User's Manual GB Mini-Marex-C - System - Bosch Rexroth

User’s Manual GB
Mini-Marex-C -System
For systems with actuator 323 699 400 0

323 699 402 0
323 699 410 0
323 699 412 0
323 699 414 0
page 2
The copyright of this user’s manual remains the property of

Imprint Rexroth Mecman GmbH.
Included are instructions and technical drawings, which may not

be reproduced or copied either in part or whole, nor may they be
used for evaluation or distributed for competition purposes.
The diagrams and drawings used in this manual are for

guidelines only and are not to be used for the actual design.
This edition supersedes all previous ones.

No part of this edition may be reproduced without our prior
permission.
Order No. 883 890 020 3 / 11.98
Rexroth Mecman GmbH

Department: Marine Technique
Bartweg 13,
30453 Hannover ( Germany )
Telephone: (0511) 2136-346
Fax: (0511) 2136-162
Rexroth Mecman GmbH

CONTENTS page 3
Imprint page 2
Explanation of symbols page 5
Safety advises page 5
SYSTEM
1 System Set-up page 6
INSTALLATION
2 Control Panel page 8

2.1 Outline dimensions page 9
3 Actuator and supply unit page 10

3.1 Outline dimensions page 11
4 Push-pull cables page 12

4.1 Installation to actuator page 12
4.2 Installation to throttle and gear shift lever page 14
ELECTRICAL CONNECTION
5 Power supply page 16
6 Grounding page 16
7 Assignment of actuator connectors page 16
8 Connection to supply unit page 17

8.1 Start interlock page 18
9 Control Panel cable page 19
10 Intercommunication cable page 21
11 RPM cable page 21

11.1 RPM pick-up page 22
ADJUSTMENTS AND FUNCTIONS
12 Location and assignment of adjustment devices page 24
13 Basic adjustments page 26

13.1 Function switch-I page 26
13.2 Function switch-II page 28
14 Stroke adjustments page 31

14.1 Gear shift adjustments page 34
14.2 Throttle adjustments page 35
15 Alignment and release of remote stations page 36
Rexroth Mecman GmbH

page 4 CONTENTS
TESTS
16 Tests with the ship secured to the dock page 38

16.1 System check page 38
16.2 Correction: Idle speed
Second idle speed page 38
17 Tests during sea trial page 39

17.1 Correction: maximum speed - rated speed page 39
17.2 Special feature ‘Synchronization page 39
17.3 Delay times page 40
OPERATING INSTRUCTIONS
18 Signal transmitter page 42

18.1 „Neutral“ position page 42
18.2 „Ahead / Astern“ position page 42
18.3 „Full Speed“ position page 43
19 Control Panel page 43

19.1 Push button „Station Transfer“ page 43
19.1.1 Feature "Warming Up" page 43
19.1.2 Feature "Muting acoustic alarm" page 44
19.2 Push button „Alarm / Lamp Test“ page 45
19.3 Push button „Dimmer“ page 45
19.4 Push button „Special Feature“ page 46
19.4.1 Synchronization page 46
19.5 Indicator lamp „Remote Control ON“ page 47
19.6 Buzzer page 47
19.7 Transmitter lighting page 47
20 Turning ON control page 48
21 Station Transfer page 49

21.1 Interlocked Station Transfer page 49
21.2 Free Station Transfer page 50
APPENDIX
MINI-MAREX-C Appendix page 51
Registration page 52
Block diagrams page 56
Single engine propulsion with up to 2 control stations page 56

Single engine propulsion with up to 4 control stations page 57
Twin engine propulsion with up to 2 control stations page 58


and special feature "Synchronization"

and special feature "Synchronization"
Diagnostic of faults page 62
Rexroth Mecman GmbH

page 5
Explanation of Some passages within this user’s manual are marked with
symbols opposite. To these passages attention has to be paid in
Symbols and Signs: particular.
This sign is to be found where there is potential danger to safety,

operating, and function of the control system which could affect
the safety of the ship and its crew.

This sign is to be found where special advises and tips are given
to the system operator.
Before starting the installation and tests of the control system,

Safety Advises: read all the following instructions and act with particular caution in
accordance with them.
Non-observance will cause the loss of any warranty claims on
Rexroth Mecman GmbH
The control system and its components has to be installed and

put into service in accordance with the instructions of this user’s
manual only.
The system is designed for the control of Diesel engines. If gas

engines are applied, the system components must be located
away from areas with danger of explosion. The regulations
regarding dangerous explosive areas have to be followed.
For operating the remote control a separate ‘emergency stop’

push button at each station is an absolute requirement.
Cables belonging to the system and in accordance with the

instructions of this user’s manual may be used only.
The power supply has to be turned OFF before installation work is

started. In this case the supply voltage has to be secured against
turning ON again.
During operation prevention against reaching inside the actuator

and putting in objects has to be provided, there is an injury
danger.
The supply voltage must correspond to the details on the type

plates of actuator and supply unit.
The admissible cable length between battery and supply unit must
not exceed 10m, if wire size 2,5mm² is used.
Locked motors caused by misadjusted push-pull cables might

burn out the DC motors and makes the control system fail.
Rexroth Mecman GmbH

page 6 SYSTEM
1 System Set-up
The Mini-Marex-C control system is designed for the remote control of marine propulsion plants with
reversing gears .
The system consists of the following pre-assembled components:
Control panels for single and twin engine propulsion including

MANNESMANN
REXROTH
control heads, indication lamps, push buttons, and dimmer.
Pneumatik
MANNESMANN REXROTH Pneumatik
Actuators with integrated electronic control in the varied types.

For each engine one (1) actuator is required.
Actuator Pc.No. Control Stations Special Features
323 699 400 0 1 to 2 control stations
MANNESMANN
REXROTH
Pneumatik 323 699 402 0 1 to 2 control stations synchronization
323 699 410 0 1 to 4 control stations
323 699 412 0 1 to 4 control stations synchronization
323 699 414 0 1 to 4 control stations trolling
All actuators for mechanical throttle control and mechanical gear shifting
Supply unit for conditioning and protection of the supply voltage. It

provides also the possibility to connect an engine start interlock.
For each actuator one (1) supply unit is required.
MANNESMANN
REXROTH
Pneumatik
Pre-assembled electric cables with connector plugs for an easy

connection of the power supply and the individual components.
Push-pull cables for throttle control and gear shifting.
Mounting kit for connecting the push-pull cable ( ball joint, hex.
nut, cable clamp, and shim ). For each cable one (1) kit is
required.
The connection between control panel and actuator is completed by means of the connecting cable
screwed on to control panel and actuator.
For the mechanical connection between actuator and operating lever of throttle and reversing gear
short push-pull cables have to be used and connected by means of suitable mounting kits.
The operating voltage is supplied to the actuator from the power source passing the supply unit.
Rexroth Mecman GmbH

SYSTEM page 7
The block diagram below shows by way of example the configuration of a twin engine propulsion
system with two (2) control stations and mechanical operated throttle control and gear shifting. Clearly
shown are the individual system components as well as the connections of the electrical cables.
For further block diagrams showing single and twin engine systems see ’appendix’.
Pneumatik
REXROTH
MANNESMANN
Pneumatik
REXROTH
MANNESMANN
MANNESMANN MANNESMANN
REXROTH REXROTH
Pneumatik Pneumatik
A separate ‘Engine Emergency Stop’ device for each engine must

be located at each control station.
The admissible length of the power supply cable between battery

and actuator must not exceed 10m, if wire size 2,5 mm² is used.
Rexroth Mecman GmbH

page 8 INSTALLATION
2 Control Panel
When mounting the control panel, provide enough space below the console to be accessible for
plugging the electrical cable connections. Space is also needed to secure the cable externally using
tie wraps.
The control panel mounted on the console surface has to be secured with the enclosed hex nuts M5
and flat washers.
The electronic board of the control panel must be protected from

contact with other parts below the console. Otherwise damages
to the circuit board or malfunctions may cause.
For installation of the control panel the mounting surface must

not exceed 40 mm thickness.
If the mounting surface is less then 12 mm thick, the enclosed
intermediate pieces are to be used to prevent damages to the
electronic board during installation.
46
M5
max 40 mm
Panel
To prevent water getting between console surface and control panel, a circulating form seal is fixed
on the underside of the control panel.
Check the form seal for damages and especially on weather

exposed control stations take care for a proper sealing between
console surface and control panel.
Penetration of water may cause failures and can destroy
electronic components.
Rexroth Mecman GmbH

INSTALLATION page 9
2.1 Outline Dimensions
Control Panel for Control Panel for

Twin Engine Propulsion: Single Engine Propulsion:
70° 15° 15° 70

° 70° 15° 15° 70
°
212
212
max 40 mm
max 40 mm
Pultplatte
Pultplatte
50
50
4
4
46
46
M5 M5
175 175
Pneumatik
MANNESMANN
Pneumatik
REXROTH
MANNESMANN REXROTH
100
180
R5
R5
Panel Cut-out: Panel Cut-out:

156 151
10 x 45°
10 x 45°
0,2
76
74
0,2
151
149
6. 149 0,2
6.
154 0,2
Rexroth Mecman GmbH

page 10 INSTALLATION
3 Actuator and Supply Unit
Actuator and supply unit should be installed close together. Watch the length of the supply cable to the
actuator - 1,5m.
The actuator and supply unit are fastened with 4 mounting screws each. Mounting holes and outline
dimensions of the components are shown overleaf. Bulkhead mounting with the cable connections and
push-pull cables directed downwards is preferred according to the drawing below.
The devices should be installed in the engine room to a location that will ensure poor vibration. Also
they should be located away from direct engine heat ( admissible temperature range 248K...333K /
corresponding to -25°C...+60°C ), but so that the push-pull cable have a moderate length and easy
bends.
connection for
optional start interlock
connection for 390 mm
supply voltage
REXROTH
MANNESMANN
Pneumatik
MANNESMANN
REXROTH
Pneumatik
adjustments on
electronic board
min. 300 mm
supply cable
1,5m long

Provide sufficient space to be accessible for electrical and push-
pull cable installations.
After mounting the actuator, the cover has to open completely.
For the control set up or adjustment modifications all devices for
adjustments placed on the electronic board have to be accessible
without restrictions.
The cover of the supply unit also has to open completely to

ensure the installation of the supply voltage and the optional start
interlock as well as the check or eventually exchange of the
installed fuses.
The actuator and supply unit are designed for the control of
Diesel engines. If gas engine propulsion systems are used, locate
the components outside the explosive area. The regulations
regarding explosive areas have to be followed.
Rexroth Mecman GmbH

INSTALLATION page 11
3.1 Outline Dimensions

Actuator:
The outline dimensions of the different actuator types are identical. The various types differ from each
other in the number and arrangement of sockets on the front plate only. The actuators are to be
fastened by means of four (4) mounting screws M8.
284
50 59
323 699 402 0
DREHZAHL U N=10V ... 32V I =N 7 A

GETRIEBE
I MAX.= 30 A
RPM GEAR
143
1 5 6 2 7
81
10
33
273
330
310 DREHZAHL
323 699 402 0
U =10V ... 32V I =7A

GETRIEBE
I = 30 A
RPM GEAR
323 699 400 0 1 5 6 2

9.
323 699 402 0
DREHZAHL
U =10V ... 32V I =7A
GETRIEBE
I = 30 A
RPM GEAR
323 699 402 0 1 5 6 2 7

200
MANNESMANN 323 699 410 0

323 699 410 0
DREHZAHL U =10V ... 32V I = 7 A GETRIEBE

I = 30 A
RPM GEAR
REXROTH
Pneumatik 323 699 412 0 1 2 3 4
6
323 699 414 0

5 7
Supply Unit:
The unit has to be fastened by means of four (4) mounting screws M8.
88
80
30
cable length
1,50 m
*
220
200
60
* for cable
**
MANNESMANN
REXROTH
Pneumatik
8-12
8,2
** for cable
6-10
160
200
Rexroth Mecman GmbH

4 Push-Pull Cables
For the mechanical connection between actuator and engine throttle lever and gear shift lever
type 33C push-pull cables have to be used.
170 + 3 for half stroke
76 Hub 110 max 33
**
10-32 UNF-2A
22,1
min 5
3,27
8,5
min 5
** angle of excursion: max. 8° polydimensional 9,46 9,46
6,35
Minimum bending radius: 200 mm

Transmissible forces
tracting: max. 700 N
extracting: max. 350 N
Push-pull cables should be installed with easy bends. The

effectiveness depends on the total degrees of bends.
Total degrees of bends 90° → effectiveness 82%

Total degrees of bends 360° → effectiveness 55%
4.1 Installation to Actuator
Turn ‘OFF’ the power supply before installation work is started.

Injury danger.
Remove mounting plate ( 6 ) from the actuator housing.
Feed cable rod ( 7 ) through the opening of the actuator housing.
Put mounting plate ( 6 ) with the recess into the provided groove of the cable rod ( 2 ) and reinstall it to
actuator.
Rexroth Mecman GmbH

6 receiver groove
7
GETRIEBE
GEAR
6
2 7
recess
Turn one of both hex nuts ( 3 ) onto cable rod end until stop.
Retract actuator guide ( 2 ) by means of handwheel ( 1 ) until there is a distance "a" of approx. 1mm
between flange (5) and guide (2). At the same time put cable rod thread through the guide’s hole (2).
Press rubber seal ( 4 ) tight onto cable rod joint and adjust cable until there is a distance of approx.
2mm between thread end and seal. In this position tighten second hex nut (3) to the guide (2).
Rexroth Mecman GmbH

4.2 Installation to Throttle - and Gear Lever
For connecting the push-pull cables to engine throttle - and reversing gear lever a mounting kit, Pc.No.
323 699 006 2 is available. The listed parts ( one each ) are shown below.
ball joint cable clamp

shim
hex nut 10-32 UNF

.
For each cable one ( 1 ) connection kit is needed.
The max. travel for throttle and gear shift movements is 70mm. Any position for ‘Idle speed, Full
speed, Ahead, Astern, Neutral’ can be adjusted electrically within this travel stroke independent of each
other.

Recommended is a travel of approx. 60 mm. Longer travel
reduces the adjustment possibilities, shorter travel decreases the
control accuracy.
For installation the push-pull cables use the mounting stencil enclosed to the actuator.
Connect ball head of the ball joint to the throttle and gear shift lever and watch the lever movement "s"
(approx. 60mm) between the end positions (Idle ↔ Full speed / Ahead ↔ Astern). It must be centrally
within the adjustable range ( hatched range of mounting stencil ).
= =
"s"
mounting stencil
ball joint
Rexroth Mecman GmbH

Locate the anchor device ( cable clamp, shim ) so that the push-pull cable forms a right angle ( 90° ) to
the central axis of the travel stroke. Mark the distance to the fastening of the anchor device according
to the mounting stencil, or measure the distance 188mm - see drawing below.
Take care that during the arched travel the joint tube is swerved
out of the cable’s axle direction as even as possible-
max. admissible swerve angle ± 8°
Greater swerve angles may cause function failures of the
DC motors.
"s"
188
°
90
Turn hex nut and ball joint onto the cable rod end and fasten the ball joint by means of the counter nut.
Connect ball joint to lever ball head. Check the wanted movement by turning the handwheel ( 1 ) inside
the actuator ( see drawing on page 13 )
Within the wanted travel the guide (2) should not reach the
actuator stops. Provide a safe distance "a" = 4mm (see drawing
on page 13). Also the cable movement must not be restricted by
any external mechanical stop. Misadjusted cables may cause
motors to lock and to destroy. System failure, danger of fire.
"s"
ball joint
hex. nut
anchor clamp
Rexroth Mecman GmbH

page 16 ELECTRICAL CONNECTION
5 Power Supply
The control system operates from 10V up to 32Volt, DC and draws 30A (shortly), 10A (continuously).
6 Grounding
Actuator and supply unit have to be grounded according to the actualities on-the-spot.
The actuator and supply unit have to be grounded directly to one of the four mounting screws of each
device. If a direct grounding (connection to ship’s mass) is not possible, the grounding has to be
carried out by means of flexible earth leads or earth strips ( see tables below ).
Dimensioning of Dimensioning of earth strips

flexible earth leads ( 0,2 mm or thicker )
length up to size length up to width

50 mm 6 mm² 100 mm 20 mm
100 mm 10 mm² 200 mm 50 mm
150 mm 25 mm² 300 mm 75 mm
200 mm 70 mm² 500 mm 125 mm
The above said goes also for data cables, e.g. ‘start interlock’ or ‘RPM pick-up’ specially marked in the
operating manual and diagrams.
A long-lasting good grounding contact has to be ensured.
For twin engine systems a sufficient potential equalisation

between both propulsions plants has to be provided.
7 Arrangement of Actuator Sockets

The following figures show the socket arrangement and their assignment of the various actuators.
Not used sockets must be sealed by means of the included protective plugs. Otherwise the
actuators´s protection will be dimished.
323 699 402 0

Socket Connection to...
No.
U N=10V ... 32V I =7A
DREHZAHL N
GETRIEBE
IMAX.= 30 A
RPM GEAR
1 Control Panel
323 699 400 0 1 5 6 2
Station 1
2 Control Panel
Station 2
3 Control Panel
DREHZAHL
323 699 402 0
U N=10V ... 32V I

N =7A
IMAX.= 30 A
GETRIEBE
Station 3
4 Control Panel
RPM GEAR
Station 4
323 699 402 0 1 5 6 2 7
5 Supply Unit
6 Serial Interface for

323 699 410 0
Twin Engine Propulsion
323 699 410 0 7 RPM Pick-up for
DREHZAHL UN =10V ... 32V IN = 7 A GETRIEBE
I MAX. = 30 A
RPM GEAR
323 699 412 0 Synchronization

1 2 3 4
5
6
7 7 Control Line for
323 699 414 0 Trolling
see User’s Manual „Trolling“
Rexroth Mecman GmbH

ELECTRICAL CONNECTION page 17
8 Connection to Supply Unit

The supply unit has to be connected as shown in the drawing below.
fuse *) supply cable 2x2,5mm²

max. cable length 10m
F3 = 16A T
+ + +
battery source: 12V / 24V DC

*)
*) possible connetion for +

start interlock
( see section 8.1 )
104
101
103
102
connection: connection:
start interlock power supply
REXROTH terminals for wire size

MANNESMANN
Pneumatik
max. 2,5mm²
MANNESMANN
REXROTH
Pneumatik
LED 2 fuse
green F2 = 10A T
to actuator connection No.5
LED 1 fuse
green F1 = 3,15A mT
*) Not delivered by
Rexroth Mecman GmbH
The supply voltage must correspondent to the details on the

actuator’s type plate. A false supply voltage may cause
damages to the circuit board or function failures.
The admissible cable length must not exceed 10m, if wire size 2,5
mm² is used. Function failure
Lock connector plug No. 5. A loose connection may cause

control failure.
Protecting the subsequented electronics and DC motors, the supply unit is provided with the fuses
F1=3,15A (medium- slow-blow) for the electronics and F2=10A (slow-blow) for the DC motors. A green
LED is assigned to each fuse. The LEDs are lighted, if the fuses are in order and when supply voltage
has been turned on.
To protect the supply unit, it is recommended to install an external

fuse F3=16A (slow-blow) outside of the supply unit.
Rexroth Mecman GmbH

8.1 Start Interlock

( Not delivered by Rexroth Mecman )
The supply unit provides a potential-free relay contact (terminals 103 and 104) to be used for a start
interlock that requires the control system to be in definite conditions. The engine can be started under
the following conditions only:
→The remote control must be ON.

→One control station must have taken command.
→The transmitter in command must be in Neutral or Warming-up position.
If the starting requirements are not fulfilled, the relay contact interrupts the connection between key
start ( key switch, start push button, or others ) and start solenoid relay.
The maximum load given to the relay contacts inside the actuator
amounts 32V DC / 2A.
Higher loads may destroy the relay.
For higher loads provide an external relay.
key start
104
103
+ shielded cable connection:
start interlock
battery source
-
starting relay
REXROTH
MANNESMANN
Pneumatik
+ supply unit
starter starting battery
-
to actuator
One (1) cable gripper is enclosed the device.

As start interlock cable a shielded cable ( eg. LIYCY ) must be
used only.
One end of the shielding drain wire must be connected
circumferential to the cable gripper (supply unit). The free cable
end has to be connected to mass - also circumferential.
Connect free cable end circumferentiato mass:
Strip PVC cover and shielding back ring-like and fasten a metallic
clamp around the open shield. Connect the clamp directly to
mass.
If the metallic clamp can’t be connected directly to the mass, an
ground strip (see fig. left ) between clamp and mass has to be
used.

(Dimensioning: see page 16, section "grounding“)
Rexroth Mecman GmbH

1 3 Connect shielding to cable gripper

2 4
Push pressing screw (1) and sealing kit (2) onto the
cable. Remove PVC cover and shielding as far as
necessary. Strip shielding (3) back approx. 10mm
and widen it conical. Lead shielding drain net over
inner cone (4) and tighten cable gripper.
10 mm
9 Control Panel Cable

These connecting cables are used between the various control panels and the actuator.
On the cable’s type plate a 10-figure Pc. No. - 894 620 24 2 - is stated. At the place marked
a figure is indicating the different cable lengths being available.
26
26
type plate
Single engine propulsion:
For single engine propulsion systems one (1) female connector plug at the underside of the control
panel is provided for connecting the cable to the control panel.
Connection: Control panel 1 to be connected to socket 1

Control panel 2 to be connected to socket 2
MANNESMANN REXROTH Pneumatik MANNESMANN REXROTH Pneumatik MANNESMANN REXROTH Pneumatik MANNESMANN REXROTH Pneumatik
control station 1 control station 2 control station 3

to actuator socket 1
1 2 3 4
Pneumatik
REXROTH
MANNESMANN
actuator
Rexroth Mecman GmbH

Twin engine propulsion:
For twin engine propulsion systems two (2) female connector plugs at the underside of the control
panel are provided for connecting the cables to the control panels; one each for Port and Stbd.
Connection: Port control panel 1 to be connected to socket 1 of Port actuator

Stbd control panel 1 to be connected to socket 1 of Stbd actuator
Port control panel 2 to be connected to socket 2 of Port actuator



MANNESMANN MANNESMANN MANNESMANN

REXROTH REXROTH REXROTH
Pneumatik Pneumatik Pneumatik
Control station 1 control station 2 ect. up to max.

Port Stbd Port Stbd control station 4
Stbd actuator
Stbd actuator
Port actuator
Port actuator
to socket 1
to socket 1
to socket 2
to socket 2
connection to station 3 and 4

Port actuator Stbd actuator
3 4 3 4
1 2 1 2
Pneumatik Pneumatik
REXROTH REXROTH
Port Stbd
actuator actuator
Lock connector plugs after plugging in. A loose connection may

cause a control failure.
Rexroth Mecman GmbH

10 Intercommunication Cable
( For twin engine propulsion only )
The intercommunication cable serves the internal data transfer between Port and Stbd actuator within
twin engine systems.
26
26
type plate
The intercommunication cable is always connected to actuator socket No. 6.

to socket No.6 to socket No.6
6 6
Pneumatik Pneumatik
REXROTH REXROTH
Port Stbd
actuator actuator

cause a control failure..
The intercommunication cable is an absolute requirement.
11 RPM Cable
( For twin engine propulsion including sychronization option only )
This RPM cable serves the connection between engine speed pick-up and actuators with
synchronization option.
26
type plate
Rexroth Mecman GmbH

At the free end of the RPM-cable there are four (4) colour coded wires - WH ( withe ), BN ( brown ),
GN ( green ) and YE ( yellow ). For connecting the RPM pick-up the BN ( brown ) and GN ( green ) are
needed only. The RPM pick-up has to be connected according to the manufacturers instructions.

cause a control failure.
The free cable end has to be connected circumferential to mass.
11.1 RPM Pick-up

( For twin engine propulsion including synchronization option only )
( Not delivered by Rexroth Mecman GmbH )
For each engine one RPM pick-up is needed to give a speed signal to the actuator.
As RPM pick-ups may be used electric tachometers as well as pulse generators. In many cases the
speed signal taken from the dynamo terminal "W" meets the technical requirements and a separate
RPM pick-up is not necessary.
Because of slip in the dynamo drive synchronization is less

precise, if dynamo terminal „W“ is used - compared with
synchronization based on inductive speed sensoring.
Technical requirements:
Frequency range: a) 20 Hz...1300 Hz, sine - or rectangular signal

or b): 200 Hz...13000 Hz, sine - or rectangular signal
Recommended input frequency at max. engine speed:

130 Hz for frequency range a)
Recommended input frequency at max. engine speed:

6500 Hz for frequency range b)
Signal voltage: min. 1 Vss Z)

max. 100 Vss
Input impedance: approx. 10 KΩ

( actuator )
Z) "Vss" ( Volt Spitze-Spitze ) stands for voltage of the AC signals amplitude from peak to peak.
Example: rectangular signal:
1 Vss
up to
100 Vss
Rexroth Mecman GmbH

If the RPM pick-up also gives speed signals to other devices or

indicators utilising the signal voltage, interferences may effect
these devices.
Connection to electric tachometer:
GN
G
BN
Connection to pulse generator:
GN
BN
Connection to dynamo terminal "W":
Terminal "W" GN
G
(-) BN
Connect free cable end circumferential to mass:
Strip PVC cover and shielding back ring-like and fasten a metallic
clamp around the open shield. Connect the clamp directly to
mass.
If the metallic clamp can’t be connected directly to mass, an
ground strip (see fig. left ) between clamp and mass has to be
used.

(Dimensioning: see page 16, section "grounding“)
Rexroth Mecman GmbH

page 24 ADJUSTMENTS AND FUNCTIONS
12 Location and Assignment of Adjustment Devices

The figure below shows the arrangement of the adjustment devices ( function switches I to III and
potentiometer P1 and P2 ) on the main circuit board which is located inside the actuator cover. The
electronic board is accessible after the actuator has been opened.

Depending on the actuator’s installation position it might be
possible that the circuit board is placed upside down contrary to
the shown illustration. In this case the location of the adjustment
devices is "mirror effected".
Operating +5V
THROTTLE DRIVE CLUTCH DRIVE Voltage
1 2 3 4 5 6 7 8
left right left right +15V
POTENTIOMETER Plug
Stroke Adjustments
P1 P2
P1 = Coarse adjustment
P2 = Fine adjustment open
OFF ON
FUNCTION SWITCHES
LED 5
Diagnostics of Faults
LED 4 OFF ON OFF ON OFF ON

1 1 1
LED 3 2 2 2
3 3 3
LED 2
open
open
open
4 4 4
5 5 5
LED 1 6 6 6
7 7 7
8 8 8
The overleaf table shows the various adjustment devices and their related functions.
Rexroth Mecman GmbH

ADJUSTMENTS AND FUNCTIONS page 25
Function Assignment of Adjustment Devices
Function Switch-I
1 Slave / Master ( twin engine propulsion systems )

2 Interlocked / Free station transfer )
3 20 Hz...1300 Hz / 200 Hz...13000 Hz ( frequency range for synchronization )
open
4 not used
5 mechanical / solenoid operated gear shifting
6 Operation / Terminal input
7 Operation / Transmitter adjustment and release of remote stations
8 Operation / Test
Function Switch-II
1
0/1s T1: Holding time of power boost before clutch engagement
2
0 / 0,5 s
3
0/2s T2: Holding time of power boost after clutch engagement
open
4
0/1s
5
0/6s
6
0/3s T3: Delay time before reversing
7
0 / 1,5 s
8
Power boost NO / YES
Function Switch-III
1 Operation / Adjustment Mode

2 Special adjustment (Control Station) / Standard adjustment (Engine Room)
3 Position DIP- Switch III

to be adjusted 3 4 5 6 7 8
4 Gear „Ahead“ ON OFF OFF OFF OFF ON
Gear „Astern“ ON OFF OFF OFF ON OFF
open
5 Gear „Neutral“ ON OFF OFF ON OFF OFF

Idle speed OFF OFF OFF OFF OFF ON
6 Full speed OFF OFF OFF OFF ON OFF
Second idle speed OFF OFF OFF ON OFF OFF
7 maximum speed for OFF ON OFF OFF ON OFF
Trolling
8 minimum slip position ON ON OFF OFF ON OFF
for Trolling
maximum slip position ON ON OFF OFF OFF ON
for Trolling
for special option "Trolling" only / see separate operating manual
Potentiometer for stroke adjustments

open
P1 P2
OFF ON
Coarse adjustment Fine adjustment
Switch position Potentiometer P1 and P2 are effective in

combination with function switch III only
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13 Basic Adjustments
Before basic adjustments are carried out, turn OFF the supply
voltage and shut OFF the engine. Also the push-pull cables to
gear shift lever and throttle lever must be disconnected.
Otherwise there is an accident risk.
13.1 Function Switch-I

switch position OFF switch position ON
1 ( open )
2
3
4
open
5
6
7
8
DIP-switch I-1 ( Slave / Master )
For single engine propulsion: DIP-switch I-1 in ON position
For twin engine propulsion: either engine can be „Master“ engine

DIP-switch I-1 in ON position
the other engine then must be „Slave“ engine

DIP-switch I-1 in OFF position
DIP-switch I-2 ( Station transfer )
Procedure of command transfer from one control station to the another station.
Interlocked station transfer: DIP-switch I-2 in OFF position
With this setting a station transfer to any other control station is possible only, if the operator
has moved the transmitter lever either in NEUTRAL position or into the same direction range
(AHEAD or ASTERN) as the transmitter in command.
Free station transfer: DIP-switch I-2 in ON position
With this setting a station transfer is possible at any time without any interlocking. The
command is transferred immediately to the requesting station and any possible lever position
from there now is transmitted to the control.
If the lever of the transmitter in command is in FULL AHEAD

position whereas the lever position of the transmitter gaining
command is in FULL ASTERN, a reversing maneuver will follow
immediately.
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DIP-switch I-3: ( 20Hz...1300Hz / 200Hz...13000Hz )

( For twin engine propulsion including synchronization option only )
Similarity between the frequency ranges of the actuator’s speed sensoring and used RPM pick-up.
Frequency range 20Hz...1300Hz DIP-switch I-3 in OFF position

for recommended input frequency of approx. 130Hz at rated engine speed
Frequency range 200Hz...13000Hz DIP-switch I-3 in ON position

for recommended input frequency of approx. 6500Hz at rated engine speed
DIP-switch I-4: not used
DIP-switch I-5 ( mechanical / solenoid operated gear shifting )
Generally the actuators described in this manual can be applied for cable gear shifting only.
DIP-switch I-6 ( operation / terminal-input )
This switch is for internal use only.
DIP-switch I-7 ( operation / transmitter alignment and release of remote stations )
The switch position „operation / transmitter alignment and release of remote stations“ is described
separately on page 36. The signal transmitter alignment and release of remote stations is carried out
after all the other adjustments have been completed.
DIP-switch I-8 ( operation / test
This switch is for internal use only.
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13.2 Function Switch-II

1 ( open )
2
3
4
open
5
6
7
8
¾
DIP-switch II-1 T1: Holding time of power boost before clutch engagement
DIP-switch II-2

„Holding time T1“ ( before clutch engagement ) is active only, if
the feature „power boost“ has been selected by means of the DIP
switch II-8.
st
After the transmitter lever is moved into the 1 detent AHEAD or ASTERN, before clutch engagement
the set „holding time T1“ passes by.
„Holding time T1“ is adjustable between 0 and 1.5 seconds by means of the DIP-switches II-1
and II-2.
DIP-switch DIP-switch adjusted

II-1 II-2 holding time T1
OFF OFF 0 seconds
OFF ON 0,5 seconds
ON OFF 1,0 second
ON ON 1,5 seconds
¾
DIP-switch II-3 T2: Holding time of power boost after clutch engagement

„Holding time T2“ ( after clutch engagement ) is active only, if the
feature „power boost“ has been selected by means of the DIP
switch II-8.
After clutch engagement ( Ahead or Astern ) the „holding time T2“ passes by, before the control will
release a new order given by the signal transmitter.
„Holding time T2“ is adjustable between 0 and 3 seconds by means of the DIP-switches II-3
and II-4.
DIP-switch DIP-switch adjusted

II-3 II-4 holding time T2
OFF OFF 0 seconds
OFF ON 1 second
ON OFF 2 seconds
ON ON 3 seconds
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DIP-switch II-5
DIP-switch II-6
DIP-switch II-7 ¾ T3: Delay time before reversing
For a reversing maneuver AHEAD ↔ ASTERN or coming out of a drive position into NEUTRAL the
adjusted „delay time T3“ is activated automatically. The pause delays the clutch disengagement.
Example:
The transmitter lever is moved from AHEAD to ASTERN ( or reversed). Immediately the throttle setting
drops to idle speed, but the gear remains engaged AHEAD ( or ASTERN ) according to the adjusted
delay time. This allows to decrease the vessel speed before reversing takes place and speed is built
up again.
The real delay time ( delay of disengagement ) is depending on:

→ the adjusted „delay time T3“
→ value and duration of engine speed prior to the reversing maneuver
→ cruising direction
The maximum pause on a straight „Crash Reversing“ is achieved, if the control position was set for
more than five (5) times the adjusted „delay time“. With a command period less than five (5) times the
adjusted automatically„delay time“, as well as with a decreased engine speed the pause will be
shortened by the control. For reversing with idle speed the pause is zero. The delay time from
ASTERN to AHEAD in principle is half that for reversing from AHEAD to ASTERN.
The „maximum delay time T3“ is adjustable between 0 and 10.5 seconds by means
of the DIP-switches II-5, II-6 and II-7.
DIP-switch DIP-switch DIP-switch adjusted

II-5 II-6 II-7 delay time T3
OFF OFF OFF 0 seconds
OFF OFF ON 1,5 seconds
OFF ON OFF 3 seconds
OFF ON ON 4,5 seconds
ON OFF OFF 6 seconds
ON OFF ON 7,5 seconds
ON ON OFF 9 seconds
ON ON ON 10,5 seconds
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During a later sea trial the most favourable „reversing time T3“ according to the vessel and propulsion
system may be found out and adjusted as follows.
1. Move transmitter lever in AHEAD detent position (idle).
2. Move lever in FULL AHEAD position and take the time the engine attains
two thirds of its maximum speed.
3. Set the measured time by means of the DIP-switches II-5, II-6 and II-7.
4. Do some more reversals over the complete speed range and determine
the most favourable reversing time for propulsion and ship.
Begin the reversals always with low speed and increase the
speed easily. Reset and adapt the „delay time T3“ A „crash
maneuver“ with a reversing time too short may cause damages to
clutch, gear, and engine.
DIP-switch II-8: power boost NO / YES
Power boost NO: DIP-switch II-8 in OFF position
Power boost YES: DIP-switch II-8 in ON position
The setting „power boost YES" activates the following functions and are processed by the control. If
„power boost NO“ is set, these functions are not taken in account by the control, even if delay times
have been set..
→T1: Holding time of power boost before clutch engagement ( DIP-switch II-1 and II-2 )
→T2: Holding time of power boost after clutch engagement( DIP-switch II-3 and II-4 )
→Second idle speed ( will be set later together with the speed adjustments )
The combination of these three (3) functions shall be explained with the following example.
Example:
The transmitter lever is moved from NEUTRAL to the AHEAD detent position ( idle ). The control runs
the following steps:
1. Power boost
The engine speed increases up to the adjusted value of the „second idle speed“.
2. Holding time T1
The adjusted holding time T1 insures that the increased engine speed (second idle speed.) is built up
before clutch engagement.
3. Clutch engagement
At the end of holding time T1 the AHEAD clutch is engaged.
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4. Holding time T2
The adjusted holding time T2 insures a safe clutch engagement absorbing the propeller’s back torque
by means of the increased speed (second idle speed ).
5. Idle speed
At the end of holding time T2 the engine speed is set back to idle. In case the transmitter lever was
moved to a position with a higher nominal speed value preset, the engine speed is released to that
value without dropping to idle before.
If the holding times T1 and/or T2 are needed without power

boosting, the second idle speed may be adjusted to the idle value
making the power boost ineffective.
14 Stroke Adjustment
By means of the function switch-III and the potentiometer P1 and P2 the following
gear shift positions are adjusted
Ahead
Neutral
Astern
Also the throttle positions
min. speed ( Idle )

max. speed ( Full )
second idle speed
For adjustments the engine must be stopped. Possible

misadjustments may cause uncontrolled commands. Danger of
damages to propulsion system and ship.
For a free movement during adjustment works the throttle and

gear shift cables must be disconnected. The push-pull cables
must move in and out without any obstruction. Cable blocking
may cause function failures and possible damages to cable,
shift levers or actuator.
To do any adjustment, first turn ON the control and take over command at control station 1
( main station ) with the transmitter levers in NEUTRAL position. The procedure of activating the
control is described in section „operating instructions on page 48.
Before turning ON the control, it has to be checked that the

control is connected correctly and fuse protected. A false supply
voltage or false connections may cause malfunctions or a
control failure.
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Function switch III

1 ( open )
2
3
4
open
5
6
7
8
DIP-switch III-1: operation / adjustment mode

By means of this switch the alternation between control operation and adjustment mode for
programming the wanted travel positions of throttle and gear cable ( see the following adjustment
procedure ).
DIP-switch III-2: special adjustment (control station ) / standard adjustment ( engine room )
All adjustments must be carried out in standard adjustment mode.
DIP-switch III-2 always in ON position
DIP-switch III-3 to III-8:

By means of the DIP-switches 3 to 8 the push-pull cable position is determined. Depending on the
concerted switch setting the various adjustments are possible. The settings are shown in the table
below. Each line corresponds to a position to be adjusted. The switch settings are to be read from the
left to the right.
Position DIP-switch
3 4 5 6 7 8
Gear„AHEAD“ ON OFF OFF OFF OFF ON
Gear„ASTERN’ ON OFF OFF OFF ON OFF
Gear„NEUTRAL’ ON OFF OFF ON OFF OFF
Idle speed OFF OFF OFF OFF OFF ON
Full speed OFF OFF OFF OFF ON OFF e.g. "Gear Neutral"
Second idle speed OFF OFF OFF ON OFF OFF
maximum speed for OFF ON OFF OFF ON OFF DIP-switch -3 in ON position
Trolling DIP-switch -4 in OFF position
minimum slip position ON ON OFF OFF ON OFF DIP-switch -5 in OFF position
for Trolling DIP-switch -6 in ON position
maximum slip position ON ON OFF OFF OFF ON DIP-switch -7 in OFF position
for Trolling DIP-switch -8 in OFF position
for special option "Trolling" only / see separate operating manual
The programming must follow a definite sequence, otherwise the

control will not accept the adjustment.
Programming sequence ( example: „Gear Neutral“)

1.) 2.) 3.)
Set DIP-switch 3 to 8 Set DIP-switch 2 to ON Set DIP-switch 1 to ON
and stay there
OFF ON OFF ON OFF ON
1
1 1 1
2
2 2 2
3 3 3
open
open
open
4 4 4
5 3...8 5 5
6 6 6
7 7 7
8 8 8
After DIP-switch 1 is set in ON position, the control is in adjustment mode and the corresponding
actuator drive moves to the last stored position.
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4.) 5.)
Adjust the wanted position approximately Adjust the wanted position exactly
by means of pot P1 ( coarse adjustment ) by means of pot P2 ( fine adjustment )
By means of the potentiometers all positions to be adjusted can be displaced over the total travel
range. The position „minimum speed“ ( Idle ) can be shifted from the retracted to the extracted actuator
drive position, and the position „maximum speed“ ( Full speed ) then is set to the retracted actuator
drive position (reversal of travel direction). In the same way the positions „Gear AHEAD“ and „ Gear
ASTERN“ may be interchanged.
Before each adjustment the pots should be set to its mid-position.

This will allow sufficient adjustment for both directions.

In case the pot’ s adjustment range is not sufficient for getting the
wanted travel position, the adjustment procedure has to be
interrupted ( DIP-switch-1 on OFF ). After the potentiometer is set
back and alternated to adjustment mode ( DIP-switch-1 in ON
position ), the adjustment may be continued. Do not change the
other DIP switches.
Both potentiometers have a mechanical stop. Don’t overwind

the potentiometers. In consequence they will be damaged.
After the wanted position has been adjusted, exit the adjustment mode as follows.
6.) 7.) 8.)

Set DIP-switch 1 for OFF. Set DIP-switch 2 to ON Set Dip-switch 3...8 to OFF
and stay there
OFF ON OFF ON OFF ON
1 1
1 1
2
2 2 2
3 3 3
open
open
open
4 4 4
5 3...8
5 5
6 6 6
7 7 7
8 8 8
After DIP-switch-1 is set in OFF position, the chosen actuator travel position is stored in the control
memory. The corresponding actuator drive moves to NEUTRAL (gear shift adjustment) or to Idle
(throttle adjustment).
In the following the next position can be adjusted in the same way. Chose the switch combinations for
the position to be adjusted according to the table and follow the programming steps from 1.) to 8.) .
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14.1 Gear Shift Adjustments

AHEAD
NEUTRAL
ASTERN

In practice for the following described push-pull cable adjustments
an assistant has proved worthwhile. While one person does the
adjustment according to „section 14 stroke adjustment“, the other
person may check the implementation at the gear shift lever.
Move gear shift lever into the position to be adjusted ( „Ahead“, „Astern“, „Neutral“ ) and adjust the
actuator drive ( as described in „section 14 stroke adjustment“ ) that way to connect the gear shift
cable in the different lever positions smoothly.
Approx. 0,5mm to 1mm clearance to the lever stops makes sure

that the actuator drive doesn’t jam against them.
Failures, danger of fire.
free space free space
stop ASTERN AHEAD stop

NEUTRAL

The max. travel for the gear shift movement between the
positions AHEAD and ASTERN is max. 70mm.
Recommended is a travel of approx. 50....60 mm. Longer travel
control accuracy.
Programming sequence for „Gear in AHEAD"
Position DIP-switch
3 4 5 6 7 8
Gear AHEAD ON OFF OFF OFF OFF ON
1.) 2.) 3.) 4.) 5.) 6.) 7.) 8.)
OFF ON OFF ON OFF ON OFF ON OFF ON OFF ON

1 1
1 1 1 1 1 1
2 2
2 2 2 2 2 2
3 3 3 3 3 3
open
open
open
open
open
open
4 4 4 4 4 4
5 3...8 5 5 5 5 5 3...8
6 6 6 6 6 6
7 7 7 7 7 7
8 8 8 8 8 8
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14.2 Throttle Adjustment

Idle
Full speed
2nd. Idle speed
( for power boost )

In practice for the following described push-pull cable adjustments
an assistant has proved worthwhile. While one person does the
adjustment according to „section 14 stroke adjustment“, the other
person may check the implementation at the throttle lever.
nd
Move throttle lever into the position to be adjusted ( „Idle“, „Full speed“, „2 Idle speed“ ) and adjust the
actuator drive ( as described in „section 14 stroke adjustment“ ) that way to connect the throttle cable in
the different lever positions smoothly.
Approx. 0,5mm to 1mm clearance to the lever stops makes sure

that the actuator drive doesn’t jam against them.
Failures, danger of fire.
free space free space
stop stop
2nd. idle speed

idle full speed
The max. travel for the throttle movement between the positions
Idle and Full speed is max. 70mm.
Recommended is a travel of approx. 50....60 mm. Longer travel
control accuracy.
Programming sequence for "minimum speed ( Idle )“
Position DIP-switch
3 4 5 6 7 8
minimum speed ( Idle ) OFF OFF OFF OFF OFF ON
1.) 2.) 3.) 4.) 5.) 6.) 7.) 8.)

OFF ON OFF ON OFF ON OFF ON OFF ON OFF ON
1 1
1 1 1 1 1 1
2 2
2 2 2 2 2 2
3 3 3 3 3 3
open
open
open
open
open
open
4 4 4 4 4 4
5 3...8 5 5 5 5 5 3...8
6 6 6 6 6 6
7 7 7 7 7 7
8 8 8 8 8 8
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page 36 ADJUSTMENTS AND FUNCTI0NS
15 Transmitter Alignment
and Release of Control Stations
Transmitter alignment and release must be carried out!

Only after alignment and release the control does
acknowledge the connected signal transmitters and clears
them for operation!!!!
The release of the signal transmitters occurs automatically
Before transmitter alignment is carried out, turn OFF the engine

to provide uncontrolled maneuvering.
This feature is used to align the lever positions
o Detent „Idle / AHEAD“

p Stop „Full speed / AHEAD“
o Detent „Idle / ASTERN“
p Stop „Full speed / AHEAD“
between transmitter and actuator. Because of manufacturing tolerances "Full speed" of one transmitter
can be positioned at the lever travel stop, whereas the transmitter on another station signals "Full
speed" some before the stop. Corresponding goes for the other positions.
The alignment ensures that “Full speed” is always positioned at the lever travel stop and “idle speed” in
the corresponding detents. This feature helps continuous speed setting without dead lever travel.
NEUTRAL
Gear AHEAD (detent) Gear ASTERN
(detent) (detent)
2 1 2
speed setting speed setting
AHEAD range ASTERN range

3 3
Full speed Full speed
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Procedure of transmitter alignment
Action: Turn ON the control. Align twin engine systems separately, i.e. turn ON one control
at a time.
Move transmitter lever at all stations into NEUTRAL position.
Take over command at control station 1.
Set actuator DIP-switch I-7 in ON position ( transmitter alignment ).
Result: An steady buzzer tone sounds at all stations.
The lighting of all transmitters blinks with low repetition.
Transmitter to be aligned.
Action: Move transmitter lever to NEUTRAL”.
Push “station transfer" button for approx. 3 seconds.
Result: Buzzer tone at all stations stops.
Lighting of the transmitter to be aligned flashes with high repetition, the lighting of all
the other transmitters blinks with low repetition.
Action: Move transmitter lever in the position to be aligned ( “Idle / Ahead detent”, "Full speed
/ Ahead”, “Idle / Astern detent”, “Full speed / Astern”
Push always “station transfer" button.
Result: If the alignment was successful, after 3 seconds the buzzer will sound once.
If the alignment wasn't successful, after 3 seconds the buzzer will sound 3 times.
Repeat the alignment procedure.
Action: Align all the other lever positions in the same way.
If there are more remote stations connected, align them as well.
Action Move to the next control station and depress „station transfer“ button for 3 seconds
until the lighting is flashing with high repetition.
(For the alignment the transmitters must be positioned in NEUTRAL again.)
In the following carry out the alignment procedure as described above.
Completion of transmitter alignment:
Action: Set actuator DIP switch I-7 back to OFF ( operation ).

See also page 27.
Only with setting DIP switch I-7 back to OFF the carried out alignment is
stored. If the control was turned off before, the complete alignment procedure has to
be repeated.
Result: The remote control has to be initiated again.

The command of control has to be taken over again
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page 38 TESTS
16 Tests with the Ship secured to the Dock

Before sea trials all control functions have to be re-checked and with running engines the throttle
positions “Idle” and “second Idle speed” to be adjusted on its precise value.
16.1 System Check

To avoid unforced and uncontrolled operations, the throttle and
gear cables must be disconnected.
After the cables are disconnected, turn ON the control and take over command at one remote station.
Then carry out the following control operations:
“Gear Neutral”
Detent “Gear Ahead”
Move from “Idle-Ahead” to “Full-Ahead”
“Gear Neutral ”
Detent “Gear Astern

Move from “Idle-Astern” to “Full-Astern”
“Gear Neutral”
“Warming UP” feature for “Ahead” and “Astern”
Check that the push-pull cable movements are done accordingly to the operation commands. Check
that cable positions and directions are identical with the adjusted values.
Do the checks in the same way at each existing control station.
16.2 Correction: Minimum Speed - Idle

Second Idle Speed
Disconnect the gear shift cable. To avoid unforced and

uncontrolled operations, check that the gear shift lever is
positioned in “Neutral”. Move transmitter lever into “Neutral”
position and connect the throttle cable. Start the engine.
If required, minimum speed ( Idle ) and second idle speed can be adjusted with the aid of a rev
counter. Within twin engine systems the adjustments for both engines must match. For the adjustment
procedure see „section 14 stroke adjustment”.
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TESTS page 39
17 Tests during Sea Trial
For the final adjustments during sea trial open water is necessary.
Operate carefully and start slowly to learn the features of the
control.
Connect the gear cables to the shift lever in “Neutral” position.
If required, during sea trial the rated speed ( full speed ) is brought into line and the “delay times” ( if
wanted ) are set. The optional feature “Synchronization” ( if available ) has to be adjusted and checked.
For the tests during sea trial at least one assisting person is
needed.
17.1 Correction: Full Speed- Rated Speed

In most cases a correction of the rated speed ( Full ) is not necessary, if the corresponding position
was adjusted carefully during basic adjustments ( maximum throttle travel ).

The rated speed of the engine can't be exceeded by the control,
but can only let move the throttle lever in its maximum position.
Further attempts to increase the speed would cause blocking of
the actuator drive. Realise that the rev counter at the control
station may show inaccuracies caused by manufacturing
tolerances.
If however the speed must be modified nevertheless, the engine has to be turned OFF before. For the
wanted correction follow the advises in " section 14 stroke adjustment.
After correction, the throttle lever must not move against the
mechanical stop. Function failures, danger of fire.
17.2 Special Feature "Synchronization“

For twin engine systems with the special feature "synchronization" some exceptionals have to be
followed.
Because in synchronization mode the "Master" engine ( see page 26 / DIP-switch I-1 ) has the lead in
speed setting for the "Slave" engine, both controls have to be adjusted so that the "Slave" engine is
always able to follow the "master" engine speed
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page 40 TESTS
Example:
The rated (full) speed of the "Master" engine is 2500 RPMs and the rated speed of the "Slave" engine
is only 2450 RPMs. The control tries to synchronize both engines at "Full Speed", but because of the
lower rated speed of the "Slave" engine, it is not possible to attain the "Master" engine speed. An active
speed control (synchronization) is not possible any more.
If the “Slave” engine does not attain the speed value of the “Master” engine within 20 seconds, the
control will cancel the active speed control ( synchronization ) and both engines will follow the speed
setting by means of the "Master“ transmitter lever only, i.e. Full Speed of „Master“ engine is 2500
RPMs; Full Speed of „Slave“ engine is 2450 RPMs. Indication is given at the control station by means
of the quick blinking push button “special features” ( on 0,2sec / off 0,2sec ).
Remedial action:
There are three possibilities to take remedial action:
1. Increase rated speed of „Slave“ engine:

If the travel limit of the actuator drive can’t be exceeded, the speed of the „Slave“ engine may
be increased correspondingly. But because the throttle lever then is moved very often against
the mechanical stop, in most cases the speed increase is not possible.
2. Decrease rated speed of „Master“ engine:

The rated speed of the „Master“ engine should be adjusted some revs below or identical to the
rated speed of the Slave engine.
3. Status change of „Master“ and „Slave“:

This is the most simple action. For both control systems the “Master/Slave” adjustment
(actuator DIP-switch I-1/ page 26) has to be changed. Now the slower „Slave“ engine
becomes lead status and the faster „Master“ engine becomes following status.
Both propulsion systems have to be adjusted that the “Slave”

engine is always able to follow the “Master” engine speed. This
goes also for the “minimum - idle speed".
Otherwise the control will quit the active speed control.
17.3 Delay Times

If the delay times T1 and T2 ( holding times of power boost before/after clutch engagement ) were
adjusted, these delay times now can be checked and readjusted, if needed.
During sea trial now the most favourable „reversing time T3“ according to the vessel and propulsion
system may be determined and adjusted as follows.
1. Move transmitter lever in „Ahead“ detent position (idle).
2. Move lever in „Full Ahead“ position and take the time the vessel attains two thirds of its
maximum speed.
3. Set this time with the DIP-switches II-5, II-6, and II-7.
4. Do some more reversals over the complete speed range and determine the most
favourable „reversing time T3“ for propulsion and ship.
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TESTS page 41
Begin the reversals always with low speed and increase the
speed easily. Reset and adapt the „delay time T3“, if necessary. A
crash maneuver with a reversing time too short may cause
damages to clutch, gear, or engine.
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page 42 OPERATING INSTRUCTIONS
18 Signal Transmitter
Neutral
Gear ASTERN (detent) Gear AHEAD
(detent) (detent)
2 1
2
Speed setting Speed setting
ASTERN Range AHEAD Range
3 3
Full Speed Transmitter Lighting Full Speed
Operating Panel
Buzzer
18.1 „Neutral” ( Detent ) Position 1

In this position the gear is disengaged and the engine is idling. Each time „Neutral“ position” is taken up
it is indicated by means of a short „beep“ tone.
18.2 „Ahead / Astern” ( Detent) Position 2

With this lever position two operations are possible.
1. Standard- operation
"Ahead" or "Aster" clutch is engaged, the engine is idling.
2. Feature “power boost”

The feature “power boost” has to be selected before by means of DIP-switch II-8 (adjustment
and definition see page 30). Engine speed increases before clutch engagement and engine
speed drops back to idle after the clutch is fully engaged.
For a safe reversing individual delay times before and after clutch engaging may be adjusted
(definition see page 28).
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OPERATING INSTRUCTIONS page 43
18.3 “Full Speed” Position 3

In position 3“ Full speed - maximum speed” for “Ahead” or “Astern” is set. Between the positions 2
and 3 the engine speed can be set continuously with the gears engaged.
19 Control Panel
Twin Engine Control Panel Single Engine Control Panel
19.1 Push Button „Station Transfer“ ( lighted button -white- )
The push button „station transfer“ is located at each control panel only once, even for twin engine
systems. The push button is lighted permanently and indicates that the control is power supplied. The
push button is used for the control transfer to other stations. The procedure of take over command and
station transfer is described on page 48 up. Apart from this the push button has two additional
functions.
19.1.1 Feature „Warmig Up"

This option allows warming up a cold engine by speed setting through the total speed range without
engaging the clutch in lever position 2.
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Activate “Warming Up” option:
The “Warming Up” option can be activated with the transmitter in

command and with the lever in “Neutral 1 ” position only.
1. Move transmitter lever to position “1 Neutral”.

2. Depress and hold down push button "Station Transfer".
3. Move transmitter lever into detent position “2 Gear Ahead/Astern”
"Warming UP" is indicated by means of a short „double beep“ tone and short-termed
rhythmical extinguishing transmitter lighting
4. Release push button "Station Transfer".
The engine is idling while the clutch is remaining disengaged. Now the transmitter lever can be moved
up to position “3 Full speed” for speed setting through the total range between the positions 2 and 3.
Within twin engine propulsion systems each engine can be

operated separately.
Cancel “Warming Up” option:
To exit „Warming up“, return the transmitter lever to position “1 Neutral. The normal „beep“ tone
indicates "Neutral-Position". The transmitter lighting changes to steady. The „Warming up“ feature is
cancelled.
In “Warming Up” mode do not move the transmitter lever from

Ahead to Astern or revers. The “Warming Up” mode would be
cancelled, when the lever passes the position “1 Neutral” and the
opposite clutch would be engaged, when it gets to position
“2 Gear Ahead/Astern”.
19.1.2 Feature „Muting Acoustic Alarm“

The buzzer activated for some alarms may be switched off at the corresponding control panel by
depressing push button "Station Transfer".
The alarm will not be cleared by muting the buzzer!
Rexroth Mecman GmbH

19.2 Push Button „Alarm / Lamp Test“ ( lighted button -red- )
Push button with two functions
1. Alarm lamp:
This indicating device is located at each control station, one for each control system, i.e. for twin
engine systems two ( one for Port / one for Stbd. ).
In case of a failure the alarm lamp will show a red steady light .

2. Lamp test:
After the control is turned ON, the alarm lamp also shows a
steady light, but it is turned off after taking over control.
for this function the push buttons has to be depressed permanently testing the transmitter lighting as
well as all lighted lamps and push buttons ( except „Dimmer“ button / lighted version available from
middle 1997 ) of the operating panel. As soon as the button is released, the normal condition will
appear.
19.3 Push Button „Dimmer“ ( lighted button -white- )
By means of this push button it can be selected between a bright control panel lighting (day light) and a
darker lighting ( night light ).
Depress push button „Dimmer“ one time Ö night light

Depress push button again Ö day light
Depress push button again Ö night light
ect.
In night light mode the brightness may be dimmed continuously and the push button is lighted as well.
Depress and hold down push button "Dimmer". The total range of brightness is run through. As soon
as the wanted brightness shows up release the push button. If the control was switched off ( supply
voltage was turned off ), the wanted brightness has to be adjusted again.
.
Alarm lamp and buzzer are not affected by the dimmer.
Rexroth Mecman GmbH

19.4 Push Button „Special Feature“ ( lighted button -yellow )
By means of this push button a special feature established before can be activated and deactivated.
Requirement is the installation of actuators comprising the corresponding software for the options
questioned. A later system extension by a special feature is not possible.
For corresponding applications the various actuators including the options "trolling", "modulation" or
"synchronization" are available. The special features "trolling" and "modulation" are described in
additional manuals and are not subject of this manual.
19.4.1 Synchronization ( for twin engine propulsion only):
If actuators including the special feature "synchronization" are applied, within twin engine propulsion
systems the engine speed of both engines may be synchronized. For the synchronization a speed
signal ( RPM pick-up ) from each engine given to the actuator is required.
Pushing the button will alternately set the option „synchronization“ back and forth between
synchronization and normal. As long as the option is effective the push button shows a
blinking light.

„Synchronization“ can be activated only, when both transmitter
levers are in cruise position „Ahead“ or the option „Warming-Up“
is in operation. Switch off synchronization before leaving the
Ahead range or warming-up mode. As soon as one of both
transmitters is moved out of the range without having cancelled
synchronization before, the control will do it automatically. Push
button lighting „special feature“ blinks quickly ( on 0,2sec / off
0,2sec ) and an steady buzzer tone sounds at the operating
control station.
To clear the warning condition, move the other transmitter lever to
NEUTRAL position. So long the warning is effective, the
corresponding engine will stay at idle speed.
In synchronization mode the engine speed of both engines together can be controlled by the „Master“
transmitter only ( see „section 17.2 special feature synchronization“ / page 39 ). In case of a station
transfer the activated „synchronization“ function will be transferred also.
Rexroth Mecman GmbH

19.5 Indicator Lamp „Remote Control ON“ ( green )

For twin engine systems only
Two of these indicator lamps are included in control panels for twin engine propulsion systems, one for
the Port control and one for Stbd. The indicator lamp shows that the corresponding control is ON. The
lamp does not indicate which transmitter has the command at a time.
19.6 Buzzer
One buzzer for each control is located underneath the control panel ( one at single engine panels, at
twin engine panels one for Port and one for Starboard).
The buzzer supports the visual indicating of transmitter lighting and alarm lamp by acoustic tones. Also
each time the transmitter has taken up „Neutral“ position it indicates it with a short „beep“. If the
"Warming up" option has been called up, a short "double beep"-tone is produced.
19.7 Transmitter Lighting ( green )
The transmitter lighting is carried out as a green point on the transmitter scale at „Neutral“.
Steady light indicates which transmitter has the command at a time. The transmitter lighting at the
other station is OFF. The transmitter lighting blinks when station transfer is requested.
If the transmitter is in "Warming up" mode, this is indicated by means of a short-termed rhythmical
extinguishing transmitter lighting.
Rexroth Mecman GmbH

20 Turning ON Control
1. Turn ON control
Action: ¾Turn ON supply voltage
Result: ¾Indicator lamp „Alarm“ (red) shows steady light at all stations.
¾Push button „station transfer“ (white) shows steady light at all stations.
¾Buzzer sounds with low repetition at all stations.
¾For twin engine systems only: indicator lamp „Remote Control ON“ (green)
shows steady light at all stations.
2. Requesting control:
Remote control may be requested at each remote station. The transmitter lever must be placed in
„Neutral“ before.
Action: ¾Move transmitter lever to „Neutral“ .

¾Depress push button „station transfer“ (white) once.
Result: ¾Indicator lamp „Alarm“ (red) remains steady at all stations.

¾Push button „station transfer“ (white) shows steady light at all stations.
¾Buzzer sounds with high repetition at all stations.
¾Transmitter lighting (green) blinks with high repetition.
If there is still a low repetition lighting and buzzer tone, mostly the
transmitter lever is not placed in „Neutral“.
3. Taking over control:
Action: ¾Depress push button „station transfer“ (white) a second time.
Result: ¾Indicator lamp „Alarm“ (red) at all stations is OFF.

¾Push button „station transfer“ (white) shows steady light.
¾Buzzer tone at all station stops.
¾Lighting (green) of transmitter in command becomes steady. The lighting of all
the other transmitters is OFF
The lighted transmitter now has the command. The control is set into service.
Rexroth Mecman GmbH

21 Station Transfer
The control offers two options for station transfer ( interlocked or free ) to be selected by means of
DIP-switch I-2 ( see page 26 ) on the actuator circuit board. Within twin engine systems both controls
must have identical adjustments.
21.1 Interlocked Station Transfer

The control compares the lever position of the transmitters involved in the station transfer. To transfer
the command from one station to another, the transmitter lever at the station gaining command
must be in „Neutral“ position or placed facing in the same direction ( Ahead or Astern ) as the lever at
the station in command.
The transfer proceeds in two steps.
1. Step: Requesting for command
Action: ¾Move transmitter lever into the transfer position ( Neutral or same direction as lever
in command).
¾Depress push button „Station transfer“ (white) once.
Result: ¾Buzzer sounds with high repetition.

¾Transmitter lighting blinks with high repetition
The command now is requested at this new station and the control has released the take over of
command shown by light and tone with high repetition.
If there is a low repetition lighting and tone, the station transfer will
not be executed. In this case check that the transmitter levers are
placed in the right position. Or there is a control failure.
2. Step: Take over command
Action: ¾ Depress push button „station transfer“ (white) one more time.
Result: ¾Buzzer tone stops.

¾Transmitter lighting becomes steady.
The station transfer is completed. The lighted transmitter has the command.
Rexroth Mecman GmbH

21.2 Free Station Transfer
With this option, on request the station transfer takes place disregarding the lever positions of the
transmitters involved. The transfer proceeds in one step only.
Taking over command.
Action: ¾Depress push button „Station transfer“ (white) once.
Result: Transmitter lighting becomes steady immediately.
The station transfer is completed and the control carries out immediately the set lever position of the
transmitter just has taken over the command.
With this option carelessness may cause an unintentional

crash reversal
Example: The lever of the transmitter in command is in „Full
Ahead“ position, whereas the lever of the transmitter gaining
command is in „Full Astern“ position. In case of a station transfer
now an immediate straight reversing maneuver would take place.
Rexroth Mecman GmbH

page 51
Mini-Marex-C
APPENDIX
Rexroth Mecman GmbH

REGISTRATION OF CONTROL SYSTEM page 52
Let your control register

Now!
Why?
If you have questions to your control some time,

or you ask us for prompt help some time,
or you need a spare part,
or ....
or ....
we have all needed data to the hand without

circumstantial questions and long delay times.
Thus
-
send us a fax
write us "
give us a call
Rexroth Mecman GmbH

page 53 REGISTRATION OF CONTROL SYSTEM
On the opposite page you will find a registration sheet ( front and reverse ) with some questions.
Question No. 4 refers to the actuator’s type No., serial No., and date of production. All asked details
( 1st. and 2nd. line ) you might take from the type plate located at the front of the actuator.
1st. line
323 699 410 0
2nd. line
SN:109 24.96
U N =10V ... 32V IN = 7 A
I MAX. = 30 A
MANNESMANN REXROTH
Pneumatik
323 699 402 0
DREHZAHL U N=10V ... 32V IN= 7 A

GETRIEBE
I MAX. = 30 A
RPM GEAR
1 5 6 2 7
Please fill in the registration sheet.

The filling in won’t take long.
Simply separate the filled in sheet.
Fax the sheet to us,
or put it into an envelope and send it by mail.

You also can call us,
we then take your details on the phone.
Important !
Indicate absolutely the name of the vessel ( question 7 ).
Your details are filed with us according to the ship’s name. If there are two or more ships with the same
name, the next characteristics are ship yard and year of construction ( question 9 ).
If the ship’s name is going to be changed, e.g. because of sale, please inform us about this too.
Rexroth Mecman GmbH

REGISTRATION OF CONTROL SYSTEM page 54
if you write us if you fax us if you call us

Rexroth Mecman GmbH 0511 / 2136 - 162 0511 / 2136 -346 or -282
Marine Technique
Department M-VT
Bartweg 13
30453 Hannover
-Germany-
1- The control system serves the operation of:

(where applicable please mark with a cross)
Single engine propulsion other propulsion system
Twin engine propulsion...................................................................

.....................................................................
.....................................................................
.....................................................................
2. Number of control stations

one station two stations three stations four stations
3. Which control panel has been applied?

Single engine control panel Twin engine control panel
4. Type-No. , serial No. , and date of production of the applied actuators

( the first two lines on the type plate / see opposite page)
Port actuator Starboard actuator further actuator ?
..................................... ..................................... .....................................

..................................... ..................................... .....................................
5. The control system was:
bought on .................... from............................................

...................................................
...................................................
...................................................
...................................................
...................................................
part of the ship’s equipment
Rexroth Mecman GmbH

page 55 REGISTRATION OF CONTROL SYSTEM
6. You became aware of the Mini-Marex-C through
Fairs circle of acquaintances

Presentations
Advertisements in others:..........................................................
magazines ..........................................................
7. Name of vessel....................................................................................................................
8. Type of vessel
Motor Yacht Sailing Yacht Work boat Passenger ship Authority ship
detailed designation, if possible:....................................................................................
Length.............................................................................................................................
Width:..............................................................................................................................
9. Ship yard Year of construction.....................................

.....................................................................
.....................................................................
.....................................................................
.....................................................................
.....................................................................
.....................................................................
10. Owner’s personal details, if it is convenient
Name ............................................................
Address ............................................................
............................................................
............................................................
............................................................
............................................................
Telephone ............................................................
Fax ............................................................
Rexroth Mecman GmbH

BLOCK DIAGRAMS page 56
Single engine control from one up to two control stations
Pneumatik
MANNESMANN REXROTH
MANNESMANN
REXROTH
Pneumatik
MANNESMANN
Pneumatik
REXROTH
Pneumatik
MANNESMANN REXROTH
Rexroth Mecman GmbH

page 57
MANNESMANN REXROTH Pneumatik MANNESMANN REXROTH Pneumatik MANNESMANN REXROTH Pneumatik MANNESMANN REXROTH Pneumatik
REXROTH
Pneumatik
MANNESMANN
BLOCK DIAGRAMS
Rexroth Mecman GmbH

MANNESMANN
REXROTH
Pneumatik
Single engine control from one up to four control stations
Twin engine control from one up to two control stations
MANNESMANN
Pneumatik
REXROTH
MANNESMANN
REXROTH
Pneumatik
MANNESMANN
REXROTH
Pneumatik
MANNESMANN
Pneumatik
REXROTH
Rexroth Mecman GmbH

page 59 BLOCK DIAGRAMS
Twin engine control from one up to four control stations
MANNESMANN
Pneumatik
REXROTH
MANNESMANN
REXROTH
Pneumatik
MANNESMANN
REXROTH
Pneumatik
MANNESMANN
Pneumatik
REXROTH
Rexroth Mecman GmbH

Twin engine control with "synchronization" option

from one up to two control stations
MANNESMANN
Pneumatik
MANNESMANN REXROTH
REXROTH
Pneumatik
MANNESMANN
REXROTH
Pneumatik
MANNESMANN
Pneumatik
REXROTH
Rexroth Mecman GmbH

page 61 BLOCK DIAGRAMS
Twin engine control with "synchronization" option

from one up to four control stations
MANNESMANN
Pneumatik
REXROTH
MANNESMANN
REXROTH
Pneumatik
MANNESMANN
REXROTH
Pneumatik
MANNESMANN
Pneumatik
REXROTH
Rexroth Mecman GmbH

DIAGNOSTIC OF FAULTS page 62
Diagnostic of Faults
The Mini-Marex control comprises an extensive fault analysis program for identification, evaluation,
and indication of faults. A fault realised by the control is indicated via the alarm lamp at the station
in command. In some cases the visual alarm is supported by means of the buzzer.
The type of fault is indicated by five (5) LEDs arranged on the circuit board which is located inside
the actuator cover. They are visible through a cut-out in the circuit board’s protective plate, after the
actuator has been opened. The exact location of the LEDs is shown in the figure below.
Via the LEDs all faults realised by the control are indicated as fault No. in binary code. The table
below assists converting the binary code into decimal fault Nos.
LED 1 2 3 4 5
Valence 1 2 4 8 16
To each LED a definite valence is assigned, the valence sum of the lighted LED‘s results in the
fault No.
Examples:
LED 1 and LED 4 are ON

1 (valence of LED 1) + 8 (valence of LED 4) = 9 (fault No.)
LED 2, LED 3 and LED 5 are ON

2 (valence of LED 2) + 4 (valence of LED 3) + 16 (valence of LED 5) = 22 (fault No.)
The fault indication is active only as long as the fault condition lasts. As soon as the
fault is cleared the LED will be OFF. The possible cause of fault then can’t be recalled
any more.
Rexroth Mecman GmbH

page 63 DIAGNOSTIC OF FAULTS
All faults the Mini-Marex control is able to realise are described on the following pages in the order
of their fault Nos.
In case several faults arise at the same time, always the fault with the highest fault No. is indicated,
until all faults have been cleared.
The buzzer activated by some alarm reports may be stopped by pushing the „station transfer“
button at the corresponding control station. But because of this the alarm is not cancelled.
Fault-No. 1:
Actuator Indication Control Station Indication
LED 1 2 3 4 5 alarm lamp: steady light

{ { { { lamp „remote control ON“ flashes (twin engine systems only)
lamp „station transfer“ flashes (single engine systems only))
Cause of fault: exceeded range of voltage

supply voltage out of range 8,4...31,2 Volts, DC
Delay: alarm ON: 1sec. / alarm OFF: 0.5sec.
Fault exit: correct supply voltage
Fault-No. 2:

{ { { {
Cause of fault: when turning ON control, DIP-switch I-6 is set in ON position (terminal input)
Consequence: no intercommunication via serial interface within twin engine systems;

both controls operate separately;
maneuvering is possible
Delay: none
Fault exit: set DIP-switch I-6 in OFF position (operation)
Fault-No. 3:

{ { {
Cause of fault: programming fault:

for the wanted adjustment switch settings III-3 to III-8 inadmissible, or when
turning ON control, switch III-1 is set in ON position (adjustment mode)
Consequence: value input is not possible
Delay: none
Fault exit: set DIP-switch III-1 in OFF position (operation);

check switch positions and correct, repeat programming
Rexroth Mecman GmbH

DIAGNOSIC OF FAULTS page 64
Fault-No. 4:

{ { { { button„special feature“ blinks quickly ( on 0,2sec / off 0,2sec )
Cause of fault: in synchronization mode speed range has been exceeded:

sensored speed not within control’s admissible frequency range
possible causes: RPM pick-up doesn’t fulfil requirements according to section
11.1 (page 22); DIP-switch I-3 is set to false frequency range (page 27); contact
fault at cable plugs; wire break; defective actuator
Consequence: synchronization is cancelled, both engines follow speed setting of master

transmitter, active speed control (synchronization) is not possible any more
Delay: alarm ON: 1sec / alarm OFF 1.5sec
Fault exit switch OFF synchronization, correct cause of fault
Fault-No. 5:

{ { { buzzer: steady tone
transmitter lighting blinks with low repetition
Cause of fault: station gaining command is defective or wire break at station gaining command:
possible causes: defective potentiometer or micro switch; pot value doesn’t match
with switch signal; contact fault at plugs; wire break or short circuit at control
station, connecting cable, or actuator.
Consequence: station transfer is not possible; station in command keeps control.
Delay: alarm ON: 1sec / alarm OFF: 1.5sec
Fault exit: after approx. 30sec requesting the command is cancelled and following fault
indication automatically is cleared;
correct cause of fault.
Fault-No. 6:

{ { {
Cause of fault: poor storage of programming
Consequence: new adjusted value can’t be stored in memory of control unit;

prior value remains valid
Delay: none
Fault exit: set DIP-switch III-1 in OFF position (operation); repeat programming
Rexroth Mecman GmbH

Fault-No. 7:
LED 1 2 3 4 5 button„special feature“ blinks quickly ( on 0,2sec / off 0,2sec )

{ { buzzer: steady tone
Cause of fault: unusual ending of synchronization

a) caused by moving transmitter lever out of „Ahead“ or „Warming-Up“ range
without switching off synchronization mode (page 46 / section 19.4.1).
b) second control has realised a fault
Consequence: a) speed is set to idle

b) both controls react corresponding to the realised fault
Delay: none
Fault exit: move booth transmitters in command to „Neutral“;

correct cause of fault
Fault-No. 8:

{ { { {
Cause of fault: wire break or short circuit at intercommunication cable between the actuators:
possible cause: contact fault at plugs; wire break or short circuit at connection
cable or at one of the two actuators
Consequence: synchronization OFF; avoiding unforced speed variation fault No.7 is set, if
synchronization was activated before,
without synchronization, manoeuvring is still possible; both controls operate
separately
Fault exit: correct cause of fault
Rexroth Mecman GmbH

Fault-No. 9:

lamp „remote control ON“ flashes
Cause of fault: plausibility fault within twin engine systems:

possible cause: different type of actuators are applied for Port and Starboard;
false Master / Slave adjustment (page 26 / DIP-switch I-1);
different adjustment for mode of station transfer (page 26 / DIP-switch I-2);
different adjustment of DIP-switch II-8 (page 30)
Consequence: synchronization OFF; speed runs to idle or stays idling; gear can be shifted to
„Neutral“ one time only or can’t be moved out of „Neutral“; station transfer is
not possible
Delay: none
Fault exit: move transmitter in command to „Neutral“

Fault-No. 10

Cause of fault: potentiometer fault at station in command:

possible cause: defective potentiometer; contact fault at plugs; wire break or short
circuit at station in command, connection cable, or actuator
Consequence: synchronization OFF; speed runs to idle or stays idling; gear can be shifted to
„Neutral“ one time only
Delay: none

Fault-No. 11

{ { buzzer: steady tone
Cause of fault: potentiometer fault at station in command:

analogue value doesn’t match with Stop signal of micro switch.
possible cause: potentiometer defective or misadjusted; contact fault at plugs,
connection cable, or actuator
Consequence: speed stays idling; gear can’t be shifted out of „Neutral“
maneuvering is not possible.
Delay: Alarm ON 1sec / Alarm OFF 1.5sec
correct cause of fault.
Rexroth Mecman GmbH

Fault-No. 12

{ { {
Cause of fault: wire break or short circuit at potentiometer for RPM feed back
Consequence: synchronization OFF; speed runs to the mechanical stop at idle position
(speed crash maneuver); gear can be shifted

Fault-No. 13

{ {
Cause of fault: wire break or short circuit at potentiometer for clutch feed back
Consequence: synchronization OFF; speed runs to idle position; gear can’t be shifted any more

Fault-No. 14

{ {
Cause of fault: false feed back from interface circuit board used for electrical gear shifting:
possible cause: gear doesn’t shift; pressure switch defective or not connected
(but activated from interface board); contact fault at connector plugs; wire break or
short circuit between actuator and gear switches; defective interface board or defective ICs on
main circuit board
Consequence: synchronization OFF; if synchronization was active before, for the slave control
fault No. 7 is set additionally, but the set speed remains.
Delay: Alarm ON: 4s / Alarm OFF: 2s

By means of special terminal inputs the delay times can be brought into the range
from 0 sec to 15 sec.

Rexroth Mecman GmbH

Fault-No. 15

{
Cause of fault: wire break or short circuit at interface circuit board used for electrcal gear shifting
possible cause: wire break or short circuit between gear interface board and
motherboard
Consequence: synchronization OFF; if synchronization was active before, for the slave control
fault No. 7 is set additionally, but the set speed remains.
Delay: Alarm ON: 1sec / Alarm OFF: 1.5 sec

Fault-No. 16

{ { { {
Cause of fault: blocking of throttle drive in one direction:

possible cause: jam or heavy moving of throttle lever, push-pull cable, or actuator
drive; defective lCs on electronic board
Consequence: synchronization OFF; if synchronization was activated before, for the slave control
fault No.7 is set granting speed setting only, after the transmitter has been
brought to „Neutral“;
speed variation into the blocked direction is not possible;
gear can be shifted
Delay: none

Fault-No. 17

{ { {
Cause of fault: blocking of gear shift drive in one direction:

possible cause: jam or heavy going of gear shift lever, push-pull cable, or actuator
Consequence: synchronization OFF;
speed runs to idle; gear shifting into the direction not blocked is possible
Delay: none
Fault exit: operate gear shift lever into direction not blocked;
Rexroth Mecman GmbH

Fault-No. 18

{ { {
Cause of fault: blocking of throttle drive in both directions:

possible cause: jam or heavy going of throttle lever, push-pull cable, or actuator
Consequence: speed setting is not possible any more; gear can be shifted one time to „Neutral“
Delay: none
Fault exit: locate defect and correct ; initiate control again
Fault-No. 19

{ {
Cause of fault: blocking of gear shift drive in both directions:

possible cause: jam or heavy going of gear shift lever, push-pull cable, or actuator
Consequence: speed runs to idle; gear shifting is not possible any more
Delay: none
Fault exit: locate defect and correct ; initiate control again
Fault-No. 20

{ { {
Cause of fault: false gear operation has been adjusted

although actuator has solenoid operated gear shifting device, DIP-switch I-5 is set
in OFF position (mechanical gear shifting)
Consequence: synchronization OFF; speed setting OFF; gear shifting OFF;

within twin engine systems intercommunication is interlocked, this keeps the other
control operating
Delay: none
Fault exit: set DIP-switch I-5 in ON position (electrical operated); initiate control again
Rexroth Mecman GmbH

Fault-No. 21

{ {
Cause of fault: DC motor failure:

possible cause: hardware failure or short circuit in motor control; blown fuse
protecting the actuator

control operating
Delay: none
Fault exit: correct defect and initiate control again
Fault-No. 22

{ {
Cause of fault: inadmissible software modification in EEPROM

control operating
Delay: none
Fault exit: correct fault and initiate control again
Fault-No. 23

{
Cause of fault: sum check fault in EEPROM

e.g. unusual ending of transmitter alignment

control operating
Delay: none
Fault exit: set DIP-switch I-7 in ON position (transmitter alignment), afterwards in OFF
position (operation) again; sum check now is corrected; the control acts like after
a new initiation
Rexroth Mecman GmbH

Fault-No. 24

{ { {
Cause of fault: functions of EEPROM and EPROM don’t match

control operating
Delay: none
Fault exit: apply matching EEPROM and EPROM and initiate control again
Fault-No. 25

{ {
Cause of fault: EEPROM is not installed or false version

control operating
Delay: none
Fault exit: apply matching EEPROM and EPROM and initiate control again
Fault-No. 26

{ {
Cause of fault: defective external RAM

control operating
Delay: none
Rexroth Mecman GmbH

Fault-No. 27

{
Cause of fault: defective EPROM

control operating
Delay: none
Fault-No. 28

{ {
Cause of fault: defective watchdog

control operating
Delay: none
Fault exit: correct defect and initiate control again
Fault-No. 29

{
Cause of fault: internal fault (defective CPU or defective internal RAM)

control operating
Delay: none
Fault exit: locate defect and correct; initiate control again
Rexroth Mecman GmbH

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User’s Manual GB

For systems with actuator 323 699 400 0

The copyright of this user’s manual remains the property of

Included are instructions and technical drawings, which may not

The diagrams and drawings used in this manual are for

This edition supersedes all previous ones.

Order No. 883 890 020 3 / 11.98

Rexroth Mecman GmbH

Rexroth Mecman GmbH

1 System Set-up page 6

2 Control Panel page 8

3 Actuator and supply unit page 10

4 Push-pull cables page 12

5 Power supply page 16

7 Assignment of actuator connectors page 16

8 Connection to supply unit page 17

9 Control Panel cable page 19

10 Intercommunication cable page 21

11 RPM cable page 21

ADJUSTMENTS AND FUNCTIONS

12 Location and assignment of adjustment devices page 24

13 Basic adjustments page 26

14 Stroke adjustments page 31

15 Alignment and release of remote stations page 36

Rexroth Mecman GmbH

16 Tests with the ship secured to the dock page 38

17 Tests during sea trial page 39

18 Signal transmitter page 42

19 Control Panel page 43

20 Turning ON control page 48

21 Station Transfer page 49

MINI-MAREX-C Appendix page 51

Block diagrams page 56

Single engine propulsion with up to 2 control stations page 56

Twin engine propulsion with up to 2 control stations page 58

Twin engine propulsion with up to 2 control stations page 60

Twin engine propulsion with up to 4 control stations page 61

Diagnostic of faults page 62

Rexroth Mecman GmbH

This sign is to be found where there is potential danger to safety,

Before starting the installation and tests of the control system,

The control system and its components has to be installed and

The system is designed for the control of Diesel engines. If gas

For operating the remote control a separate ‘emergency stop’

Cables belonging to the system and in accordance with the

The power supply has to be turned OFF before installation work is

During operation prevention against reaching inside the actuator

The supply voltage must correspond to the details on the type

Locked motors caused by misadjusted push-pull cables might

Rexroth Mecman GmbH

The system consists of the following pre-assembled components:

Control panels for single and twin engine propulsion including

Actuators with integrated electronic control in the varied types.

Supply unit for conditioning and protection of the supply voltage. It

Pre-assembled electric cables with connector plugs for an easy

Push-pull cables for throttle control and gear shifting.

Rexroth Mecman GmbH

A separate ‘Engine Emergency Stop’ device for each engine must

The cover of the supply unit also has to open completely to

To protect the supply unit, it is recommended to install an external