TMQ AP4TMQ AP4 Autopilot (AP4S10) 5 of 62 Version 1.5 23/02/2017 This autopilot can control the movement of the rudder through a mechanical drive motor, reversing …

TMQ – AP4

(AP4S10 Rev 1.5)

OPERATION AND INSTALLATION MANUAL

www.tmq.com.au

http://www.tmq.com.au/

TMQ AP4 Autopilot (AP4S10) 2 of 62 Version 1.5 23/02/2017

Introduction ................................................................................................. 4 Warning .................................................................................................... 4 Overview .................................................................................................... 4

Autopilot Operation - Standard ................................................................. 5 Set (Standby) ............................................................................................. 6 Auto ........................................................................................................... 7 Power Steering .......................................................................................... 8 GPS – Waypoint Steering ......................................................................... 8 Watch Timer Mode ................................................................................... 9 Commercial Boat Watch Timer ............................................................. 10

Autopilot Operation - Remote Control .................................................... 11 Hand Remote .......................................................................................... 11

Hand Remote Auto Steer .................................................................... 11 Hand Remote Power Steer .................................................................. 12

Active Remote ......................................................................................... 12 Active Remote Auto Steer .................................................................. 13 Active Remote Power Steer ................................................................ 13 Active Remote GPS – Waypoint Steering .......................................... 13

Steering Lever & Electric Helm Steering .............................................. 14 Jog Switch Steering ................................................................................ 15

Sensitivity & Rudder Adjustments .......................................................... 16

Alarms ......................................................................................................... 18

Installation of Autopilot ............................................................................ 20 List of Components ................................................................................. 21 Installation of Main Control Unit .......................................................... 22 Installing a Compass-Top Sensor .......................................................... 24 Installing a Magnetic Sensor Unit (Fluxgate Compass)....................... 25 Magnetic Sensor Unit & Compass Top Sensor Interchange ................ 26 Installation of Rudder Feedback ........................................................... 27

Precautions .......................................................................................... 27 Mounting ............................................................................................. 28 Selection Switch- Standard or Heavy Duty Feedback ........................ 29 Heavy Duty Rudder Feedback Installation Diagram .......................... 30 Standard Rudder Feedback Installation Diagram ............................... 31

Installation of Remote Units .................................................................. 32 Remote Calibration. ............................................................................ 33

NMEA Connection ................................................................................. 33


NMEA Socket - Pin Configuration ..................................................... 34 GPS Data Input ................................................................................... 34

Heading Data Connections .................................................................... 35 Heading Data Output .......................................................................... 35 Heading Data Output Selection .......................................................... 36 Heading Data Input ............................................................................. 36

External Alarm Installation ................................................................... 37 Wiring Connections – AP4 Rear Panel ................................................. 38 Examples - Drive Connection Diagrams ............................................... 40 General Information - Drive Units ........................................................ 41

Commissioning Checks ............................................................................. 42 Post Installation Checks ......................................................................... 42 Pre Sailing Dockside Tests ..................................................................... 43 Sea Trials ................................................................................................ 44

Rudder Limits Setting ............................................................................... 45

Compass Calibration ................................................................................. 48 Calibrating TMQ Compass - COMMAG ............................................... 48 Calibrating TMQ Electronic Compass - ELECOM .............................. 49 Resetting Compass to Factory Calibration ............................................ 49

AP4 Special Modes .................................................................................... 50

Operating Without RFU ........................................................................... 52

Adjusting the PID Control ........................................................................ 53 Keeping the Heading .............................................................................. 53 Following a Track (Waypoint) ............................................................... 54

Optional Extras .......................................................................................... 56

Declaration of Conformity ........................................................................ 58

Warranty .................................................................................................... 59

Troubleshooting ......................................................................................... 60


Introduction

Warning

AUTOMATIC PILOTS ARE DESIGNED TO BE A NAVIGATIONAL

AID AND SHOULD NEVER BE LEFT SOLELY IN CHARGE OF

THE VESSEL. AN ADEQUATE WATCH SHOULD BE

MAINTAINED AT ALL TIMES.

IT IS RECOMMENDED THAT THE AUTOPILOT NOT BE USED WHILE

NAVIGATING IN RESTRICTED WATERWAYS AS WATER CURRENTS,

WIND CHANGES OR RADIO TRANSMITTER INTERFERENCE MAY

AFFECT VESSEL COURSE SUFFICIENTLY TO ENDANGER YOUR OWN

OR OTHER VESSELS.

Overview

The AP4 autopilot is a rugged & reliable pilot for use on all sorts of vessels,

motor or sail, commercial or pleasure. The front panel has large control knobs

for ease of use in all sea conditions. It has various special modes of operation to

cater for all different requirements.

An AP4 system comprises the following essential components:

Control Unit

Compass

Rudder Feedback Unit

Rudder drive system

Optional Components:

Hand or active remote

Second remote control display

Steering lever or electric helm

Rudder angle indicator

External alarm


This autopilot can control the movement of the rudder through a mechanical

drive motor, reversing hydraulic pump, solenoid valves on a constant running

pump or relays. The motor outputs have been carefully designed to work with a

wide range of motors - for more information, consult your dealer or TMQ

Electronics.

The autopilot unit should be installed out of direct sunlight and protected

from water and spray.

The compass must be installed in a place free of magnetic interference,

and connected to the autopilot.

The rudder feedback must be attached to the rudder in such a way that it

can accurately measure the position of the ships rudder and is also

connected to the autopilot.

Provision has been made for two standard remotes, either hand remote or

steering lever. Alternatively one active remote can be used. The special remote

mode of operation may have to be adjusted for the various control devices.

Extra devices may be connected via the internal connection strip, for example,

GPS compass heading input.

For more information on installation of your AP4 autopilot, see the

Installation of Autopilot section of this manual.

For more information on using your AP4 autopilot, see the Autopilot

Operation section of this manual.

All control units operate on 12 or 24 volts DC. Electrical cables are supplied for

interconnection of equipment. Hardware is supplied to mount and couple the

mechanical drive unit into the steering system. Hydraulic installation kits can be

supplied (optional at extra cost) if the pipe size and brand of hydraulic system is

specified.

Autopilot Operation - Standard

The following is a brief overview of the capabilities of the AP4 autopilot. Each

is described in more detail later in following pages.


Set/Standby Mode The digital display shows the current magnetic heading.

The autopilot does not apply any steering corrections.

Auto Mode The autopilot maintains your boat on the selected magnetic course.

Course can be set or changed by rotating the Course knob or from a

remote steering station.

Power Steer The rudder may be controlled by the course knob on the main panel or

from a remote steering station.

GPS Mode When receiving information from a GPS unit, the autopilot can steer a

vessel along a preset track to a precise latitude and longitude.

Watch Timer A timer can be set from 1 to 120 minutes. When the time expires, an

alarm sounds. Uses include timing of trawling runs or a reminder to

check for anchor drag at set periods.

Commercial Watch Timer For vessels under survey. The timer can be set to give a warning alarm

at a fixed preset time and provide an output control signal for a loud

external alarm 1 minute after the internal alarm sounds.

Note: External alarm piezo siren must be fitted

Set (Standby)

MODE switch in SET position

The AUTO light is off *

The motor clutch is disengaged *

No steering control output is generated *

The digital display shows the vessels current magnetic course.

Watch Alarm may be set (if required)

Hand remote or steering lever (if installed) is ignored at first turn on.


Other special remote modes are accessible (refer later)

* Apart from when in some of the remote modes.

Possible alarm

Watch timer alarm (if set)

Auto

Engaging Auto steering mode

Rotate MODE switch to AUTO

AUTO light is on

Pilot is “locked on” to the course showing on display

Steering control is generated

Rudder can be driven to the limit set position

Waypoint steering can be activated (if GPS available)

Watch alarm can be activated.

Disengaging the Autopilot

Rotate the MODE switch to the SET position

AUTO light is off

Steering control is deactivated.

Display shows boat heading

Boat under manual steering control (helm)

Course Adjustment in AUTO

Rotating the large course control knob (each "click" is 1º course change)

Display shows course to steer after adjustment

Each full rotation of course change knob gives 24º

Possible alarms

Off course (more than 45º)

Watch timer (if set)

FUS Indicated advises the internal fuse is open


Power Steering

Engaging Power Steering Mode

Rotate the MODE switch to the PWR position.

AUTO light is on

Display shows boat heading

Boat is steered by rotating the COURSE knob

Change course by rotating knob

Note: The maximum amount of rudder which can be applied is controlled by

Rudder Limit setting (see installation section).

For information on Power Steering with a remote unit (eg: steering levers) see

the section on remote units.

Possible alarm

Watch timer (if set)

FUS Indicated advises the internal fuses is open

GPS – Waypoint Steering

Autopilot must be interfaced to a GPS Plotter generating NMEA 0183 data

output. A route has to be selected on the GPS (refer GPS manual).

Note: Before using this functionality, make sure the auto mode is working

properly and adjusting its variables if necessary. How to adjust the auto

mode is explained in the section “Sensitivity & Rudder Adjustments” and

also. If necessary some advanced settings, they are described in the

sections “AP4 Special Modes” and “Adjusting the PID control”.

Engaging GPS Mode

Switch MODE switch to AUTO

Press GPS button (labelled with a satellite dish)

GPS light will light

Display changes to course to steer (BTW on GPS)

Boat may change course to take up new course (the maximum rate of

turn, if necessary, can be adjusted with the special mode 920)


Disengaging GPS Mode

Press the GPS button

GPS light is out

Pilot locks on to current heading of

If no GPS data or AP4 does not receive the data

Autopilot maintains lock on the current course

No GPS data alarm will sound

GPS light will flash

Changing the mode switch to any position other than AUTO will also

disengage the GPS mode.

Setting up your GPS unit

Consult your GPS manual for this procedure first. Because there are a great

variety of GPS units that work with this autopilot, the following is a guide only.

a) GPS must output NMEA 0183 data

b) Data must include at least one of the following sentences:

(i) APA

(ii) APB (iii) BOD and XTE.

Set up route in GPS

Set arrival zone

Select “auto sequence” if more than one waypoint en route

For XTE output only from GPS steer boat to course before engaging

GPS on pilot.

Remember: Prior to engaging GPS you must program a route into the

GPS for the autopilot to follow

Watch Timer Mode

To set pleasure boat watch timer

Press TIMER button (labelled with a clock)

Display reads time in minutes

Rotate COURSE knob to set time required (max 120 minutes)

Note: After 3 seconds the display reverts to boat heading


To reset timer when alarm sounds

When set time expires an alarm will sound

Press TIMER button

Time is reset to original time

Note: If an external alarm is fitted, this will sound 1 minute after the internal

alarm if the timer has not been reset or muted.

To disable (mute) watch timer

Press TIMER button

Rotate COURSE knob until display reads 000

Press TIMER button again

Commercial Boat Watch Timer

Used where survey regulations for commercial vessels require a watch timer

(which includes an external alarm) fitted with an autopilot.

Note: Once the commercial watch alarm has been enabled, it cannot be

disabled by the user.

To enable the commercial watch timer alarm

Switch AP4 to SET mode.

Hold down the GPS button and press TIMER button

Display shows [900]

Rotate COURSE knob until display reads [906]

Press the TIMER button again

Display shows [A-0]

Rotate COURSE knob until display reads [A-1]

Press the TIMER button

Display shows [A00]

Dial up Commercial Regulation Time, eg: for QLD dial [A05]


Display then reverts to normal heading.


Alarm will sound after set time has expired

Press TIMER to reset

When the commercial timer is enabled and the autopilot is in control of the boat

(i.e.: in AUTO, GPS or REMOTE AUTO mode), the AP4 internal alarm

sounds after completion of the selected interval and the louder external alarm

one minute later, unless the timer is previously reset.

In SET, PWR and remote POWER modes, the timer can be set to any required

time as for a pleasure boat.

Autopilot Operation - Remote Control

The following is a brief overview of the capabilities of the AP4 autopilot with

remote control units. Each is described in more detail later in the manual. The

RFU control mode must be selected in order to use the remotes, apart from the

front panel knob and the jog levers.

Hand Remote

Hand Remote Auto Steer

The AP4 can be controlled with a hand remote unit. Auto and power steer

modes can be selected. Special remote response mode r-1 must be set in AP4.

To engage auto steer mode with Hand Remote Unit

Switch AP4 MODE to SET, AUTO or PWR

Set remote knob to centre position

Switch remote switch to AUTO

Pilot locks on to boat heading as for normal autopilot

Change course by +/- 90 º by rotating knob

Note: If remote switch is already in the AUTO position, move switch to OFF

and then back to AUTO.


To disengage auto steer mode with Remote Unit

Switch remote switch to OFF

Pilot is now in SET mode

Boat is now steered manually

Note: When the autopilot has been "turned off" using a remote unit (eg: hand

remote, etc), the MODE switch may be in the AUTO or PWR position

BUT steering is under manual control (AUTO LED indicator would be

off). To re-engage the autopilot, use the remote unit switch or move the

MODE switch to SET then back to AUTO. Remote auto steering will also

be disengaged by changing the position of the AP4 MODE switch

Hand Remote Power Steer

To engage power steer mode with Hand Remote


Set hand remote knob to centre position

Switch remote switch to POWER STEER

Boat is in power steer control

Steer boat by rotating knob

Note: If remote switch is already in the POWER STEER position, move switch

to OFF and then back to POWER STEER

To disengage power steer mode with Remote Unit

Return remote unit course knob to centre

Switch remote switch to OFF

Pilot is now in SET mode

Boat is now steered using helm

The autopilot will return to SET mode.

Active Remote

The AP4 can be controlled with an active remote unit. Auto, Power Steer, GPS

steering can be selected. Response and Rudder settings of AP4 can be adjusted.

Special internal remote mode r-2 must be set.


Active Remote Auto Steer

Note: AP4 must be set to r-2 special remote mode

To engage auto steer mode with Active Remote Unit



Press AUTO on active remote

AUTO LED on AP4 will light

Pilot locks on to boat heading as for normal autopilot

Change course by +/- 90 º by rotating knob

To disengage auto steer mode with Active Remote Unit

Press STANDBY on active remote

Pilot is now in SET mode. AUTO LED is off

Boat is now steered manually (by helm)

Active Remote Power Steer

To engage power steer mode with Active Remote Unit



Press POWER STEER on active remote

AUTO LED on AP4 will light

AP4 display shows boat heading

Boat can be steered by rotating active remote knob

To disengage auto steer mode with Active Remote Unit

Press STANDBY on active remote

Pilot is now in SET mode. AUTO LED is off

Boat is now steered manually (by helm)

Active Remote GPS – Waypoint Steering

To Engage GPS Mode

Switch AP4 MODE switch to SET or AUTO

Press GPS button on active remote

GPS light on AP4 will light


AP4 display changes to course to steer (BTW on GPS)

Boat may change course to take up new course (maximum rate of turn

is 10º per second)

To Disengage GPS Mode

Press AUTO button on active remote

GPS light on AP4 light is out

Pilot locks on to current heading of boat and is in AUTO mode

Note: Active remote GPS control can also be deactivated by pressing

STANDBY or POWER.

For STANDBY the AP4 reverts to SET mode and the boat is steered

manually (by helm).

For POWER STEER the boat can be steered manually by rotating the

active remote knob.

Steering Lever & Electric Helm Steering

Note: AP4 must be set for the correct special remote mode (see page 32)

The boat may be steered using a steering lever with the AP4. Special internal

remote modes r-3, r-4, r-5 or r-6 must be set in AP4 depending on remote

control connection.

Steering Levers and Electric Helms provide full follow up steering. A steering

lever or electric helm operates in a similar way to a hand remote control.

However, the method of operation will depend on the special remote mode set.

To Engage Steering Lever or Electric Helm

Press select switch (or toggle select switch)

Steer boat using lever or wheel

Note: Some internal remote mode settings allow for power steering at turn on.

To disengage Steering Lever or Electric Helm

Press select switch (or select new MODE on AP4)

Steer boat manually


Jog Switch Steering

The boat may be steered using a jog switch input with push button select

switch. Special remote response mode r-7 or r-8 must be set depending on

remote control requirements.

A jog lever is a device comprising a lever under spring tension for centre

reference and two switches for bi directional control.

With AP4 set for JOG input, a number of operations have been included in the

software to extend the use of the AP4 control for some navigational situations

(refer to selection of special remote mode 908, r-7 or r-8 in the subsection

“Special Modes Display Selection” of “AP4 Special Modes”)

When special remote mode r-7 is set and the system is fitted with a jog lever

and separate push button select switch, the boat can be steered using the jog

lever either in AUTO JOG mode or POWER STEER JOG mode.

Jog Switch Wiring

Jog Switch Steering with AP4 in SET

Switch AP4 MODE switch to SET

Press jog lever select button

Boat is now in AUTO JOG under autopilot control

Change course by using jog lever – each jog switch movement gives 1º

course change and a “beep” will sound

For more rapid course change hold jog switch on – course will change

in 2º increments

For POWER JOG press the selection switch


Boat is now “manually” steered using the jog switch

To return to AUTO jog press the selection switch again

To toggle between AUTO JOG and POWER JOG press the selection

switch.

To exit JOG control switch the AP4 to OFF/AUTO/PWR

Jog Switch Steering with AP4 in AUTO

Switch AP4 to AUTO – at initial switch on the system will operate in

normal autopilot control; the jog lever will have no effect at this stage

For POWER STEER JOG press jog lever select button

Control rudder movement and direction by jog lever

Manually steer the boat using the jog lever

COURSE knob has no effect in this mode

For AUTO JOG press jog lever select button

Boat is now under autopilot control

Change course by using jog lever – each jog switch movement gives 1º

course change and a “beep” will sound

For more rapid course change hold jog switch on – course will change

in 2º increments

Each successive press of the selection switch will toggle AP4 between

POWER JOG steering and AUTO JOG steering

To return to normal autopilot operation, switch the AP4 to SET then

back to AUTO.

Sensitivity & Rudder Adjustments

The AP4 autopilot has adjustments for setting heading sensitivity and rudder

response to customise the boat for optimum steering performance.

The control in the centre of the AP4 front panel adjusts both sensitivity and

rudder ratio. The centre position is usually suitable for most vessels, but

should the vessel's steering be sensitive or slow, adjustment maybe required.

In general, a vessel with fast turning rate will require a small rudder response

setting. A large, slow vessel may require a higher value for the rudder response.

This may also be adjusted according to speed - low speeds may require more

rudder angle for steering than high speeds.


Sensitivity

This adjusts the rudder sensitivity (sometimes known as dead band) which

varies the tolerance to the position of the rudder from the control in auto

mode. This setting relates directly to the dead band of the vessel’s

direction, in other words, how much “wander” is allowed before the

autopilot reacts to correct any change.

Increasing the value of this setting, will increase the tolerance to the

rudder position error. Decreasing it will make the rudder position and the

vessel’s route more accurate, but decreasing to much may make the vessel

oscillates to much around its direction.

Rudder Ratio

This control adjusts the rudder ratio which varies the amount of rudder

applied for a course error.

To adjust sensitivity

If Display is reading Heading 000-365 pull out centre knob

Display will read a number eg: 05

Adjust the knob anticlockwise until pilot just begins to hunt (this is

indicated by the port and starboard lights flickering)

Turn knob clockwise until lights are not flickering.

Push knob to set and back to compass display.

To adjust rudder ratio

Display is reading Heading 000-365

Rotate centre knob

Display will read a number eg: 06

Adjust knob until boat steers a straight course. Note the reading.

Display will return to Heading

If Display is indicating Rudder Angle Push button to Heading display.

Note: The sensitivity and rudder are normally adjusted together with sensitivity

being adjusted first, then rudder ratio.

The sensitivity should be adjusted so that the AP4 is not continually driving

back and forth (hunting) as this can prematurely wear your steering system

If the centre knob is left out after the sensitivity is set, when 3 seconds has

elapsed, the AP4 display will read rudder angle.


When the rudder ratio setting is too low, turns will take an excessive amount

of time, and the vessel may "wander".

When the rudder ratio setting is too high, turns will be rapid and the vessel

will oversteer.

Experiment will find the best settings for your vessel. Only make small

changes at a time.

Alarms

A number of conditions will cause alarms to sound. Each alarm has a different

"beep pattern" (except watch timer and commercial watch alarm). The external

alarm output may also be turned on by some of these alarms; this does not have

a "beep pattern" but instead it sounds continually.

Watch Timer Alarm

This alarm indicates that the time set by the user has expired.

Alarm pattern is 1 second on, 1 second off until reset.

Commercial Watch Alarm (Option)

This alarm indicates that the autopilot is in control of the vessel but timer key

has not been pressed within the last five minutes (if set for 5 minutes). Alarm

pattern is 1 second on then 1 second off until reset.

The external alarm output is turned on 1 minute after the internal alarm begins

to sound.

Angle Off Course Alarm

The alarm pattern is 0.2 seconds on, 0.2 seconds off when vessel is more than

45 degrees from course-to-steer.


No GPS Data Alarm (Waypoint Steering)

The alarm sounds 0.5 seconds on, 0.5 seconds off if the autopilot is not

receiving valid information from the GPS.

No Heading Reference (NMEA Heading or GPS Input)

The alarm sounds 0.5 seconds on, 0.5 seconds off if the autopilot is not

receiving heading data or GPS data for heading reference.

Bridge Navigational Watch Alarm System (BNWAS)

This alarm is set to ON or OFF via special display mode 913. When it is ON,

the external alarm terminal will be kept active low while the device is in auto

mode. It is intended for being connected to an external BNWAS controller. In

any other mode, different from auto, the external alarm will be open circuit.

From the factory, this alarm mode is OFF.


Installation of Autopilot

EMC Considerations & Precautions:

All TMQ equipment and accessories are designed to the best industry standard

for use in the marine environment. Their design and manufacture conforms to

the appropriate Electromagnetic Compatibility (EMC) standards, but good

installation is required to ensure that performance is not compromised.

Although every effort has been taken to ensure the autopilot will perform under

all conditions, it is important to understand that some factors could affect the

operation of the product.

Installation instructions are provided in this manual. Some preliminary

suggestions follow:

Installation:

To reduce the risk of operating problems, all TMQ equipment and cables

connected to it should be at least 1 metre (3 feet) from any equipment

transmitting or cables carrying radio signals, eg: VHF radios, cables and

antennas. In the case of SSB radios, the distance should be increased to 2

metres (7 feet).

Position of electronic compass is important to ensure no magnetic interference.

It may be necessary to trial several positions before deciding on an optimum

position. Check other side of bulkhead, dash and/or deckhead for any material

which may interfere with the compass (steel or iron in particular). Keep

electronic compass away from the boat’s magnetic compass.

Check:

Always check the installation before going to sea to make sure that it is not

affected by radio transmissions, engine starting, low battery voltage or other

problems.

In some installations it may not be possible to prevent the equipment from

being affected by external influences. Usually this will not damage the

equipment but may cause momentary incorrect operation.


List of Components

The AP4 Autopilot Control system when packed comprises the following:

AP4 Main Control Unit – 2 metre power cable

Compass, Compass Top Sensor or Electronic Compass (depending on

order) – 5 metre cable attached

Rudder Feedback Unit* – 14 metre cable attached

Rudder feedback linkage assembly

Owners manual, mounting cradle & knobs, spare DIN plug for NMEA

connection, mounting screws

* The Rudder Feedback Unit with 14 m cable may be not attached

TMQ Autopilots are intended for use in three (3) basic configurations:

1. AP4 can be used to control most brands of drive units or solenoid

control valves (hydraulic). System components:

Control unit

Compass

Rudder feedback unit

2. AP4 and mechanical drive system - used to drive most hand-operated

mechanical steering systems eg: rod & chain, push-pull or pull-pull

systems. Some helm pumps can also be used with a mechanical drive to

provide an installation, which requires no additional hydraulic pump.

System components:

Control unit

Compass


Mechanical drive

3. AP4 and reversing hydraulic pump - used with hydraulic steering

systems. Different pump units are used to cater for a wide range of

systems. Correct installation is required and pump size and voltage

should be considered BEFORE installing the hydraulic pump. System

components:

Control unit

Compass


Reversing hydraulic pump


Installation of Main Control Unit

Position & mounting

Select a dry position

Provide access for wiring to rear of the pilot (minimum compass,

feedback, power and drive)

Install mounting cradle - on dash or suspended from deck head or cut

out panel if mounting the pilot in dash

Route the power cable to 12 or 24 VDC power source

Check AP4 Mode switch is OFF

Connect power cable to the AP4

Note: To control the autopilot from a remote position, fit a remote unit.

Wiring

Keep autopilot connection cables away from radio aerials and cables

Select a drive unit interconnection cable of appropriate size to prevent

voltage drop

Installing an Electronic Compass – ELECOM

Mount away from any external magnetic interference, eg: radio or speakers. The

compass must be mounted in a horizontal position with the arrow (BOW)

pointing in the same direction as the bow of the boat.

Position

Determine a suitable position free of magnetic influence

Ensure there are no radios or radio aerials or cables nearby

Check other side of bulkheads or behind dashes for any likely

interference

Install compass horizontally

Rotate compass in the bracket if necessary until the arrow faces the

bow of the boat

Route the cable to the AP4 control position

Connect the compass cable to NMEA 6 pin Connector on rear of unit.

Vessel Bow


The 6 pin plug on the ELECOM may have 4 other wires also connected to the

plug.

These are used for Waypoint steering when GPS plotter is connected, or

connecting a GPS into the compass to use the COG information to correct the

compass.

There will be 2 pairs of wire:

Green / White are for connecting to a GPS plotter. The green wire is

negative, and the white is positive.

Green / Blue are for connecting to a GPS supplying COG (Course over

Ground) information to improve compass operation on a steel vessel.

The green wire is positive, and the blue is negative.

ELECOM Wiring Colour Code

NEG Blue

A+ Red

TXD+ Yellow (data from Compass)

RXD+ Green (data to compass)

RXD− Shield (Black)


Installation of the magnetic Compasses

There are two other types of compass which may be supplied for this autopilot.

A compass-top sensor (TMQ CTS), or a magnetic sensor unit (TMQ fluxgate

compass - COMMAG),

Wiring

The magnetic sensor unit or compass-top-sensor, which is supplied with your

AP4 autopilot, is fitted with a plug, which fits into the COMPASS socket on the

rear of the autopilot. If the cable must be extended, we recommend that TMQ 5-

core shielded extension cable be used. This is available from your supplier or

TMQ Electronics.

Installing a Compass-Top Sensor

A compass top sensor should be used as the heading reference unit for steel

boats. Before attaching the CTS to the top of a flat top compass, ensure there

are no defects in the compass, eg: sticking card, as this will affect the operation

of the autopilot.

Position

Firstly determine the correct position of the CTS on the compass glass

top (CTS is central and cable facing aft)

Route the cable to the AP4 control unit position

Plug cable into AP4 compass socket

Before fixing the CTS to the compass surface, switch on the AP4, align

the CTS carefully so that the AP4 display reads the same as the boat

magnetic compass

When position is correct attach the CTS with double sided tape


Installing a Magnetic Sensor Unit (Fluxgate Compass)

Where there is magnetic interference on a vessel, the magnetic sensor unit may

have to be tried in several positions to obtain the best operating results before

final installation. Good autopilot course holding is dependent upon the

compass being free from magnetic interference

Exercise care when handling the compass as internal gimbals may be damaged

from abuse. Remove internal packing prior to installing.

Position

Determine a suitable position free of magnetic influence

Ensure there are no radios or radio aerials or cables nearby

Check other side of bulkheads or behind dashes for any likely

interference

Install compass bracket vertically (on bulkhead, dash or deck head)

Carefully remove internal transit packing from compass

Insert compass body into bracket

Rotate compass in bracket until cable faces towards the stern

Route the cable to the AP4 Control unit position

Plug compass cable into AP4 autopilot

Check AP4 display reads the same as the boat compass when pilot is

switched on.

Note: The compass can be mounted outside the hull of the boat if required (eg:

on a mast of a yacht). However, places to be avoided are low in the hull

near an engine or machinery because of magnetic interference or too

high up a mast because of excessive movement. The bracket can be fixed

from the top, side, or its bottom.


Calibration

Only the Compass top sensor (CTS) or the COMMAG can be calibrated by the

AP4 control unit.

The compass is calibrated before leaving the factory and will be accurate if

there is no external magnetic interference. After initial sea trials, you may wish

to recalibrate the compass, although in most cases the factory calibration will be

as good as or better than calibration achieved on the vessel. See the Compass

Calibration Section.

Magnetic Sensor Unit & Compass Top Sensor Interchange

The magnetic sensor unit (fluxgate compass) can be interchanged with a

compass top sensor. This is desirable when the autopilot is to be fitted to a steel

hulled vessel or vessel containing large amounts of steel.

If the magnetic sensor unit and compass top sensor are interchanged, the

compass detector DIP switches must be altered. The top cover of the AP4 has to

be removed. The DIP switch is identified as component DIP2 on the PCB

component overlay diagram at the rear of this manual.

Selecting between fluxgate compass and compass top sensor:

Switch OFF both sections of DIP2 for magnetic sensor unit (fluxgate)

Switch ON both sections of DIP2 for compass top sensor


Installation of Rudder Feedback

Precautions

The rudder feedback unit is water resistant. However, if it is to be mounted in a

wet position, some effort is necessary to ensure the unit does not become

immersed in water. If necessary the standard rudder feedback unit may be

mounted upside down, in which case the feedback cable must be cut in a

suitably dry position, and the blue and red wires swapped.

Note: do not mount the heavy duty rudder feedback unit upside down.

Note: the autopilot will function with some restrictions if a rudder feedback

unit (RFU) is not fitted, or if the feedback is faulty or incorrectly

adjusted. In case of not fitting a RFU, the device must be set to work in

non RFU mode via special mode 922. See more details on page 52,

“Operating Without RFU” section.


Note: the rudder feedback unit is factory aligned. The arm should not be

removed or loosened unnecessarily. If the arm is loosened or removed,

voltage alignment should be checked before using the autopilot. This

must be done by a competent technician.

Mounting

Refer to the installation diagrams on pages 30 or 31 for the relevant rudder

feedback unit.

The rudder feedback unit is water resistant. However, if it is to be mounted in a

wet position some protection will be necessary to ensure the unit does not

become immersed in water.

Position

Select a position adjacent to the tiller arm

Install the mounting bracket to accommodate the rudder feedback unit

with its arm parallel to and pointing in the same direction as the tiller

Attach the rudder feedback to the bracket. (For RFUS arm is

uppermost. For RFUH shaft is lowermost)

Drill a hole in the tiller arm for the linkage arm connection block (1/4”

diameter)

Attach the linkage swivel block to the tiller

Attach the linkage ball joint to the rudder feedback arm

Fit the linkage arm through the swive block and attach the other end to

the ball joint

Remove the top of the feedback (RFUH only)

Connect 3 core cable to the RFU terminal strip (RFUH only)

Route the rudder feedback cable to the AP4 position

Connect the RFU cable to the RUDDER socket of the AP4

Installation Checks

Turn the helm slowly from hard over to hard over and observe the

movement of the rudder feedback arm

Ensure the feedback arm or linkage does not foul in any position

Ensure there is no strain on the feedback arm or linkage


Check the rectangular correlation between the feedback arm, the tiller

and the linkage with rudder amidships

Check direction of feedback arm movement (port and starboard)

corresponds with the markings on the feedback body

Check the feedback arm direction matches the tiller movement

direction for port and starboard

Note: Correct any problems before using the autopilot

Selection Switch- Standard or Heavy Duty Feedback

The AP4 is normally dispatched from the factory as ordered. However, when

installation of the feedback is completed on the boat the RFUS / RFUH

selection switch in the AP4 control unit should be checked for correct selection.

Selecting between RFUS and RFUH:

Switch OFF the switch 1 of DIP1 for RFUS;

Switch ON the switch 1 of DIP1 for RFUH.


Note: DIP 1 Switch 2 is used for heading input from a GPS using the COG

information. Normally set to Compass (OFF). Refer “NMEA

Connection”, page 33.

Heavy Duty Rudder Feedback Installation Diagram


Standard Rudder Feedback Installation Diagram


Installation of Remote Units

Hand and Active Remotes use a small clip bracket for mounting.

Steering Levers are normally mounted in-dash. For a TMQ steering lever this

will require a 90mm hole to be cut for mounting plus a position for a push

button selection switch (if used). Other steering levers as required.

The units are very robust and either of these may be mounted where it is subject

to occasional splashes of water. If mounted in direct sunlight, the decal may

fade.

Hand Remote

Select a position for the Hand Remote bracket

Install the bracket and attach the remote


Plug the remote cable into REMOTE socket of AP4

When the AP4 is switched on, test the remote operation

Active Remote

Select a position for the Hand Remote bracket

Install the bracket and attaché the remote


Plug the remote cable into REMOTE socket of AP4

When the AP4 is switched on, test the remote operation

Steering Lever (TMQ)

Select a position for the Steering Lever

Cut a 90 mm clearance hole for mounting the Lever

Secure the steering lever with two screws

Fit selection switch adjacent to lever (if used)


Plug the cable into the REMOTE socket at the rear of the AP4

Remotes Calibration

The remotes can be calibrated if required; this allows the full range of the

steering input to be used. Each remote fitted has to be calibrated.


Remote Calibration.

(Carry out this procedure only after rudder limits have been set)

Calibration Procedure


Press and hold pressed the GPS button

Press TIMER button - display will read 900

Release both GPS and TIMER buttons


Press TIMER button - display now reads rCL

Rotate each remote control knob in turn through full travel from port to

starboard

Press TIMER button to save settings and exit the procedure

Note: If the boat does not steer straight ahead when the remote control course

knob is centred, the rudder feedback may need realignment.

Caution: If the boat is carrying temporary “weather helm” as a result of sail

trim or net drag, realignment may not be necessary. Check BEFORE

realigning..

NMEA Connection

The NMEA socket at the rear of the AP4 (internally labelled T4 DATA) allows

for the following connections:

1. GPS data input – for waypoint or GPS steering

2. TMQ proprietary data input and output – data for TMQ remote display

for example AP56

3. + 10 VDC and 0 VDC – power to remote display


NMEA Socket - Pin Configuration

Pin 1 – GPS data positive input RX+

Pin 2 – GPS data negative input RX─

Pin 3 – TMQ data positive output TXD1

Pin 4 – Power negative 0 VDC

Pin 5 – TMQ data positive input RX2

Pin 6 – Power positive 10 VDC

GPS Data Input

The AP4 pilot will accept two forms of GPS data in NMEA 0183 format as

follows:

GPS Plotter data – APA, APB or XTE+BOD for waypoint steering –

pilot display shows BTW

GPS data as heading reference – used when magnetic heading reference

from a compass is not available – pilot display shows COG *

*DIP1 switch 2 must be switched on to receive data for COG. Boat must be

making more than 2 knots true speed over ground. Refer diagram on

page 29.

GPS Data Input Connection

Refer to GPS manual for correct identification of wires for data output

connection. An example of GPS connection:

GPS TX+ connect to AP4 RX+ (pin 1 of the NMEA Socket)

GPS TX– connect to AP4 RX– (pin 2 of the NMEA Socket)

TMQ C-Plot Data Input Connection

The AP4 will accept data from a computer operation C-Plot program for

waypoint steering. The connections are as follows:


Pin 3 C-Plot Data Plug connects to pin 1 of the NMEA Socket

Pin 5 C-Plot Data Plug connects to pin 2 of the NMEA Socket

Displays shows bearing to waypoint – BTW

TMQ Second Station Display Connection

When a TMQ second station display (AP56 *) is used with the AP4, it has a

pre-wired plug to connect to the NMEA socket. Provision is made for GPS or

C-Plot data input via two wires attached to the plug as follows:

GPS TX+ connects to the white wire (pin1 of NMEA socket)

GPS TX– connects to the green wire (pin 2 of NMEA socket)

* Part numbers for second station displays are:

1. AP56HEAD

Heading Data Connections

Heading Data Output

Heading data output is available on the internal T6 connector strip pins 1 and 2.

1 TX 2 Heading data out

2 NEG Heading data Negative

3 RXD– NMEA Data in Heading negative

4 RXD+ NMEA Data Positive in

5 ALARM negative (switched)

6 ALARM positive 10 Volts

Output heading sentence type can be selected if required. Available options are:

HDM, HDT or HDG individually or all three can be output together.


Heading Data Output Selection

Selection procedure


Press and hold pressed GPS button

Press TIMER button - display reads 900

Release GPS and TIMER buttons


Press TIMER button – display reads S-1

Rotate COURSE knob for the required selection

S-1 = HDM

S-2 = HDT

S-3 = HDM with checksum

S-4 = HDT with checksum

S-5 = HDM & HDT

S-6 = HDM & HDT with checksum

Press TIMER button to save the setting and exit the procedure

Heading Data Input

The AP4 pilot can accept NMEA 0183 heading data input from any source, for

example, GPS compass or other electronic compass. which will connect to the

internal terminal strip T6.

Heading data input from other external source (GPS Compass)

Heading data input is connected to T4 pins 3 and 4

1 TX 2 Heading data out

2 NEG Heading data negative

3 RXD– NMEA data in heading negative

4 RXD+ NMEA data positive in

5 ALARM negative (switched)

6 ALARM positive 10 Volts


Heading Data Priority

The AP4 is able to operate with both TMQ electronic compass (COMMAG)

and NMEA heading data input connected. The pilot will accept the NMEA

heading data as first priority.

If the NMEA data is not present the AP4 will display the heading received from

the standard compass (COMMAG - if fitted).

If the NMEA data fails during operation, the unit will revert to the standard

compass and the alarm will sound. The alarm can only be cancelled by turning

the AP4 off and on again.

External Alarm Installation

Note: not available if connected to BNWAS.

For non survey vessels an external alarm is optional.

For vessels needing the commercial watch alarm feature fitted for survey

requirements, an external alarm is required in addition to the AP4 internal

buzzer.

This alarm will sound if the timer alarm has been sounding for one minute

without being reset and autopilot is NOT in SET mode.

A 12 Volt piezo buzzer with current draw not exceeding 250 milliamps should

be used (TMQ Part No. SIREN). If a siren or alarm unit is used which draws in

excess of 250 milliamps, this should be connected via a relay.

The external alarm circuit is used to energise the siren direct. For larger units

the circuit energises a relay coil with the siren being energised via the relay

contacts.

To Install External Alarm Siren

Mount SIREN in appropriate position for optimum effect (leads may

have to be lengthened)

Remove top cover of AP4


Connect SIREN + lead (red) to 10V Power on T4

Connect SIREN – lead (black) Alarm Negative Output T4

Route siren wires through cut out at rear of AP4

Replace top cover of AP4

To enable the commercial watch alarm, refer pages 10 and 18.

Note: Once the commercial alarm is enabled, it cannot be reverted.

Wiring Connections – AP4 Rear Panel

Motor Terminals

Clutch + Power out to Clutch Normally High

Clutch – Switched to negative to operate Clutch

Motor A Normally High, Switched to negative to drive

Motor A Normally High, Switched to negative to drive

NMEA In / Out

1 GPS In

2 GPS Return

3 Data + Out to TMQ Display or PC

4 Negative and Data - common

5 Data + in from TMQ display or ELECOM Compass

6 + 10 V out


Remote

1 + 5 Volts ............................................................................... Red

2 Wiper 1 ................................................................................. Green

3 Negative ............................................................................... Blue

4 Control Line Remote 1 (High Power Steer, Low Auto) ....... Yellow

5 Wiper 2

6 Control Line Remote 2 (High Power Steer, Low Auto)

Rudder Feedback

1 Not used

2 Negative .................. Blue

3 Not used

4 RFU Signal .............. Green

5 + 5 Volts to RFU ..... Red / Brown

Compass

1 White

2 Blue (Square Wave Drive Signal)

3 Red

4 Yellow

5 Green


Examples - Drive Connection Diagrams


General Information - Drive Units

The AP4 autopilot is capable of controlling reversing hydraulic pumps,

mechanical drives, linear hydraulic drive systems, linear mechanical systems,

solenoid valves on constant running pumps and relays

When installing any drive system, refer to the manufacturers’ specifications and

instructions. Follow all instructions.

Installation Considerations

Mechanical Drives

Ensure correct voltage of drive unit

Mount horizontally in a dry position

Ensure robust and stable mounting platform is available

Provide for cable connection to AP4 control unit

Provide access for drive sprocket and chain to be fitted

Provide for cable lay if linear mechanical drive

Check correct sprocket ratio for the boat

Hydraulic Pumps

Check correct pump voltage for boat

Ensure correct flow rate of pump matched for steering

Mount horizontally in a dry position

Pump should be mounted lower then the helm pump

Provide adequate space for hydraulic line connections

Ensure access to existing boat steering lines

A balance line must be connected from autopilot pump reservoir to

helm pump reservoir

Replace any vented bung on pump with non vented

Check if extra lock valve is needed for steering system

When mounted, fill with oil and purge air from system


Solenoid Valves

Links are provided to allow jog lever operation in conjunction with AP4 S9

Autopilot. These links should be cut when connecting the AP4 for solenoid

operation where a jog lever is also fitted or an isolating switch must be

installed.

When cut (open circuit) the autopilot control only pulls the drive outputs low.

Positive voltage is supplied to the solenoid common connection. Links are

marked SOL J4 and SOL J7 on the PCB either side of the heat sink.

As preventative measure to ensure voltage spikes do not interfere with the

autopilot or other equipment, spike suppression diodes should be fitted on

solenoid valves. See example drawing page 40.

Wiring

Keep connecting cables as short as possible and of sufficient size to avoid

voltage drop along the cable length.

Ensure all connections are tight. Recheck periodically.

ALL CONSTANT RUNNING PUMPS SHOULD BE CONNECTED TO

THE SUPPLY VIA AN ISOLATING SWITCH AND SUITABLE

PROTECTION CIRCUIT – FUSE OR CIRCUIT BREAKER

Commissioning Checks

Post Installation Checks

1. Check correct voltage is connected (12 or 24VDC) *.

2. ENSURE POLARITY OF THE VOLTAGE SUPPLY IS CORRECT.

3. Check compass and rudder feedback are plugged in

4. Check remote units plugged in and GPS input connected (if fitted)

5. Check drive unit cable is connected

6. Check loose cables are clipped or tied up.


7. Turn steering wheel fully clockwise and visually check that moving and

mechanical parts do not foul

8. Visually check that RFU arm has moved in the correct direction as

indicated on the RFU label or top.

9. Repeat step 7 & 8 for anti-clockwise wheel movement.

* Voltage is determined by drive voltage requirements. Ensure pump is the

correct voltage rating.

Pre Sailing Dockside Tests

1. Turn helm to mid ships position.

2. Turn on main power supply. Set MODE switch to SET

3. Check rudder limits – adjust only if necessary. See Rudder Limits on

page 45.

4. Determine vessel heading by a sighting on known heading or compass.

5. Align autopilot magnetic sensor until display reads known heading.

6. Select AUTO mode on control unit.

7. Check AUTO light comes on.

CAUTION: IF AUTOPILOT DRIVES HARD OVER,

IMMEDIATELY TURN CONTROL UNIT OFF.

Reverse motor drive wires at terminal strip on rear of autopilot

and repeat from Step 1.

8. Turn course knob 10 º to starboard.

9. Green steering light should come on.

10. Confirm that rudder moves to starboard.

11. Turn course knob back to centre, then 10 º to port.

12. Red steering light should come on.

13. Confirm that rudder moves to port.

14. Set MODE switch back to SET position.

Note: APART FROM INSTALLATION MODE, AT NO OTHER STAGE

SHOULD THE AUTOPILOT DRIVE THE RUDDER INTO THE

MECHANICAL STOPS. IF THIS IS ALLOWED TO HAPPEN, DAMAGE

TO THE AUTOPILOT MAY RESULT


Check Rudder Drive Speed

The speed a rudder is moved by the autopilot drive unit will affect the steering

responsiveness of the AP4. A rudder lock to lock time of approximately 15

seconds* is required for good course holding.

*Optimum rudder speed will vary between vessels. A larger ship or slower boat

may require a slower speed. Rudder lock to lock angle is from 30º port

to 30º starboard.

1. Switch AP4 in PWR

2. Use a suitable timing device to check rudder speed

3. Rotate control knob until rudder is fully to port

4. Quickly rotate the control knob in starboard direction for a minimum of

3 turns. Time the rudder until it reaches starboard limit. Note the time.

The autopilot is now ready for full operational testing and sea trial.

Sea Trials

Basic Trial

Sail the boat to an area of calm and open water

Switch AP4 to SET

Check compass headings against boat compass

Carry out compass calibration only if necessary – see Compass

Calibration section on next pages. Note: It is rare for the AP4 heading

and boat compass to agree exactly on every heading due to magnetic

variations on the boat.

When boat is underway switch AP4 to AUTO.

Observe steering – adjust sensitivity and rudder response if required

– see page 16.

Note: Good course holding is also affected by drive unit lock to lock times. If

difficulty is experienced with course holding, check rudder drive speed.

Between 10 and 25 seconds lock to lock should allow the autopilot to

work successfully on most vessels.


Additional Trials

When basic trials have been satisfactorily completed, further trials can then be

carried out on individual ancillary equipment where fitted, eg: hand remote,

steering levers, GPS inputs, waypoint steering, etc.

Check the operational sections of this manual for relevant functionality testing.

Always use open waterways for testing until you are familiar with the

operation.

Rudder Limits Setting

Note: the rudder limits are factory set to 30 degrees. If the rudder feedback has

been installed correctly, the p-l and s-l symbols should display when the

rudder is moved to the port or starboard limit.

The rudder limits prevent the steering motor driving the rudder beyond its

physical (mechanical) stops. The limits are set so that the limit display indicates

before the rudder reaches the stops.

There are two display symbols P_L (port limit), S_L (starboard limit)

indicating the state of the rudder limit circuits:

The port limit P_L display will come on when the rudder position is further to

port than the limit set by the rudder limit port setting. This will cause any port

drive command to be ignored and turn off the port drive light on the front panel.

The starboard limit S_L functions in the same way for rudder angles to

starboard.

The display symbols do not appear when AP4 is in the SET mode.

To Set Rudder Limits Manually

Switch AP4 to SET mode

Hold down GPS button

Press TIMER button - display shows 900



Press TIMER button - display now shows rudder position as a scale of

0 to 255. 128 is centre rudder.

Rotate boat helm to required Port Limit Position (rudder should not

have reached the stops)

Check display reads between 000 and 110 (eg: 035)

Press GPS button – this sets the PORT LIMIT

Rotate helm to required Starboard Limit Position

Check display reads between 150 and 250 (eg: 220)

Press TIMER button - this sets the STARBOARD LIMIT

To Set Rudder Limits Automatically (Installation Mode)

Switch AP4 to SET mode

Drive the rudder to its central position

Hold down GPS button

Press TIMER button - display shows 900


Press TIMER button - display now shows “S_0”


After the last step above, the autopilot will display “S_C”, meaning it is

checking the directions to where the rudder is being driven. Then it will be

displayed “S_L”, while the rudder is driven to its limits twice. At this stage, the

rudder is driven hard over shortly, in order to define the limits.

When the limits are defined, the autopilot goes back to set mode automatically.

If any error occurs during this process, a code described on the table below is

displayed:

Display Description

S_0 Waiting pressing the TIMER button again.

S_C Defining the directions of the rudder.

S_L Checking the starboard and port limits.

E_0 ---

E_1 It was not possible to associate the first driver A. *

E_2 It was not possible to associate the second driver A. *


E_3 ---

E_4 ---

E_5 The difference from the port to starboard limit resulted less

than 400. Not sufficient RFU Movement

E_6 ---

E_7 The RFU reached the starboard limit (5 or less) when

associating drivers. Too much RFU movement

E_8 The RFU reached the port limit (1018 or more) when

associating drivers. Too much RFU movement.

E_9 ---

E10 ---

E11 The rudder is not in the centre for starting (between 256 and

768). Centre rudder or check RFU

E12 ---

E13 The RFU reached the starboard limit (5 or less) when defining

rudder limits. Too much RFU movement

E14 ---

E15 The RFU reached the port limit (1018 or more) when defining

rudder limits. Too much RFU movement

E16 ---

When connected to a reverse motor and a problem occurs in this stage, it always

displays E1, meaning that the reversing pump is not moving the rudder, or the

rudder feed back did not move.

To check Rudder Limits

Rotate MODE switch on AP4 to PWR

Rotate COURSE knob anticlockwise (to port) until pilot stops driving

rudder

Visually check rudder has moved to required port limit position

Rotate COURSE knob clockwise (to starboard) until pilot stops driving

rudder

Visually check rudder has moved to required starboard limit position


Compass Calibration

The compass supplied with your AP4 autopilot has been calibrated during

manufacture. This calibration will be satisfactory for almost all installations. If

you have a steel vessel, or some other factor which causes the compass to

perform poorly, the calibration procedure will adjust compass characteristics to

compensate. The calibration should only be done if the compass is known to

be inaccurate.

If the AP4 compass displays a constant offset (eg the autopilot compass reads 3

degrees high on all bearings), simply rotate the AP4 compass case to align

bearings with the ships compass. In this case it is not necessary to re-calibrate

the compass as described below.

If the AP4 compass has inconsistent variation on different headings, the

following calibration procedure can be carried out. This procedure should only

be done in calm waters with adequate sea room.

Calibrating TMQ Compass - COMMAG

Rotate MODE switch on AP4 to SET


Press TIMER button – display should read 900



Press TIMER button

Display should flash between CAL and current boat heading

Turn the boat slowly through two complete circles in the same direction

On completion of turns press and hold pressed GPS button

Press TIMER button

Release both buttons


Press TIMER button

Display should revert to read normal boat heading

Note: If the autopilot does two (2) beeps, the calibration was invalid and the

AP4 defaults to the factory setting. Repeat steps above to carry out

calibration again. This will occur if vessel does not complete the circles.


Calibrating TMQ Electronic Compass - ELECOM

Rotate MODE switch on AP4 to SET





Press TIMER button

Display should flash between CAL and current boat heading

Turn the boat slowly through one complete circle in any direction.

Note 1: on completion of the turn for the electronic compass, the autopilot does

two (2) beeps, and displays “CAL” for 5 seconds. The calibration is

saved automatically and the AP4 goes back to set mode.

Note 2: if the vessel is being turned too slow, or too fast, the calibration fails.

“SLO” or “FAS” is displayed respectively, and then after some seconds

“FAil" is displayed.

This completes the compass calibration. Check alignment of the AP4 compass

by steering vessel due North (000 on ships compass) and, if necessary, rotate

outer case of AP4 compass in its bracket until heading display reads 000.

It is important to realise that on any vessel the ships compass can have heading

errors as a result of the vessels magnetic signature. These errors can be

minimised by having the ships compass swung and compensated by a licensed

compass adjuster. Such adjustment should be repeated annually. In any case it

is highly unlikely that the ships compass and autopilot compass will be

congruent for every heading.

If you are unsure of the success of the calibration, you may return to the factory

calibration.

Resetting Compass to Factory Calibration

Switch MODE switch on AP4 to SET

Press and hold pressed GPS button





Press TIMER button

The system will do 2 beeps before returning to normal heading.

If an electronic compass is connected, it will also receive a command for

resetting its calibration.

AP4 Special Modes

AP4 Special modes are internal settings which allow different operations to be

performed by the AP4. Also, special modes allow certain parameters to be set

which control the AP4 operation.

To Enter Special Modes

Switch AP4 to SET


Press TIMER button – display reads 900


Rotate COURSE knob until required mode is shown on the display

Press TIMER for displaying the value of the special mode

Rotate COURSE knob for adjusting the value

Press TIMER to save the display value and exit the special modes

Special Modes Display Selection

901 Start compass calibration – page 48.

902 Store compass calibration – only for COMMAG.

903 Return to factory default calibration – page 49.

904 Factory test for calibration – factory technician only

905 Set rudder limits – page 45.

906 Set commercial watch alarm – pages 10 and 18.

907 Control calculation period for NO RFU (default: 9) – Sets the

period between two subsequent calculations for the control without


RFU. For vessels which have a slow response for the control, it may

be required to increase this value.

908 Optional remote modes

[r-1] = Basic remote

[r-2] = Active remote

[r-3] = Basic remote + power steer input on pin 5

[r-4] = Basic remote + power steer input on pin 5 in SET position

[r-5] = Remote 1 input only Rem 1 pin 2

[r-6] = Remote input Rem 1 pin 2. Power Steer default at turn on

[r-7] = JOG input with Select push button

[r-8] = JOG input with Select push button + power steer in SET

909 Reverse motor delay (default: 30) – Defines the time given before

reversing the motor in order to avoid overcurrent.

910 Pulse length for NO RFU – More details in the further “Operating

with NO RFU” section.

911 Remote calibration – page 33.

912 Heading data output selection – page 36.

913 BNWAS (default: 0) – page 18.

914 Reset all the parameters to the factory default

915 Bearing – Origin to Destination (BOD) correction

916 Displays the voltage from the power supply

917 Speed of turn tolerance

918 Integration gain (default: 5) – On “Adjusting the PID control”

section next pages.

919 Derivative gain (default: 3) – On “Adjusting the PID control”

section next pages.

920 Maximum speed of turn (default: 360) – It limits the rate of turn

when the NO RFU control mode is being used. The number

corresponds to the angular speed in degrees per minute.

921 Heading deadband (default: 10 1o) – This deadband is associated

to the readings from the compass.

922 Set with (1) or without (0) RFU control mode (default: 1)


923 The maximum course error value (default: 10 degrees) used for

calculating the rudder position. It is the proportional part of the PID

control used only when in RFU control mode.

924 Mode Rudder Install – Explained in “To Set Rudder Limits

Automatically (Installation Mode)” section, page 45.

925 The integral gain for the XTE correction (rudder offset)

926 The derivative gain for the XTE correction (speed control)

927 Empowered gain – if the rudder ratio is already set to it maximum

value and still needs more response, it can be set to in order to

multiply the value by 2. Usually not used.

928 Decrease the integration (offset) of the XTE error, near to the

correct heading (default: 1)

Operating Without RFU

If chosen “0” on special mode 922, the autopilot will operate the auto mode

without reading the RFU, apart for the rudder limits if it is connected.

In this mode, the program does not use the PID concept, and uses pulses of

current in order to turn the motor. The length of these pulses is proportional to

the value adjusted via special mode 910. When the vessel is heading near to the

desired direction, the pulses are shorter.

The more responsive the vessel is to the rudder movement, the setting should be

lower. Usually, for larger boats with high rudder inertia, it will require a longer

pulse.


Adjusting the PID Control

Keeping the Heading

PID stands for Proportion, Integral and Derivative, which are the three

calculated values that the sums results in the control law value. This value is the

position to where the Rudder must be driven. Following it is described how

each of these values contributes to the control of the vessel.

Proportional value:

The bigger the error from the desired direction from the current

direction of the vessel, the bigger is this value. It provides more

responsiveness when the boat is too far from its desired direction.

However, this proportional value may be not enough when the vessel's

direction is being disturbed by some force that takes it from its route

(unbalanced load, wind, tide currents, etc.).

In the autopilot, the gain (contribution) of this value is adjusted with the

rudder ratio.

Integral value:

This portion of the control value integrates the error, adding an offset

on the rudder position, for compensating the forces and disturbances

that the proportional control value can't cope. It is intended to keep the

direction inside the dead band.

The adjustment of the gain for this parameter was explained in the

section “AP4 Special Modes” (display selection 918);

Derivative value:

After setting the proportional value for getting the desired

responsiveness, it may be experienced some overshoot (“hunting”).

Than, the value of the derivative has to be increased until there is no

more overshoot.

This value controls the speed of the movement, especially near to the

desired direction. It will have no effect when the vessel is not turning,

and will oppose the to the turn movement when it happens.

The adjustment of the gain for this parameter is explained in the section

“AP4 Special Modes” (display selection 919).


Following a Track (Waypoint)

The PID concept is described in the section above, “Keeping the Heading”.

However, in this case it is used for defining the direction of the boat, instead of

the rudder angle.

Proportional value:

The bigger the cross-track error (XTE) and this proportional value, the

more direct will be the direction to steer to the track line. This

parameter makes the boat go faster or slower to the track line, but if it is

to big, will cause too much overshoot.

The adjustment of the gain for this parameter was explained in the

section “AP4 Special Modes” (display selection 915);

Integral value:

This portion of the control adds up an offset in the desired heading of

the boat in order to compensate, for example, unbalanced load, wind,

tide currents, etc.

This value is adjusted selecting the special mode 925;

Derivative value:

This parameter is intended for controlling the overshoot caused by the

proportional gain explained above. It must be increased only up to the

point it controls the overshoot. Too high values can make the boat

oscillate in its direction to the track line.

This value is adjusted selecting the special mode 925;

Procedure for setting these parameters:

If the boat is not following the track with the factory default parameters, the

following steps are suggested:

1. Initially, try to find an area without tide currents or other similar

disturbances;

2. Set the integral value (925) to 0;

3. Set the derivative value (926) to 0 or a small value such as 5.

4. Set the proportional value (915) between 20 and 40;

5. Make a track for the boat follow and start the trial. Adjust the speed of

the boat to the speed it will usually follow the tracks;


6. Check how well the boat is following the track. As only the

proportional value was adjusted at this stage, it has to have a small

overshoot;

7. Stop the boat and for eliminating the overshoot, increase the derivative

value (926), for example, to 6;

8. Try to follow a track again, and increase the derivative value if

necessary;

9. Now, when the boat is satisfactorily following the track in calm water,

take the boat to follow a track in a disturbed area, such as in a place

with tide current.

10. In the disturbed area, as the integral value (925) was not set yet, there

will be an offset between the course of the boat and the track line. Start

increasing the integral value. Don’t start with too high values, as it will

cause hunting around the track line, start with the value 4, for example.

Keep adjusting this value until the boat follows the track.

11. The system is adjusted at this time. It is a good practice to take note of

the values for each parameter for future maintenance.

Real example:

Parameter Display selection 1st trial 2nd trial 3rd trial

Proportional 915 40 60 60

Integral 925 0 0 4

Derivative 926 6 10 10

1st trial:

The boat traced a proper curve for approaching to the track line but didn’t get

near enough, and took to long. The boat didn’t cross the line.

2nd

trial:

The proportional gain was increased for getting more responsiveness. The

derivative was also increase for avoiding overshooting.

At the beginning the boat followed the track very well, but as expected, when it

reached a zone with tide currents, it left the track.

3rd

trial:

For correcting the error occurred in the 2nd trial, it was necessary an offset on

the heading in order to compensate the tide currents. Therefore, the integral

gain (925) was increased until a good result was achieved in the middle of the

tide currents. Back to the calm waters, it kept on track as well.


Optional Extras

There are a range of optional extras that can be connected to the TMQ AP4

system as the need or circumstances require. Further information can be

obtained from the TMQ website at www.tmq.com.au

Rudder Angle Indicator

The rudder angle indicator is a

flush mounted instrument

providing a clear indication of

rudder position, which is critical

when docking or manoeuvring in

close quarters.

Hand and Active Remotes

Hand remotes and Active remotes

provide the freedom to maintain

full control of the autopilot and

steering while moving around the

vessel.

Steering Levers

These levers allow single handed control of any size vessel with power

steering. Movement to port or starboard causes the rudder to follow

proportionally.

Electric Wheel

The TMQ Electric steering wheel provides precise, light steering on any

vessel with a power steering system installed. It simplifies vessel fit out by

eliminating long hydraulic lines to the helm position



Reversible pumps

Hydraulic pumps are available in

12 or 24 VDC with 1 or 2 litre

capacities to suit all applications.

Continuous pumps

Constant running pumps available

in 2 or 3 litre for 12 & 24VDC

systems with accurate flow

adjustment to set lock-to-lock

time.

Linear drives

Single rod linear drives can be

fitted to a wide variety of vessels.

May be attached directly to the

tiller or rudder quadrant.


Declaration of Conformity

( MANUFACTURERS DECLARATION )

Manufacturer: TMQ Electronics

PO BOX 3348

Tingalpa, QLD 4173

Australia

Tel: +61 7 3640 5600

Fax: +61 7 3640 5699

Declares under our sole responsibility that the products:

AP4 Autopilot, Compass Sensor, Rudder Feedback unit and remote accessories,

all units interconnected with necessary cables and external connections as a

system to which this declaration relates, is in conformity with Standard(s):

EN60945/1997

CEI IEC945/1996

For TMQ International Pty. Ltd.

Murarrie Queensland Australia.

3rd March 2016

Ken Brown, Manager


Warranty

TMQ Electronics products are thoroughly inspected and tested before shipment

from the factory and are warranted being free of defects in workmanship and

materials for a period of one year from the date of shipment from the factory.

By returning the enclosed questionnaire and registering the product. The

warranty will be extended to a total of 3 years from the date of leaving the

factory.

This warranty is extended to and is solely for the benefit of the original

consumer purchaser.

All units in need of repair will be repaired without charge to the purchaser

during the above mentioned period in accordance with the following terms and

conditions:

1. The defective unit is returned "freight prepaid" to TMQ Electronics,

whose address is unit 18, 17 Rivergate Place, Murarrie QLD 4172.

2. Proof of purchase is supplied and original Serial Numbers on

equipment have not been changed.

3. Information is provided regarding the nature of the failure or problem

occurring.

4. A return address is supplied to enable the equipment to be returned by

road freight. Any other means of transport will be charged to the

customers account and must be paid in advance.

This warranty does not cover defects or damages caused by unauthorised

service or damage through accident, misuse or abuse. The owner is also

responsible for providing reasonable maintenance and weather protection of the

equipment.

TMQ Electronics shall not be liable for damage or loss incurred resulting

from the use and operation of this product. TMQ Electronics reserves the

right to make changes or improvements to later models without incurring

the obligation to install similar changes to equipment already supplied.

Some states do not allow the exclusion or limitation of incidental or

consequential damages; therefore the above limitations or exclusions may

not apply to you. This warranty gives you specific legal rights and you

may also have other rights, which vary from state to state.


Troubleshooting

Note: Before carrying out any trouble shooting procedures, ensure your test

equipment is working correctly!!

AP4 does not switch on:

Possible fault

No power available at AP4

Defective power cable connection

Faulty Mode switch on AP4

Component failure in AP4 power regulator circuit

AP4 switches on but no drive output

Possible fault

No compass input

Defective drive cable connections

Failure of drive switching circuit in AP4 (FET’s)

Defective MODE switch in AP4

FUS Displayed open Fuse Internal 15A Blade Fuse

AP4 working but rudder does not move

Possible fault

Defective drive connection cable

Worn drive motor brushes

Drive motor failure

Pump failure (hydraulic drive)

Air in hydraulic lines

Ram connection on tiller

Broken drive chain or cable (mechanical drive)

FUS Displayed open Fuse Internal 15A Blade Fuse


AP4 drives rudder hard over when switched to AUTO

Possible fault

Rudder feedback cable disconnected from AP4

Defective rudder feedback cable

Disconnected rudder feedback linkage

Broken rudder feedback linkage or arm

Rudder feedback unit failure

AP4 drives rudder in one direction only

Possible fault

Rudder limit switch not set correctly

Partial drive circuit failure (FET)

Boat does not follow in GPS waypoint steering (alarm sounding)

Possible fault

Route not selected in GPS

GPS interface cable not connected to AP4

Incorrect data output from GPS

No valid data fix by GPS

Faulty interface cable

Reversed wires on interface cable

GPS mode not selected on AP4

Failure of isolator IC1 in AP4

Active Remote does not function correctly with AP4

Possible fault

Active remote not connected to AP4

Special mode r-2 not selected

Active remote failure


www.tmq.com.au

TMQ ELECTRONICS

Unit 18/17 Rivergate Place

Murarrie Qld 4172

Phone 07 3640 5600

Email: [email protected]

TMQ INTERNATIONAL PTY LTD


mailto:[email protected]

Documents

TMQ AP4TMQ AP4 Autopilot (AP4S10) 5 of 62 Version 1.5 23/02/2017 This autopilot can control the movement of the rudder through a mechanical drive motor, reversing …