RCU22 440 Manual

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RUDDER SERVO UNIT

RCU22-440
Servo Control Unit for Kawasaki steering gear.
With interlock between up to 4 pumps,
VDR interface and “Fail to safe” function.
TABLE OF CONTENTS:
LIST OF DRAWINGS: .........................................................................................................................................................1

SHORT SPECIFICATION ....................................................................................................................................................2
OVERALL SYSTEM DESCRIPTION. ................................................................................................................................2
IN CASE OF A STEERING SYSTEM FAILURE. ..............................................................................................................2
1.1 Steering Gear System Description. ................................................................................................................................2
1.2. Control Principle. ..........................................................................................................................................................3
1.2.1. Hand Steering.............................................................................................................................................................3
1.2.2. Autopilot Steering:.....................................................................................................................................................3
1.2.3. The servo supervision system: ...................................................................................................................................3
2. RCU22 SYSTEMS FAILURE DIAGNOSTICS. .............................................................................................................4
3. RCU DESCRIPTION .......................................................................................................................................................5
3.1. Rudder Servo Unit Model RCU, General Specifications..............................................................................................5
3.2. Rudder Servo Unit Model RCU Description. ...............................................................................................................6
3.3. Rudder Servo Unit Supervision system description......................................................................................................8
3.5 Rudder Servo Unit Model RCU22 Alarms. .................................................................................................................16
3.6 Trouble Shooting & Testing. .......................................................................................................................................17
4. SETUP INSTRUCTIONS..............................................................................................................................................18
4.2 Electrical precheck. ........................................................................................................................................................18
4.3 Start-Up and zeroing. .....................................................................................................................................................19
4.4 Local NFU-operation. ....................................................................................................................................................19
4.5 Servo functional test.......................................................................................................................................................19
4.6 Stroke servo adjustment. ................................................................................................................................................19
4.7 Position servo adjustment. .............................................................................................................................................20
4.8 Supervision system adjustments.....................................................................................................................................20
4.9 System test. ....................................................................................................................................................................22
5. SETUP PROTOCOL. ....................................................................................................................................................23
6. SETTING UP, CHECK-OUT P1/P2/P3/P4:.................................................................................................................24
7. CHECK OUT:................................................................................................................................................................28
LIST OF DRAWINGS:
DRWG.No.. DESCRIPTION........................................................
4-0605-3 Block Diagram, Pump Control Principle.

3-2622-3 Principle diagram of steering servo interface.
4-1783-35 Dimensions: Rudder Control Unit, RCU22-440.
3-4031-1/4 RCU22-440 INT.WIRING RUDDER CONTROL UNIT
3-3915-1 RCU22-440 INT.ARRANGEMENT RUDDER CONTROL UNIT
4-4361 HPS11 DIAGRAM/MODULE HIGH POWER SUPPLY FOR RCU
4-4364 HPS01 COMPONENT LAYOUT HIGH POWER SUPPLY FOR RCU
3-3899-1/4 KSA12 SCHEMATIC DIAGR. KAWASAKI SERVO AMPLIFIER, SHEETS 1..4
3-3900 KSA02 COMPONENT LAYOUT KAWASAKI SERVO AMPLIFIER
3-3716 MPF11 COMPONENT LAYOUT MICRO CONTROL MODULE
4-6634-1 MPF11 PIN-JUMPER SET-UP
3-3714-1/5 MPF11 SCHEMATIC DIAGRAM MICRO CONTROLER MODULE, SHEET 1-5
4-7007-4 RCU22 $PEMRRCD NMEA SENTENCE DEFINITION
4-0460-10 TRAFO ITEM SPECS. TRAFO, 4-0460-10-5230
4-7326 RCU22-440 LIST OF TERMINALS OF RUDDER CONTROL UNIT
4-7327-S RCU22-440 PARTS LIST OF RUDDER CONTROL UNIT
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SHORT SPECIFICATION
This manual section covers the EMRI produced rudder servo system for control of KAWASAKI
designed steering gears fitted with 3.3 ohm torque motor, 19.0 ohm (secondary coil) / 8.7 ohm
(primary coil) LVDT pump stroke feedback and an ON-LOAD valve with 100VAC coil, 20 ohm.
Servo supply is to be 440VAC, AVAILABLE when the pump is running. 2 independently fused
440VAC supply sources, 1 for FU circuits and 1 for NFU circuits, are recommended. If only 1
source is available, then the 2 supply inlet terminal groups must be supplied both from this source.
OVERALL SYSTEM DESCRIPTION.
The system in an overview:
2-4 separate steering gear pumps marked PUMP No.1 … PUMP No.4.
The steering gear pumps can be operated all at the same time.
One RCU22 servo each pump.
IN CASE OF A STEERING SYSTEM FAILURE.
Start a standby pump if not already running and stop the failing pump, if this has not already been
carried out by an automatic stand-by and failure control system.
Do not switch back to an inoperative system after automatic system action.
Use overriding NFU (Non Follow-Up) to give immediate rudder movement if required in the
emergency situation.
1.1 Steering Gear System Description.
The steering gear is an electro-hydraulic type with two to four independent hydraulic power units.
The pumps are variable capacity types, working into a closed hydraulic circuit.
The pumps can operate one at a time or as 2, 3 and 4 together. Hard over time will decrease as more
pumps are running. Two pumps operating result in 1/2 rudder hard over time. Three pumps will
result in 1/3 hard over time etc.
The oil flow is controlled by an electro-hydraulic control unit. The control unit contains an Electric
Torque Motor Provided with LVDT position feedback and a hydraulic stroking amplifier tilting the
main variable pump in accordance with the torque motor position and thereby controlling the flow
proportional to the torque motor position.
At centre position the stroke is zero and the oil flow is zero. The rudder retains its position, wherever
left.
With the torque motor position away from the center position, the pump is stroked in the
corresponding direction and the oil will flow with a rate proportional to the off-centre angle.
The rudder will move with a rudder speed proportional to the flow. Reversing the Torque motor
angle will make the rudder move to the other side.
The Kawasaki type of steering gear includes 1 "ON LOAD" valves, per HPU (Hydraulic Power
Unit).
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Those valves isolate the gear from the pump units (HPU) whenever the pump unit is un-energized or
when the gear is requested to be staying where put.
In this situation the HPU is not ON LOAD.
The valve is energized with 100VAC from the RCU22-440 box via one of 2 transformer/relay
circuits.
A lamp: labeled PUMP LOADED on the RCU22 box front panel illuminates when the
solenoid is ordered ON.
The valve is OFF:

1. At the hard over limit switch positions
2. Servo failure
3. Stopped pump
1.2. Control Principle.
The block diagrams of drawing 4-0605-3 explains the servo operating principle
of the analog (=proportionally) controlled steering gear.
1.2.1. Hand Steering.
The wheel is moved from midships to a given rudder angle order, say 20 deg PORT. This will
change the signal from the transmitter potmeter in the wheel, and will put the rudder servo out of
balance. This will force the amplifier to turn the torque motor off-centre and thereby cause oil flow to
the cylinders and move the rudder.
The rudder will move until the feedback potentiometer reads the same value in degrees (PORT 20) as
the wheel potmeter do. The rudder will approach the final value in a smooth way with decreasing
speed.
No overshoot will be produced.
1.2.2. Autopilot Steering:
In order to null out the course errors caused by wind and sea, the autopilot produces a dynamic
rudder angle order, changing with the disturbances.
The rudder servo follows up on this ever changing rudder order, and produces rudder force to
outbalance the disturbance.
The performance in the process depends both on the autopilot match to the vessel characteristics and
on the ability of the steering gear to meet the rudder angle requirements of the autopilot. With analog
follow-up control in the rudder servo loop, even the smallest rudder orders from the autopilot will be
reproduced, and at once.
No limit cycle will occur, since the servo is dead band free.
1.2.3. The servo supervision system:
The RCU22 servo includes a supervision circuit for extended state observations on the servo control
functions. The supervision system can automatically drop down from FU control to NFU control in
case of a serious failure condition. (Fail to safe by freezing the rudder position).
Move the KSA12 PCB pin-jumper W14 from the upper to the lower position to eliminate the fail to
NFU function in case of a supervision system failure.
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2. RCU22 SYSTEMS FAILURE DIAGNOSTICS.
The check list below has been worked out to ease and speed up any repair situation following to a
steering system failure.
When reporting to the technical department, please include the results of the check list.
1. Action: MODE NFU SELECTED ON STEERING STAND.

Order: PORT and STBD rudder, minimum to 10 deg.
Check:
1.a BRIDGE ordered NFU is ok pump no.1
1.b BRIDGE ordered NFU is ok pump no.2
1.c BRIDGE ordered NFU is ok pump no.3
1.d BRIDGE ordered NFU is ok pump no.4
1.e BRIDGE ordered NFU ok all pumps running
1.f LOCAL RCU ordered NFU is ok pump no.1 (In steering gear room)
1.g LOCAL RCU ordered NFU is ok pump no.2 "
1.h LOCAL RCU ordered NFU is ok pump no.3 "
1.i LOCAL RCU ordered NFU is ok pump no.4 "
1.j Manual hydraulic lever ordered NFU is ok pump no.1 (On steering gear)
1.k Manual hydraulic lever ordered NFU is ok pump no.2 "
1.l Manual hydraulic lever ordered NFU is ok pump no.3 "
1.n Manual hydraulic lever ordered NFU is ok pump no.4 "
2. Action: MODE HAND SELECTED ON MODE SWITCH.

Order: PORT and STBD rudder, minimum to 10 deg.
Check:
2.a Bridge HAND Wheel control is ok pump no.1
2.b Bridge HAND Wheel control is ok pump no.2
2.c Bridge HAND Wheel control is ok pump no.3
2.d Bridge HAND Wheel control is ok pump no.4
2.e Bridge HAND Wheel control is ok all pumps running
4. Action: MODE HAND SELECTED ON MODE SWITCH.

In steering gear room: Open RCU-box, move pin-jumper W1 only
from position NORMAL (upper) to position TEST (lower), retain
REMOTE CONTROL.
Order: PORT and STBD rudder from RCU- TEST WHEEL, minimum to 10 deg.
Check:
4.a TEST Wheel control is ok pump no.1
4.b TEST Wheel control is ok pump no.2
4.c TEST Wheel control is ok pump no.3
4.d TEST Wheel control is ok pump no.4
Caution: Move pin-jumper W1 back to NORMAL, when done.
REPORT.
Report any negative of the above 15 check lines together with observed case.
Further:
Report status of monitoring LED-lamps on printed circuit boards of RCU.
Report any alarm, resident or caused by the action. Report by alarm channel name and number.
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3. RCU DESCRIPTION
3.1. Rudder Servo Unit Model RCU, General Specifications.

The rudder servo unit, model RCU, is developed to meet all newer demands to an
Analog Rudder Control System:
1. Solid state output to a single coil Torque Motor actuator with LVDT type
position feedback. High reliability. Both follow-up and non follow-up
steering are available, NFU acting as independent back-up
steering. Electronically selectable. NFU and F-U are electrically
independent. Control of pump on-loading valve, connecting the hydraulic
pump to the steering gear, in both FU and NFU modes of operation.
Separate control lines to the bridge for follow-up and NFU.
2. Built in protection against inductive loads.
3. Electronically selectable limit switch function.
4. Remote bridge control can be disconnected by a switch. Giving a bridge
alarm and leaving the control as: LOCAL NFU push-button steering.
5. Power failure alarm contacts for separately for NFU-power FU-power.
6. Supervision of wire failure to the rudder feedback potmeter. Separate alarm contact for
feedback failure. The feedback potmeter resistance must be less than 3Kohm. Alarm limit for
supply wire-break is 4Kohm. Use parallel resistor to increase the load if needed.
7. Built in Hydraulic Lock Alarm circuit activated when the stroke order
differs from obtained stroke. Active both in FU and NFU modes.
8. Built in stabilized power supplies for transmitter and feedback potmeters.

Built in TEST wheel for easy setting up and diagnostics.
9. Separate PORT & STBD electronic rudder limit functions in follow-up mode.
10. Adjustable proportional band.
11. Interlock to 3 more running pumps with gain reduction dependent on number of
running pumps.
12. The unit is built for steering gear room installation, and is supplied
from two separate 440VAC sources, one for the Follow-Up part and one for
the Non follow-Up part. Both supplies are derived from the motor starter
of the pump which the servo unit controls, being energized ONLY when the pump
is running.
13. Signal scale factor 0.25V/deg for steering gear with up to 45 deg max
rudder angle. 0.15V/deg for gears with up to 85 deg angle.
13. Built in LED diode lamps for easy power supply and condition monitoring.
14. Built in supervision system with “fail-to-safe” rudder freeze function is case of a failure.
By automatic switch over to NFU control mode. (See detailed description below)
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3.2. Rudder Servo Unit Model RCU Description.
The rudder servo loop is composed of: The hydraulic pump unit with integrated pump control unit,
the steering gear actuator, the feedback unit model RFU with link and arms, and finally the rudder
servo amplifier, closing the loop.
The Rudder Servo Unit model RCU comprises: An servo amplifier module model KSA with servo-
and power amplifiers for FU control & current generator for NFU control and two high power
modules model HPS (FU & NFU) each containing a +/-12V 2A unregulated power supply and a
regulated 24V 0.5A power supply.
In addition two trafos (FU & NFU) and relays for an AC-voltage priority supply selector and ON-
LOAD valve control.
See internal arrangement: dwg: 3-3915-1
Energizing the unit is indicated externally by the Pump Running lamp and internally by the LED's on
the KSA12 PCB-module. Main power on indicating lamps being FU-PWR-OK (LED7), NFU-PWR-
OK (LED6) and the READY (LED20).
The rudder servo loop is closed when the FU-SEL relay is activated. (KSA12: RL13).
The control of the FU-SEL relay includes the bridge selection of a mode with follow-up steering.
A potential free contact is required for this purpose. If the remote control system does not include
NFU backup, the contact function is replaced by a jumper wire in the terminal strip. (X3-5 to X3-7).
If LOCAL control is selected the LOCAL relays (KSA12 RL7/8/16/22 + LED8) are activated, and all
remote control is disconnected. The rudder can thereafter be controlled by local NFU push-buttons
from the RCU box front panel, or from the pump control unit on the steering gear itself.
The On-Load valve must be manually operated to enable local mechanical control from pump control
unit. Electronic NFU control will activate either the PORT-NFU or the STBD-NFU relays (PORT or
STBD order).
If one of the limit switches on the steering gear actuator is engaged the stroke order is disconnected
and the rudder movement will stop. In this condition the ON-LOAD valve will be de-energized
unless an order away from the limit is given.
The relay circuits on the KSA-module require a 24VDC supply (24VAUX) for correct function.
This 24VDC supply is derived from a diode or-ing of the two stabilized power supplies on the HPS11
modules supplied from the FU and NFU power source respectively.
The same 24VDC source will energize the relay operating the steering gear ON-LOAD valve. The
100VAC supply for the valve itself is derived from a priority selector (RCU22 RL2) choosing
100VAC from the NFU supply if available else 100VAC from the FU supply.
The follow-up modes require +/-15VDC, +/-12V FU-HIPWR and 24V AUX for correct operation.
The NFU mode require +/-12V NFU-HIPWR and 24V AUX for correct operation.
The +/-15VDC supply and the 24V AUX supplies are short time short circuit proof, with short circuit
currents of approx .35A and 0.5A respectively.
The HI-PWR supplies supply only the Torque Motor Servo power amplifier and the NFU-
CURRENT generator which both is current limited to less than 2A and both short time short-circuit
proof.
The electronic module, KSA, houses the +/-15VDC power supply and the servo amplifiers.
The rudder order signal, 0.25V/deg, is compared to the rudder feedback signal, which is also scaled
to 0.25V/deg. When the two voltages are equal, the servo is in balance and torque motor stroke order
is zero.
A difference between the rudder order and the rudder feedback will create a stroke order proportional
to the difference. This stroke order is fed through a ramp circuit to the stroke-servo and compared to
the actual stroke (torque motor position) measured with the LVDT. Any difference is amplified and
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together with dead band- and centering spring force compensating voltages fed to the Torque Motor
so the required stroke is obtained. The resulting oil flow will move the rudder until the rudder error is
nulled out. When the rudder is approaching the ordered position the stroke order is gradually
decreased to zero stopping the rudder at the ordered position without overshoot and the servo has
returned to the balanced condition at the new rudder angle.
Full stroke is given if the rudder error exceeds the preset proportional band of the amplifier. The
proportional band is adjustable between 1 and 5 deg rudder angle.
Select 1 deg only for the smallest and fastest vessels and 5 deg only for the largest ULCC's.
The proportional band is increased proportional to the number of running pumps.
(Retaining the servo band-width independent of the number of running pump).
Maximum stroke order can be limited with the Stroke Order Limit Potentiometer. Adjustment range
is approximately 20-100 pct of the maximum travel of the pump control unit.
The potmeters PORT RUDD LIM and STBD RUDD LIM, are used to adjust the maximum rudder
order that can be given in follow-up mode. Rudder limit can be adjusted between 30 - 45 deg (if the
rudder feedback scale-factor is 0.25V/deg). They should be set just above the angle of the limit
switches, so that they only come in function in case of a failure in the limit switch circuit, preventing
the PORTLIM and the STBDLIM relays to operate.
Remaining operational control are:
LVDT Offset : +/- 10% Full Range P1

NFUPCT : NFU HYDR LOCK alarm level P2
: Adj 10V=100% @ TP1
Stroke ramp : 1 - 0.3 sec for 0->100% stroke P7
Port dead band compensation : 0-2.5V P9
Stbd dead band compensation: 0-2.5V P10
Stroke servo gain : Gain adjustment range 3 times P11
Jitter amplitude : 0 - 1.5VAC 60 Hz P12
NFU-current : 0.8 - 1.6 A P13
The validity of the feedback signal is essential for the follow-up function. Therefore a special circuit
is included to detect any wire-break to the feedback-potmeter.
Setting pin-jumper W15 to the upper position will make the servo control function drop to NFU
mode in case of a feedback failure.
The feedback potmeter resistance must be less than 3Kohm. (EMRI nominal standard 2 Kohm.)
Alarm limit for supply wire-break is 4Kohm. Use parallel resistor connected across the feedback
potmeter to increase the load if needed.
(If a 5 Kohm potmeter is used then connect a 5 Kohm resister from the plus to the minus terminal of
the feedback potmeter).
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3.3. Rudder Servo Unit Supervision system description.

Based on the microprocessor module, MPF11.
MPF main functions:

1. Supervise the steering gear control and alarm in case of a detected failing function.
2. “Fail to Safe” function by changing the servo control to NFU when relevant.
Further the MPF11 Collects steering gear related data for VDR.
The MPF logic functions are based on the following inputs:
Digital inputs
DI(0) Port Order NFU (Local or Remote)
DI(1) Stbd Order NFU (Local or Remote)
DI(2) Always 1 (MPF DI check)
DI(3) Not Hydraulic Lock
DI(4) Servo in REMOTE
DI(5) Servo Power Supplies OK
DI(6) Feedback OK (Core check)
DI(7) Follow-Up Mode selected, (FUSEL’D)
DI(8) Select Follow-Up Mode fm. Bridge (FUSELB)
Analog inputs
AI(0) Rudder order from bridge (fm KSA12)
AI(1) Rudder actual from Rudder feedback Unit (fm KSA12).
AI(2) Rudder actual from Reference Feedback.
The MPF generates the following outputs:
Digital outputs
DO(0) FU-select to servo module based on the FUSELB input and the failure state.
DO(1) Servo system OK contact.
DO(2) Not used.
Serial output
PORT B NMEA: $PEMRRCD to VDR
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MPF Output signal definitions:
1. The servo system OK contact DO(1) (=Negated “Servo Failure Alarm”):
The servo system OK contact stays closed while the related pump is running and there has been no failure in the
servo function detected.
The contact opens when one or more of the following conditions are met:
a. The pump is stopped and the servo power supply is off.
b. The difference between the servo feedback signal and the reference feedback signal is greater than
the allowed max. feedback difference (FbDifMax, parameter, default equal to 5 degrees), or one or
both signals out of range +/-10.3V
c. The difference between the rudder order and the rudder feedback reference is greater than the
allowed servo error (RudErrMax, parameter, default equal to 5 degrees), except for rudder angles
above 35 degrees, where larger servo error is allowed if the rudder order is larger than the actual
rudder angle. (This eliminates the alarm coming up when 35 degrees limit switches are enabled on
high angle rudders).
AND
The rudder rate of turn is at the same time less than 50% of nominal, what is equal to 100% increase
in the nominal 35-30 degrees rudder time with one pump running (RUDDER TIME is a parameter).
AND
The servo is in FU-mode or has been switched to NFU by the ”Fail to Safe” Function. (See below).
d. A power failure is reported to the MPF.
e. A feedback wire break is reported to the MPF.
f. The rudder order to the MPF is greater than (+/-10.3V which is equivalent to +/-51.5degrees
rudder on a 35-45 degrees steering gear, or equivalent to +/-85.83 degrees on a 70 degree steering
gear)
g. The servo has been switched to LOCAL control.
h. The servo is in NFU control and the rudder does not move according to the orders
with the expected rudder speed above 50% of nominal speed for one pump. (Equivalent to 100%
increase in rudder time 35-30degrees).
i. The rudder is in NFU mode and the rudder is drifting with a rudder speed above 50% of what is
nominal speed for one pump.
j. FUSEL is requested from bridge but FUSEL’D is not returned to MPF.
The contact stays open until the failure condition is restored to normal. This means that the condition under
Item c. can only be changed to a normal situation by moving the rudder order to the rudder actual position or
by bringing the rudder to the rudder order position by NFU orders.
2. The FU-SEL signal to the Servo module, DO(0).

The FU-SEL signal to the servo is basically equal to the FU-SEL signal from the bridge. This bridge signal
passes the MPF module in order to let the MPF supervision function decide if the servo shall continue in FU-
MODE or in case of a failure decide to select the NFU mode if this is considered more safe.
The FU-mode will be cancelled (Fail to Safe) and NFU selected in case of all servo failure conditions b. to f.
as listed above, except when the rudder moves in the correct direction,
or at least not more than 20% of nominal speed in the opposite direction under failure condition c.
If the steering gear is observed running with above 50% of the nominal rudder speed after having selected
NFU in order to fail to safe, then this overriding shift to NFU-mode is released again and is not chosen again
as long as the failure state remains.
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3. The NMEA sentence to the VDR.
Sentence $PEMRRCD is transmitted 1 times pr sec from MPF11on RS422 line channel B
(MPF Terminal 33 to 34)
Valid for RCU22 with MPF-Failure Detector
Sentence $PEMRRCD ,X ,XXXX ,x.x ,A ,x.x ,A *CS<CR><LF>
Field # 1 2 3 4 5 6 7 8
Field # 1 Address, Proprietary EMRI Rudder Servo Information Sentence D

Field # 2 Pump name. 6 Characters max. (PORTP1, PORTP2, STBDP1, STBDP2)
Field # 3 16 digital states represented as 4 hex characters. See definition below.
Field # 4 Rudder order data in degrees. Signed real, 1 decimal, Neg/STBD
Field # 5 A=Rudder order data valid. V=rudder order data invalid.
Field # 6 Rudder actual angle in degrees. Signed real, 1 decimal, Neg/STBD
Field # 7 A=Rudder actual data valid. V=rudder actual data invalid.
Field # 8 Check sum.
Field # 3. Bit mapping. '1' means that the description below is true. (Typical: 01F8)
Bit 1 (LSB) Port Order. Bridge NFU DI(0)
Bit 2 Stbd Order. Bridge NFU DI(1)
Bit 3 Always 1 (MPF DI check) DI(2)
Bit 4 Not Hydraulic Lock DI(3)
Bit 5 Servo in REMOTE DI(4)
Bit 6 Servo Power Supplies OK DI(5)
Bit 7 Feedback Pot Cores OK DI(6)
Bit 8 Follow-Up Mode selected DI(7)
Bit 9 Select Follow-Up Mode fm. Bridge DI(8)
Bit 10 NFU response Failure (Condition h)
Bit 11 Steering Gear Drift in NFU Mode (Condition i)
Bit 12 Servo Order out of Range (Condition f)
Bit 13 MPF-Actual differs from Order (Condition c)
Bit 14 FB or Ref. FB or FB-Ref.FB: Out of Range (Cond. b)
Bit 15 Servo Failure Detected
Bit 16 (MSB) Failing to NFU Mode
MPF parameter setup
One of the two serial ports (Com A) on the MPF11 board is usually reserved for setup and diagnostics.
This port (connector W12) can be connected to a serial port on a LabTop,

using a straight-through cable with a 10 pin header in one end and a DB9 female
connector (wire 10 is N.C.) in the other.
Jumper W15 on the MPF11 board should be set to position 2-3 (RS232),
which is factory default.
The PC should be running a terminal emulation program like Procomm/ PcPlus,

set to 4800-n-8-1. Most other standard terminal emulating programs, for example
HyperTerminal, may be used as well.
Find the parameter cable inside the RCU22 servo unit.

Connect the parameter cable between the DB9 serial connector on the LabTop and the W12 connector on the MPF11
module.
Start a standard terminal emulation program.
Set the used Com-port to a baudrate of 4800, no parity, 8 bits, 1 stopbit and no handshake.
Pressing Enter should now return a curser (greater than).
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Commands to the MPF module.
Via the terminal, following commands are available:
Calibrate Start automatic Calibration procedure.
Calibrate zero Calibration of offset.
Calibrate port Calibration of Port side gain.
Calibrate stbd Calibration of Stbd side gain.
Dump parametername Shows parameter as a hex memory dump.
Dump tablename Shows table as a hex memory dump.
Dump address Shows a hex memory dump.
Init Clears the screen and writes aheadline with type- and version-info.
Log Clears logging setup.
Log n Starts logging for n seconds.
Log variablename Adds variable to logging setup.
Reset Forces a reset of the MPF11.
Set parametername = value Changes the parameter to a new value.
Set tablename [ n ] = value Changes one entry of the table to a new value. The new value is stored in
flash-memory and will be retained during power off.
Note: Storing data in flash-memory requires that the jumper W5 is in
position 2-3 (Write Enable).
View all Displays values of all accessible parameters, tables and variables.
View param Displays values of all parameters.
View parametername Displays actual value of parameter.
View serial n Starts dump of chars received on serial port n (0 or 1).
View tablename [ n ] Displays actual table value.

Note: View serial command is cancelled by entering any other command.
Hint: The View param command is very useful for documenting
Prameter setup. By using the logging feature found in most terminal
emulator programs, the parameter values may be saved in a text file.
Watch Clears all watch setups.
Watch all Setup watch of values relevant for diagnostics.
Watch variablename Setup watch of variable.
Watch tablename [ n ] Setup watch of table value. Watched values will be shown dynamically in
a column in the righthand part of the screen. Up to 22 values can
watched.
Normal Setup
No further setup of parameters are needed in installations using feedback units with fixed calibration 0.25V/deg.
The parameters will be factory setup off EMRI, and the pumps will be given specific names to identify the specific pump
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in the NMEA sentence to the VDR.
Go to the setup instructions PG.18 to get guidance in carrying out a calibration procedure, if non calibrated feedback
units are used.
See also specific notes on dwg. 3-4031-4
If the given names are to be changed then use the set command as below:
set PumpName = “STBDP2” (as an example)
The MPF Fault Detection System.
The fault conditions detected by the MPF11 system are split into Fault Groups B-J as described above,
each group having its own delay timer. Each Fault Group has a Delay Time Parameter, giving the time [mS] from
the fault condition becomes true till action is taken.
Fault Description Delay Time NFU

Group Parameter
B Difference between servo feedback and ref. feedback ConditionB NFU
Difference exceeds FbDifMax (default 5 deg.)
Or FB signals out of range.
C Wrong Rudder Movements ConditionC (NFU) *
The rudder is too far from wanted position
and moves too slow in the right direction
or it even moves in the wrong direction.
D Power Failure ConditionD NFU
The servo reports a power failure.
E Signal Failure ConditionE NFU
The servo reports broken wire.
F Order Input Voltage ConditionF NFU
Order input voltage outside range
H Rudder does not follow commands in NFU ConditionH

Rudder does not move with at least minimum speed
on Port or Stbd NFU orders.
I Drifting in NFU mode ConditionI
Rudder is moving although no order is given.
J No response to bridge FU (Fusel’d missing) ConditionJ
Servo reports NFU mode although
neither bridge or MPF11 requested it.
Table: Fault Group definitions
NFU: The fault condition selects NFU “Fail to Safe mode”.

(NFU)*: NFU “Fail to Safe mode” is only selected under condition C when the rudder moves in the wrong
direction with a speed above 20% of nominal speed. If the rudder moves with a speed above 50% in the
wrong direction after “Fail to Safe”, then NFU mode is released again and not selected again as long as
Condition C remains.
None of the fault conditions are latched. The diagnostic system will automatically recover to normal state when a
fault condition disappears.
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MPF Diagnostics features
In order to be able to inspect the internal state of the Fail Recovery system, some diagnostic output is available, when the
MPF11 is connected to a PC with a terminal program.
This output is activated with the command watch all.
On the screen is shown an overview of the status of the system (example):
Order = 45.012913
Actual = 44.840069
Diff. = 0.170952
Ref. = 43.597682
Rate = -0.002501
Fail now = ___D____________
Fail out = ___D____________
State = Fail to Safe
This = Alive Fail NFU
Order is the Rudder Order Angle [Deg.]

Actual is the Rudder Actual Angle (feedback) [Deg.]
Diff. is Order – Actual [Deg.]
Ref. is the Rudder Actual Angle (reference)[Deg.]
Rate is the Rudder moving rate [Deg./s]
Fail now is a list of detected fail conditions (B to J, see table with Fault Groups)
State Is the name of the actual recovery state.
This Is the state attributes of this servo.
Possible attributes are:
ALIVE Servo is on.

LOCAL Switched to local control.
FAIL Reporting a fail (Alarm active).
NFU NFU forced (Fail to Safe).
Terminate the ”Watch” – screen by writing: watch <enter>
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Table of MPF11 parameters:

Setup Values
Parameter Index Description Units
Default Factory Final
Calibration
OrderOffset Offset for Order Signal input V 0
OrderStbdVoltsPerDeg Gain for Order input to Stbd side V -0.2
OrderPortVoltsPerDeg Gain for Order input to Port side V 0.2
ActualOffset Offset for Order Signal input V 0
ActualStbdVoltsPerDeg Gain for Order input to Stbd side V -0.2
ActualPortVoltsPerDeg Gain for Order input to Port side V 0.2
ReferenceOffset Offset for Order Signal input V 0
ReferenceStbdVoltsPerDeg Gain for Order input to Stbd side V -0.2
ReferencePortVoltsPerDeg Gain for Order input to Port side V 0.2
Input Limitation
MinInputVoltage Lowest voltage allowed on inputs V -10.3
MaxInputVoltage Highest voltage allowed on inputs V 10.3
Sampling and Filtering
RudderSampleTime Rudder Sampling Time mS 100
RateFilterConstant No. of samples used in rate filtering. 10
Detection Limits
Max allowed difference between FB and
FbDifMax ° 5
Reference FB.
Max allowed difference between Order
RudErrMax ° 5
and Actual Rudder
Max allowed difference between Order
LargeRudErrMax ° 35
and Actual Rudder at large rudder angles
Time for 65° rudder movement
RudderTime1 Sec. 28
with 1 pump
Rate Tolerance (% of max. Rudder
DetMargin % 50
speed)
Detection Delays
Alarm Delay for Condition B,
ConditionB mS 1000
Diff between servo FB and Ref FB.
Alarm Delay for Condition C,
ConditionC mS 3500
wrong rudder movement.
Alarm Delay for Condition D,
ConditionD mS 1000
servo power fail.
Alarm Delay for Condition E,
ConditionE mS 1000
servo signal fail. Feedback wire fail.
Alarm Delay for Condition F,
ConditionF mS 2000
wrong input voltage level on order signal.
Alarm Delay for Condition H,
ConditionH mS 2000
wrong response in NFU mode.
Alarm Delay for Condition I,
ConditionI mS 2000
drifting in NFU mode.
Alarm Delay for Condition J,
ConditionJ mS 1000
wrong response to bridge FU.
RudderStartup Pump Stroketime mS 1000
Time before release after unsuccessful
ReleaseTime mS 3000
NFU
Servo Id
PumpNo Servo/Pump No. 1
Pump Name,
max 6 alphabetic or numeric characters,
PumpName used in the $PEMRRCC Nmea sentence.
Entered as a text string in double-quotes
(“ “).
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List of LED indicators
List of LEDs in RCU22 on PCB KSA12

No. Color Function
LED1 Red Port Stroke order
LED2 Green Stbd Stroke order
LED3 Green FU-HI-PWR OK
LED4 Green 15V-PWR OK
LED5 Green 2. Pump Interlock. (Running)
LED6 Green NFU POWER OK
LED7 Green FU POWER OK
LED8 Red LOCAL CTRL Selected
LED9 Green NFU STEERING OK
LED10 Red HYDR. LOCK
LED11 Green FU STEERING OK
LED12 Green STBD LIMIT SW Reached
LED13 Green STBD NFU Order given
LED14 Green NOT Port Limit
LED15 Green NOT Stbd Limit
LED16 Green FUSEL=Follow-Up Selected
LED17 Green PORT NFU Order given
LED18 Green NFU HI-POWER OK
LED19 Green 24V-AUX OK
LED20 Green READY (Past On Load Delay)
LED21 Red PORT LIMIT SW reached
LED22 Green ON LOAD VALVE energized
LED23 Red Torque Motor Current to port
LED24 Green Torque Motor Current to stbd
LED27 Green SERVO OK=Power OK & NO Hydr. Lock
LED28 Green Feedback OK
List of LEDs in RCU22 on PCB MPF11

No. Color Function
LED1 Red Serial Transm. Busy
LED2 Green IDLE
LED3 Green RESET
LED6 Green 5V-ISO 1 OK
LED7 Green 5V-ISO 0 OK
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3.5 Rudder Servo Unit Model RCU22 Alarms.
All alarm contacts are open in the alarm (failure) condition, closed when OK.
Status Description LED RCU22
Monitoring indication terminals
NFU Separate 440VAC supply to the NFU power supply system. OK-status: X2/2 TO
POWER NFU PWR OK means: LED6 = ON X2/4
NFUHIPWR and 24VAUX are OK. (CC=OK)
The 24VAUX is a diode or’ed 24VDC power supply based on either
the 440VAC FU supply or the 440VAC NFU supply.
FU POWER Separate 440VAC supply to the FU power supply system. OK-status: X2/6 TO
FU PWR OK means: LED7 = ON X2/8
FUHIPWR and 24VAUX and 15V are OK.
The 24VAUX is a diode or’ed 24VDC power supply based on either
the 440VAC FU supply or the 440VAC NFU supply.
LOCAL/ Status of the Local/Remote switch on the RCU22 box front. LOCAL- X2/10 TO
REMOTE Switching to local will open the alarm contact X2/10 to X2/12 and status: X2/12
illum. LED 8 LED8 = ON
HYDR. Either a FU system Hydr. Lock or a NFU system Hydr. Lock will X2/14 TO
LOCK Illuminate the Hydr. Lock LED10 and open the alarm contact. X2/16
The LED11 illuminates, when the FU SERVO is OK. (Not Hydraulic
lock in FU-Mode).
The LED9 illuminates when the NFU function is OK. (Not Hydraulic
Lock in NFU).
The “Hydr Lock” contacts change to open circuit when any one of
these conditions becomes FALSE.
No FU mode Hydr. Lock is based upon a comparison between Stroke

Order and obtained Torque motor stroke.
No NFU mode Hydr. Lock is based upon a comparison between the

NFU tillers Port or Stbd contact and the resulting actual stroke being
larger than a preset value. (NFUPCT, where 10V stroke equals 100%).
The Actual Stroke is only calibrated for Offset (LVDT OFFSET).

Max value is 9.5V (Neg/STBD) at TP2 of KSA12.
The pump stroke maximum is adjusted by trim pot P7 (STROKE

LIMIT) between min=5deg and max=27deg internal pump swash-
plate angle.
Setting P7 to a value too low will increase the rudder time to an
unacceptable level.
Setting P7 to a value too high will create ALARM (HYD.LOCK).
P7 must be set so that the Torque Motor gently touches its hard stops
during large rudder orders.
FEEDBACK The servo feedback is checked for missing connections to the potmeter Feedback- X2/18 TO
and for wiper signal being out of range. Any of these conditions will OK status: X2/20
switch off the FB_OK LED illumination and open the alarm contact. LED28 =ON
The circuit is designed for a 2 Kohm feedback potmeter.
(Alarm limit is 4Kohm). Use a parallel resistor as load if a feedback
with higher resistance is used.
SERVO The SERVO OK contact iscontrolled from the MPF11 supervision SERVO OK X2/22 TO
module. Any failure condition detected by the MPF11 will open the Status: X2/24
Servo OK contact. The Hydr. Lock alarm situation does not open the LED 27=ON
servo ok contact.
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3.6 Trouble Shooting & Testing.
Tools required:
A standard Digital Voltmeter (Multimeter). DVM. (Make: FLUKE or similar).
Terminal size screwdrivers.
A Laptop to monitor and setup the Fail-to-NFU system.
Check points:
External: The PUMP RUNNING and PUMP LOADED lamp are fitted with 24VDC
LED-LAMPS, illuminating during energized servo at running pump.
and ON-LOAD valve energized.
Internal: Relays: Activated condition observable through transparent

housing and/or by adjacent LED labeled lamp.
Test point......... Parameter/condition............ Normal value......
X1-4 to X1-6 : +15VDC servo voltage pos part +15.00VDC +/-50mV

X1-8 to X1-6 : -15VDC servo voltage neg part -15.00VDC +/-50mV
X4-12 to X4-15: +10VDC reference voltage pos part +10.00VDC +/-0.5V
X4-14 to X4-15: -10VDC reference voltage neg part -10.00VDC +/-0.5V
J2-1 to J2-2 : FU HI_PWR SUPPLY pos part +15.0VDC +/-5V
J2-3 to J2-2 : FU HI_PWR SUPPLY neg part -15.0VDC +/-5V
J3-1 to J3-2 : NFU HI_PWR SUPPLY pos part +15.0VDC +/-5V
J3-3 to J3-2 : NFU HI_PWR SUPPLY neg part -15.0VDC +/-5V
TP16 to TP8 : Relay supply 24VAUX 24VDC +/- 1V
TP6 to TP8 : Rudder order neg stbd orders 0.25V/deg

TP3 to TP8 : Rudder feedback pos stbd rudder 0.25V/deg
TP11 to TP8 : Stroke order pos stbd 10V=max TM travel
TP2 to TP8 : Stroke feedback neg stbd approx 9.5V TM trav
TP15 to TP8 : FU Torque motor voltage pos stbd 0 to +/- 8V varying
TP18 to TP17 : NFU-current 0.75 V / A
To establish local follow-up control from TEST wheel of KSA:

Move pin-jumper W1 from normal (upper) positions to TEST (lower) position.
The FU-SEL relay must be activated:

Connect X3-5 to X3-7 if not already activated by the mode switch on the bridge being in a FU-mode
and select REMOTE on the RCU front switch.
To establish local rudder speed control from TEST wheel of KSA:

Move W4 (stroke slew test) from the normal (upper) position To Test (lower)
position.
Local rudder speed (or stroke order) mode is used to pressure test the steering gear. Remove
temporarily the wire: KSA-X3-1 to KSA-X3-3 in order to disable the normal limit switch function.
Connect X3-5 to X3-7 and select REMOTE on the RCU front switch.
ENGAGE THE HARD STOPS GENTLY. DO NOT GIVE FULL STROKE BEFORE THE
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PRESSURE HAS BUILD UP TO CLOSE TO THE RELIEF VALVE PRESSURE.
To obtain rudder speed control the FU-SEL relay must be activated as above for follow-up test.
By moving pin jumper W3 form the Large (upper) position to the Small (lower) position the stroke
order signal from the test wheel will be rescaled to 10% of normal range allowing small stroke order
to be executed.
In case the normal FU-operation of the servo is disable by the Automatic Fail-to safe” function
because of a failure in the supervision system:
(Could be a failure in the reference feedback or a failing MPF11 PCB)
If there is no failure in the FU-control of the steering gear with the specific servo then the fail-to-sfa
function canb be disabled eliminated by
Moving the KSA12 PCB pin-jumper W14 from the upper to the lower position.
After the test: Do not forget to establish NORMAL condition again.
4. SETUP INSTRUCTIONS
Unit Information: 3-3915-1 RCU22-440 Internal Arrangement
Drawing No.: 3-4031-1/4 RCU22-440 Internal Wiring Diagram
(See page 1) 3-3900 KSA02 Components Layout
3-3899 KSA12 Schematic Diagram, 4 sheets
4.1 Installation check out.

Check that all units are properly mechanically fixed.
Check that arms and links of the feedback units arm are of a stiff construction in accordance with the
guidelines laid down in drwg. 3-2623 recommended link, Rudder feedback link resulting in a
vibration resistant installation.
Check the parallelogram formed by the feedback arm-link-tiller for even arm lengths and corrects
angles.
Check that all cables are of the type specified in the Installation Information, and that they are
properly fastened in the cable glands.
Check that all cable cores are correctly terminated in the units in accordance with the Installation
Information.
Check that wire jumpers are correctly fitted in the terminal strips.
4.2 Electrical precheck.

By OHM-meter verify the presence of:
Approx expected
Torque motor X3-18 to X3-20 4-5 ohms
LVDT exciter X1-19 to X1-20 20 ohms
LVDT detect phase X1-19 to X1-23 20 ohms
LVDT detect phase the other X1-19 to X1-25 20 ohms
ON-LOAD valve X4-7 to X4-8 20 ohms
Port limit switch activated X3-4 to X4-6 1 ohms
Stbd limit switch activated X3-10 to X3-12 1 ohms
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4.3 Start-Up and zeroing.

Select local control by the switch on the RCU front. Start the steering gear pump.
Check that power on leds on the KSA PCB are illuminated. (main indicators: FU-PWR-OK (led7)
and NFU-PWR-OK (led6)).
Zero the stroke feedback signal by potmeter P1 (LVDT offset) to less than 50mV measured on TP2
with reference to 0V at TP8.
Manually turn the torque motor to max angle Stbd side and check that the polarity of the stroke signal
is negative and the value corresponds to approx 9.5V at 4/4 travel. The voltage is proportional to the
motor position. (The polarity of the stroke feedback signal will be reversed if the two detection phase
wires are interchanged.)
Manually turn the torque motor to the maximum stroke and adjust with P2 (NFUPCT) to + or - 10V
measured at TP1 with reference to 0V at TP8. If the mechanical torque motor angle limit screws at a
later point are readjusted, repeat this adjustment.
By manual control at the Pump Control Unit position the rudder at precisely midships. Measure the
rudder feedback voltage in the RFU at terminal 6 with reference to terminal 8. Adjust to 0.00V +/-
50mV by varying the length of the feedback link.
Continue with the Reference feedback Unit. Adjust to 0.00V +/-50mV.
4.4 Local NFU-operation.

Operate the steering gear from the local NFU push-buttons on the RCU front. Check the rudder
moves in the ordered direction.
Adjust the NFU-current by P13 so the torque motor is safely activated to full travel against the
mechanical stops in both directions. The torque motor current can be measured at TP18 with
reference to TP17 with scale factor 0.75 V equals 1A.
Verify function of the limit switches by manually operating the switches.
Adjust the limit switches so the rudder stops at approx 35.5 deg. Position the rudder at approx 20 deg
port or stbd.
4.5 Servo functional test.

Set the test wheel on the KSA-PCB in center position. Select TEST by moving pin jumper W1 from
the normal (upper) position to the test (lower) position.
Select FU either by setting the mode switch to HAND or by bridging terminal X3-7 to X3-9 (FU-
SEL).
Set the LOCAL/REMOTE switch on the REMOTE and check that the rudder moves towards
midships and stops. (If the supervision system does not pass the bridge FU-Select request, then move
the KSA12 W14 pin-jumper meanwhile to the lower position to enter the FU-mode).
Check that the rudder is controllable from the TEST WHEEL.
4.6 Stroke servo adjustment.

Select LOCAL on LOCAL/REMOTE switch on the RCU front.
To fine adjust the stroke servo select rudder speed control by moving the pin jumper W4 to the lower
position.
Move the Large / Small pin jumper W3 to the lower Small position. Lift plug J4 on the KSA-PCB to
prevent the ON-LOAD valve from operate.
Set REMOTE on RCU front. The torque motor may now be operated without moving the rudder.
Move the test wheel slightly to stbd side so approx 100-200 mV is measured on TP13
with reference to TP8. Turn the stbd dead band compensation to zero. Note the polarity of the voltage
on IC14 pin 14 (upper right leg). Turn stbd dead band compensation P10 CW until the voltage is
approx 0. - Do not overcompensate.
Repeat with port order from the test wheel and adjust port dead band compensation P9.
Move pin jumper W3 from S to L (upper). Check that the torque motor smoothly follows the
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movement of the test wheel. If jumps are observed when passing the zero stroke position reduce the
corresponding dead band compensation. Torque motor Servo gain potmeter P11 in position 7 will
normally provide sufficient accuracy in the stroke loop.
Position 10 will probably create oscillation at zero position if excited manually.
Jitter amplitude should be adjusted on P12 to the lowest value that show improvement by reducing
stiction/friction originated inaccuracy.
The stroke ramp potmeter P8 is normally set to 10 corresponding to a 0-100 % stroke travel of 0.3
sec. Slower response down to 1 sec may be adjusted.
Restore pin-jumpers W3 and W4 to upper position and refit plug J4.
4.7 Position servo adjustment.

Adjust the proportional band by P4 to obtain a smooth overshoot free "landing" after a rudder order
change. A potmeter setting of 5 is a reasonable starting value. Always use the same setting of the
proportional band in all servos.
Set the port and stbd rudder limit potmeters to 0. With the test wheel order full (40deg) port. The
rudder will stop at 30 degrees. Remove the Limit Select jumper X3-1 to X3-3 to disable limit switch
action. Slowly increase port rudder limit P6 until the rudder is positioned at the required limit
position.
Order full stbd order and adjust stbd rudder limit by P5. Position the rudder midships and reconnect
the Limit Select jumper. With the test wheel order the rudder HO-HO and measure the 35 to 30
degree time. With the Stroke Limit pot P7 the Rudder speed can be controlled to give the required
HO-HO time, usually approx 26 sec.
Warning: If you adjust P7 too low, then you cannot meet the rudder time demand.
If you adjust it too high, then you will get HYDRAULICK LOCK alarm
because of too much difference between Stroke order and actual Torque Motor angle.
4.8 Supervision system adjustments.
No further setup of the supervision system is needed if the used feedback units are with fixed calibration 0.25V/deg
0.15V/deg and if the steering gear travel time from35 degrees one side to30 degrees opposite side with one pump running
is known to EMRI before delivery of the servo.
(The speed will default be set to 28 seconds).
If this is not the case, then follow the below adjustment procedures to make sure that the supervision system scaling of:
Rudder order & Rudder feedback & Rudder reference feedback are carried out correctly.
Reference is made to the Supervision system description section MPF parameter setup.
Use a Laptop PC with a DB9 serial plug. Find the parameter cable inside the RCU22 servo unit.
Connect the parameter cable between the DB9 serial connector on the PC and the W12 connector on the MPF11 module.
Start Windows Hyper Terminal or another terminal emulation program on the Laptop.
Pressing Enter should now return a curser (greater than).
Make sure to have finalized all Servo adjustments before carrying out the following automatic scaling procedure.
The procedure will calibrate the Rudder order reading, the rudder feedback reading and the reference feedback
reading in the supervision system.
Select Hand steering and use the Wheel to order the rudder to the different positions required in the
below procedure.
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Via the terminal, enter the following command:
Calibrate <Enter>
This will start the calibration sequence:
**************************
* Calibration of rudder inputs *
**************************
Set wheel and rudders MIDSHIPS.

Hit Enter when done (hit Esc to quit):
<Enter>
Offset values saved.
Set wheel and rudders to large STBD. angle.
Enter actual angle (hit Esc to quit):
30 <Enter>
Stbd. gain values saved.
Set wheel and rudders to large PORT angle.
Enter actual angle (hit Esc to quit):
30 <Enter>
Port gain values saved
Angles are entered in degrees, without any sign.

Each of the three calibrations may be done separately, with the commands
calibrate midships, calibrate stbd and calibrate port respectively
If the Rudder traveling time have to be modified, the write:
Set Ruddertime1=xx (where xx is the 65 degrees traveling time).
Now set the W14 pin-jumper to the upper position. Enable the Test-Wheel by setting the Test
Jumper to the lower position and run the steering gear from the testwheel.
Write on the Laptop:
Watch all <Enter>
And observe that the displayed rudder angles on the Laptop screen follows the actual rudder angles.
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4.9 System test.

Restore to normal condition. All pin jumpers on the KSA-PCB in the upper position.
LOCAL/REMOTE selector in position REMOTE. Check that FU-SEL is not activated (Remove wire
jumper X3-5 to X3-7 if fitted and/or select NFU at the mode switch.)
Operate the Non-follow up controller and check that the rudder follows the orders. Operate the
steering gear with 1 and 2 (and 3 and 4) pumps running and check that the hard stop is not touched
when the rudder movement is stopped by the limit switches.
Select Hand mode at the mode switch.
Check that the steering gear follows the orders given by the wheel.
Operate all pumps alone and together with one or more of the other pumps. Check that the Pump
Systems Interlock led5/25/26 are illuminated in the RCU's when the other pumps are running and
check that the FU control remains stable without overshoot at any pump combination.
Check the unit alarms (if fitted) are connected correctly:
Set LOCAL/REMOTE to LOCAL and observe the local alarm.
Remove the plug from the torque motor and operate local NFU and observe the Hydraulic lock
(servo fail) alarm. In FU-mode an alarm delay of approx. 2.5 sec is provided.
Remove a wire to the rudder feedback and check the Feedback failure alarm.
Disconnect the NFU supply and observe the NFU-power alarm.
Disconnect the FU supply and observe the FU-power alarm and the Hydraulic lock alarm. Restore
normal condition.
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5. SETUP PROTOCOL.
5.1. BEFORE ENERGIZING, PERFORM A CORE CHECK ON ALL POWER

CONNECTIONS
RCU22-440 & RFU32 WILL BE DAMAGED BY WRONG CONNECTIONS
----------------------------------------------------------------------------------------------
CORE CHECK DONE
-----------------------------------------------------------------------------------------------------------
5.2. BEFORE ENERGIZING: SET THE RCU22-440 UNITS TO "LOCAL"
-----------------------------------------------------------------------------------------------------------
5.3. Check that ALL lubrication points are greased
-----------------------------------------------------------------------------------------------------------
5.4. Check the mechanical stability of the TEST FOUNDATION
-----------------------------------------------------------------------------------------------------------
5.5 Set all TRIM POTs of the RCU22 boxes to the factory initial settings, as below:
NFUCUR STR.LIM STR.RMP PDBCOMP SDBCOMP S.GAIN JITTER LVDTOFF

2 8 1 4 2 5 1 5
(1.0 A) (22 deg) (0.3 sec) (1.2 V) (0.6 V) (medium) (0.2Vrms) (medium)
NFUPCT PROPBAND STBDLIM PORTLIM

2 5 10 10
10V/TP__ (3 deg) (max.45) (max.45)
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6. SETTING UP, CHECK-OUT P1/P2/P3/P4:
6.1 Start P1. Read and record the servo pressure. bar P1
Check pump sound. P1
Check for leakage. P1
Check that RCU22 is energized, NFU-PWR-OK P1
Check that RCU22 is energized, FU-PWR-OK P1
Check for steering gear drift in LOCAL mode (NFU). deg/min P1
Push and lock the manual operating device of the ON-LOAD
valve. (Check by turning TM manually).
Zero adjust the pump if necessary at the excenter pin Release the
ON-LOAD VALVE lock when done.
Check that the system is live from the NFU buttons P1
Position the steering gear to midships.
Adjust RFU 1 feedback link to zero RFU-reading. P1
Check correct limit switch functions. P1
MAKE contact when activated.
PORT LIMIT: RP1A contact to RP1B
STBD LIMIT: RS1A contact to RS1B
Select REMOTE and check correct NFU operation. P1
Select MIDSHIPS and FOLLOW-UP and check servo sign. P1
Select STROKE, 0 order and zero set stroke servo at the LVDT-
OFFSET trim pot in the RCU22.
While in FOLLOW-UP mode, order the rudder to a large STBD Stroke Order P1
angle. Check during the movement that the Torque Motor is
ordered to full, mechanical stroke, but not to a value much
higher than what makes the Torque Motor touch the preset stop.
Adjust STROKE ORDER trim pot P7 to optimize this.
Repeat with a rudder order to a high PORT value and check Avoid HYD.LOCK
again. Allow the PS & SB T-M-stops to be touched, but do not Alarm
let them be “hammered”. Fine adjust by P7.
NOTE that the mechanical stops of the Torque Motor are set by
the steering gear maker to give the agreed rudder time.
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ordered to full, mechanical stroke, but not to a value much higher
than what makes the Torque Motor touch the preset stops.
Adjust STROKE ORDER trim pot P7 to optimize this. Avoid HYD.LOCK
Repeat with a rudder order to a high PORT value and check again. Alarm
Allow the PS & SB T-M-stops to be touched, but do not let them
be “hammered”. Fine adjust by P7.
NOTE that the mechanical stops of the Torque Motor are set by the
steering gear maker to give the agreed rudder time.
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7. CHECK OUT:
7.1. Fill out the table of indication of rudder angles:

Run all pump units. Use DVM to read RFU 1, RFU 2, RFU 3, RFU 4
RUDDER SCALE EL. SYSTEM 1 EL. SYSTEM 2 EL. SYSTEM 3 EL. SYSTEM 4
MIDSHIPS
25 DEG STBD
25 DEG PORT
HARD STOP STBD
HARD STOP PORT
7.2. Carefully adjust the LIMIT SWITCHES so that 35 deg is obtained when running at
1 pump.
Check hereafter, that no collision with the hard stops takes place when running with
all pumps.
Fill the table:
PUMP READING AT RUDDER AT PORT LIMIT RUDDER AT STBD LIMIT

P1 SCALE
P1 EL.IND.
P2 SCALE
P2 EL.IND.
P3 SCALE
P3 EL.IND.
P4 SCALE
P4 EL.IND.
ALL PUMPS SCALE
ALL PUMPS EL.IND.
7.3. Examine the follow-up steering performance of each control system and
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check with all combinations of pumps running simultaneously. Fill the table
below with final settings = EMRI factory recommended settings.
POT. FUNCTION PUMP 1 PUMP 2 PUMP 3 PUMP 4 Remark

No. SETTINGS SETTINGS SETTINGS SETTINGS
P1 LVDT OFFSET Adj. to 0V on TP2
P2 NFU PCT Adj. to 10V on TP1
P3 Test Wheel N/A N/A N/A N/A N/A
P4 PROP. BAND 5 = 3 Deg.
P5 STBD RUD.LIM. 10 = 45 Deg.
P6 PORT RUD.LIM. 10 = 45 Deg.
P7 STROKE LIMIT
P8 STROKE RAMP
P9 PORT DB COMP
P10 STBD DB COMP
P11 SERVO GAIN
P12 JITTER AMPL.
P13 NFU CURRENT
RCU22INF.DOC 2009-08-26
30/31
RCU22 PERFORMANCE TESTS.

Carry out the below listed tests for the installed pumps 1 - 4
7.4 Start P1 and measure the START-UP DELAY time of RCU22 no.1
Start P2 and measure the START-UP DELAY time of RCU22 no.2
Evaluate the STROKE RAMP time setting and note final setting
Evaluate the JITTER size and note final setting
7.5 With P1 running:
Disconnect 440VAC-NFU and check:
Opening contact X2-1 to X2-3; and X2-2 to X2-4
Demonstrate: NFU steering dead, FU steering ok
With P1 running:
Disconnect 440VAC-FU and check:
Demonstrate: FU steering dead, NFU steering ok
With P1 running: Disable pump response by either:
Disconnecting TORQUE MOTOR or LVDT.
Give steering order, FU & NFU and check:
Observe RED SERVO FAIL LED lamp. ("HYDRAULIC LOCK")
With P1 running:
Select LOCAL control of RCU22 and check:
Demonstrate: LOCAL NFU steering from RCU push-buttons
With P2 running:
Give steering order, FU & NFU and check
With P2 running:
RCU22INF.DOC 2009-08-26
31/31

With P3 running:
With P3 running:
With P4 running:
With P4 running:
RCU22INF.DOC 2009-08-26
$PEMRRCD Definition 1
Sentence $PEMRRCD is transmitted 1 times pr sec from MPF11on RS422 line channel B
Valid for RCU22 with MPF-Failure Detector
Sentence $PEMRRCD ,X ,XXXX ,x.x ,A ,x.x ,A *CS<CR><LF>
Field # 1 2 3 4 5 6 7 8
Field # 1 Address, Proprietary EMRI Rudder Servo Information Sentence D

Field # 2 Pump name. 6 Characters max. (PORTP1, PORTP2, STBDP1, STBDP2)
Field # 3 16 digital states represented as 4 hex characters. See definition below.
Field # 4 Rudder order data in degrees. Signed real, 1 decimal, Neg/STBD
Field # 5 A=Rudder Order data valid. V=Order data invalid.
Field # 6 Rudder actual angle in degrees. Signed real, 1 decimal, Neg/STBD
Field # 7 A=Rudder Actual data valid. V=Actual data invalid.
Field # 8 Check sum.
Field # 3. Bit mapping. '1' means that the description below is true. (Typical: 01F8)
Bit 1 (LSB) Port Order. NFU DI(0)
Bit 2 Stbd Order. NFU DI(1)
Bit 3 Always 1 (MPF DI check) DI(2)
Bit 4 Not HYD.LOCK DI(3)
Bit 5 Servo in REMOTE DI(4)
Bit 6 Servo Power Supplies OK DI(5)
Bit 7 Feedback OK (core check) DI(6)
Bit 8 Follow-Up Mode selected DI(7)
Bit 9 Select Follow-Up Mode fm. Bridge DI(8)
Bit 10 NFU response failure
Bit 11 Steering Gear Drift in NFU Mode
Bit 12 Servo Order out of Range
Bit 13 Servo-Actual differs from Order
Bit 14 FB or Ref. FB or FB-Ref.FB: Out of Range
Bit 15 Servo Failure Detected
Bit 16 (MSB) Failing to NFU Mode
PIN JUMPER SET UP

JUMPER SETTING JUMPER SETTING
W1 NOT FIT W8 2-3
W2 NOT FIT W9 2-3
W3 NOT FIT W10 2-3
W4 NOT FIT W11 2-3
W5 1-2 W13 1-2
W6 1-2 W14 1-2
W7 NOT FIT W15 2-3
RCD_RCU.XLS ISSUE A
2007-05-31 MPF11-RCD / RCU22 4-7007-4

RCU22 440 Manual

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RUDDER SERVO UNIT

LIST OF DRAWINGS: .........................................................................................................................................................1

4-0605-3 Block Diagram, Pump Control Principle.

OVERALL SYSTEM DESCRIPTION.

The system in an overview:

IN CASE OF A STEERING SYSTEM FAILURE.

1.1 Steering Gear System Description.

The valve is OFF:

1.2. Control Principle.

1.2.1. Hand Steering.

1.2.2. Autopilot Steering:

1.2.3. The servo supervision system:

2. RCU22 SYSTEMS FAILURE DIAGNOSTICS.

1. Action: MODE NFU SELECTED ON STEERING STAND.

2. Action: MODE HAND SELECTED ON MODE SWITCH.

4. Action: MODE HAND SELECTED ON MODE SWITCH.

3.1. Rudder Servo Unit Model RCU, General Specifications.

8. Built in stabilized power supplies for transmitter and feedback potmeters.

3.2. Rudder Servo Unit Model RCU Description.

See internal arrangement: dwg: 3-3915-1

Remaining operational control are:

LVDT Offset : +/- 10% Full Range P1

3.3. Rudder Servo Unit Supervision system description.

MPF main functions:

MPF Output signal definitions:

1. The servo system OK contact DO(1) (=Negated “Servo Failure Alarm”):

d. A power failure is reported to the MPF.

e. A feedback wire break is reported to the MPF.

g. The servo has been switched to LOCAL control.

j. FUSEL is requested from bridge but FUSEL’D is not returned to MPF.

2. The FU-SEL signal to the Servo module, DO(0).

3. The NMEA sentence to the VDR.

Field # 1 Address, Proprietary EMRI Rudder Servo Information Sentence D

MPF parameter setup

This port (connector W12) can be connected to a serial port on a LabTop,

The PC should be running a terminal emulation program like Procomm/ PcPlus,

Find the parameter cable inside the RCU22 servo unit.

Commands to the MPF module.

Via the terminal, following commands are available:

Calibrate Start automatic Calibration procedure.

Calibrate zero Calibration of offset.

Calibrate port Calibration of Port side gain.

Calibrate stbd Calibration of Stbd side gain.

Dump parametername Shows parameter as a hex memory dump.

Dump tablename Shows table as a hex memory dump.

Dump address Shows a hex memory dump.

Log Clears logging setup.

Log n Starts logging for n seconds.

Log variablename Adds variable to logging setup.

Reset Forces a reset of the MPF11.

Set parametername = value Changes the parameter to a new value.

View param Displays values of all parameters.

View parametername Displays actual value of parameter.

View serial n Starts dump of chars received on serial port n (0 or 1).

View tablename [ n ] Displays actual table value.

Watch Clears all watch setups.

Watch all Setup watch of values relevant for diagnostics.

Watch variablename Setup watch of variable.