6-1
COMMAND SIGNAL
B6-2
A TO D COUNTS
The Command Signal is a DC voltage which varies in relationship to the Control Head’s lever position.
The Processor provides each Control Head 5.00 +/- 0.20VDC,
which is referred to as the “Reference Voltage”.
The Reference Voltage is applied to a 5K Ohm Potentiometer in
the Control Head.
The potentiometer’s “Wiper” taps off a portion of the Reference
Voltage and sends it back to the Processor.
The amount of DC voltage which is tapped off, is dependant on
the position of the Control Head’s lever.
When the lever is fully Astern, a small portion of the Reference
Voltage is tapped off by the wiper, and therefore, the
voltage is at its lowest point (approximately 0.80 VDC).
When the lever is positioned fully Ahead, a larger portion is
tapped off and the voltage is at its highest point
(approximately 4.10 VDC).
Since all the calculations within the control system are performed digitally, these DC voltages are expressed as and converted to a digital representation.
The “Reference Voltage” (approximately 5.00 VDC) by which
all analog inputs are based, is represented as 1023 A/D (Analog to Digital) Counts.
• This allows for the possibility of a 1024 possible positions
when 0 is included in the count.
• The value of the Command Voltage with the lever at the Neutral/Idle position is 49- 51% of the Reference Voltage when
measured at the Station terminal block. The actual value read
by the Processor is 2% below that value or 47% to 49% of 1023
A/D Counts (485- 505 A/D).
•
Page
B6-1
TROUBLESHOOTING
NOTE: THE A/D VALUES LISTED FOR FULL AHEAD AND FULL ASTERN REPRESENT THE POINT WHERE
MAXIMUM THROTTLE IS REACHED. THE A/D COUNT WHEN THE CONTROL HEAD LEVER IS PHYSICALLY AT IT ’S MAXIMUM POINT WILL BE HIGHER, BUT MAY NOT EXCEED THE OUT -OF-RANGE VALUES LISTED IN TABLE B6-1:, PAGE B6-2.
•
•
•
•
•
The Command Signal at Full Ahead is 82- 84% of the Reference Voltage when measured at the Station terminal block.
The actual value read by the Processor is 2% below that value
or 80- 82% of 1023 A/D Counts (821- 841 A/D).
The Command Signal at Full Astern is 17 - 19% of the Reference Voltage when measured at the Station terminal block.
The actual value read by the Processor is 2% below that value
or 15- 17% of 1023 A/D Counts (153- 173 A/D).
Since the Command Signal is based on a percentage of the
Reference Voltage, the distance of the Control Head from the
Processor has no impact on the performance of the system.
The amount of voltage drop, due to current flow, is the same
for both the Reference and Command Voltages.
The relationship between the Reference and Command Voltages when thought of as a percentage, will remain the same
regardless of distance. For instance, here are two examples.
Example 1
Reference Voltage 5.00 VDC1023 A/D Counts
Command Voltage2.45 VDC501 A/D Counts
Example 2
Reference Voltage4.80 VDC1023 A/D Counts
Command Voltage2.35 VDC501 A/D Counts
As you can see by the examples, even though the Command
Voltages are different between Examples 1 and 2, the resulting
A/D counts, are the same because of the different Reference
Voltages. This would result in the Processor commanding the
identical outputs (Clutch & Throttle) in both cases.
A) The A/D count for a specific Control Head’s lever can be
seen on the Processor’s Display by following the steps
outlined in Section B4, page B4-1.
B) Once the appropriate remote station is reached, ensure
that the displayed A/D Count represents the Neutral/Idle
position (485- 505 A/D counts). Command will not be
accepted unless the Control Head’s lever is at the Neutral/Idle position.
The following table shows the appropriate A/D Counts for various Control Head lever positions:
Table B6-1: Control Head Lever A/D Counts
Control Head Lever Position
Lever Out of Range Low
Full Astern
Neutral/ Idle
Page
B6-2
A/D Count
100
153 - 173
485 - 505
TROUBLESHOOTING
Table B6-1: Control Head Lever A/D Counts
Control Head Lever Position
Ahead Shift Point
Full Ahead
Lever Out of Range High
B6-3
A/D Count
537
821 - 841
910
EMOTE STATION SELECT
R
The second required item for taking command is “Station
Select” or depressing of the Transfer Button.
The Transfer Button can be tested by entering the Diagnostic Menu H0.
A) Depress the Up or Down (scroll) Push
Button until four zeroes are displayed
without decimal points as shown in Figure B6-1:.
Figure B6-1: Display Station A/D’s No Station Transfer
B) For Stations 1 - 4 when the Transfer
Button Depressed
Button is depressed, the 0 which represents that remote station, will change
to a 1 as shown in Figure B6-2:. For
Station 5 when the Transfer Button is
depressed,
all four decimal points will
Figure B6-2: Example Display Station A/D’s Transfer
light as shown in Figure B6-3:
Button Depressed for Stations 1 - 4
•
• Whenever command cannot be gained
at a particular remote station, the Station Select and Command Signals are
the first to be investigated. If either
the Command Signal is out of range or
the Station Select is inoperable, command will not be accepted at that
remote station.
Figure B6-3: Display Station A/D/s Transfer Button
Depressed for Station 5
Page
B6-3
TROUBLESHOOTING
B7
TROUBLESHOOTING STUCK TRANSFER BUTTON
The Transfer Button is a normally open, momentary switch. The
only time the switch should close is when it is depressed to take
command or when entering or departing various other functions. In the event that the Transfer Button became stuck in the
closed position, the following will occur:
The Transfer Button would have to be closed for 15 seconds or
more.
• The throttle and clutch are not affected.
• A solid tone is heard from all remote stations, until the button’s
contact opens or transfer to another remote station has taken
place.
•
If a Control Head that is not in command has a stuck transfer
button, the following will happen:
• If Control Head levers are positioned at Neutral/Idle, a solid
tone is heard from all remote stations.
• If Control Head levers are positioned other than Neutral/Idle,
a three (3) second tone is heard from all remote stations.
• Error Code 33 - 42, depending on which remote station, will be
shown on the Processor Display.
• Command can be taken at any other operational remote station.
• After one (1) second command can be regained at the remote
station with the stuck button as long as the problem has been
corrected by depressing the transfer button.
If a stuck Transfer Button is suspected, this can be verified by
looking at the Station Select status (1 or 0) as outlined in Section
B6-3, page B6-3.
• An Error Code 33 - 42 will be shown on the Display, depending
on which Station is experiencing the problem.
Page
B7-1
TROUBLESHOOTING
B8
ERROR CODES
As stated previously, if a problem with the Control System is
detected, the Processor is programmed to display numerous
Error Codes to aid in the isolation of the cause. The following
tables list these Error Codes, along with a brief description
.
ASIC CONTROL SYSTEM ERROR CODES
B8-4 B
Error
No.
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
29
30
31
32
33
34
35
36
37
38
Table B8-2: Basic Control System Error Codes
Title
Description
Station No.1
Station No.1 Control Head’s lever position is out of range.
Faulted High
The input appears to be too high.
Station No.2
Station No.2 Control Head’s lever position is out of range.
Faulted High
The input appears to be too high.
Station No.3
Station No.3 Control Head’s lever position is out of range.
Faulted High
The input appears to be too high.
Station No.4
Station No.4 Control Head’s lever position is out of range.
Faulted High
The input appears to be too high.
Station No.5
Station No.5 Control Head’s lever position is out of range.
Faulted High
The input appears to be too high.
Station No.6
Station No.6 Control Head’s lever position is out of range.
Faulted High
The input appears to be too high.
Station No.7
Station No.7 Control Head’s lever position is out of range.
Faulted High
The input appears to be too high.
Station No.8
Station No.8 Control Head’s lever position is out of range.
Faulted High
The input appears to be too high.
Station No.9
Station No.9 Control Head’s lever position is out of range.
Faulted High
The input appears to be too high.
Station No.10
Station No.10 Control Head’s lever position is out of range.
Faulted High
The input appears to be too high.
Station No.1
Station No.1 Control Head’s lever position is out of range.
Faulted Low
The input appears to be too low.
Station No.2
Station No.2 Control Head’s lever position is out of range.
Faulted Low
The input appears to be too low.
Station No.3
Station No.3 Control Head’s lever position is out of range.
Faulted Low
The input appears to be too low.
Station No.4
Station No.4 Control Head’s lever position is out of range.
Faulted Low
The input appears to be too low.
Station No.5
Station No.5 Control Head’s lever position is out of range.
Faulted Low
The input appears to be too low.
Station No.6
Station No.6 Control Head’s lever position is out of range.
Faulted Low
The input appears to be too low.
Station No.7
Station No.7 Control Head’s lever position is out of range.
Faulted Low
The input appears to be too low.
Station No.8
Station No.8 Control Head’s lever position is out of range.
Faulted Low
The input appears to be too low.
Station No.9
Station No.9 Control Head’s lever position is out of range.
Faulted Low
The input appears to be too low.
Station No.10
Station No.10 Control Head’s lever position is out of range.
Faulted Low
The input appears to be too low.
Station No.1
Station No.1 Control Head’s Transfer Button has either been closed too long or
Button Stuck Closed
has been closed since power-up.
Station No.2
Station No.2 Control Head’s Transfer Button has either been closed too long or
Button Stuck Closed
has been closed since power-up.
Station No.3
Station No.3 Control Head’s Transfer Button has either been closed too long or
Button Stuck Closed
has been closed since power-up.
Station No.4
Station No.4 Control Head’s Transfer Button has either been closed too long or
Button Stuck Closed
has been closed since power-up.
Station No.5
Station No.5 Control Head’s Transfer Button has either been closed too long or
Button Stuck Closed
has been closed since power-up.
Station No.6
Station No.6 Control Head’s Transfer Button has either been closed too long or
Button Stuck Closed
has been closed since power-up.
Page
B8-1
TROUBLESHOOTING
39
40
41
42
43
44
45
46
47
48
49
50
51
52
53
54
55
56
57
58
59
60
61
Station No.7
Button Stuck Closed
Station No.8
Button Stuck Closed
Station No.9
Button Stuck Closed
Station No.10
Button Stuck Closed
CAN Communication
Stuffing Error
CAN Communication
Form Error
CAN Communication
Acknowledge Error
CAN Communication
Bit 1 Error
CAN Communication
Bit 0 Error
CAN Communication
CRC Error
CAN Communication
Bus Error
Table B8-2: Basic Control System Error Codes
Comm. Error Time-out
System 1
Comm. Error Time-out
System 2
Comm. Error Time-out
System 3
Comm. Error Time-out
System 4
Comm. Error Time-out
System 5
SE Communication Error
Station No.7 Control Head’s Transfer Button has either been closed too long or
has been closed since power-up.
Station No.8 Control Head’s Transfer Button has either been closed too long or
has been closed since power-up.
Station No.9 Control Head’s Transfer Button has either been closed too long or
has been closed since power-up.
Station No.10 Control Head’s Transfer Button has either been closed too long or
has been closed since power-up.
The Control-Area-Network protocol has detected an error in communication
with other devices on the network. The error type is a stuffing error.
The Control-Area-Network protocol has detected an error in communication
with other devices on the network. The error type is a form error.
The Control-Area-Network protocol has detected an error in communication
with other devices on the network. The error type is an acknowledge error.
The Control-Area-Network protocol has detected an error in communication
with other devices on the network. The error type is a Bit 1 error.
The Control-Area-Network protocol has detected an error in communication
with other devices on the network. The error type is a Bit 0 error.
The Control-Area-Network protocol has detected an error in communication
with other devices on the network. The error type is a CRC error.
The Control-Area-Network protocol has detected an error in communication
with other devices on the network. The error type is a Bus failure error. The
error cannot be recovered from without cycling power to the Processor.
Communication with System 1 has been too long without a Refresh message.
Communication with System 1 has been too long without a Refresh message.
Communication with System 1 has been too long without a Refresh message.
Communication with System 1 has been too long without a Refresh message.
Communication with System 1 has been too long without a Refresh message.
Communication with the Station Expander has been too long without a Refresh
message.
The applied battery voltage is 30VDC or higher for at least two seconds.
The applied battery voltage is 10VDC or lower for at least two seconds.
The system has had an unexpected Reset, due to a software/ hardware fault.
High Battery Voltage Fault
Low Battery Voltage Fault
Reset Due to Software
Watchdog
Reset Due to Software Fault The system has had an unexpected Reset, due to a software fault.
Reset Due to Hardware
The system has had an unexpected Reset, due to a software/ hardware fault.
Watchdog
Oscillator Watchdog
The system’s Oscillator has had an unexpected fault.
ERVO 1 ERROR CODES
B8-1 S
Error
No.
62
63
64
Title
Servo 1 Jam
Servo 1Feedback High
Servo 1 Feedback Low
B8-2
Error
No.
65
66
67
Table B8-3: Servo 1 Error Codes
Description
Servo one is unable to make any progress toward its commanded position.
Servo one’s position feedback voltage is higher than the acceptable range.
Servo one’s position feedback voltage is lower than the acceptable range.
ERVO 2 ERROR CODES
S
Table B8-4: Servo 2 Error Codes
Title
Servo 2 Jam
Servo 2 Feedback High
Servo 2 Feedback Low
Description
Servo two is unable to make any progress toward its commanded position.
Servo two’s position feedback voltage is higher than the acceptable range.
Servo two’s position feedback voltage is lower than the acceptable range.
B8-3
Page
B8-2
TROUBLESHOOTING
B9
BASIC PROBLEM CAUSES AND SOLUTIONS
The following table lists the various Error Codes and provides
possible causes and solutions. Error Codes appearing on the
Port side Processor’s Display LED are port side errors and vice
versa. The Causes and Solutions provided are the most likely,
but are not the only possible causes for the Errors Codes listed.
B9-1
Error
No.
ASIC CONTROL SYSTEM PROBLEM CAUSES AND SOLUTIONS
B
Table B9-1: Basic Control System Problem Causes and Solutions
Causes
Solutions
13 a. Station No.1 Control Head is defective.
b. No continuity between pin 5’s of the Control Head
Harness connectors.
c. Control Head jumper (pin 3 to 5 or 7) is missing.
14 a. The Station No.2 Control Head is defective.
b. No continuity between pin 5’s of the Control Head
Harness connectors.
c. Control Head jumper (pin 3 to 5 or 7) is missing.
15 a. The Station No.3 Control Head is defective.
b. No continuity between pin 5’s of the Control Head
Harness connectors.
c. Control Head jumper (pin 3 to 5 or 7) is missing.
16 a. The Station No.4 Control Head is defective.
b. No continuity between pin 5’s of the Control Head
Harness connectors.
c. Control Head jumper (pin 3 to 5 or 7) is missing.
17 a. The Station No.5 Control Head is defective.
b. No continuity between pin 5’s of the Control Head
Harness connectors.
c. Control Head jumper (pin 3 to 5 or 7) is missing.
18 a. The Station No.6 Control Head is defective.
b. No continuity between pin 5’s of the Control Head
Harness connectors.
c. Control Head jumper (pin 3 to 5 or 7) is missing.
19 a. The Station No.7 Control Head is defective.
b. No continuity between pin 5’s of the Control Head
Harness connectors.
c. Control Head jumper (pin 3 to 5 or 7) is missing.
20 a. The Station No.8 Control Head is defective.
b. No continuity between pin 5’s of the Control Head
Harness connectors.
c. Control Head jumper (pin 3 to 5 or 7) is missing.
21 a. The Station No.9 Control Head is defective.
b. No continuity between pin 5’s of the Control Head
Harness connectors.
c. Control Head jumper (pin 3 to 5 or 7) is missing.
22 a. The Station No.10 Control Head is defective.
b. No continuity between pin 5’s of the Control Head
Harness connectors.
c. Control Head jumper (pin 3 to 5 or 7) is missing.
Page
a. Replace Station No.1 Control Head.
b. Ensure that the red conductor is properly crimped to
pin 5 at both connectors.
c. Install a jumper from pin 3 to 5 on right hand and 3 to 7
on left hand Control Heads.
a. Replace Station No.2 Control Head.
b. Ensure that the red conductor is properly crimped to
pin 5 at both connectors.
c. Install a jumper from pin 3 to 5 on right hand and 3 to 7
on left hand Control Heads.
a. Replace Station No.3 Control Head.
b. Ensure that the red conductor is properly crimped to
pin 5 at both connectors.
c. Install a jumper from pin 3 to 5 on right hand and 3 to 7
on left hand Control Heads.
a. Replace Station No.4 Control Head.
b. Ensure that the red conductor is properly crimped to
pin 5 at both connectors.
c. Install a jumper from pin 3 to 5 on right hand and 3 to 7
on left hand Control Heads.
a. Replace Station No.5 Control Head.
b. Ensure that the red conductor is properly crimped to
pin 5 at both connectors.
c. Install a jumper from pin 3 to 5 on right hand and 3 to 7
on left hand Control Heads.
a. Replace Station No.6 Control Head.
b. Ensure that the red conductor is properly crimped to
pin 5 at both connectors.
c. Install a jumper from pin 3 to 5 on right hand and 3 to 7
on left hand Control Heads.
a. Replace Station No.7 Control Head.
b. Ensure that the red conductor is properly crimped to
pin 5 at both connectors.
c. Install a jumper from pin 3 to 5 on right hand and 3 to 7
on left hand Control Heads.
a. Replace Station No.8 Control Head.
b. Ensure that the red conductor is properly crimped to
pin 5 at both connectors.
c. Install a jumper from pin 3 to 5 on right hand and 3 to 7
on left hand Control Heads.
a. Replace Station No.9 Control Head.
b. Ensure that the red conductor is properly crimped to
pin 5 at both connectors.
c. Install a jumper from pin 3 to 5 on right hand and 3 to 7
on left hand Control Heads.
a. Replace Station No.10 Control Head.
b. Ensure that the red conductor is properly crimped to
pin 5 at both connectors.
c. Install a jumper from pin 3 to 5 on right hand and 3 to 7
on left hand Control Heads.
B9-1
TROUBLESHOOTING
Table B9-1: Basic Control System Problem Causes and Solutions
Error
No.
Causes
23 a. The Station No.1 Control Head is defective.
b. No continuity between pin 6’s of the Control Head
Harness connectors.
c. No continuity between pin 7’s of the Control Head
Harness connectors.
24 a. The Station No.2 Control Head is defective.
b. No continuity between pin 6’s of the Control Head
Harness connectors.
c. No continuity between pin 7’s of the Control Head
Harness connectors.
25 a. The Station No.3 Control Head is defective.
b. No continuity between pin 6’s of the Control Head
Harness connectors.
c. No continuity between pin 7’s of the Control Head
Harness connectors.
26 a. The Station No.4 Control Head is defective.
b. No continuity between pin 6’s of the Control Head
Harness connectors.
c. No continuity between pin 7’s of the Control Head
Harness connectors.
27 a. The Station No.5 Control Head is defective.
b. No continuity between pin 6’s of the Control Head
Harness connectors.
c. No continuity between pin 7’s of the Control Head
Harness connectors.
28 a. The Station No.6 Control Head is defective.
b. No continuity between pin 6’s of the Control Head
Harness connectors.
c. No continuity between pin 7’s of the Control Head
Harness connectors.
29 a. The Station No.7 Control Head is defective.
b. No continuity between pin 6’s of the Control Head
Harness connectors.
c. No continuity between pin 7’s of the Control Head
Harness connectors.
30 a. The Station No.8 Control Head is defective.
b. No continuity between pin 6’s of the Control Head
Harness connectors.
c. No continuity between pin 7’s of the Control Head
Harness connectors.
31 a. The Station No.9 Control Head is defective.
b. No continuity between pin 6’s of the Control Head
Harness connectors.
c. No continuity between pin 7’s of the Control Head
Harness connectors.
32 a. The Station No.10 Control Head is defective.
b. No continuity between pin 6’s of the Control Head
Harness connectors.
c. No continuity between pin 7’s of the Control Head
Harness connectors.
33 a. The Station No.1 transfer button was held down for 15
seconds or longer
b. The Station No.1 Control Head transfer button is
defective
c. The Control Head Harness is miswired.
d. The Control Head’s Pigtail is miswired.
Page
Solutions
a. Replace Station No.1 Control Head.
b. Ensure that the green conductor is properly crimped to
pin 6 at both connectors and there is continuity.
c. Ensure that the blue conductor is properly crimped to
pin 7 at both connectors and there is continuity.
a. Replace Station No.2 Control Head.
b. Ensure that the green conductor is properly crimped to
pin 6 at both connectors and there is continuity.
c. Ensure that the blue conductor is properly crimped to
pin 7 at both connectors and there is continuity.
a. Replace Station No.3 Control Head.
b. Ensure that the green conductor is properly crimped to
pin 6 at both connectors and there is continuity.
c. Ensure that the blue conductor is properly crimped to
pin 7 at both connectors and there is continuity.
a. Replace Station No.4 Control Head.
b. Ensure that the green conductor is properly crimped to
pin 6 at both connectors and there is continuity.
c. Ensure that the blue conductor is properly crimped to
pin 7 at both connectors and there is continuity.
a. Replace Station No.5 Control Head.
b. Ensure that the green conductor is properly crimped to
pin 6 at both connectors and there is continuity.
c. Ensure that the blue conductor is properly crimped to
pin 7 at both connectors and there is continuity.
a. Replace Station No.6 Control Head.
b. Ensure that the green conductor is properly crimped to
pin 6 at both connectors and there is continuity.
c. Ensure that the blue conductor is properly crimped to
pin 7 at both connectors and there is continuity.
a. Replace Station No.7 Control Head.
b. Ensure that the green conductor is properly crimped to
pin 6 at both connectors and there is continuity.
c. Ensure that the blue conductor is properly crimped to
pin 7 at both connectors and there is continuity.
a. Replace Station No.8 Control Head.
b. Ensure that the green conductor is properly crimped to
pin 6 at both connectors and there is continuity.
c. Ensure that the blue conductor is properly crimped to
pin 7 at both connectors and there is continuity.
a. Replace Station No.9 Control Head.
b. Ensure that the green conductor is properly crimped to
pin 6 at both connectors and there is continuity.
c. Ensure that the blue conductor is properly crimped to
pin 7 at both connectors and there is continuity.
a. Replace Station No.10 Control Head.
b. Ensure that the green conductor is properly crimped to
pin 6 at both connectors and there is continuity.
c. Ensure that the blue conductor is properly crimped to
pin 7 at both connectors and there is continuity.
a. Clear the Error Code from memory
b. Replace the Control Head
c. Ensure that the orange conductor is crimped to pin 4 at
both ends and the red wire is crimped to pin 5 at both
ends of the Harness.
d. Ensure that the orange conductor is crimped to pin 4 of
the connector and connected to pin 4 of the Control
Head’s terminal block. In addition, ensure that the red
conductor is crimped to pin 5 of the connector and connected to pin 3 of the Control Head’s terminal block.
B9-2
TROUBLESHOOTING
Table B9-1: Basic Control System Problem Causes and Solutions
Error
No.
Causes
Solutions
34 a. The Station No.2 transfer button was held down for 15 a. Clear the Error Code from memory.
seconds or longer.
b. The Station No.2 Control Head transfer button is
b. Replace the Control Head.
defective.
c. The Control Head Harness is miswired.
c. Ensure that the orange conductor is crimped to pin 4 at
both ends and the red wire is crimped to pin 5 at both
ends of the Harness.
d. The Control Head’s Pigtail is miswired.
d. Ensure that the orange conductor is crimped to pin 4 of
the connector and connected to pin 4 of the Control
Head’s terminal block. Ensure that the red conductor
is crimped to pin 5 of the connector and connected to
pin 3 of the Control Head’s terminal block.
35 a. The Station No.3 transfer button was held down for 15 a. Clear the Error Code from memory.
seconds or longer.
b. The Station No.3 Control Head transfer button is
b. Replace the Control Head.
defective.
c. The Control Head Harness is miswired.
c. Ensure that the orange conductor is crimped to pin 4 at
both ends and the red wire is crimped to pin 5 at both
ends of the Harness.
d. The Control Head’s Pigtail is miswired.
d. Ensure that the orange conductor is crimped to pin 4 of
the connector and connected to pin 4 of the Control
Head’s terminal block. Ensure that the red conductor
is crimped to pin 5 of the connector and connected to
pin 3 of the Control Head’s terminal block.
36 a. The Station No.4 transfer button was held down for 15 a. Clear the Error Code from memory.
seconds or longer.
b. The Station No.4 Control Head transfer button is
b. Replace the Control Head.
defective.
c. The Control Head Harness is miswired.
c. Ensure that the orange conductor is crimped to pin 4 at
both ends and the red wire is crimped to pin 5 at both
ends of the
Harness.
d. The Control Head’s Pigtail is miswired.
d. Ensure that the orange conductor is crimped to pin 4 of
the connector and connected to pin 4 of the Control
Head’s terminal block. Ensure that the red conductor
is crimped to pin 5 of the connector and connected to
pin 3 of the Control Head’s terminal block.
37 a. The Station No.5 transfer button was held down for 15 a. Clear the Error Code from memory.
seconds or longer.
b. The Station No.5 Control Head transfer button is
b. Replace the Control Head.
defective.
c. The Control Head Harness is miswired.
c. Ensure that the orange conductor is crimped to pin 4 at
both ends and the red wire is crimped to pin 5 at both
ends of the Harness.
d. The Control Head’s Pigtail is miswired.
d. Ensure that the orange conductor is crimped to pin 4 of
the connector and connected to pin 4 of the Control
Head’s terminal block. Ensure that the red conductor
is crimped to pin 5 of the connector and connected to
pin 3 of the Control Head’s terminal block.
38 a. The Station No.6 transfer button was held down for 15 a. Clear the Error Code from memory.
seconds or longer.
b. The Station No.6 Control Head transfer button is
b. Replace the Control Head.
defective.
c. The Control Head Harness is miswired.
c. Ensure that the orange conductor is crimped to pin 4 at
both ends and the red wire is crimped to pin 5 at both
ends of the Harness.
d. The Control Head’s Pigtail is miswired.
d. Ensure that the orange conductor is crimped to pin 4 of
the connector and connected to pin 4 of the Control
Head’s terminal block. Ensure that the red conductor
is crimped to pin 5 of the connector and connected to
pin 3 of the Control Head’s terminal block.
Page
B9-3
TROUBLESHOOTING
Table B9-1: Basic Control System Problem Causes and Solutions
Error
No.
Causes
Solutions
39 a. The Station No.7 transfer button was held down for 15 a. Clear the Error Code from memory.
seconds or longer.
b. The Station No.7 Control Head transfer button is
b. Replace the Control Head.
defective.
c. The Control Head Harness is miswired.
c. Ensure that the orange conductor is crimped to pin 4 at
both ends and the red wire is crimped to pin 5 at both
ends of the Harness.
d. The Control Head’s Pigtail is miswired.
d. Ensure that the orange conductor is crimped to pin 4 of
the connector and connected to pin 4 of the Control
Head’s terminal block. Ensure that the red conductor
is crimped to pin 5 of the connector and connected to
pin 3 of the Control Head’s terminal block.
40 a. The Station No.8 transfer button was held down for 15 a. Clear the Error Code from memory.
seconds or longer.
b. The Station No.8 Control Head transfer button is
b. Replace the Control Head.
defective.
c. The Control Head Harness is miswired.
c. Ensure that the orange conductor is crimped to pin 4 at
both ends and the red wire is crimped to pin 5 at both
ends of the Harness.
d. The Control Head’s Pigtail is miswired.
d. Ensure that the orange conductor is crimped to pin 4 of
the connector and connected to pin 4 of the Control
Head’s terminal block. Ensure that the red conductor
is crimped to pin 5 of the connector and connected to
pin 3 of the Control Head’s terminal block.
41 a. The Station No.9 transfer button was held down for 15 a. Clear the Error Code from memory.
seconds or longer.
b. The Station No.9 Control Head transfer button is
b. Replace the Control Head.
defective.
c. The Control Head Harness is miswired.
c. Ensure that the orange conductor is crimped to pin 4 at
both ends and the red wire is crimped to pin 5 at both
ends of the Harness.
d. The Control Head’s Pigtail is miswired.
d. Ensure that the orange conductor is crimped to pin 4 of
the connector and connected to pin 4 of the Control
Head’s terminal block. Ensure that the red conductor
is crimped to pin 5 of the connector and connected to
pin 3 of the Control Head’s terminal block.
42 a. The Station No.10 transfer button was held down for a. Clear the Error Code from memory.
15 seconds or longer.
b. The Station No.10 Control Head transfer button is
b. Replace the Control Head.
defective.
c. The Control Head Harness is miswired.
c. Ensure that the orange conductor is crimped to pin 4 at
both ends and the red wire is crimped to pin 5 at both
ends of the Harness.
d. The Control Head’s Pigtail is miswired.
d. Ensure that the orange conductor is crimped to pin 4 of
the connector and connected to pin 4 of the Control
Head’s terminal block. Ensure that the red conductor
is crimped to pin 5 of the connector and connected to
pin 3 of the Control Head’s terminal block.
43 a. The Serial Harness is in excess of 120 feet (37m).
a. Reposition the Processor(s) so that the Serial Harness
is less than 120 feet (37m).
b. The Processor is defective.
b. Replace the faulty Processor.
c. The Serial Harness’s shield is not properly terminated. c. Ensure that the shield is terminated and the termination is at one side only.
44 a. The Serial Harness is in excess of 120 feet (37m).
a. Reposition the Processor(s) so that the Serial Harness
is less than 120 feet (37m).
b. The Processor is defective.
b. Replace the faulty Processor.
c. The Serial Harness’s shield is not properly terminated. c. Ensure that the shield is terminated and the termination is at one side only.
45 a. The Serial Harness is not connected at one or more a. Ensure that the Serial Harness is properly seated at all
Processors.
Processors.
b. The Serial Harness is incorrectly wired.
b. Refer to the Serial Plug pin-out in Appendix B. Correct
or replace the Harness.
c. Loss of power to one of the Processors.
c. Restore Power to the Processor.
Page
B9-4
TROUBLESHOOTING
Table B9-1: Basic Control System Problem Causes and Solutions
Error
No.
Causes
Solutions
46 a. The Serial Harness is in excess of 120 feet (37m).
b.
c.
47 a.
b.
c.
48 a.
b.
c.
49 a.
b.
c.
50 a.
b.
c.
51 a.
b.
c.
52 a.
b.
c.
53 a.
b.
c.
54 a.
b.
c.
55 a.
b.
c.
56 a.
b.
57 a.
b.
c.
58 a.
b.
a. Reposition the Processor(s) so that the Serial Harness
is less than 120 feet (37m).
The Processor is defective.
b. Replace the faulty Processor.
The Serial Harness’s shield is not properly terminated. c. Ensure that the shield is terminated and the termination is at one side only.
The Serial Harness is in excess of 120 feet (37m).
a. Reposition the Processor(s) so that the Serial Harness
is less than 120 feet (37m).
The Processor is defective.
b. Replace the faulty Processor.
The Serial Harness’s shield is not properly terminated. c. Ensure that the shield is terminated and the termination is at one side only.
The Serial Harness is in excess of 120 feet (37m).
a. Reposition the Processor(s) so that the Serial Harness
is less than 120 feet (37m).
The Processor is defective.
b. Replace the faulty Processor.
The Serial Harness’s shield is not properly terminated. c. Ensure that the shield is terminated and the termination is at one side only.
The Serial Harness is in excess of 120 feet (37m).
a. Reposition the Processor(s) so that the Serial Harness
is less than 120 feet (37m).
The Processor is defective.
b. Replace the faulty Processor.
The Serial Harness’s shield is not properly terminated. c. Ensure that the shield is terminated and the termination is at one side only.
The Serial Harness is not connected at Processor ID a. Connect the Serial Harness into Processor ID No.1.
No.1.
None of the Processors has ID No. 1 selected.
b. Identify one of the Processors as ID No.1 with the A0
function.
Loss of power to Processor ID No.1.
c. Restore power to Processor ID No.1.
The Serial Harness is not connected at Processor ID a. Connect the Serial Harness into Processor ID No.2.
No.2.
None of the Processors has ID No.2 selected.
b. Identify one of the Processors as ID No.2 with the A0
function.
Loss of power to Processor ID No.2
c. Restore power to Processor ID No.2.
The Serial Harness is not connected at Processor ID a. Connect the Serial Harness into Processor ID No.3.
No.3.
None of the Processors has ID No.3 selected.
b. Identify one of the Processors as ID No.3 with the A0
function.
Loss of power to Processor ID No.3.
c. Restore power to Processor ID No.3.
The Serial Harness is not connected at Processor ID a. Connect the Serial Harness into Processor ID No.4.
No.4.
None of the Processors has ID No.4 selected.
b. Identify one of the Processors as ID No.4 with the A0
function.
Loss of power to Processor ID No.4.
c. Restore power to Processor ID No.4.
The Serial Harness is not connected at Processor ID a. Connect the Serial Harness into Processor ID No.5.
No.5.
None of the Processors has ID No.5 selected.
b. Identify one of the Processors as ID No.5 with the A0
function.
Loss of power to Processor ID No.5.
c. Restore power to Processor ID No.5.
The Serial Harness is not connected to the SE.
a. Connect the Serial Harness to the SE.
The Serial Harness is not connected to the Processor b. Connect the Serial Harness to the Processor reporting
reporting the fault.
the fault.
No power to the SE.
c. Turn power ‘On’ to the SE.
The battery is being overcharged.
a. Repair or replace the charging system.
There’s a loose terminal on the battery while being b. Clean and tighten the battery posts and terminals.
charged.
Battery will not take a charge and is defective.
a. Replace the battery.
The battery is not being properly charged.
b. Repair or replace the charging system.
There’s a high resistance connection between the bat- c. Locate and repair the high resistance connection.
tery and the Processor.
External Interference, such as a lightning strike.
a. If the error message is displayed once and you are able
to clear the error, take no further actions at this time.
If the error cannot be cleared, replace the Processor.
Component failure.
b. Replace the Processor.
Page
B9-5
TROUBLESHOOTING
Table B9-1: Basic Control System Problem Causes and Solutions
Error
No.
Causes
Solutions
59 a. External Interference, such as a lightning strike.
a. If the error message is displayed once and you are able
to clear the error, take no further actions at this time.
If the error cannot be cleared, replace the Processor.
b. Replace the Processor.
a. If the error message is displayed once and you are able
to clear the error, take no further actions at this time.
If the error cannot be cleared, replace the Processor.
b. Replace the Processor.
a. If the error message is displayed once and you are able
to clear the error, take no further actions at this time.
If the error cannot be cleared, replace the Processor.
b. Replace the Processor.
b. Component failure.
60 a. External Interference, such as a lightning strike.
b. Component failure.
61 a. External Interference, such as a lightning strike.
b. Component failure.
ERVO 2 THROTTLE PROBLEM CAUSES AND SOLUTIONS
B9-2 S
Table B9-2: Servo 2 Throttle Problem Causes and Solutions
Error
No.
65
Causes
Solutions
a. Excessive Throttle Push-Pull cable travel.
b. The load on the Push-Pull cable exceeds 40 Lbs.
c. The Push-Pull cable is defective.
d. The Processor’s Throttle Servo (Servo 2) is defective.
e. Low battery voltage.
66
a.
b.
67
c.
a.
b.
c.
d.
a. Readjust Function Code E2 or E3.
b. Contact a certified engine technician to determine
the cause of the excessive load.
c. Replace the Push-Pull cable.
d. Replace the Processor.
e. Charge, repair or replace the battery, charging system or power distribution system.
The Throttle Servo’s feedback potentiometer is out a. Replace the Processor or calibrate the potentiomeof calibration.
ter.
The Throttle Servo’s feedback potentiometer is
b. Replace The Processor or the potentiometer.
defective.
The Processor’s Circuit Board is defective.
c. Replace the Processor or the Circuit Board
The Throttle Servo’s feedback potentiometer is out a. Replace the Processor or calibrate the potentiomeof calibration.
ter.
The Throttle Servo’s feedback potentiometer is
b. Plug the feedback potentiometer’s brown plug into
unplugged from the Circuit Board.
the Circuit Board.
The Throttle Servo’s feedback potentiometer is
c. Replace the Processor or the feedback potentiomedefective.
ter.
The Processor’s Circuit Board is defective.
d. Replace the Processor or the Circuit Board.
ERVO 1 CLUTCH PROBLEM CAUSES AND SOLUTIONS
B9-3 S
Table B9-3: Servo 1 Clutch Problem Causes and Solutions
Error
No.
62
Causes
a. Excessive Clutch Push-Pull cable travel.
b. The load on the Push-Pull cable exceeds 40 Lbs.
c.
d.
e.
63
Solutions
a.
b.
c.
a. Readjust Function Code C6 and or C7.
b. Contact a certified Marine Transmission technician to determine the cause of the excessive load.
The Push-Pull cable is defective.
c. Replace the Push-Pull cable.
The Processor’s Clutch Servo (Servo 1) is defective. d. Replace the Processor.
Low battery voltage.
e. Charge, repair or replace the battery, charging system or power distribution system.
The Clutch Servo’s feedback potentiometer is out of a. Replace the Processor or calibrate the potentiomecalibration.
ter.
The Clutch Servo’s feedback potentiometer is defec- b. Replace the Processor or replace the potentiometive.
ter.
The Processor’s Circuit Board is defective.
c. Replace the Processor or the Circuit Board.
Page
B9-6
TROUBLESHOOTING
64
Table B9-3: Servo 1 Clutch Problem Causes and Solutions
a. The Clutch Servo’s feedback potentiometer is out of
calibration.
b. The Clutch Servo’s feedback potentiometer is
unplugged from the Circuit Board.
c. The Clutch Servo’s feedback potentiometer is defective.
d. The Processor’s Circuit Board is defective.
B9-4
Page
B9-7
a. Replace the Processor or calibrate the potentiometer.
b. Plug the feedback potentiometer’s brown plug into
the Circuit Board.
c. Replace the Processor or the feedback potentiometer.
d. Replace the Processor or the Circuit Board.
TROUBLESHOOTING
B10
PROBLEMS WITHOUT ERROR CODES
In addition to the Error Codes listed above, some problems may
not necessarily generate Error Codes. The following give some
examples where the Processor may not detect a fault, though the
operation may not be perfect:
B10-1
ASIC CONTROL SYSTEM PROBLEMS WITHOUT ERROR CODES
B
A)
No audible tones heard at one Control Station
when power is first applied to the Processor. All other features function normally.
SYMPTOM:
Cause
B)
Remedy
a. Incorrectly wired Station Harness/ Cable a. Verify that the black wire is properly conor Pigtail.
nected to pin 1 on the Control Head and Pin 8
at the Processor.
b. The Control Head’s Sound Transducer is b. Measure the AC voltage at pins 1 & 3 of the
defective.
Control Head. If 20- 25 VAC is present,
replace the Control Head.
The Control Head’s red LED doesn’t light when
in command, but otherwise functions properly.
SYMPTOM:
Cause
C)
Remedy
a. Incorrectly wired Station Harness/ Cable a. Verify that the brown wire is properly conor Pigtail.
nected to pin 2 on the Control head and pin 2
at the Processor.
b. The Control Head’s red LED or circuit is b. Measure the DC voltage at pins 2 & 3 at the
open.
Control. The measurement will be approximately 2.20 VDC when the red LED is lit. If
4.00 VDC is measured, the red LED or its circuit is open. Replace the Control Head.
When power is turned ON to the Processor,
there are no tones from any of the Remote Stations, the Control Head red LED does not light when the Transfer Button is
pressed, and the Display is not lit at the Processor
SYMPTOM:
Cause
Remedy
a. No power to the Processor.
.
a. Disconnect the Power Harness from the Processor. Measure the DC voltage at pins 10 (+)
and 11 (-) of the Harness plug. If 12 or 24
VDC is not present, check the circuit breakers, switches and cables feeding power to the
Processor. Correct the power source as
required.
b. The battery’s polarity is reversed at the b. Disconnect the Power Harness from the ProProcessor.
cessor. Connect a voltmeter’s red lead to pin
10 and the black lead to pin 11 of the Harness’s plug. If negative voltage is measured,
reverse the wires.
c. Defective Processor.
c. If Causes a. and b. were not the fault, replace
the Processor.
Page
B10-1
TROUBLESHOOTING
D)
The engine begins to turn-over while starting
and then stops. A slow repetitive tone is heard from all
Remote Stations.
SYMPTOM:
Cause
E)
Remedy
a. The voltage available at the Processor has a. Supply power to the Processor from a battery
dropped too low, due to the starter’s curother that the starting battery or supply
rent requirement
power from two sources through an APS
(Automatic Power Selector)
b. Battery charge is too low
b. Recharge/ replace the battery or supply battery power from two sources through an APS.
SYMPTOM:
Active Synchronization is inoperable.
Cause
Remedy
a. There is no Tachometer Sensor signal at a. The Tachometer Sensor frequency can be
the Port or Starboard Processor.
seen on the Processor’s Display by accessing
the Diagnostic Menu H0. If the frequency is
not measured, check the Tachometer Sensor
and the wiring.
b. Loss of Serial Communication between b. If Active Synchronization is inoperative due
the Processors.
to a lack of Serial Communications, one or
more Error Codes will be displayed indicating the loss of communication.
c. The Processor’s Identification number(s) c. All Processors must have a unique identificahave not been set properly.
tion number as set with Function Code A0.
Refer to Section 5-6.1.1., page 5-8.
d. The correct number of engines has not d. All Processor must have the same number of
been set.
engines selected as programmed with Function Code A1. Refer to Section 5-6.1.2.,
page 5-9.
ERVO CLUTCH CONTROL SYSTEM PROBLEMS WITHOUT ERROR CODES
B10-2S
A)
Cannot obtain Warm-up Mode while moving the
Control Head lever in the Ahead direction, only in the Astern
direction.
SYMPTOM:
Cause
a. The Processor is sensing that the Control Head’s lever is moving in the
Astern direction
Remedy
Depress the Transfer Button while moving the
Control Head lever in the Astern direction. If the
LED begins to blink, the Control Head is incorrectly wired.
• Check the colors of the wires at pins 5 and 7.
• A right hand Control Head should have yellow at
pin 5 and blue at pin 7.
• A left hand Control Head should have blue at pin
5 and yellow at pin 7.
• The Clutch Servo’s direction of travel must be
changed with Function Code C5 if the yellow and
blue wires are reversed.
ERVO THROTTLE CONTROL SYSTEM PROBLEMS WITHOUT ERROR CODES
B10-3S
A)
The engine RPM’s vary, without moving the Control Head lever (synchronization disabled).
SYMPTOM:
Cause
Remedy
a. Problem with the Governor or Carbure- a. Observe the Throttle push-pull cable. If varitor.
ations are seen, proceed to Step b.
b. Erratic Command Signal.
b. Refer to Command Signal testing in Section
B6-1 and Section B6-2, page B6-1. If variations of the A/D counts occur, connect the
Control Head to another Station (if available)
on the Processor. If variations persist,
replace the Control Head.
Page
B10-2
TROUBLESHOOTING
B)
SYMPTOM:
The engine’s Idle is too high.
Cause
Remedy
a. Idle was not adjusted mechanically cor- a. Adjust the Throttle Push-Pull cable as specirect at the Idle stop.
fied in Section 5-6.2.2.1., page 5-1.
b. Function Code E2 Throttle Minimum is b. Adjust Throttle Minimum as specified in Secincorrectly set.
tion 5-6.2.2.2, page 5-2.
c. The Governor or Carburetor is incorc. After Causes a. and b. have been eliminated,
rectly adjusted.
contact a certified engine mechanic to properly adjust.
Page
B10-3
TROUBLESHOOTING
B10
PROBLEMS WITHOUT ERROR CODES
In addition to the Error Codes listed above, some problems may
not necessarily generate Error Codes. The following give some
examples where the Processor may not detect a fault, though the
operation may not be perfect:
B10-1
ASIC CONTROL SYSTEM PROBLEMS WITHOUT ERROR CODES
B
A)
No audible tones heard at one Control Station
when power is first applied to the Processor. All other features function normally.
SYMPTOM:
Cause
B)
Remedy
a. Incorrectly wired Station Harness/ Cable a. Verify that the black wire is properly conor Pigtail.
nected to pin 1 on the Control Head and Pin 8
at the Processor.
b. The Control Head’s Sound Transducer is b. Measure the AC voltage at pins 1 & 3 of the
defective.
Control Head. If 20- 25 VAC is present,
replace the Control Head.
The Control Head’s red LED doesn’t light when
in command, but otherwise functions properly.
SYMPTOM:
Cause
C)
Remedy
a. Incorrectly wired Station Harness/ Cable a. Verify that the brown wire is properly conor Pigtail.
nected to pin 2 on the Control head and pin 2
at the Processor.
b. The Control Head’s red LED or circuit is b. Measure the DC voltage at pins 2 & 3 at the
open.
Control. The measurement will be approximately 2.20 VDC when the red LED is lit. If
4.00 VDC is measured, the red LED or its circuit is open. Replace the Control Head.
When power is turned ON to the Processor,
there are no tones from any of the Remote Stations, the Control Head red LED does not light when the Transfer Button is
pressed, and the Display is not lit at the Processor
SYMPTOM:
Cause
Remedy
a. No power to the Processor.
.
a. Disconnect the Power Harness from the Processor. Measure the DC voltage at pins 10 (+)
and 11 (-) of the Harness plug. If 12 or 24
VDC is not present, check the circuit breakers, switches and cables feeding power to the
Processor. Correct the power source as
required.
b. The battery’s polarity is reversed at the b. Disconnect the Power Harness from the ProProcessor.
cessor. Connect a voltmeter’s red lead to pin
10 and the black lead to pin 11 of the Harness’s plug. If negative voltage is measured,
reverse the wires.
c. Defective Processor.
c. If Causes a. and b. were not the fault, replace
the Processor.
Page
B10-1
TROUBLESHOOTING
D)
The engine begins to turn-over while starting
and then stops. A slow repetitive tone is heard from all
Remote Stations.
SYMPTOM:
Cause
E)
Remedy
a. The voltage available at the Processor has a. Supply power to the Processor from a battery
dropped too low, due to the starter’s curother that the starting battery or supply
rent requirement
power from two sources through an APS
(Automatic Power Selector)
b. Battery charge is too low
b. Recharge/ replace the battery or supply battery power from two sources through an APS.
Active Synchronization is inoperable.
SYMPTOM:
Cause
Remedy
a. There is no Tachometer Sensor signal at a. The Tachometer Sensor frequency can be
the Port or Starboard Processor.
seen on the Processor’s Display by accessing
the Diagnostic Menu H0. If the frequency is
not measured, check the Tachometer Sensor
and the wiring.
b. Loss of Serial Communication between b. If Active Synchronization is inoperative due
the Processors.
to a lack of Serial Communications, one or
more Error Codes will be displayed indicating the loss of communication.
c. The Processor’s Identification number(s) c. All Processors must have a unique identificahave not been set properly.
tion number as set with Function Code A0.
Refer to MM9000-I Installation Manual for
set up.
d. The correct number of engines has not d. All Processor must have the same number of
been set.
engines selected as programmed with Function Code A1. Refer to MM9000-I Installation
Manual for set up.
B10-2SERVO CLUTCH CONTROL SYSTEM PROBLEMS WITHOUT ERROR CODES
A)
Cannot obtain Warm-up Mode while moving the
Control Head lever in the Ahead direction, only in the Astern
direction.
SYMPTOM:
Cause
a. The Processor is sensing that the Control Head’s lever is moving in the
Astern direction
B)
SYMPTOM:
Remedy
Depress the Transfer Button while moving the
Control Head lever in the Astern direction. If the
LED begins to blink, the Control Head is incorrectly wired.
• Check the colors of the wires at pins 5 and 7.
• A right hand Control Head should have yellow at
pin 5 and blue at pin 7.
• A left hand Control Head should have blue at pin
5 and yellow at pin 7.
• The Clutch Servo’s direction of travel must be
changed with Function Code C5 if the yellow and
blue wires are reversed.
The engine’s Idle speed is too high.
Cause
Remedy
a. Function Code Throttle Minimum is a. Adjust Throttle Minimum as specified in Secincorrectly set.
tion 5-6.2.3.2, page 5-1.
b. Function Code High Idle is prob. Decide whether High Idle is required or not.
grammed to a value other than
.
If not required, set the value of to
. If
the High Idle feature is required, press the
Transfer Button for approximately 1/2 second
to toggle to Low Idle.
c. The Governor or its Control Module is c. After Causes a. and b. have been eliminated,
incorrectly adjusted or faulty.
contact a certified engine mechanic to properly adjust.
E2
E6
00.0
Page
B10-2
E6
00.0
TROUBLESHOOTING
C)
SYMPTOM:
The engine’s Idle is too high.
Cause
Remedy
a. Idle was not adjusted mechanically cor- a. Adjust the Throttle Push-Pull cable as specirect at the Idle stop.
fied in Section 5-6.2.2.1., page 5-1.
b. Function Code E2 Throttle Minimum is b. Adjust Throttle Minimum as specified in Secincorrectly set.
tion 5-6.2.2.2, page 5-2.
c. The Governor or Carburetor is incorc. After Causes a. and b. have been eliminated,
rectly adjusted.
contact a certified engine mechanic to properly adjust.
Page
B10-3
TROUBLESHOOTING
B11
SYNCHRONIZATION TROUBLESHOOTING
If you encounter a problem with Synchronization, it will more
than likely one of the following; failure to attempt to synchronize, synchronizing at different RPM’s or RPM variations of one
or both engines while synchronized. Each problem is distinct
and the cause may differ depending on the type of Synch.
Therefore, each type is discussed individually.
QUAL THROTTLE SYNCHRONIZATION
B11-1
E
B11-1.1
Basic Troubleshooting
Table B11-1: Basic Equal Throttle Synchronization Troubleshooting
Symptom
1. Will not
synchronize.
B11-1.2
Causes
Solutions
a. Synchronization is Disabled
a. At the Station-in-Command, move both
Control Head levers to more than 5% of
the speed range. Press and hold the transfer button for 5 seconds.
If synch is disabled, the green LED will
light as long as the button is pressed.
If synch was enabled, the green LED
would have blinked twice.
b. The Serial Communication Harness is not b. Plug the Serial Communication Harness
plugged into both Processors.
into both Processors.
c. The Port and Starboard Processors are c. Scroll to Function Code A1, on the Port
not set up for Twin Screw operation.
and Starboard Processor. Enter a Value of
02 into both Processors.
d. The Port and Starboard Processors have d. On the Port Processor, scroll to Function
the same ID number.
Code A0 and enter a Value of 01.
On the Starboard Processor, scroll to
Function Code A0 and enter a Value of 02.
Servo Throttle Troubleshooting
Table B11-2: Servo Throttle Equal Synchronization Troubleshooting
Symptom
Causes
1. The green LED is lit a. The throttle travel from Idle to Full is set a.
solid, though the Engine
differently on the Port and Starboard ProRPM’s differ by a significessors.
cant amount.
b. The engines run at different RPM’s with b.
equal travel of the Governors’/ Carburetors’ selector lever.
Solutions
Scroll to Function Codes E2 and E3 on
both Processors and compare the Values.
The Values of E2 and E3 must be the same
for both Processors.
While underway at cruising speed,
decrease the Value of Function Code E3 on
the Processor running at the higher RPM
until both engine are at the same RPM.
This is not a normal condition and is masking the actual problem with the engine.
Top speed may be sacrificed by doing so.
Install Tach Senders and enable Active
Synchronization with Function Code E7.
c. Excessive back-lash in the push-pull
c. Remove the excessive back-lash or install
cable(s) or linkage.
Tach Senders and enable Active Synchronization with Function Code E7.
d. Excessive bends in the push-pull cable(s). d. Reroute the push-pull cable(s) or install
Tach Sender and enable Active Synchronization with Function Code E7.
Page
B11-1
TROUBLESHOOTING
Table B11-2: Servo Throttle Equal Synchronization Troubleshooting
2. One or both of the
engines continually
changes RPM (hunts).
Will not synchronize
properly
a. A Control Head’s Command Signal is
varying.
a. Scroll to the Diagnostic Menu Function
Code H0. Go to the appropriate Station A/
D Count’s display. The Value should not
change by more than +/- 1 A/D Count.
If so, check the connections and if good,
replace the Control Head.
b. The push-pull cable’s travel from Idle to b. Lengthen the Governor or Carburetor’s
Full is too short.
selector lever and attach the push-pull
cable to a point where the travel is in
excess of 2.00 inches (50,8mm).
a. Excessive bends in the push-pull cable(s). a. Reroute the push-pull cable(s) or install
Tach Sender and enable Active Synchronization with Function Code E7.
3. Will not
synchronize.
B11-1.3
Servo Clutch Troubleshooting
Table B11-3: Servo Clutch Equal Synchronization Troubleshooting
Symptom
Causes
1. Will not
synchronize.
B11-2
a. The Processor(s) think Astern is being
commanded.
Basic Troubleshooting
Table B11-4: Basic Active Synchronization Troubleshooting
Causes
1. The green LED is lit a. The Tach Sender signal has been lost by
solid, though the Engine
one or both Processors.
RPM’s differ by a significant amount.
2. Will not
synchronize.
a. Place both the Port and Starboard Processors into Warm-up Mode by pressing the
transfer button while moving the Control
Head levers to the Ahead detent. Both red
LED’s on the Control Head should be
blinking.
If not, reverse the wires at pins 5 and 7 at
the Control Head. Change the Clutch
direction with Function Code C5.
ACTIVE SYNCHRONIZATION
B11-2.1
System
Solutions
a.
b.
c.
d.
Solutions
a. Scroll to Function Code H0. Go to the
Value for the Tach Sender’s input frequency. If the frequency displayed is 0000,
the signal has been lost and the system
diverted to Equal Throttle Synch. Correct
the wiring or replace the Sender.
Synchronization is Disabled
a. At the Station-in-Command, move both
Control Head levers to more than 5% of the
speed range. Press and hold the transfer
button for 5 seconds.
If synch is disabled, the green LED will
light as long as the button is pressed.
If synch was enabled, the green LED would
have blinked twice.
The Serial Communication Harness is not b. Plug the Serial Communication Harness
plugged into both Processors.
into both Processors.
The Port and Starboard Processors have c. On the Port Processor, scroll to Function
the same ID number.
Code A0 and enter a Value of 01.
On the Starboard Processor, scroll to Function Code A0 and enter a Value of 02.
The Port and Starboard Processors are not d. Scroll to Function Code A1, on the Port
set up for twin screw operation.
and Starboard Processor. Enter a Value of
02 into both Processors.
Page
B11-2
TROUBLESHOOTING
B11-2.2Servo Throttle Troubleshooting
System
Table B11-5: Servo Throttle Active Synchronization Troubleshooting
Causes
Solutions
1. One or both of the a. A Control Head’s Command Signal is vary- a. Scroll to the Diagnostic Menu Function
ing.
Code H0. Go to the appropriate Station A/
engines continually
D Count’s display. The Value should not
changes RPM. Will not
change by more than +/- 1 A/D Count. If
synchronize properly.
so, check the connections and if good,
replace the Control Head.
b. The engine(s) is not running smoothly.
b. Increase the engines’ RPM’s in Warm-up
Mode. Scroll to Function Code H0 and display the Tach Sender’s input frequency.
If the frequency is varying, check the pushpull cable for movement.
If the push-pull cable is not moving, swap
the Port and Starboard Tach Senders.
If the frequency still varies on the same
side, the engine needs servicing.
c. Defective Tach Sender
c. Same procedure as b. However, if the frequency variations move to the opposite
side, replace that Tach Sender.
B11-2.3Servo Clutch Troubleshooting
Table B11-6: Servo Clutch Active Synchronization Troubleshooting
System
1. Will not
synchronize.
Causes
a. The Processor(s) think Astern is being
commanded.
B11-2.4
Page
B11-3
Solutions
a. Place both the Port and Starboard Processors into Warm-up Mode by pressing the
transfer button while moving the Control
Head levers to the Ahead detent. Both red
LED’s on the Control Head should be
blinking.
If not, reverse the wires at pins 5 and 7 at
the Control Head. Change the Clutch
direction with Function Code C5.
TROUBLESHOOTING
B12 TROUBLESHOOTING CABLE HARNESSES
The following Sections list the various Harnesses manufactured for
use with the Processor. These tables are invaluable when troubleshooting a suspected interface problem or when manufacturing
your own Harnesses.
ASIC CONTROL SYSTEM HARNESSES
B12-1B
Table B12-7: Power, Start Interlock Harness Pin-Out
PROCESSOR
Termination A
Conductor Color
Pin 1
Yellow w/ Red
Trace
Pin 10
Pin 11
Pin 12
Red
Black
Yellow w/ Red
Trace
ENGINE and BATTERY
Termination B
Description
Starter Solenoid
Closed contact when
In-command and at
Neutral.
Battery (+)
+12 or 24VDC.
Battery (-)
- DC Return
Starter Switch Closed contact when
Wire at the
In-command and at
Starter Sole- Neutral.
noid
Figure B12-4: Power, Start Interlock
Harness Pin Out
Table B12-8: Power, Start Interlock, and Pressure Switch Harness Pin-Out
PROCESSOR
ENGINE and BATTERY
Termination A Conductor Color
Pin 1
Pin 6
Pin 7
Pin 10
Pin 11
Pin 12
Termination B
Description
Yellow w/ Red Starter Solenoid Closed contact
Trace
when In-command
and at Neutral.
Light Blue
Clutch Pressure Normally Open
Switch
contact that closes
when transmission
manufacturer’s minimum safe operat- Figure B12-5: Power, Start Interlock,
ing pressure is
Pressure Switch Harness Pin Out
reached.
Light Blue
Clutch Pressure Normally Open contact that closes when transmission manufacSwitch
turer’s minimum safe operating pressure is reached.
Red
Battery (+)
+12 or 24VDC.
Black
Battery (-)
- DC Return
Closed contact when In-command and at Neutral.
Yellow w/ Red Starter Switch
Trace
Wire at the
Starter Solenoid
Page
B12-1
TROUBLESHOOTING
Table B12-9: Power, Start Interlock, Pressure Switch, and Alarm Harness Pin-Out
PROCESSOR
ENGINE and BATTERY
Termination A Conductor Color Termination B
Pin 1
Yellow w/ Red Starter SoleTrace
noid
Red
External
Alarm Circuit
Black
External
Alarm Circuit
Light Blue
Clutch Pressure Switch
Pin 2
Pin 3
Pin 6
Pin 7
Light Blue
Pin 10
Pin 11
Pin 12
Red
Black
Yellow w/ Red
Trace
Description
Closed contact when In-command and at Neutral.
Normally Open contact
opens with fault or loss of
power.
Normally Open contact
opens with fault or loss of
power.
Normally Open contact that
closes when transmission
Figure B12-6: Power, Start Interlock,
manufacturer’s minimum
Pressure Switch, Alarm Harness Pin
safe operating pressure is
Out
reached.
Clutch Pres- Normally Open contact that closes when transmission manufacturer’s
sure Switch minimum safe operating pressure is reached.
Battery (+) +12 or 24VDC.
Battery (-) - DC Return
Closed contact when In-command and at Neutral.
Starter
Switch Wire
at the Starter
Solenoid
Table B12-10: Serial Communication Harness Pin-Out
PROCESSOR
PROCESSOR
Termination A
Pin 1
Pin 2
Pin 6
Conductor Color
Black
Red
Yellow/ Green
Termination B
Description
Pin 1
CAN Low
Pin 2
CAN High
N/C
Shield
Figure B12-7: Serial Communication
Harness Pin Out
Table B12-11: Control Head Harness Pin-Out and Hard-Wire
PROCESSOR
Termination A
Pin 1
Pin 2
Pin 3
Pin 4
Pin 5
Pin 6
Pin 7
Pin 8
Conductor Color
Green/ Yellow
Brown
Violet
Orange
Red
Green
Blue
Black
Termination B
Pin 1
Pin 2
Pin 3
Pin 4
Pin 5
Pin 6
Pin 7
Pin 8
PIGTAIL
(14261-X)
Description
Shield
Red LED (+)
Green LED (-)
Transfer Button (+)
Ground
Lever Command Signal
VREF (+5VDC)
Tone (+)
Page
B12-2
Figure B12-8:
Control Head
Harness Plug Pin Out
TROUBLESHOOTING
Table B12-11: Control Head Harness Pin-Out and Hard-Wire
TERMINAL STRIP
PROCESSOR
(13557-X)
Termination A
Pin 1
Pin 2
Pin 3
Pin 4
Pin 5
Pin 6
Pin 7
Pin 8
NOTE:
Conductor Color
Green/ Yellow
Brown
Violet
Orange
Red
Green
Blue
Termination B
N/C
Pin 2
Pin 8
Pin 4
Pin 3
Pin 6
Pin 5- Port
Pin 7- Starboard
Black
Pin 1
STARBOARD- J UMPER PINS 3 TO 5
PORT - JUMPER PINS 3 TO 7
Description
Shield
Red LED (+)
Green LED (-)
Transfer Button (+)
Ground
Lever Command Signal
VREF (+5VDC)
Figure B12-9: Control Head Port
Terminal Strip Connections
Tone (+)
Figure B12-10: Control Head
Starboard Terminal Strip
Connections
Table B12-12: Tachometer Sensor Harness Pin-Out
PROCESSOR
TACHOMETER SENSOR
Termination A
Pin 2
Pin 3
Pin 4
Conductor Color
Red
Black
Green/Yellow
Termination B
Pin B
Pin C
N/C
Description
Tachometer (+)
Tachometer (-)
Shield
Page
B12-3
Figure B12-11: Tachometer Sensor
Harness Pin Out
TROUBLESHOOTING
B13
PROCESSOR PIGTAILS
The number and types of Pigtails used varies with the different
Processors and their configurations. The basic off-the-shelf Processors are available with no Pigtails (hard-wired) or pre-wired
for for up to a total of eight Pigtails when all five Remote Stations
are being used.
The following Tables describe the pin outs and functions of the
conductors within the various Pigtails.
ASIC PROCESSOR PIGTAILS
B13-1B
Table B13-1: Power, Start Interlock, Clutch Oil Pressure Switch, and Alarm Pigtail Pin-Out
CIRCUIT BOARD
PLUG
Termination
B
Pin 1
Pin 2
Pin 3
Pin 4
Pin 5
Pin 6
Pin 7
Pin 10
Pin 11
Pin 12
1 - Yellow
12 - Red
Description
2 - Brown
11 - Black 2-Conductor
3 - Black
Cable
10 - Red
4
Orange
Start Interlock
5 - White
7- Green
Alarm (N.O.)
6 - Blue
Alarm (Common)
Figure B13-1: Power, Start Interlock,
Back-up Ctrl (Ground)
Clutch
Oil Pressure, and Alarm Pigtail
Back-up Ctrl Input
Pin Out
Clutch Pressure Switch
Clutch Pressure Switch (Ground)
DC Power (+)
DC Power (-)
Start Interlock
6 5 4 3 2 1
Conductor Color
Yellow
Brown
Black
Orange
White
Blue
Green
Red
Black
Red
12 11 10 9 8 7
Termination A
PB2-2
TB6-6
TB6-5
TB6-2
TB6-1
TB6-3
TB6-4
PB1 (+)
PB1 (-)
PB2-1
Table B13-2: Serial Communication Harness Pin-Out
PROCESSOR
PROCESSOR
Termination A
Pin 1
Pin 2
Pin 6
Conductor Color
Black
Red
Yellow/ Green
Termination B
Description
Pin 1
CAN Low
Pin 2
CAN High
N/C
Shield
Figure B13-2: Serial Communication
Harness Pin Out
Termination B
Description
Pin 1
Shield
Pin 2
Pin 3
Pin 4
Pin 5
Pin 7
Red LED (+)
Green LED (-)
Transfer Button
Ground
VREF (+5VDC)
Page
B13-1
8 - Black
7 - Blue
6 - Green
5 - Red
1 2 3 4
Termination A Conductor Color
Frame
Non-insulated to
Green/ Yellow
TB1 thru 5-2 Brown
TB1 thru 5-8 Violet
TB1 thru 5-4 Orange
TB1 thru 5-3 Red
TB1 thru 5-7 Blue
5 6 7 8
Table B13-3: Control Head Pigtail Pin-Out (Up to 5 Stations)
CIRCUIT BOARD
PLUG
1 - Green/Yellow
2 - Brown
3 - Violet
4 - Orange
Figure B13-3: Control Head Pigtail Pin
Out
TROUBLESHOOTING
TB1 thru 5-6
TB1 thru 5-1
Table B13-3: Control Head Pigtail Pin-Out (Up to 5 Stations)
Green
Black
Pin 6
Pin 8
Lever Command Signal
Tone (+)
ACHOMETER SENSOR PIGTAIL PIN-OUT
B13-2T
Table B13-4: Tachometer Sensor Pigtail Pin-Out
CIRCUIT BOARD
PLUG
Termination A Conductor Color Termination B
Black
Drain
2
TB9- 4
Grounding
Screw
Description
Pin 1
Sensor Supply (+9VDC)
2 - Green
3 - Black
Pin 2
AC Type Tach Input
1 - Red
4 - Shield/
Open Collector Tach Input (the green
Drain
wire is moved from TB9-2 to TB9-3 when
an Open Collector Tach is used)
Pin 3
Return for Tach Input Figure B13-4: Tachometer Sensor No.1
Pigtail Pin Out
Pin 4
Shield
1
Red
Green
N/C
Page
B13-2
3 4
TB9- 1
TB9- 2
TB9- 3
MMC-1 72 Rev.Z-P 5 /04
Factory Authorized Sales & Service Centers - International
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PageB-3
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PageB-5
USA
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Mukilteo, WA 98275
USA
USA
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F: 401-541-7223
M: JS: 401-261-1964
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ZFI Marine - West Coast
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Mukilteo, WA 98275
USA
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Cherie McAdams
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Page
ENG-1 27 Ver.1 7/02
MicroCommander Qualitative Failure Analysis and Des ign Verification Test Procedure
MicroCommander 9110 Series
Servo Throttle – Servo Clutch
Qualitative Failure Analysis & Design
Verification Test Procedure
Document #
ENG-127
Version: 1.0
AUTHOR
Joe Case
CHECKED
Joe Case
APPROVED
Jeff Turner
ZF Mathers , LLC.
12125 Harbour Reach Drive, Suite B
Mukilteo WA 98275
U.S.A.
Tel: 425-583-1900
Fax: 425-493-1569
DATE
7/24/02
Qualitative Failure Analysis
The following qualitative failure analysis is provided to show compliance with:
x Subchapter K Small Passenger Vessels, 46 CFR 121.620
x Subchapter L Offshore Supply Vessels, 46 CFR 130.120
x Subchapter T Small Passenger Vessels, 46 CFR 184.620:
121.620 Propulsion engine control systems.
(a) A vessel must have two independent means of controlling each propulsion
engine. Control must be provided for the engine speed, direction of shaft
rotation, and engine shutdown.
(1) One of the means may be the ability to readily disconnect the remote
engine control linkage to permit local operation.
(2) A multiple engine vessel with independent remote propulsion control
for each engine need not have a second means of controlling each
engine.
(b) In addition to the requirements of paragraph (a) of this section, a vessel must
have a reliable means for shutting down a propulsion engine, at the main pilot
house control station, which is independent of the engine's speed control.
(c) A propulsion engine control system, including pilothouse control, must be
designed so that a loss of power to the control system does not result in an
increase in shaft speed or propeller pitch.
(d) All microprocessor or computer based systems must meet the requirements of
part 62 in subchapter F of this chapter.
130.120 Propulsion control.
(a) Each vessel must have-(1)
A propulsion-control system operable from the pilothouse; and
(2)
A means at each propulsion engine of readily disabling the
propulsion-control system to permit local operation.
(a) Each propulsion-control system operable from the pilothouse must enable-(1)
Control of the speed of each propulsion engine;
(2)
Control of the direction of propeller-shaft rotation;
(3)
Control of propeller pitch, if a controllable-pitch propeller is fitted;
and
(4)
Shutdown of each propulsion engine.
(a) The propulsion-control system operable from the pilothouse may constitute the
remote stopping-system required by Sec. 129.540 of this subchapter.
(b) Each propulsion-control system, including one operable from the pilothouse,
must be designed so that no one complete or partial failure of an easily replacePageB14-7
able component of the system allows the propulsion engine to overspeed or the
pitch of the propeller to increase.
184.620 Propulsion engine control systems.
(a) A vessel must have two independent means of controlling each propulsion
engine. Control must be provided for the engine speed, direction of shaft
rotation, and engine shutdown.
(1) One of the means may be the ability to readily disconnect the remote
engine control linkage to permit local operation.
(2) A multiple engine vessel with independent remote propulsion control
for each engine need not have a second means of controlling each
engine.
(a) In addition to the requirements of paragraph (a), a vessel must have a reliable
means for shutting down a propulsion engine, at the main pilothouse control
station, which is independent of the engine's speed control.
(b) A propulsion engine control system, including pilothouse control, must be
designed so that a loss of power to the control system does not result in an
increase in shaft speed or propeller pitch.
The ZF Mathers MicroCommander 9110 Series (servo throttle, servo clutch version) marine
engine controls offer single lever control of speed and direction. Each enclosure houses an
independent Control Processor and requires separate power supplies. The system operates on 12
or 24VDC power and can have up to five remote stations depending on the application. The
system sequences the operation of speed and shift in order to prevent an inexperienced operator
from mishandling the engine or transmission.
A requirement of the ZF Mathers MicroCommander system is that there be an engine ’STOP’
button at each remote station.
A standard feature is an alarm contact (normally open) to interface with the main alarm system of
the vessel. This switch will open and activate the alarm system with a power loss or CPU failure.
In addition, ZF Mathers provides audible tones at the Control Head locations to indicate system
faults.
ITEM
NUMBER
FAILED
COMPONENT
ALARM
STATUS
INITIAL
RESULT
FINAL
OUTCOME
1
ZF MATHERS CONTROL
HEAD
AUDIBLE TONE WILL SOUND
AT CONTROL HEAD
THROTTLE RESETS TO IDLE
NO INCREASE IN ENGINE
RPM
CLUTCH SHIFTS TO NEUTRAL
NO INCREASE IN SHAFT
SPEED
NO INCREASE IN ENGINE
RPM
2
3
4
LOSS OF POWER SUPPLY
ZF MATHERS THROTTLE
FEEDBACK
POTENTIOMETER
ZF MATHERS CLUTCH
FEEDBACK
POTENTIOMETER
ALARM CIRCUIT WILL OPEN
AUDIBLE TONE WILL SOUND
AT CONTROL HEAD
AUDIBLE TONE WILL SOUND
AT CONTROL HEAD
Page8
THROTTLE REMAINS AT
LAST COMMANDED
POSITION
CLUTCH REMAINS AT LAST
COMMANDED POSITION
THROTTLE RESETS TO IDLE
NO INCREASE IN SHAFT
SPEED
NO INCREASE IN ENGINE
RPM
CLUTCH REMAINS AT LAST
COMMANDED POSITION
THROTTLE RESETS TO IDLE
NO INCREASE IN SHAFT
SPEED
NO INCREASE IN ENGINE
RPM
CLUTCH REMAINS AT LAST
COMMANDED POSITION
NO INCREASE IN SHAFT
SPEED
Design Verification Test Procedure
The MicroCommander 9110 Series (servo throttle, servp clutch version) Propulsion Control
System is compliant to the environmental design standards in 46 CFR 62.25-30.
The following test procedure covers the 4 items included in the Qualitative Failure Analysis; 1)
Control Head Potentiometer failure, 2) Loss of power supply, 3) Throttle Feedback Potentiometer
failure, and 4) Clutch Feedback Potentiometer failure.
1) Failure: Control Head Potentiometer failure.
a) Results: The Processor will shift to Neutral (if needed) and throttle will go to Idle, (if
needed).
b) Test Procedure
i) Turn power ON to both Port and Starboard Processors. Take command at a Control
Head.
ii) Move the Port and Starboard Control Head levers to approximately ½ Ahead.
iii) Locate the green wire coming from the Port Control Head in command, connecting to
pin 6 of the respective terminal block on the Processor circuit board. Disconnect it
from the Processor circuit board.
(1) The Port Processor will shift to Neutral (if needed) and throttle will go to Idle (if
needed).
(2) The Port Control Head will give an alarm tone indicating a faulty potentiometer.
iv) Move the Port and Starboard Control Head levers back to Neutral. Reconnect the
green wire.
v) Take command at the Control Head
vi) Repeat for Starboard side.
2) Failure: Power failure to MicroCommander 9110 Series
(A power failure to the MicroCommander 9110 Series circuit board will have the same
results as a failed microprocessor)
a) Results
i) Throttle signal will remain at last commanded position to and clutch shifts to neutral.
ii) LED at Control Heads will not be lit.
iii) Opposite engine still under power has full control.
b) Test Procedure.
i) Turn power ON to both Port and Starboard Processors. Take command at a Control
Head.
ii) Move the Port and Starboard Control Head levers to approximately ½ Ahead.
iii) Turn power OFF to the Port side only.
(1) Port side throttle will remain at last commanded position and clutch will shift to
neutral.
(2) LED on the Port side of the Control Head in command will go OFF.
(3) The Port Control Head will no longer have command of the engine and gear.
(4) The Starboard Control Head will still have full command of the Starboard engine
and gear.
iv) Turn power ON to the Port Processor. Return Control Head lever to Neutral. Take
command of the Port side.
(1) The Port Control Head will operate as usual-(Non-volatile memory)
v) Repeat test for Starboard Processor.
PageB14-9
3) Failure: Throttle Feedback Potentiometer failure
a) Results: Throttle will go to Idle (if needed).
b) Test Procedure.
i) Turn power ON to both Port and Starboard Processors. Take command at a Control
Head.
ii) Move the Port and Starboard Control Head levers to approximately ½ Ahead.
iii) On the Port Processor, locate the 3-pin plug above the throttle servo on the
Processor’s main circuit board. Disconnect the plug from the circuit board.
(1) The Port Processor will move the throttle to Idle.
(2) The Port Control Heads will give an alarm tone indicating a faulty throttle
feedback potentiometer.
iv) Move the Port and Starboard Control Head levers back to Neutral.
v) Replace the 3-pin plug.
vi) Acknowledge the error by pressing the transfer button.
vii) Repeat test for Starboard Processor.
4) Failure: Clutch Feedback Potentiometer failure
a) Results: Clutch will remain at last commanded position. Throttle will go to Idle (if
needed).
b) Test Procedure.
i) Turn power ON to both Port and Starboard Processors. Take command at a Control
Head.
ii) Move the Port and Starboard Control Head levers to approximately ½ Ahead.
iii) On the Port Processor, locate the 3-pin plug above the clutch servo on the Processor’s
main circuit board. Disconnect the plug from the circuit board.
(1) The Port Processor clutch servo will remain at last commanded position. Throttle
servo will drive to Idle.
(2) The Port Control Heads will give an alarm tone indicating a faulty clutch feedback
potentiometer.
iv) Move the Port and Starboard Control Head levers back to Neutral.
v) Replace the 3-pin plug.
vi) Acknowledge the error by pressing the transfer button.
vii) Repeat test for Starboard Processor.
PageB14-10
APPENDIX C
Drawing 12271-1 Basic Pluggable System Diagram
Page C-1
Page C-2
Drawing 12271-2 Basic Processor Connections
Page C-3
Page C-4
Drawing 12271-3 Notes Page
Page C-5
Page C-6
Drawing 12379-2 Basic Hard-wired Processor Connections
Page C-3
Page C-4
Drawing 12379-1 Basic Hard-wired System Diagram
Page C-1
Page C-2
Drawing 12379-3 Notes Page
Page C-5
Page C-6
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